A traction strut link for a suspension system of an electric sports utility vehicle

Abstract

The present disclosure envisages a traction strut link (100) for a suspension system of an electric sports utility vehicle (eSUV). The traction strut link (100) comprises a main panel (10), and a reinforcement member (16). The main panel (10) is formed of press-worked sheet metal with a C-in-C cross-section. The main panel (10) has a central plane (12) configured with a kinked section (14) in a Z-direction. The reinforcement member (16) is connected to the main panel (10). The reinforcement member (16) is positioned centrally along a mid-plane of the C- in-C cross-section. The reinforcement member (16) is localized to regions having a bend with respect to the central plane (12), including the kinked section (14).

Description

A TRACTION STRUT LINK FOR A SUSPENSION SYSTEM OF AN ELECTRIC SPORTS UTILITY VEHICLE TECHNICAL FIELD

[0001] The present disclosure relates, in general, to the field of vehicle suspension systems.

[0002] More particularly, embodiments of the present disclosure relate to a traction strut link for a suspension system of an electric sports utility vehicle (eSUV).DEFINITION

[0003] As used in the present disclosure, the following terms are generally intended to have the meaning as set forth below, except to the extent that the context in which they are used indicates otherwise.

[0004] “Traction Strut Link” refers to a suspension system component designed to transfer loads between the wheel assembly and the vehicle body while accommodating articulation in multiple directions.

[0005] C-in-C Cross-Section” refers to a structural geometry comprising two interlocking "C"-shaped sheet metal panels, forming a reinforced configuration that enhances the load-bearing capacity of the link.

[0006] “Kinked Section” refers to a deliberately bent or offset portion of the traction strut link, providing critical clearance with surrounding interface parts during suspension articulation.

[0007] “Reinforcement Member” refers to an additional structural element strategically placed along the mid-plane of the C-in-C cross-section to improve strength, fatigue resistance, and load distribution in high-stress regions.

[0008] “Plug or Puddle Welding” refers to a welding technique used to join overlapping sections of sheet metal by creating localized weld pools, thereby enhancing the structural integrity of the joint under high loads.

[0009] “Sectional Modulus” refers to a geometric property of the traction strut link that quantifies its resistance to bending, influenced by variations in width and reinforcement placement.BACKGROUND

[0010] The background information herein below relates to the present disclosure but is not necessarily prior art.

[0011] In the automotive industry, suspension systems are critical for ensuring vehicle stability, comfort, and safety. Traction strut links, an integral part of suspension systems, play a pivotal role in transferring loads from the wheels to the vehicle body while accommodating articulation during operation. Conventional traction strut links are often constructed using simple geometries like a hat, circular, or "C-in-C" cross-sections, each designed to balance cost, weight, and load-handling capabilities.

[0012] However, the use of such conventional designs poses several limitations when applied to state-of-the-art electric SUVs (eSUVs):• Clearance Constraints: Due to limited packaging space in eSUVs, straight or mildly kinked designs can lead to interference with surrounding components during articulation.• Structural F ailures: Modified conventional links often fail under high load conditions, particularly in 7-seater eSUVs with greater vehicle weight and articulation angles.• Weight and Cost Inefficiencies: Overcompensation for strength by increasing material thickness results in heavier components and higher manufacturing costs.

[0013] Therefore, there is felt a need for a traction strut link for a suspension system of an electric sports utility vehicle (eSUV).OBJECTS

[0014] Some of the obj ects of the present disclosure, which at least one embodiment herein satisfies, are as follows.

[0015] It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.

[0016] The main object of the present disclosure is to provide a traction strut link for a suspension system of an electric sports utility vehicle (eSUV).

[0017] Another object of the present disclosure is to provide a traction strut link that ensures sufficient clearance with surrounding components during full bump and rebound conditions.

[0018] Another object of the present disclosure is to provide a traction strut link that improves load-handling capabilities while minimizing the weight and cost of the link.

[0019] Another object of the present disclosure is to provide a traction strut link that enhances durability under severe articulation and high loads through localized reinforcement.

[0020] Another object of the present disclosure is to provide a traction strut link that reduces manufacturing complexity by utilizing cost-efficient press-work and welding processes.

[0021] Another object of the present disclosure is to provide a lighter traction strut link by using thinner sheet metal combined with strategically placed reinforcements.

[0022] Other objects and advantages of the present disclosure will be more apparent from the following description when read in conjunction with the accompanying figures, which are not intended to limit the scope of the present disclosure.SUMMARY

[0023] This summary is provided to introduce concepts related to a traction strut link for a suspension system of an electric sports utility vehicle (eSUV). The concepts are further described below in the following detailed description. This summary is not intended to identify essential features of the claimed subject matter nor is it intended for use in determining or limiting the scope of the claimed subject matter.

[0024] The present disclosure envisages a traction strut link for a suspension system of an electric sports utility vehicle (eSUV). The traction strut link comprises a main panel and a reinforcement member. The main panel is formed of press-worked sheet metal with a C-in-C cross-section. The main panel has a central plane which is configured with a kinked section in a Z-direction. The reinforcement member is connected to the main panel. The reinforcement member is positioned centrally along a mid-plane of the C-in-C cross-section. The reinforcement member is localized to regions having a bend with respect to the central plane, including the kinked section.

[0025] In an embodiment, the kinked section offsets the central plane within a range of 50 mm to 100 mm, accommodating articulation while maintaining clearance with surrounding interface parts.

[0026] In an embodiment, the kinked section has a clearance with a longitudinal member of a body-in-white (BIW) in its operative fitted configuration, to prevent interference during full bump and rebound articulation conditions during driving.

[0027] In an embodiment, the main panel has a gradual width variation. In particular, the main panel has a narrow width at a frame / chassis end, while a broader width at a knuckle end. The narrow width at the frame / chassis end is provided for increased clearance with surrounding BIW components. The broader width at the knuckle end accommodates higher bending loads and a bush interface.

[0028] In an embodiment, the gradual width variation increases a sectional modulus of the main panel at the knuckle end, with an additional puddle weld reinforcing overlapping the C-in-C section to prevent weld failures under high load conditions. The chassis end is equipped with a bush for articulation and a sleeve for accommodating the bush and load distribution, ensuring enhanced durability during a suspension operation.

[0029] In an embodiment, the traction strut link comprises a slot at the knuckle end for plug or puddle welding to enhance weld strength and ensure structural integrity under local twisting loads due to articulation.

[0030] In an embodiment, the main panel is of sheet metal with a thickness of 2 mm and the reinforcement member has a complementary thickness of 2 mm. The reinforcement member is partially positioned and aligned along the mid-plane of the C-in-C cross-section, leaving certain regions of the traction strut link unreinforced to reduce weight. The reinforcement member is of a high strength low alloy (HSLA) steel metal.

[0031] In an embodiment, the present disclosure further envisages a suspension system of an electric sports utility vehicle (eSUV). The suspension system comprises a rear subframe and bush interfaces. A traction strut link proposed herein in the present disclosure, is connected to the rear subframe. The traction strut link is inclined to handle loads in both the X and Y directions. The bush interfaces at the knuckle end provides degrees of freedom to accommodate articulation under varying load conditions.

[0032] The present disclosure further envisages a method of manufacturing a traction strut link. The method comprises the following steps:• forming a main panel with a C-in-C cross-section from a sheet metal through press-working operations;• introducing a kink section in the main panel to achieve a maximum offset of 80 mm along a Z-direction with respect to a central plane of the main panel;• welding a reinforcement member centrally onto a mid-plane of the C-in-C cross-section of the main panel, including the kink section; and• applying additional puddle welding at a knuckle end of the main panel to enhance load-carrying capacity.

[0033] In an embodiment, the method includes the step of manufacturing the main panel and the reinforcement member using press-work operations and welding processes.BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING

[0034] A traction strut link for a suspension system of an electric sports utility vehicle (eSUV) of the present disclosure will now be described with the help of the accompanying drawing, in which:

[0035] Figure 1 illustrates a traction strut link for a suspension system of an electric sports utility vehicle (eSUV), in accordance with an embodiment of the present disclosure;

[0036] Figures 2 illustrates an isometric view of the traction strut link, in accordance with an embodiment of the present disclosure;

[0037] Figure 3a illustrates a top view of the traction strut link, in accordance with an embodiment of the present disclosure;

[0038] Figure 3b illustrates a sectional isometric view of the traction strut link, in accordance with an embodiment of the present disclosure;

[0039] Figure 4 illustrates a side view of the traction strut link, in accordance with an embodiment of the present disclosure;

[0040] Figure 5 illustrate a method of manufacturing the traction strut link, in accordance with an embodiment of the present disclosure.LIST OF REFERENCE NUMERALS USED IN THE DESCRIPTION AND DRAWING:DETAILED DESCRIPTION

[0041] Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.

[0042] Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components and methods to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known apparatus structures, and well-known techniques are not described in detail.

[0043] The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms “a”, “an”, and “the” may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms, “comprises”, “comprising”, “including” and “having” are open-ended transitional phrases and therefore, specify the presence of stated features, integers, steps,operations, elements, and / or components, but do not forbid the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0044] When an element is referred to as being “embodied thereon”, “engaged to”, “coupled to” or “communicatively coupled to” another element, it may be directly on, engaged, connected, or coupled to the other element. As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed elements.

[0045] In the automotive industry, traction strut links are vital components of suspension systems, enabling load transfer and articulation while maintaining vehicle stability and comfort. Conventional designs, such as hat, circular, or "C-in-C" cross-sections, balance cost, weight, and performance but face significant challenges in modem electric SUVs (eSUVs). Limited packaging space often results in clearance issues during articulation, while high loads in 7-seater eSUVs lead to structural failures in modified conventional links. Additionally, overcompensation for strength through increased material thickness results in heavier and costlier designs.

[0046] To avoid the shortcomings of the conventional systems, the present disclosure envisages a traction strut link for a suspension system of an electric sports utility vehicle (eSUV).

[0047] Figures 1 to 3b illustrate a traction strut link 100 for a suspension system of an electric sports utility vehicle (eSUV), in accordance with an embodiment of the present disclosure. In an embodiment, the traction strut link 100 comprises a main panel 10 and a reinforcement member 16. The main panel 10 is formed of press-worked sheet metal with a C-in-C cross-section. As can be seen from Figure 2, the main panel 10 has a central plane 12 which is configured with a kinked section 14 in a Z-direction. The reinforcement member 16 is connected to the main panel 10. As can be seen from Figures 3a and 3b, the reinforcement member 16 is positioned centrally along a mid-plane of the C-in-C cross-section. The reinforcement member 16 is localized to regions having a bend with respect to the central plane 12, including kinked section 14.

[0048] In an embodiment, the main panel 10 has a gradual width variation. For instance, the main panel 10 has a narrow width at a frame / chassis end 20, and a broader width at a knuckle end 22. The narrow width at the frame / chassis end 20 is provided for increased clearance with surrounding BIW components, while the broader width at the knuckle end 22 is provided to accommodate higher bending loads and a bush interface 32.

[0049] In an embodiment, the gradual width variation increases a sectional modulus of the main panel 10 at the knuckle end 22, with an additional puddle weld at slot 27 reinforcing overlapping the C-in-C section to prevent weld failures under high load conditions. The chassis end 22 is equipped with a bush for articulation and a sleeve 28 for accommodating the bush and load distribution, ensuring enhanced durability during a suspension operation

[0050] In an embodiment, the traction strut link 100 further comprises a slot 27 at the knuckle end 22 for plug or puddle welding to enhance weld strength and ensure structural integrity under local twisting loads due to articulation, as can be seen in Figure 1.

[0051] In an embodiment, the main panel 10 is of sheet metal with a thickness of 2 mm and the reinforcement member 16 has a complementary thickness of 2 mm, to achieve weight optimization while maintaining structural integrity. The reinforcement member 16 is partially positioned and aligned along the mid-plane of the C-in-C cross-section, leaving certain regions of the traction strut link 100 unreinforced to reduce weight without compromising structural performance. The reinforcement member 16 is of a high strength low alloy (HSLA) steel metal.

[0052] In an embodiment, the main panel 10 and the reinforcement member 16 are manufactured using press-work operations and welding processes, ensuring cost efficiency and simplicity in construction while maintaining high performance.

[0053] Figure 4 illustrates a side view of the traction strut link 100 depicting the magnitude of kinked section 14, in accordance with an embodiment of the present disclosure. In an embodiment, the kinked section 14 offsets the central plane 12 by a range of 50 mm to 90 mm, accommodating articulation while maintaining clearance with surrounding interface parts. In particular, the kinked section 14 offset the central plane 12 by a maximum of 80 mm to accommodate articulation while maintaining clearance with surrounding interface parts. The kinked section 14 is configured to meet packaging constraints within a 7-seater electric SUV.

[0054] In an embodiment, the kinked section 14 is having a clearance with a longitudinal member of a body -in-white (BIW) in its operative fitted configuration, to prevent interference during full bump and rebound articulation conditions during driving.

[0055] Figure 5 illustrates a method 500 of manufacturing a traction strut link 100, in accordance with an embodiment of the present disclosure. The order in which the method 500 is described is not intended to be construed as a limitation, and any number of the described method steps can be combined in any appropriate order to carry out the method 500 or an alternative method. Additionally, individual steps may be deleted from the method 500 withoutdeparting from the scope of the subject matter described herein. The method 500 of manufacturing the traction strut link 100. The method 500 includes the following steps:

[0056] In method step 502, the method 500 comprises forming 502 a main panel 10 from sheet metal through press-working operations with a C-in-C cross-section.

[0057] In method step 504, the method 500 comprises introducing 504 a kink section 14 in the main panel 10 to achieve a maximum offset of 80mm along a Z-direction with respect to a central plane 12 of the main panel 10.

[0058] In method step 506, the method 500 comprises welding 506 a reinforcement member 16 centrally onto a mid-plane of the C-in-C cross-section of the main panel 10.

[0059] In method step 508, the method 500 comprises applying 508 additional puddle welding at a knuckle end of the main panel 10 to enhance load -carrying capacity.

[0060] In an embodiment, the method 500 includes the step of manufacturing the main panel 10 and the reinforcement member 16 using press-work operations and welding processes.

[0061] Above is a generic methodology and one way of manufacturing the present novel art. It must be noted that the present novel art can be manufactured by other suitable pressworking and welding means as well.

[0062] The foregoing description of the embodiments has been provided for purposes of illustration and is not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment but, are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.TECHNICAL ADVANCEMENTS AND ECONOMIC SIGNIFICANCE

[0063] The present disclosure described herein above has several technical advantages including, but not limited to, a traction strut link for a suspension system of an electric sports utility vehicle (eSUV), which:• incorporates localized reinforcements to mitigate stress concentrations at critical regions, significantly improving fatigue life;• achieves a lightweight design by employing 2 mm thick sheet metal and reinforcement panels without compromising strength;• accommodates an 80 mm kink in the Z-direction to ensure clearance with interface parts during suspension articulation;• utilizes simple press-work and welding techniques, reducing material and production costs; and• achieves significant savings while meeting performance requirements.

[0064] The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.

[0065] The foregoing description of the specific embodiments so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and / or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.

[0066] The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.

[0067] Any discussion of documents, acts, materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.

[0068] The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher / lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.

[0069] While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation.

Claims

CLAIMS:

1. A traction strut link (100) for a suspension system of an electric sports utility vehicle (eSUV), comprising:• a main panel (10) formed of press-worked sheet metal with a C-in-C crosssection, having a central plane (12) configured with a kinked section (14) in a Z-direction; and• a reinforcement member (16) connected to the main panel (10), the reinforcement member (16) positioned centrally along a mid -plane of the C- in-C cross-section, wherein the reinforcement member (16) is localized to regions having a bend with respect to the central plane (12), including the kinked section (14).

2. The traction strut link (100) as claimed in claim 1, wherein the kinked section (14) offsets the central plane (12) by a range of 50 mm to 90 mm, accommodating articulation while maintaining clearance with surrounding interface parts.

3. The traction strut link (100) as claimed in claim 1, wherein the kinked section (14) has a clearance with a longitudinal member of a body-in-white (BIW) in its operative fitted configuration, to prevent interference during full bump and rebound articulation conditions during driving.

4. The traction strut link (100) as claimed in claim 1, wherein the main panel (10) has a gradual width variation, characterized by:• a narrow width at a frame / chassis end (20) for increased clearance with surrounding BIW components; and• a broader width at a knuckle end (22) to accommodate higher bending loads and a bush interface (32).

5. The traction strut link (100) as claimed in claim 4, wherein the gradual width variation increases a sectional modulus of the main panel (10) at the knuckle end (22), with an additional puddle weld reinforcing overlapping the C-in-C section to prevent weld failures under high load conditions, wherein the chassis end (22) is equipped with a bush for articulation and a sleeve (28) for accommodating the bush and load distribution, ensuring enhanced durability during a suspension operation.

6. The traction strut link (100) as claimed in claim 5, comprises a slot (27) at the knuckle end (22) for plug or puddle welding to enhance weld strength and ensure structural integrity under local twisting loads due to articulation.

7. The traction strut link (100) as claimed in claim 1, wherein the main panel (10) is of sheet metal with a thickness of 2 mm and the reinforcement member (16) has a complementary thickness of 2 mm, wherein the reinforcement member (16) is partially positioned and aligned along the mid-plane of the C-in-C cross-section, leaving certain regions of the traction strut link (100) unreinforced to reduce weight, the reinforcement member (16) being of a high strength low alloy (HSLA) steel metal.

8. A suspension system of an electric sports utility vehicle (eSUV), comprising:• a rear subframe (30) to which a traction strut link (100) as claimed in claim 1 is connected, wherein the traction strut link (100) is inclined to handle loads in both the X and Y directions; and• bush interfaces (32) at the knuckle end (22) providing degrees of freedom to accommodate articulation under varying load conditions.

9. A method (500) of manufacturing a traction strut link ( 100), the method comprising the following steps:• forming (502) a main panel (10) with a C-in-C cross-section from sheet metal through press-working operations;• introducing (504) a kink section (14) in the main panel (10) to achieve a maximum offset of 80 mm along a Z-direction with respect to a central plane (12) of the main panel (10);• welding (506) a reinforcement member (16) centrally onto a mid -plane of the C-in-C cross-section of the main panel (10), including the kink section (14); and• applying (508) additional puddle welding at a knuckle end of the main panel (10) to enhance load-carrying capacity.

10. The method (500) as claimed in claim 9, which includes the step of manufacturing the main panel (10) and the reinforcement member (16) using press-work operations and welding processes.

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