TC Tilting Chassis Patent

PATENTED CHASSIS TECHNOLOGY

Patented tilting chassis for more stable, lighter and more flexible vehicles

Technology brief for OEM and engineering teams. Goal: accelerate licensing decisions and move faster into pilot integration.

26°wheel tilt
concept maximum
13°+occupant tilt
platform dependent
2–4independent drives
modular configuration
OEMlicensing model
concept to pilot

Technical Principle

Calculation logic and engineering notation

Engineering diagram of the chassis cross section and cornering trajectory
Stability parameters Geometry B, ht and R
Model · Rollover limit
B
Track widthEffective vehicle support width
ht
Centre-of-gravity heightVertical load-resultant position
R
Turn radiusDriving trajectory input parameter

Model relation

vroll = √((g · B · R) / (2 · ht))

  • T1 = left-side chassis reaction
  • T2 = right-side chassis reaction
  • T0 = load resultant at chassis CG
  • B, ht, R = key design variables
  • g = gravitational acceleration

The patent applies chassis geometry dynamically during motion, not only as a static setup.

Kinematic Function Animation

How the chassis tilts in both directions

Chassis kinematics Level
Wheels0° Platform0° CG height400 mm T–S0 mm
Tilting chassis kinematics The chassis is level. The wheels are vertical, the platform is horizontal and the center of gravity T is 400 millimeters above the road. T · center of gravity r = 420 mm 26° 13° 130 mm ht = 400 mm S1 S2 S T
The wheels tilt by ±26° and the platform by ±13° while both contact points stay on a level road and the center-of-gravity height falls from 400 to 360 mm.

Interactive slope stability

When tyre slip or rollover occurs

Slip limit 38.7° Rollover limit 68.8° Wheel tilt 23.7° Stable · first limit: tyre slip
Tilting chassis on a side slope The chassis is on an 18-degree side slope. The initial centre-of-gravity height is 400 millimetres and active tilt reduces it progressively. GG · sin αG · cos α T · centre of gravityhₜ = 367 mm B = 1600 mmS1 S2 · rollover pointSZ
Downslope force · G sin α0.31 · G
<
Maximum adhesion · f G cos α0.76 · G
Overturning moment · G sin α · hₜ113 · G mm
<
Stabilising moment · G cos α · (B/2 + xₜ)874 · G mm

Tyre slip occurs first at 38.7°; the theoretical rollover limit follows at 68.8°.

The model continuously applies up to 130 mm of lateral CG shift and lowers its height from 400 to 360 mm at maximum chassis tilt.

Model Data (R = 20 m)

Conventional concepts vs. Tilting chassis

Model Parameters vroll Relative level
SUVB=1.6; ht=0.850.4 km/h
Off-roadB=1.8; ht=0.853.5 km/h
SedanB=1.6; ht=0.658.2 km/h
SportB=1.8; ht=0.475.6 km/h
Tilt-sedanB=1.6+0.26; ht=0.4−0.0481.0 km/h
Tilt-sportB=1.8+0.26; ht=0.4−0.0485.3 km/h

Model values from internal materials. Instrumented prototype validation is required for homologation and production decisions.

Mini Calculator

Interactive model speed estimate

Model cornering speed with active tilt:

55.8 km/h
Effective B1.86 m Effective ht0.76 m
Without tilt: 50.4 km/h · gain +5.4 km/h (+10.6%)
Live model

Cornering pass

Animated model of a vehicle passing through a right-hand corner The path radius, track width, motion speed and centre-of-gravity offset respond to the calculator values. R = 20 m
Radius20 m Lateral acceleration1.00 g Effective B1.86 m
The animation uses effective B and ht from the calculator. It is an illustrative table model, not a driving or homologation simulation.

Functional sequence

From reference position to active stabilization

1. Reference state

Initial geometry with conventional load transfer behavior.

2. Active tilt

Controlled wheel and occupant tilt to reduce lateral sensation and LTR.

3. Stabilization

Higher lateral reserve and better tire contact utilization in cornering.

Concept Validation

What research supports and what is realistically defendable

What research confirms

  • For rollover resistance, the track-width to center-of-gravity ratio (SSF) is critical: higher SSF generally means lower rollover risk.
  • For 4-wheel narrow-tilting vehicles, research uses tilt control to reduce load transfer (LTR) and improve stability according to ZMP/LTR criteria.
  • In practical terms, this means that proper chassis geometry and controlled tilt can raise the operational stability reserve before critical wheel-unloading states occur.

Realistically defendable concept benefits

  • Higher lateral stability, especially for narrower vehicles or higher-CG platforms.
  • Lower load transfer to outer wheels in cornering, reducing the risk of strong inner-wheel unloading.
  • Better occupant comfort through a lower lateral feeling in the cabin with properly controlled tilt.
  • Potential to combine narrower vehicle width with safer cornering behavior.

Technical sources: NHTSA – Rollover Resistance and SSFDynamic Modeling and Control of a 4-Wheel Narrow Tilting Vehicle (2024)

These points are intended as a technically defendable basis for OEM discussion; final values must be confirmed by prototype testing.

Proof

Quick visual validation of advantage

Model speed comparison (R=20 m)

Standard SUV
50.4 km/h
Sedan
58.2 km/h
Tilt-sedan
81.0 km/h
Tilt-sport
85.3 km/h

Research-driven context

"Higher SSF generally indicates lower rollover risk."
"Controlled tilt can reduce LTR in narrow-tilting concepts."

Final production values must always be proven by prototype testing.

Core Benefits

Key arguments for an OEM license

Up to +33% faster cornering speed

Compared to vehicles with the same track width, based on internal model comparison.

2 to 4 independent drives

No mandatory use of open differentials or locking differentials in standard concept variants.

Low mass, low carbon footprint

Lighter architecture can reduce energy demand and overall lifecycle emissions.

New tilt-driving ergonomics

All-wheel tilt up to 26° and occupant tilt 13°+ in conceptual design range.

Up to +33% better lateral stability off-road

Higher modelled lateral reserve in off-road oriented configurations.

Faster OEM development integration

Licensed partners get a clear technical framework that can shorten the path from concept to prototype.

Note: statements above are technical theses and model-based claims from the patent author; final values require prototype validation.

5 reasons to license Tilting Chassis

A more stable platform. A lighter structure. A stronger product.

  • Higher cornering stability reserve for identical curve radius.
  • More controlled load transfer and reduced inner-wheel unloading risk.
  • Potential for lower platform mass and better energy efficiency.
  • Clear OEM integration workflow including pilot validation.
  • Strong patent differentiator for future product programs.