Composite Leaf Spring Multi-Link Suspension Weight Reduction
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Solution Overview
Problem
Existing motor-vehicle suspension systems face challenges in providing optimal travel comfort, driving safety, and structural reliability while being simple, lightweight, and compact, especially when integrated with driven wheels and multi-link configurations.
Innovation Solution
A motor-vehicle suspension system featuring a single-piece composite leaf spring with enlarged thickness portions for elastic supports, pivotally connected to wheel supports at the upper part, and utilizing jack-type shock absorbers with swingable connections, eliminating the need for conventional helical springs and stabilizing rods, and incorporating a triangular configuration for reduced weight and complexity.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Weight of moving object
If conventional helical springs and stabilizing rods are used in multi-link suspension, then suspension functionality is achieved, but weight and structural complexity increase
Solution Approach 1:
The patent combines the functions of the transverse arm, leaf spring, and upper transverse arm into a single integrated composite component. This merging eliminates the need for separate helical springs and stabilizing rods, achieving weight reduction while maintaining suspension functionality through the composite structure's inherent elastic properties
Solution Approach 2:
The single-piece composite leaf spring performs multiple functions simultaneously: it acts as the transverse arm connecting wheel supports, provides suspension spring functionality through its elastic deformation, and serves as the upper transverse arm connecting to the supporting structure. This multi-functionality eliminates the need for separate dedicated components
2Reliability
If symmetric elastic supports are used at intermediate positions of the leaf spring, then structural balance is achieved, but transverse movement counteraction efficiency is reduced
Solution Approach 1:
The patent employs asymmetric positioning of the elastic supports on the leaf spring, with supports located at different relative positions along the spring's length. This asymmetric arrangement creates optimized leverage and mechanical advantage for counteracting transverse movements, improving suspension reliability in handling lateral forces
3Volume of moving object
If the leaf spring is positioned close to the ground, then space utilization is improved, but compatibility with driven wheel axles is lost
Solution Approach 1:
The patent repositions the leaf spring from a low, ground-proximity location to an elevated position within the suspension geometry, clearing the driven wheel axle area. This spatial reconfiguration in the vertical dimension enables compatibility with driven wheel configurations while maintaining effective suspension functionality through the elevated leaf spring arrangement
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 solution achieves a 17 Kg weight reduction, enhanced simplicity, and reduced size, while maintaining the advantages of multi-link suspensions, including improved comfort and safety, and compatibility with wheel traction systems.
Implementation Method 1
a suspension spring that counteracts the vertical movements of the two wheel supports, consisting of a leaf spring arranged transversally to the longitudinal direction of the vehicle, with its general plane lying horizontally, and connected to the motor-vehicle supporting structure with the interposition of elastic supports
Data Source
AI summary
A motor-vehicle multi-link suspension system includes, for each wheel, two lower transverse arms and a substantially longitudinal or inclined lower arm, each having one end pivotally connected to a respective wheel support and the opposite end pivotally connected to the motor-vehicle structure. A leaf spring is arranged transversally with respect to the longitudinal direction of the motor-vehicle. The leaf spring is supported by elastic supports arranged symmetrically at intermediate positions between the center of the leaf spring and the ends thereof. Ends of the leaf spring are pivotally connected to upper parts of the two wheel supports. Two jack-type shock absorbers have opposite ends swingably connected to the respective wheel support and the motor-vehicle structure. The end portions of the leaf spring also fulfill the function of triangular upper transverse arms of the multi-link suspension. Preferably the leaf spring is made of a composite material.