Midplane Strut Link Bracket for Non-Handed Suspension Assembly
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Solution Overview
Problem
Existing MacPherson strut suspension systems face inefficiencies due to the need for separate right-handed and left-handed struts, which complicates manufacturing and installation, and additional weight when using non-handed designs.
Innovation Solution
A strut stabilizer bar link bracket that extends from the midplane of the strut, allowing a single bracket to be used on both sides of the vehicle, with a receiving orifice and concave structure to accommodate ball joints and fasteners on either side, reducing complexity and weight.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If front-mounted strut stabilizer bar link brackets are used to achieve a non-handed structure, then adaptability is improved, but weight increases due to requiring two brackets
Solution Approach 1:
The bracket is divided into a first portion and a second portion separated by a midplane, with each portion having identical geometry but oriented differently. This segmentation allows a single bracket design to function on both sides of the vehicle by rotating the bracket 180 degrees, eliminating the need for separate right-handed and left-handed brackets while maintaining adaptability.
2Manufacturing precision
If separate right-handed and left-handed struts are used, then manufacturing precision is improved for each side, but device complexity increases
Solution Approach 1:
The bracket is designed with universal applicability to both driver and passenger sides through symmetric geometry about the midplane. The same bracket design can be installed on either side of the vehicle by rotating it, eliminating the need for separate right-handed and left-handed bracket variants while maintaining precise fitment on both sides.
3Ease of manufacture
If midplane-mounted bracket with symmetric portions is used, then ease of manufacture is improved, but manufacturing precision may be compromised
Solution Approach 1:
While the overall bracket geometry is symmetric about the midplane, the ball joint receiving structures incorporate asymmetric features such as concave structures and receiving orifices that are positioned and oriented to accommodate ball joints from either side of the vehicle. This controlled asymmetry within a symmetric framework ensures precise ball joint alignment and proper fastener engagement while maintaining the ease of manufacturing a single bracket design.
Data Source
AI summary
A suspension assembly for a vehicle may be provided. The suspension assembly may include a strut operably coupled to a body of the vehicle, a stabilizer bar operably coupled to the strut to reduce body roll, a strut stabilizer bar link to operably couple the stabilizer bar to the strut; and a strut stabilizer bar link bracket. The suspension assembly may include the strut stabilizer bar link bracket extending from a midplane of the strut containing a longitudinal axis of the strut to operably couple the strut stabilizer bar link to the strut regardless of a side of the vehicle on which the strut is located. The strut stabilizer bar link may include a first ball joint to operably couple the strut stabilizer bar link to the strut stabilizer bar link bracket.