Wheel Module Suspension Layout for Reduced Road Impact Transmission
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Solution Overview
Problem
In vehicles with independently steered wheels, existing shock absorbers fail to effectively absorb road impacts, leading to discomfort for occupants due to direct transmission of vibrations to the vehicle body, especially when a damper is added, which increases the size of the steering device and compromises comfort.
Innovation Solution
A wheel module with a suspension mechanism supported by an upper and lower end fulcrum, where the lower end fulcrum is positioned away from the tire central axis, reducing the direct transmission of road impacts and vibrations, and incorporating a compact steering unit with a double winding motor for improved reliability and reduced unsprung weight.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-affected harmful factors
If a shock absorber is added to absorb road impacts, then ride comfort is improved, but the size of the steering device increases
Solution Approach 1:
The patent combines the shock absorber function with the steering device by integrating the damper into the steering mechanism structure. The damper is positioned to work alongside the steering components, allowing vibration absorption without requiring separate dedicated space for the shock absorption system, thus avoiding increase in overall steering device volume.
Solution Approach 2:
The steering device structure is designed to serve multiple functions: steering control and vibration absorption. The damper is integrated such that it absorbs road impacts while the steering mechanism maintains its primary function, creating a multi-functional system that eliminates the need for separate components.
2Object-affected harmful factors
If a damper is added to reduce vibrations, then ride comfort is improved, but the steering device size increases
Solution Approach 1:
The damper is merged with the steering device structure, sharing the same spatial envelope and mounting points. This integration allows the vibration damping function to be added without proportionally increasing the overall device volume, as the damper utilizes existing structural space rather than requiring additional dedicated volume.
3Object-affected harmful factors
If the lower end fulcrum is positioned away from the tire central axis, then vibration transmission is reduced, but the suspension mechanism complexity increases
Solution Approach 1:
The lower end fulcrum is deliberately positioned asymmetrically away from the tire central axis rather than being centered. This asymmetric positioning creates an offset that reduces the direct transmission path of vertical impacts to the vehicle body, while the resulting geometric configuration is managed through straightforward mechanical linkages that limit complexity increases.
Data Source
AI summary
A wheel module for a vehicle includes a tire, a steering unit, a driving unit, a braking unit, and a suspension mechanism. The steering unit is configured to output a steering force for the tire. The driving unit is configured to output a driving force for the tire. The braking unit is configured to output a braking force for the tire. The suspension mechanism is supported by an upper end fulcrum and a lower end fulcrum so as to reduce vibration or impact transmitted from a road surface. An imaginary straight line extending along a vertical direction and passing through a center of the tire in a radial direction and in a width direction of the tire is defined as a tire central axis. The lower end fulcrum of the suspension mechanism is positioned away from the tire central axis when viewed from a side surface of the tire.