ATV Rear Suspension Link Geometry for Accurate Wheel Positioning
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Solution Overview
Problem
Current rear suspension systems for all-terrain vehicles face challenges in wheel positioning, suspension comfort, and support force across various driving conditions, particularly due to limitations in the movement of suspension links and their impact on axle support.
Innovation Solution
A rear suspension system design featuring a multi-link structure with main control arms, front and rear upper control arms, and a stabilizer bar, where the movement directions of these components are limited to parallel lines to minimize tilt and ensure accurate wheel positioning, incorporating ball joint bearings and shock absorbers for enhanced stability and comfort.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a multi-link suspension structure is used to improve wheel positioning and reduce vehicle tilt, then suspension comfort and ground-sticking performance are improved, but the complexity of the suspension system increases
Solution Approach 1:
The suspension system is divided into multiple independent control arms (main control arm, front upper control arm, rear upper control arm) that each perform specific functions. This segmentation allows precise control of wheel positioning parameters while maintaining modular design for easier manufacturing and maintenance.
Solution Approach 2:
The patent introduces specific geometric constraints by making four key lines (L1, L2, L3, L4) parallel to each other. This dimensional constraint transforms the complex multi-link suspension into a system with predictable movement patterns, reducing vehicle tilt while maintaining manageable complexity.
2Measurement precision
If the movement directions of suspension links are limited to parallel lines to reduce vehicle tilt, then wheel positioning accuracy is improved, but the suspension comfort may be compromised
Solution Approach 1:
The patent optimizes specific geometric parameters of the control arms, including the parallel arrangement of lines L1-L4 and the specific positioning of connection points. These parameter changes ensure that wheel positioning accuracy is maintained while the suspension links can still move sufficiently to absorb road irregularities and provide comfort.
3Force
If a multi-link suspension structure with multiple control arms is implemented to maintain ground-sticking performance, then suspension support force is improved, but the manufacturing cost and complexity increase
Solution Approach 1:
The control arms are designed to perform multiple functions simultaneously: the main control arm provides both lateral support and longitudinal positioning, while the upper control arms handle both camber control and wheel alignment. This multi-functionality reduces the total number of components needed compared to more complex systems, lowering manufacturing costs while maintaining strong suspension support force.
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 system effectively maintains wheel positioning and ground-sticking performance, reducing vehicle tilt and improving suspension comfort and support force across diverse driving conditions, ensuring stability and safety.
Implementation Method 1
The first outer end is rotatably connected to the axle support; a second outer end of the front upper control arm is rotatably connected to the axle support; a third outer end of the rear upper control arm is rotatably connected to the axle support
Data Source
AI summary
This disclosure discloses a rear suspension system of an all-terrain vehicle and an all-terrain vehicle. The rear suspension system includes a left rear suspension assembly and a right rear suspension assembly, which include: an axle support; a main control arm, having a first outer end, a first inner end, and a second inner end; a front upper control arm, having a second outer end and a third inner end; and a rear upper control arm, having a third outer end and a fourth inner end, where a connection line between the first and second inner ends is L1, a center axis of the first outer end is L2, a connection line between the third and fourth inner ends is L3, a connection line between the second and third outer ends is L4, and L1, L2, L3, and L4 are parallel to each other.