Multi-Link Suspension Geometry for Independent Camber Adjustment
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Solution Overview
Problem
Existing multi-link independent suspensions face reduced adjustment efficiency due to mutual restraining of linkages when adjusting camber angles, which complicates four-wheel alignment and affects suspension durability.
Innovation Solution
A multi-link independent suspension design that includes a front upper control arm, rear upper control arm, spring control arm, front lower control arm, and toe-in adjustment arm, where the spring control arm moves to adjust camber angles independently of toe-in angles, minimizing linkage interference.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If complex linkage structure is used to achieve multi-directional force control, then handling performance and riding comfort are improved, but adjustment efficiency is reduced
Solution Approach 1:
The complex linkage structure is segmented into modular functional groups with clear division of labor. The upper control arm system handles camber control while the toe-in adjustment arm handles toe-in control, allowing each module to be adjusted independently without affecting others, thus improving adjustment efficiency while maintaining the comprehensive force control capabilities.
Solution Approach 2:
Each linkage component is designed with specialized functionality: the spring control arm system provides camber control and ride comfort, while the toe-in adjustment arm provides toe-in control and handling stability. This multi-functional design allows the complex linkage system to achieve various adjustment objectives through independent operation of each component.
2Reliability
If multiple linkages are used to control forces in multiple directions, then riding comfort is improved, but linkage mutual restraint increases
Solution Approach 1:
The linkage system is segmented into independent functional modules where each module controls specific force directions. The spring control arm system controls vertical and camber-related forces, while the toe-in adjustment arm controls lateral and toe-in forces. This segmentation reduces mutual restraint by establishing clear functional boundaries between linkages.
3Manufacturing precision
If spring control arm is used to adjust camber angle, then camber control is achieved, but adjustment time increases due to linkage interference
Solution Approach 1:
The adjustment system is segmented into independent camber control and toe-in control subsystems. When camber angle adjustment is needed, only the spring control arm system needs to be adjusted without affecting the toe-in adjustment arm, and vice versa. This independence eliminates the time-consuming iterative adjustments previously required to compensate for linkage interference.
Data Source
AI summary
The disclosure relates to the technical field of vehicles, and particularly provides a multi-link independent suspension for a vehicle that includes a subframe and a steering knuckle. In order to solve the problem of reduced adjustment efficiency caused by mutual restraining of linkages of an existing multi-link independent suspension when a camber angle is adjusted, the multi-link independent suspension includes a spring control arm that is configured to adjust a camber angle of a wheel center. The multi-link independent suspension also includes a front upper control arm and a rear upper control arm. A central axis of the front upper control arm intersects with a central axis of the rear upper control arm at a Q point, and the Q point has the same coordinate as the wheel center in an X direction; and a motion centerline between the front upper control arm and the rear upper control arm coincides with a projection of a central axis of the spring control arm on an XY plane, so that a movement of the spring control arm has no effect on an upper control arm system when the camber angle is being adjusted. The steering knuckle only rotates about an X axis so as to drive a tire to rotate about the X axis, so that a camber angle of the tire can be adjusted without changing a toe-in angle, thereby reducing the number of affected linkages and simplifying the adjustment in the camber angle of the tire.