Vehicle suspension system architecture for minimizing the effects of small overlap frontal collisions

Abstract

A suspension system is provided in which the lower control arm is allowed to disengage from the engine mount under specified conditions to provide correct wheel kinematics for selected conditions while maintaining structural integrity for all other load conditions. A system includes a vehicle body structure, wheel assemblies, and a suspension system connecting the wheel assemblies to the engine mount. The suspension system includes a link connected to the engine mount via a first joint and to the wheel assembly via a second joint. The first joint is configured to release the link from the engine mount when the load exceeds a threshold force and exceeds a threshold angle at the second joint, in order to provide desired kinematics.

Description

Technical Field

[0001] This invention relates generally to the field of vehicle suspension systems, and more specifically, to an architectural strategy for providing a suspension system that minimizes the impact from small overlap frontal collisions. Background Technology

[0002] Vehicles and other equipment and machinery include suspension systems that help dampen vibrations in order to provide, for example, stability, a comfortable ride, and preferred handling characteristics. Vehicle suspension systems typically include dampers and springs acting between sprung mass (vehicle body) and unsprung mass (wheel assemblies). The aim is to provide an economical and responsive suspension system that offers performance characteristics that allow for immediate management of road and other inputs.

[0003] The suspension system comprises various types of connections between the sprung and unsprung masses of a vehicle. During vehicle operation, the vehicle and / or its wheels may encounter various surfaces and objects that exert loads on or through the suspension system. Suspension systems are typically designed to meet various requirements related to durability and the integrity of fastener joints. During product development, vehicle performance, including the suspension system's response to various loads and conditions, is evaluated. Many simulations can be performed to evaluate vehicle performance, such as the Moderate Overlap Frontal Test (MOF), Small Overlap Frontal Test (SOF), and Curb Abuse Load Test (CAL). These tests are conducted to simulate scenarios such as collisions with other vehicles or objects like obstacles or curbs. It is best to minimize the impact of these collisions.

[0004] It is desirable to provide a suspension system that minimizes the effects of collision loads. Furthermore, other desirable features and characteristics of the invention will become apparent from the following detailed description and appended claims, taken in conjunction with the accompanying drawings and the foregoing technical and background information. Summary of the Invention

[0005] A system is provided to convey suspension architecture strategies for minimizing collision impacts. In various embodiments, one system includes a body structure with engine mounts, wheel assemblies, and a suspension system connecting the wheel assemblies to the body structure. The suspension system includes links connected to the body structure via a first joint and to the wheel assemblies via a second joint. The first joint is configured to release the links from the body structure when the load exceeds a threshold force and the threshold force exceeds a threshold angle at the second joint, to provide desired kinematics.

[0006] In another embodiment, the linkage is a lower control arm that controls the movement of the wheel assembly relative to the vehicle body structure in the longitudinal and lateral directions.

[0007] In another embodiment, the bolt is included in a first joint and has a shaft diameter. The bolt connects the connecting rod to the engine mount. The engine mount defines an opening through which the bolt extends, and this opening has a main region and an auxiliary region connected to the main region via a channel. The width of the channel is smaller than the shaft diameter of the bolt. The first joint holds the bolt in the main region to allow the bolt to move to the auxiliary region, thereby initiating the separation of the connecting rod from the engine mount.

[0008] In another embodiment, the steering knuckle is connected between the wheel assembly and the connecting rod, wherein the second joint is a ball joint at the steering knuckle, and wherein the threshold angle is 50 degrees relative to the longitudinal direction of the engine mount.

[0009] In another embodiment, the bracket is included in an engine mount, wherein the bracket includes a front flange defining a first opening and a rear flange defining a second opening, wherein the first opening includes a main portion and an auxiliary portion connected to the main portion via a channel defined by a pair of projecting lips that form a necked portion of the first opening at the channel.

[0010] In another embodiment, the front flange includes an outer end and a tear-off portion between the first opening and the outer end, wherein the tear-off portion is configured to tear from the front flange during periods when the load is above a threshold force and above a threshold angle.

[0011] In another embodiment, the rocker arm is included in the vehicle body structure, wherein the selection kinematics includes guiding the wheel assembly through a trajectory pointing to the rocker arm.

[0012] In another embodiment, when the load also points at an angle of less than 50 degrees relative to the longitudinal direction of the vehicle, the link is configured to buckle at the load when the load is greater than the buckling force of the link.

[0013] In another embodiment, the engine mount includes a bracket with a flange defining an opening, and includes a bushing with bolts extending through the opening and the bushing to connect a linkage to the engine mount.

[0014] In another embodiment, the opening has a main region and an auxiliary region connected to the main region by a channel, wherein for load conditions below a threshold force and a threshold angle, the bolt remains in the main region.

[0015] In several additional embodiments, a system includes a vehicle body structure with an engine mount. A suspension system connects wheel assemblies to the engine mount and includes a link connected to the engine mount via a first joint and to the wheel assembly via a second joint. The first joint is configured to release the link from the engine mount when a load on the wheel assembly exceeds a threshold force and a threshold angle at the second joint, thereby transmitting selected kinematics to the wheel assembly, including guiding the wheel assembly along a selected trajectory to minimize deformation of the vehicle body structure.

[0016] In another embodiment, the suspension system includes a strut-type suspension system, and the link is embodied as a lower control arm configured to control the movement of the wheel assembly relative to the engine mount in the longitudinal and lateral directions.

[0017] In another embodiment, the bolt is included in the first joint and has a shaft diameter. The bolt connects the connecting rod to the engine mount. The engine mount defines a bracket with an opening through which the bolt extends, wherein the opening has a main area and an auxiliary area connected to the main area via a channel. The width of the channel is smaller than the diameter of the bolt. The first joint is configured to hold the bolt in the main area and allow the bolt to move to the auxiliary area to initiate separation of the connecting rod from the vehicle body structure by tearing open a tear portion of the bracket.

[0018] In another embodiment, the steering knuckle is connected between the wheel assembly and the connecting rod, wherein the second joint is a ball joint at the steering knuckle, and wherein the threshold angle is at the ball joint and is defined relative to the longitudinal direction of the vehicle body structure.

[0019] In another embodiment, the engine mount includes a bracket, wherein the bracket includes a front flange defining a first opening and a rear flange defining a second opening. The first opening includes a main portion and an auxiliary portion connected to the main portion via a channel defined by a pair of projecting lips that form a necked portion of the first opening at the channel.

[0020] In another embodiment, the front flange includes an outer end and defines a tear-off portion disposed between the first opening and the outer end. The tear-off portion is configured to tear from the front flange during loads exceeding a threshold force and a threshold angle.

[0021] In another embodiment, the rocker arm is defined across the bottom of a door opening in the vehicle body structure, wherein the selection kinematics includes guiding the wheel assembly through a trajectory pointing toward the rocker arm in the longitudinal direction of the vehicle body structure.

[0022] In another embodiment, the link is configured to buckle at the load when the load exhibits a force greater than the buckling force of the link, and when the load points at an angle less than a threshold angle relative to the longitudinal direction of the vehicle.

[0023] In another embodiment, the engine mount includes a bracket with a flange defining an opening through which bolts extend, and a bushing connecting a connecting rod to the engine mount. The opening has a primary region and an auxiliary region connected to the primary region via a channel. For load conditions below a threshold force and threshold angle, the bolt remains in the primary region.

[0024] In many other embodiments, a system includes a vehicle body structure having a rocker arm, an engine mount, and a bracket. A wheel assembly is connected to the engine mount. A suspension system connects the wheel assembly to the engine mount and includes a link that is connected to the engine mount at the bracket via a first joint and to the wheel assembly via a second joint. The first joint is configured to release the link from the vehicle body structure by tearing open the bracket when a load on the wheel assembly exceeds a threshold force and exceeds a threshold angle at the second joint, in order to transmit selective kinematics to the wheel assembly, including guiding the wheel assembly through a trajectory toward the rocker arm to minimize deformation of the vehicle body structure. Attached Figure Description

[0025] Exemplary embodiments will now be described in conjunction with the following accompanying drawings, wherein the same reference numerals denote the same elements, wherein:

[0026] Figure 1 These are schematic diagrams of vehicles undergoing various tests according to various embodiments;

[0027] Figure 2 According to various embodiments Figure 1 A perspective view of the lower control arm joint of the vehicle;

[0028] Figure 3 According to various embodiments Figure 2 A perspective view of the joint, in which bolts are omitted for clarity;

[0029] Figure 4 It is generally through according to various embodiments Figure 1 The cross-sectional view taken by line 4-4 shown;

[0030] Figure 5 It is in the normal suspension state according to various embodiments. Figure 1 A schematic perspective view of the vehicle;

[0031] Figure 6 It is in the released suspension state according to various embodiments. Figure 1 A schematic perspective view of the vehicle;

[0032] Figure 7 It is in the released suspension state according to various embodiments. Figure 1 A schematic perspective view of the vehicle;

[0033] Figure 8 According to various embodiments Figure 1 A schematic diagram of the vehicle's suspension load;

[0034] Figure 9 According to various embodiments Figure 2 Detailed view of the front flange opening of the bracket;

[0035] Figure 10 According to various embodiments Figure 2 Detailed view of the rear flange opening of the bracket; and

[0036] Figure 11 According to various embodiments Figure 1 A graph showing the angle of the ball joint load on the vertical axis of the vehicle, measured in kilonewtons, relative to the ball joint load on the horizontal axis, measured in degrees. Detailed Implementation

[0037] The following detailed description is merely exemplary in nature and is not intended to limit application and use. Furthermore, it is not intended to be bound by any express or implied theory presented in the foregoing introduction, brief overview, or the following detailed description.

[0038] As disclosed herein, a system is provided that delivers a suspension architecture strategy for minimizing the impact on the vehicle body structure during a collision. In various embodiments, the desired performance outcome is achieved through a system comprising a set of features that allow suspension links such as the lower control arm (LCA) to decouple from the vehicle body structure (e.g., at the engine mount) under specified conditions. This achieves the desired wheel kinematics for a specific condition while maintaining suspension structural integrity under all other load conditions. Under most load conditions, there is no joint slippage; as the load increases, the LCA will buckle first under a large load that points at the ball joint at a less than specified angle relative to the vehicle's longitudinal direction. In specific collision conditions with larger loads, the LCA decouples from the vehicle body structure, resulting in the desired wheel kinematics. The delivered architecture solution strategy minimizes the complexity associated with potential changes downstream in the development cycle, such as due to wheel styling. Wheel kinematics are desiredly controlled without significantly increasing the mass of the vehicle body structure.

[0039] In various embodiments, the system for transmitting desired wheel kinematics includes a vehicle body structure, wheel assemblies, and a suspension system connecting the wheel assemblies to the vehicle body structure. The suspension system includes links connected to the vehicle body structure via joints. In many embodiments, the link may be a lower control arm. A bolt in the joint has a shaft diameter and connects the link to the vehicle body structure. The vehicle body structure defines an opening through which the bolt extends. The opening has a primary region and an auxiliary region connected to the primary region via a channel. The width of the channel is less than the diameter of the bolt. The joint holds the bolt in the primary region and, under selected load conditions, allows the bolt to move to the auxiliary region to initiate tearing and separation of the link from the vehicle body structure. A beneficial result is the minimization of deformation of the vehicle body structure by guiding the wheel's trajectory to high-strength areas, such as the vehicle's rocker arm. Performance is adjustable, including by optimizing the shape and geometry of the opening, material grade, and material specifications.

[0040] refer to Figure 1 The diagram schematically illustrates a scenario related to vehicle 20. Typically, vehicle 20 includes a body structure 22, wheel assemblies 24, and a suspension system 28 connecting the wheel assemblies 24 to the body structure 22. In the current embodiment, the suspension system 28 is connected to a structural element of the body structure 22, specifically an engine mount 26. Vehicle 20 includes a front end 30, therefore the wheel assemblies 24 are front wheels. It should be understood that this disclosure is not limited to any particular wheel location and applies to any wheel of the vehicle. Body structure 22 includes a rocker arm 32 located behind the wheel assemblies 24. According to various embodiments, suspension system 28 includes multiple elements, including links 33. As described above, various metrics / tests can be estimated / performed to evaluate the performance of vehicle 20.

[0041] Vehicle 20 can operate under various conditions and circumstances considered during product development. In the real world, wheel assembly 24 may encounter various irregular surfaces and objects, such as object 34. For example, object 34 could be a curb along the edge of a road. If wheel assembly 24 encounters object 34, it will bear a load, and suspension system 28 is designed to withstand this load and remain intact and functional. In this context, one tool for evaluating the performance of vehicle 20, including suspension system 28, is CAL, which simulates vehicle 20 driving on curb / object 34.

[0042] Other real-world operating scenarios for vehicle 20 may include, for example, a collision between the front end 30 and object 36. Object 36 could be another vehicle or various types of obstacles present along a road. In some such scenarios, it has been found advantageous to allow link 33 to detach from the vehicle body structure 22. For example, detachment of link 33 can guide wheel assembly 24 along trajectory 38 pointing towards rocker arm 32. This minimizes damage to the vehicle body structure 22 because the rocker arm exhibits high strength, particularly in the longitudinal direction 40 of vehicle 20, which typically matches trajectory 38. The longitudinal direction 40 points in the aft-rear direction of vehicle 20. The lateral direction 42 of vehicle 20 is perpendicular to the longitudinal direction 42 and is side-to-side oriented. In this context, one tool for evaluating the performance of vehicle 20, including suspension system 28, is SOF, which simulates vehicle 20 entering or encountering offset object 36.

[0043] refer to Figure 2 The suspension system 28 includes a link 33, which in this case is embodied as part of the LCA. A bracket 46 is connected to an engine mount 26 of the body structure 22. The bracket 46 includes a front flange 48 and a rear flange 50. The link 33 includes a socket 52 disposed between the front flange 48 and the rear flange 50. A bushing 54 is disposed in the socket 52, and an opening 56 is disposed in the front flange 48. In this embodiment, the bushing 54 comprises an elastic material and is mounted in the suspension system 28 to absorb displacement, control movement in the joint 60, and reduce noise and vibration. A bolt 58 extends through the front flange 48, the bushing 54, and the rear flange 50, connecting the link 33 to the body structure 22 at the joint 60.

[0044] refer to Figure 3 The connector 60 is shown; the bolt 58 is omitted to show the opening 56. The opening 56 extends fully through the front flange 48 and includes a generally circular main region 62 and an auxiliary region 64 connected to the main region 62 via a channel 66. The main region 62 is aligned with the opening 68 extending through the bushing 54. The main region 62 and the opening 68 are sized to receive the bolt 58. The auxiliary region 64 is formed by a plurality of radii described further below, and the channel 66 is shaped as a necked portion of the opening 56 formed by protruding lips 70, 72.

[0045] exist Figure 4In the diagram, connector 60 is shown in cross-section and assembly form. Bushing 54 includes an assembly having a sleeve 74, a housing 76, an elastic element 78, and a reinforcement 80. Bushing 54 is mounted between a front flange 48 and a rear flange 50, with sleeve 74 defining an opening 68. The rear flange 50 defines an opening 86 aligned with opening 68. Bolt 58 includes a head 82 and a shaft 84 extending through each opening 56, 68, and 86. Bolt 58 is secured by the head 82 and a nut 88 screwed onto the shaft 84, which is located in a main region 62. The shaft 84 of bolt 58 has a diameter 90, and the channel 66 has a width 92 (e.g., Figure 3 As shown, this width is measured at the minimum clearance between lips 70 and 72. The width 92 is smaller in size than the diameter 90 of bolt 58, so that shaft 84 is generally kept within the main area 62 under most load conditions encountered by vehicle 20.

[0046] exist Figure 5 The figure schematically illustrates joint 60 and other details of vehicle 20, with reference to the figure. In the current embodiment, suspension system 28 is a strut-type structure that controls the movement of wheel assembly 24 in the longitudinal direction 40, lateral direction 42, and vertical direction 94. Left front wheel assembly 24 is shown as an example. This disclosure is not limited to a particular type of suspension or wheel position, but is broadly applicable to applications requiring releasable connections with kinematics. Wheel assembly 24 is coupled to steering knuckle 96, on which a strut-type damper 98 is attached for controlling vertical displacement. Lower control arm 100 is connected between steering knuckle 96 and engine mount 26 and is implemented as a fork-bone type element that engages link 33 with another link 102. Link 102 is connected to engine mount 26 at joint 105 via bushing 106 and controls the movement of wheel assembly 24 in the longitudinal direction 40. Link 33 and joint 60 control the movement of wheel assembly 24 in the lateral direction 42. The lower control arm 100 is connected to the steering knuckle 96 at the ball joint 99. The suspension system 28 (including joint 60) remains intact and functional under most operating conditions of the vehicle 20 (including CAL type conditions), absorbing and managing inputs to / through the wheel assembly 24.

[0047] refer to Figure 6 This illustrates the operation of the vehicle in the SOF (Side-of-Flight) type configuration. In the SOF type configuration, the load 110 applied to the wheel assembly 24 applies a load to the joint 60, which includes a lateral component that laterally pulls the shaft 84 of the bolt 58 through the channel 66 and into the auxiliary area 64. See also... Figure 7The momentum of the moving bolt 58 through the opening 56 tears the front flange 48 through the tearing area 108, thereby releasing the link 33 from the body structure 22. The bolt 58 can continue to tear through the rear flange 50. The released link 33, which previously held the wheel assembly 24 in the lateral direction 42, allows the wheel assembly 24 to move laterally outward, thus guiding the wheel assembly 24 into the rocker arm 32 extending through the bottom of the door opening 109. The rocker arm 32 absorbs the impact with minimal deformation to the body structure 22 of the vehicle 20.

[0048] Some loads on the LCA100 Figure 8 The figure is schematically shown, and also refers to the same figure. The ball joint load 112 (F) at angle 111 (α) is... α The load is applied to the LCA100 and has a component of 114 (F) in the longitudinal direction of 40°. x ) and the component 116 (F) in the lateral direction 42. y ). Component 116 is managed by connector 60, such as the offset reaction force 118 (F) in the lateral direction 42. r As shown in the diagram. Component 114 is managed by connector 105, as indicated by the offset reaction force 120 in the longitudinal direction 40. Connector 60 is designed to withstand the magnitude of reaction force 118 under all expected normal operating conditions of vehicle 20 (including CAL type cases) and is designed to provide management release in any SOF type case to provide favorable kinematics for wheel assembly 24.

[0049] refer to Figure 9 and 10Certain design parameters of the bracket 46 were determined. The front flange 48 includes an opening 56, and the rear flange 50 includes an opening 86. Flanges 48 and 50 have material compositions and thicknesses selected for the stiffness and strength required for the application. The opening 86 has a radius of 124 (R1) and is located at a distance 126 (L1) from the outer edge 128 of the rear flange 50. The radius 124 was chosen to receive the shaft 84 of the bolt 58, and the distance 126 was chosen to provide strength, material thickness, and composition to withstand design forces while allowing release in SOF-type cases. The opening 56 includes a main region 62 with a radius of 130 (R2). Auxiliary regions 64 are defined by radii 132 (R3), 134 (R4), and 136 (R5). Radius 130 and 136 define the area around centers 138 and 140 separated by a distance 142 (L2). The opening 56, and particularly its outer end 144, is located at a distance 146 (L3) from the outer edge 148 of the front flange 48 defining the tear area 108. A radius 132 is defined around centers 150, 152, which are at an angle 156 (θ) relative to the lateral direction 42 and a distance 154 from center 138, thus providing selectable dimensions for the channel 66. A radius 134 is defined around centers 151, 153 to provide a smooth transition to the periphery of the auxiliary area 64.

[0050] Figure 11 The determination of design parameters for suspension system 28 is shown, particularly for bracket 46 and LCA100. Various conditions were considered, including the continued integrity of suspension system 28, buckling (bending of material) of LCA100, and separation of joint 60. Figure 11 The vertical axis 160 represents the ball joint load 112 in kilonewtons, and the horizontal axis 162 represents the ball joint load angle 111 in degrees. For ball joint load angles 111 with sufficient force, up to a threshold angle (e.g., 50 degrees, as shown in 164), the buckling design condition of LCA100 is selected to maintain the integrity of joint 60. This selection is consistent with the operating conditions for cases other than SOF type cases, including CAL type cases. For SOF type cases with sufficient force, where the ball joint load angle is higher than the threshold angle 166, separation of joint 60 is specified.

[0051] The set of data points 171-177 includes simulations of CAL type and general durability conditions. Curve 168 depicts the ball joint load 112 required to buckle the LCA100 at various ball joint load angles 111. Curve 170 represents the strength at which joint 60 withstands force without releasing it. In other words, for points below curve 170, joint 60 maintains its structural integrity, and for points above curve 170, joint 60 releases link 33 from engine mount 26. This means that for SOF type cases, joint 60 is configured to release link 33 from the vehicle's engine mount 26 under loads above the threshold force and above the threshold angle at ball joint 99. Selecting the above design parameters for bracket 46 to obtain higher strength will cause curve 170 to transition vertically upward on the graph. Selecting the design parameters for bracket 46 for lower strength will cause curve 170 to transition vertically downward on the graph.

[0052] Point 180 represents the load and angle achievable for both buckling and release. For a set of selected design parameters for bracket 46, curve 170 indicates that the strength of suspension system 28 remains integral, preventing buckling or release, with a margin of 182 for the CAL type case. In other words, the peak load in the CAL type case is much lower than the load required for LCA buckling or joint 60 release, thus suspension system 28 remains functionally and structurally intact. Curve 170 is set by selecting design parameters including the materials and thicknesses of bracket 46 and opening 56 such that the expected load in the SOF type case will cause joint 60 to release. This is expressed as a ball joint load 112 greater than 100 kN and a ball joint load angle 111 greater than a specified angle. In other cases, LCA 100 buckles first before releasing joint 60.

[0053] Therefore, a system is provided that allows joint release under selected conditions to provide optimal wheel kinematics and minimize / control damage to the vehicle body structure. While at least one exemplary embodiment has been described in the foregoing detailed description, it should be understood that numerous variations exist. It should also be understood that one or more exemplary embodiments are merely examples and are not intended to limit the scope, applicability, or configuration of this disclosure in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient roadmap for implementing one or more exemplary embodiments. It should be understood that various changes can be made to the function and arrangement of the elements without departing from the scope of this disclosure as set forth in the appended claims and their legal equivalents.

Claims

1. A system for vehicle suspension, comprising: Vehicle body structure; Brackets in the vehicle body structure; Wheel assembly; as well as The suspension system that connects the wheel assembly to the vehicle body structure includes a link that is connected to the vehicle body structure at a bracket via a first joint and to the wheel assembly via a second joint. The first joint is configured to release the link from the bracket when the load at the first joint exceeds a threshold force, thereby providing selective kinematics for the wheel assembly. The threshold force varies depending on the angle at which the load is applied to the first joint. The first joint and the connecting rod are configured to maintain the connection between the connecting rod and the bracket when the load is below a threshold force, wherein the connecting rod buckles when the load is above the buckling force of the connecting rod and the angle at the second joint is less than the threshold angle. The first joint and the connecting rod are configured to release the connecting rod from the bracket when the load is higher than a threshold force and the angle is greater than a threshold angle.

2. The system according to claim 1, wherein, The linkage includes a lower control arm configured to control the movement of the wheel assembly relative to the vehicle body structure in the longitudinal and lateral directions.

3. The system of claim 1, comprising a bolt in the first joint having a shaft diameter and connecting the connecting rod to the engine mount. in, The bracket defines an opening through which bolts extend, the opening having a main area through which bolts extend to connect the connecting rod to the bracket, and an auxiliary area connected to the main area via a channel. The first width of the channel is less than the shaft diameter of the bolt, and the second width of the auxiliary area is greater than the first width. The first joint is configured to hold the bolt in the main area and allow the bolt to move through the channel to the auxiliary area to initiate the separation of the connecting rod from the engine mount.

4. The system of claim 1, comprising a steering knuckle connected between the wheel assembly and the connecting rod, wherein, The second connector is a ball joint at the steering knuckle, and wherein the threshold angle is 50 degrees relative to the longitudinal direction of the engine mount.

5. The system according to claim 1, wherein, The bracket includes a front flange defining a first opening and a rear flange defining a second opening, wherein the first opening includes a main portion and an auxiliary portion connected to the main portion by a channel defined by a pair of protruding lips that form a necked portion of the first opening at the channel, wherein the main portion, the auxiliary portion and the channel are continuous and defined by four reference radii defining arcs that overlap each other and define the perimeter of the first opening.

6. The system according to claim 5, wherein, The front flange includes an outer end and a tear-off portion located between the first opening and the outer end, the tear-off portion being configured to tear from the front flange during loads exceeding the threshold force and the threshold angle.

7. The system of claim 1, comprising a rocker arm in the vehicle body structure, the rocker arm being configured to have strength in the longitudinal direction of the vehicle body structure, wherein, The selected kinematics includes guiding the wheel assembly through a trajectory in the longitudinal direction toward the rocker arm.

8. The system according to claim 1, wherein, When the load also points at an angle of less than 50 degrees relative to the longitudinal direction of the vehicle, the link is configured to buckle at the load when the load is greater than the buckling force of the link.

9. The system according to claim 1, wherein, The bracket has a flange defining an opening and includes a bushing with bolts extending through the opening and the bushing to connect the connecting rod to the engine mount.

10. The system according to claim 9, wherein, The opening has a main area and an auxiliary area connected to the main area via a channel, wherein the bolt remains in the main area for loads below the threshold force and threshold angle.

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