Multi-Link Rear Axle Layout for Stiffness Without Self-Steering
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Multi-link motor vehicle axles face challenges in achieving optimal driving comfort and rear-end stiffness while minimizing self-steering behavior and structural space constraints, particularly with the arrangement of load-bearing springs and dampers, and the need to omit subframe mounts for improved electric machine integration.
Innovation Solution
A multi-link motor vehicle axle design featuring a first and second link plane with transverse and trapezoidal links, where the longitudinal link is attached to the trapezoidal link, allowing for a rigid chassis attachment, optimized space arrangement of load-bearing springs and dampers, and elimination of subframe mounts, enabling improved rear-end stiffness and reduced vehicle length.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Stability of the object's composition
If subframe mounts are used to attach the chassis frame to the motor vehicle body, then rear-end stiffness is improved, but self-steering behavior of wheels increases and structural space for electric machine integration is reduced
Solution Approach 1:
The invention extracts and eliminates the subframe mounts from the chassis structure. Instead of using traditional subframe mounts that cause self-steering behavior, the patent directly attaches the longitudinal links to the trapezoidal link, removing the harmful intermediate mounting structure while preserving rear-end stiffness through the optimized link arrangement.
Solution Approach 2:
The trapezoidal link is designed to serve multiple functions: it provides the geometric trapezoid configuration for suspension control, serves as a mounting structure for the longitudinal link, and enables rigid chassis attachment to the motor vehicle body. This multi-functionality eliminates the need for separate subframe mounts while maintaining structural integrity.
2Strength
If subframe mounts are used for chassis attachment, then structural support is provided, but structural space for electric machine integration is reduced and vehicle length increases
Solution Approach 1:
The invention removes the subframe mounts and their associated mounting structures, thereby extracting the harmful volume occupation. This creates additional structural space that can be utilized for integrating the electric machine, while the necessary structural support is maintained through the direct longitudinal link attachment to the trapezoidal link.
Solution Approach 2:
The patent optimizes the spatial arrangement by attaching the longitudinal link to the trapezoidal link in a configuration that utilizes available space more efficiently. This dimensional optimization allows for better integration of the electric machine without compromising structural support capabilities.
3Device complexity
If load-bearing spring and damper are arranged together as a spring strut, then structural simplicity is maintained, but space optimization for electric machine integration is reduced
Solution Approach 1:
The invention segments the load-bearing elements by separating the attachment points and arrangement of the load-bearing spring and the damper. Instead of combining them into a single spring strut, they are positioned independently at different locations on the trapezoidal link and wheel carrier, allowing for optimized space utilization for electric machine integration while maintaining necessary structural simplicity through independent mounting.
Data Source
AI summary
A multi-link motor vehicle axle for the attachment of a wheel carrier to a motor vehicle body. The axle includes a first link plane and a second link plane. A first transverse link and a second transverse link are assigned to the first link plane. The second link plane includes a trapezoidal link which is attached by way of a first coupling link to the wheel carrier and by way of a second coupling link to the motor vehicle body. A longitudinal link of the multi-link motor vehicle axle is formed, which longitudinal link is connected, at its longitudinal link end facing away from the second link plane, to the motor vehicle body. The longitudinal link is attached, by way of its longitudinal link end facing toward the second link plane, to the trapezoidal link.