Vehicle Wishbone Transition Zone for Impact Energy Absorption
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Solution Overview
Problem
Conventional wishbones are prone to destruction of the pivot connection when a vehicle wheel hits a step-like bump, leading to potential accidents, as the existing design lacks sufficient energy absorption to prevent damage to both the wheel carrier and vehicle frame.
Innovation Solution
A wishbone with a transition area designed to deform in a hump-like manner between the wheel shank and the attachment area, absorbing impact energy and reducing the risk of pivot connection destruction by allowing controlled deformation when encountering bumps or curbs.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If the wishbone is designed with a rigid structure to ensure strength and stability, then the structural strength is improved, but the pivot connection is more prone to destruction when hitting bumps or curbs
Solution Approach 1:
The wishbone is divided into a rigid base body and a separate deformation element that can be inserted into the base body. This segmentation allows the majority of the structure to remain rigid for strength, while the deformation element provides controlled flexibility to protect the pivot connection during impacts.
Solution Approach 2:
The deformation element acts as an intermediary between the rigid wishbone structure and the pivot connection. It absorbs impact energy through controlled deformation, preventing direct transmission of forces that would otherwise destroy the pivot connection.
2Loss of energy
If the wishbone structure is made more flexible to absorb impact energy, then the energy absorption capability is improved, but the structural strength and stability deteriorate
Solution Approach 1:
Only specific local regions of the wishbone contain the deformation element, while the majority of the structure maintains rigid material properties. This localized flexibility allows impact energy absorption at the deformation element while preserving overall structural strength.
Solution Approach 2:
The wishbone is segmented into a rigid base body and a separate deformation element. This segmentation enables the structure to maintain overall rigidity for strength while having a specific portion dedicated to energy absorption through controlled deformation.
3Loss of energy
If deformation zones are added to the wishbone to absorb impact energy, then the energy absorption capability is improved, but the structural complexity increases
Solution Approach 1:
The deformation capability is extracted as a separate, insertable element rather than being integrated into the base wishbone structure. This allows the deformation element to be added only where needed for energy absorption, minimizing the increase in overall structural complexity.
Solution Approach 2:
The deformation element serves as an intermediary component that can be inserted into the base body. This modular approach adds energy absorption capability without requiring fundamental redesign of the entire wishbone structure, thus limiting the increase in complexity.
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 designed wishbone effectively absorbs a significant portion of impact energy through deformation, preventing the trunnion connection from being destroyed and minimizing the transfer of energy to the subframe, thereby enhancing safety by maintaining the integrity of the pivot connection and reducing the risk of damage to the vehicle frame.
Implementation Method 1
a transition area is provided from the wheel shank to the further attachment area, wherein the transition area is designed such that a deformation zone acting in the longitudinal direction of the wheel shank is formed
Data Source
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AI summary
The invention relates to a transverse control arm (1), having a main body (2) which comprises at least one first fastening region (3) for coupling to a vehicle frame element and at least one further fastening region (6) for coupling to a wheel carrier, wherein the main body (2) comprises at least one wheel limb (8). In order to largely prevent destruction of the joggle joint of the transverse control arm to a wheel carrier when the wheel, for example, hits a curb, it is proposed to provide a transition region (19), which is disposed between the wheel limb (8) and the further fastening region (6), and wherein the transition region (19) is designed such that a shape-change or deformation zone (21) is formed, which acts in the longitudinal direction (Y) of the wheel limb (8).