Integrated Suspension Arm Decoupling Degrees of Freedom
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Solution Overview
Problem
Existing suspension arms for independent vehicle suspension systems have limited decoupling of degrees of freedom, leading to complex prototype development, higher part counts, increased weight, and higher manufacturing costs.
Innovation Solution
A suspension arm design featuring a lower arm with a transverse link and connecting elements that project the center of stiffness outside its physical envelope, utilizing a combination of torsional and bending stiffness to control five degrees of freedom, with a focus on reduced part count, weight, and cost through innovative geometry and bushing configurations.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a conventional suspension arm design with multiple separate components is used, then the decoupling of degrees of freedom is limited and prototype development becomes complex, but the part count, weight, and manufacturing cost increase
Solution Approach 1:
The patent merges multiple separate suspension components into a single integrated suspension arm structure. The arm comprises a unified body with multiple articulation points and connecting elements that collectively control five degrees of freedom, eliminating the need for multiple separate parts while achieving superior decoupling performance
Solution Approach 2:
The patent projects the center of stiffness outside the physical envelope of the suspension arm by using strategically positioned articulation points and connecting elements. This geometric arrangement in three-dimensional space enables enhanced decoupling of degrees of freedom without increasing the physical dimensions or weight of the arm
2Device complexity
If multiple separate connecting elements and links are used to control degrees of freedom, then the decoupling performance is insufficient, but the number of parts and manufacturing cost increase
Solution Approach 1:
The patent combines multiple functional elements (links, connecting elements, articulation points) into a single integrated suspension arm structure that maintains the capability to control five degrees of freedom with precise elasto-kinematic characteristics
Solution Approach 2:
The patent implements different local properties within the unified suspension arm structure, including varying wall thicknesses, strategic placement of articulation points with different stiffness characteristics, and differentiated connecting element geometries to achieve precise control over each degree of freedom
3Strength
If a rigid multi-component suspension arm is used, then the structural strength is high, but the weight and device complexity increase
Solution Approach 1:
The patent integrates multiple structural functions into a single suspension arm body that maintains high strength through optimized geometry and material distribution while eliminating the need for multiple separate components
Solution Approach 2:
The patent uses a thin-walled structural design with strategically placed reinforcement zones to achieve high strength-to-weight ratio. The suspension arm employs optimized wall thickness distribution to provide structural integrity where needed while maintaining overall lightness
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 design achieves enhanced decoupling of degrees of freedom, simplifies prototype development, reduces part count and weight, and lowers manufacturing costs while maintaining effective elasto-kinematic performance.
Implementation Method 1
a first bushing for articulating the transverse link to the wheel-carrier, wherein the first bushing is arranged to provide a first torsional stiffness
Implementation Method 2
at least one pair of connecting elements which connect the links to each other and are preferably made in the shape of a blade or plate, in such a manner that they exhibit a bending stiffness in a plane which is higher than the bending stiffness in a direction perpendicular to that plane
Data Source
AI summary
The arm (14) comprises a first transverse connecting element (18), articulated at its transversely outer end to a wheel-carrier (10) by means of a pair of bushes (22, 24) and at its transversely inner end to the vehicle body by means of a bush (20), a second transverse connecting element (28), articulated at its transversely outer end to the wheel-carrier (10) by means of a bush (32) and at its transversely inner end to the vehicle body by means of a bush (30), and a longitudinal interconnecting element (34) which connects the first and the second connecting element (18, 28) to each other at transversely inner portions thereof. The first and the second connecting elements (18, 28) converge towards the outside of the vehicle. The first connecting element (18) is stiff in torsion, whereas the second connecting element (28) and the interconnecting element (34) have cross-sections such that the vertical stiffness of the arm (14) at the point of articulation of the second connecting element (28) to the wheel-carrier (10) is negligible with respect to the vertical stiffness at the point of articulation of the first connecting element (18) to the wheel-carrier (10). Torques acting on the wheel-carrier (10) around a transverse axis (ESAy) are thus only reacted by the first connecting element (18).