Rear Wheel Suspension Link Angles for Traction
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Solution Overview
Problem
Current wheel suspensions for motor vehicles face challenges in achieving maximized traction and homogeneous contact pressure between the tire and road, especially during critical driving conditions, and struggle to synchronize suspension motions to maintain driver control under varying loads and accelerations.
Innovation Solution
The wheel suspension design features a virtual lower triangular link and upper triangular link configuration with specific angles and slopes, an instantaneous center of motion positioned outside or inside the wheel spindle, and interdependent control links that synchronize motion to ensure homogeneous contact pressure and traction, adapting to different driving conditions and cornering.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If conventional wheel suspension designs are used, then the basic suspension function is provided, but traction power and homogeneous contact pressure between tire and road are not maximized
Solution Approach 1:
The suspension device is divided into multiple control links (lower control link, upper control link, trailing link, toe link) that independently control different aspects of wheel motion. Each link is responsible for specific degrees of freedom, allowing precise control of contact pressure distribution and traction forces without requiring a completely redesigned suspension architecture.
Solution Approach 2:
The patent introduces a specific geometric configuration where the lower and upper control links form a triangular arrangement with defined angles (1-8°) in the longitudinal-vertical plane. This spatial arrangement creates an instantaneous center of motion positioned outside the wheel spindle, adding a dimensional aspect to the control mechanism that enables homogeneous contact pressure while maintaining traction.
2Manufacturing precision
If the suspension is designed for maximized traction with specific link angles, then homogeneous contact pressure is achieved, but the suspension must adapt to varying driving conditions and loads
Solution Approach 1:
The control links are designed with specific angular relationships (1-8° between lower and upper links) that create a dynamic instantaneous center of motion. As the wheel moves through different positions during suspension travel, the instantaneous center shifts position, automatically adapting the force distribution to maintain homogeneous contact pressure across varying loading conditions and driving scenarios.
Solution Approach 2:
The patent specifies precise angular parameters for the control links (1-8° angle between lower and upper links, specific slopes downward and rearward) that optimize the instantaneous center position. These parameter settings enable the suspension to maintain consistent contact pressure distribution across different driving conditions, loads, and wheel positions without requiring active control systems.
3Reliability
If multiple control links are added to synchronize motion patterns, then driver control is maintained under varying loads, but the structural complexity increases
Solution Approach 1:
The lower control link and upper control link are merged into a triangular configuration that shares common mounting points and coordination mechanisms. This merging allows the links to work together as an integrated unit, synchronizing wheel motion control while reducing the need for separate independent control systems for each link.
Solution Approach 2:
The control links are designed to perform multiple functions simultaneously: the lower and upper links together control camber, caster, and wheel alignment while maintaining the instantaneous center position. The trailing link and toe link provide additional control over steering geometry and wheel orientation, making the overall linkage system multi-functional without requiring entirely separate control mechanisms.
Data Source
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AI summary
A motor vehicle has a wheel suspension for the rear wheel. The wheel suspension comprises wheel spindle housing (11) and a frame structure (9). Several control links extend between the frame structure (9) and the wheel spindle housing (11), and comprise a lower rear link (13), trailing and toe links (16, 17), and first and second camber links (18, 19), which intersect each other. The trailing link (16) and the lower rear link (13) form a lower triangular link swingable about a lower swing axis. The first camber link (18) and the second camber link (19) together form an upper triangular link swingable about an upper swing axis. The lower and upper swing axes form a first angle to each other in a horizontal plane lying in the interval 0-5°. The lower and upper swing axes form a second angle to each other in a vertical, longitudinal plane lying in the interval 1-8°.