5-Link Suspension Decoupling Caster Compliance
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Solution Overview
Problem
Conventional 5-link independent rear suspension systems are costlier and heavier than needed, limiting their feasibility for standard applications, despite offering advantages similar to integral link systems in terms of comfort and noise reduction.
Innovation Solution
A 5-link independent suspension system design that decouples caster compliance from wheel recession rate by using an integral link connected to the steering knuckle and a trailing link, allowing for a lighter and less expensive construction similar to conventional 5-link systems, while maintaining performance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If an integral link suspension system is used, then caster stiffness and wheel recession rate performance are improved, but cost and weight increase significantly
Solution Approach 1:
The suspension system is divided into separate functional links: a trailing link for longitudinal compliance and an integral link for caster compliance. This segmentation allows each link to be optimized for its specific function using simpler, lighter construction methods while maintaining the overall performance benefits of integral link systems.
Solution Approach 2:
The patent combines the trailing link and integral link into a unified 5-link suspension architecture where both links work together to achieve the desired caster stiffness and wheel recession rate characteristics. This merging allows the system to attain integral link performance at reduced cost and weight.
2Reliability
If an integral link suspension system is used, then caster stiffness and wheel recession rate performance are improved, but manufacturing cost increases
Solution Approach 1:
By segmenting the suspension into separate trailing and integral links, each component can be manufactured using standard, cost-effective processes rather than requiring the complex, expensive integral link construction. This segmentation maintains performance while reducing manufacturing complexity and cost.
Solution Approach 2:
The trailing link and integral link are designed as universal components that can be manufactured using standard automotive suspension manufacturing techniques. This multi-functionality approach allows the same manufacturing processes to produce both links, reducing tooling costs and manufacturing complexity compared to specialized integral link production.
3Weight of moving object
If a conventional 5-link suspension is used, then cost and weight are reduced, but caster compliance and wheel recession rate performance deteriorate
Solution Approach 1:
The conventional 5-link system is modified by segmenting the longitudinal and caster compliance functions into separate trailing and integral links. This segmentation allows the system to maintain the cost and weight advantages of conventional designs while improving wheel recession rate and caster compliance performance through optimized link geometry and arrangement.
Solution Approach 2:
The patent optimizes the geometric parameters of the trailing link and integral link, including their lengths, orientations, and attachment points, to achieve improved caster compliance and wheel recession rate characteristics. By carefully adjusting these parameters, the system attains enhanced performance without significantly increasing weight or cost.
4Object-affected harmful factors
If an integral link suspension system is used, then interior noise and impact harshness are reduced, but device complexity increases
Solution Approach 1:
By dividing the suspension into separate trailing and integral links, each with specific compliance functions, the system reduces interior noise and impact harshness through optimized compliance characteristics. The segmentation allows for simpler individual components compared to a monolithic integral link system, thereby reducing overall device complexity while maintaining noise reduction benefits.
Data Source
AI summary
A 5-link independent suspension system for a motor vehicle may include a steering knuckle and a trailing link extending along a single axis. The trailing link may be connected to the steering knuckle and be configured to attach to a frame rail of the vehicle. The suspension system may further include an integral link connected to the steering knuckle and configured to attach to the trailing link.