Wheel Suspension Universal Joint Segmentation
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Solution Overview
Problem
Conventional wheel suspensions for motor vehicles face a trade-off between stiffness and weight, with kingpin designs offering low friction but high weight and compactness, and ball joint designs providing lighter but shorter service life due to increased frictional forces.
Innovation Solution
A double-wishbone wheel suspension with perpendicular universal joints and roller bearings, allowing for a stiff yet lightweight construction with minimized frictional forces, where the wishbones are articulated with the steering knuckle carrier and feature a wheel hub with a through-opening for the stub shaft, distributing axle loads effectively and avoiding direct mechanical connections between joint pins.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a kingpin design is used with two universal joints, then frictional forces are low and service life is extended, but weight and volume increase
Solution Approach 1:
The patent extracts and eliminates the connecting bolt that mechanically connected the two bearing journals in conventional kingpin designs. By removing this connecting element, the design achieves lower weight while maintaining the low-friction advantages of universal joints through the remaining structural connections.
Solution Approach 2:
The patent segments the kingpin structure by positioning the two bearing journals at a clear distance from one another on the steering axle without direct mechanical connection. This segmentation allows each journal to operate independently, reducing overall weight while maintaining structural integrity through the wishbone and steering knuckle carrier connections.
2Weight of moving object
If a ball joint design is used, then weight is reduced and compactness is improved, but frictional forces increase and service life decreases
Solution Approach 1:
The patent replaces the ball joint mechanical system with a universal joint system consisting of two rotary joints. This substitution eliminates the spherical contact surfaces that generate high friction in ball joints, while maintaining the compact and lightweight structural advantages through the wishbone configuration.
Solution Approach 2:
The patent introduces dynamic movement capabilities by incorporating two rotary joints with perpendicular axes of rotation in each universal joint. This allows the suspension to adapt its movement patterns dynamically, reducing frictional contact while maintaining structural integrity and reducing weight compared to rigid ball joint designs.
3Object-affected harmful factors
If a stiff construction is achieved with universal joints, then low frictional forces are obtained, but the structure becomes heavier and larger
Solution Approach 1:
The patent segments the universal joint structure by positioning the two bearing journals at a clear distance from one another without direct mechanical connection. This segmentation reduces the overall volume required for the joint assembly while maintaining the low-friction characteristics through the distributed connection points on the steering axle.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The solution achieves a lightweight, stiff wheel suspension with reduced frictional forces and extended service life, capable of handling high axle loads and maintaining performance at large steering angles, while minimizing deformations and maintaining efficient power transmission.
Implementation Method 1
roller bearings (8) positioned next to one another in the direction of the axis of rotation (6) mounted in the journal (13)
Data Source
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Figure 2
AI summary
The invention relates to a wheel suspension for a motor vehicle, in particular a steerable drive wheel, comprising a steering-knuckle carrier; comprising at least one transverse control arm, which is supported at a first end of the at least one transverse control arm so as to be pivotable about a horizontal axis and is articulated to the steering-knuckle carrier at a second end of the at least one transverse control arm opposite the first end so as to form a bearing point for the steering-knuckle carrier. The invention is characterized in that the steering-knuckle carrier has a wheel hub having an outer bearing surface for accommodating a vehicle wheel that rotates over the wheel hub; wherein the wheel hub has a passage opening for accommodating a flange shaft that rotates with the vehicle wheel, which passage opening is radially inside the outer bearing surface.