Vehicle Suspension Anti-Swing Rigidity via Knuckle Arm Positioning
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Solution Overview
Problem
Existing vehicle suspension devices, particularly multi-link type suspension systems, face challenges in achieving sufficient anti-swing rigidity and stability during braking and turning due to a short longitudinal distance between the lower-arm and control-arm connection portions of the knuckle.
Innovation Solution
The suspension device reconfigures the connection points of the trailing arm, leading arm, upper arm, lower arm, and control arm relative to the knuckle, positioning the lower-arm connection portion in front of the trailing-arm connection portion and extending the longitudinal distance between the lower-arm and control-arm connection portions to enhance anti-swing rigidity, while avoiding interference and improving stability through strategic positioning of these arms.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If the lower-arm connection portion is positioned on a line of the wheel axis in back of the trailing-arm connection portion, then the structure is simplified, but the anti-swing rigidity becomes insufficient
Solution Approach 1:
The patent applies asymmetry by positioning the lower-arm connection portion forward of the wheel axis line rather than symmetrically on the axis line. This asymmetric positioning increases the longitudinal distance between the lower-arm and control-arm connection portions, thereby enhancing anti-swing rigidity while maintaining structural feasibility
Solution Approach 2:
The patent transitions from a conventional two-dimensional arrangement (on the wheel axis line) to a three-dimensional configuration by positioning the lower-arm connection portion both forward of the wheel axis and at a specific height. This spatial reconfiguration increases the longitudinal distance between connection portions, improving anti-swing rigidity without excessive structural complexity
2Stability of the object's composition
If the longitudinal distance between lower-arm and control-arm connection portions is increased, then anti-swing rigidity is improved, but the risk of interference between arms increases
Solution Approach 1:
The patent resolves the interference issue by utilizing the vertical dimension (height) in addition to the longitudinal dimension. The lower-arm connection portion is positioned forward of the wheel axis line and at a specific height, creating sufficient vertical clearance that prevents interference between arms while maintaining the increased longitudinal distance needed for anti-swing rigidity
3Stability of the object's composition
If the lower-arm connection portion is positioned forward of the wheel axis, then anti-swing rigidity is enhanced, but the positioning precision requirements increase
Solution Approach 1:
The patent establishes a clear asymmetric positioning rule: the lower-arm connection portion is positioned forward of the wheel axis line by a predetermined distance. This explicit asymmetric configuration provides clear design guidelines that simplify manufacturing and assembly, reducing positioning precision requirements compared to more complex arrangements
Data Source
AI summary
Suspension arms comprise five arms of a trailing arm, a leading arm, an upper arm, a lower arm, and a control arm. A lower-arm connection portion of a knuckle to the lower arm is positioned in front of a trailing-arm connection portion of the knuckle to the trailing arm as well as a wheel axis. Accordingly, the anti-swing rigidity of a wheel can be increased sufficiently.