Two-Link Suspension with Pendulum Support for Compact Axle Design
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Solution Overview
Problem
Existing rear axle designs for passenger cars, such as five-link and torsion beam axles, are complex, costly, and require significant space, while also having limitations in driving dynamics and stability, particularly in generating negative wheel camber and toe-in angles for improved handling and safety.
Innovation Solution
An independent wheel suspension with two pivotable links, each deviated by no more than 10° from the vehicle's longitudinal and vertical directions, where one link acts as a wheel carrier and the other is supported with only one kinematic rotational degree of freedom, allowing for compact design and minimal space usage, and enabling slight elastokinematic steering movements.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If complex axle constructions (five-link or semi-trailing link axles) are used to achieve negative wheel camber angle and toe-in angle for stable handling, then driving stability and safety are improved, but device complexity and installation space requirements increase
Solution Approach 1:
The suspension system is divided into two independent links: a first link extending in the longitudinal direction with pendulum support, and a second link providing wheel guidance. This segmentation allows each link to perform specific functions independently, achieving the desired wheel camber and toe-in angles without requiring a complex multi-link construction.
Solution Approach 2:
The first link serves multiple functions: it acts as a structural component providing pendulum support, serves as a wheel carrier with fastened wheel bearing, and contributes to generating the negative wheel camber angle. This multi-functionality reduces the number of separate components needed, simplifying the overall axle construction while maintaining driving stability.
2Reliability
If complex axle constructions (five-link or semi-trailing link axles) are used to achieve negative wheel camber angle and toe-in angle for stable handling, then driving stability and safety are improved, but installation space requirements increase
Solution Approach 1:
By segmenting the suspension into two links with specific orientation constraints (deviated by no more than 10° from longitudinal and vertical directions), the design achieves compact packaging. The first link's pendulum support configuration and the second link's articulated connection allow the system to fit within limited space while still generating the necessary wheel camber and toe-in angles for stable handling.
Solution Approach 2:
The invention utilizes vertical space effectively through the pendulum support configuration of the first link, which extends in the vertical direction. This dimensional approach allows the suspension to achieve its functional requirements without increasing the horizontal footprint, thereby reducing installation space requirements while maintaining driving stability.
3Ease of manufacture
If torsion beam axles are used to reduce cost, then manufacturing cost is reduced, but driving dynamics performance deteriorates
Solution Approach 1:
The suspension system incorporates dynamic characteristics through the articulated connections of the two links, allowing the wheel to achieve desired camber and toe-in angles under longitudinal forces such as braking. The first link's pendulum support and the second link's rotational degrees of freedom enable elastokinematic behavior that improves driving dynamics while maintaining a simpler, more cost-effective design compared to traditional five-link axles.
4Reliability
If additional wheel-guiding links are provided to achieve desired camber and toe-in angles, then driving stability is improved, but device complexity and installation space requirements increase
Solution Approach 1:
The first link is designed to serve multiple functions simultaneously: it provides pendulum support for vertical motion, acts as a wheel carrier with integrated wheel bearing, and contributes to generating the negative wheel camber angle. This multi-functionality eliminates the need for separate wheel-guiding links, reducing device complexity while maintaining driving stability through proper geometric configuration.
Solution Approach 2:
The invention merges the functions of wheel support, camber generation, and longitudinal force accommodation into a unified two-link system. The first link's pendulum support configuration and the second link's articulated connection combine to achieve the desired wheel camber and toe-in angles without requiring additional independent wheel-guiding links, thereby simplifying the overall construction.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This design achieves a compact, space-efficient suspension that enhances driving stability and dynamics by allowing small toe-in and camber changes, providing improved handling and safety without the need for additional wheel-guiding links, thus optimizing the installation space between wheels.
Implementation Method 1
the other end section of this first link is supported on the vehicle body via a pendulum support which, in the design position, extends essentially in the vertical direction
Implementation Method 2
the other second link, which extends essentially in the longitudinal direction of the vehicle, is supported on the one hand in an articulated manner with only one kinematic rotational degree of freedom on the vehicle body and on the other hand with only one kinematic rotational degree of freedom in an articulated manner with the first link
Data Source
Figure 1~3
Figure 4
Figure 5
AI summary
The invention relates to a single wheel suspension of a non-steerable wheel (1) of a two-track vehicle, having two links, each of which can swivel against each other in a plane, wherein each of said planes is inclined by no more than 10° relative to the vehicle longitudinal direction and by not more than 10° relative to the vertical, and wherein the first link (3) extending approximately in the longitudinal direction of the vehicle also functions as a wheel carrier in that a wheel bearing (O, 21) is fastened in an end section of said link (3) in a receptacle (32). Said first link (3) is supported on the other end section (D) by a pendulum support (4) on the vehicle structure (6), extending substantially in the vertical direction in the design position, and the other, second link (2) extending substantially in the longitudinal direction of the vehicle is on one side supported on the vehicle structure (6) in a jointed manner having only one kinematic degree of rotation freedom and on the other side connected having only one kinematic degree of rotation freedom in a jointed manner to the first link (3) between the wheel bearing (O) and the fastening point (D) of the pendulum support (4), and no other wheel-guiding link is provided, with the exception of a connection link (7) establishing the jointed connection between the first link (3) and the second link (2).