EP1113940A1 - Suspension a roulis nul - Google Patents

Suspension a roulis nul

Info

Publication number
EP1113940A1
EP1113940A1 EP99969378A EP99969378A EP1113940A1 EP 1113940 A1 EP1113940 A1 EP 1113940A1 EP 99969378 A EP99969378 A EP 99969378A EP 99969378 A EP99969378 A EP 99969378A EP 1113940 A1 EP1113940 A1 EP 1113940A1
Authority
EP
European Patent Office
Prior art keywords
wheel assembly
suspension system
vehicle frame
wheel
crossing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP99969378A
Other languages
German (de)
English (en)
Other versions
EP1113940A4 (fr
Inventor
J. Todd Wagner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zero Roll Suspension LLC
Original Assignee
Zero Roll Suspension LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US09/357,684 external-priority patent/US6173978B1/en
Application filed by Zero Roll Suspension LLC filed Critical Zero Roll Suspension LLC
Publication of EP1113940A1 publication Critical patent/EP1113940A1/fr
Publication of EP1113940A4 publication Critical patent/EP1113940A4/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G5/00—Resilient suspensions for a set of tandem wheels or axles having interrelated movements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • B60G3/26—Means for maintaining substantially-constant wheel camber during suspension movement ; Means for controlling the variation of the wheel position during suspension movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B60G2200/143—Independent suspensions with lateral arms with lateral arms crossing each other, i.e. X formation as seen along the longitudinal axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B60G2200/144—Independent suspensions with lateral arms with two lateral arms forming a parallelogram
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/30—Rigid axle suspensions
    • B60G2200/34—Stabilising mechanisms, e.g. for lateral stability
    • B60G2200/345—Stabilising mechanisms, e.g. for lateral stability with an axle suspended by two pivoted rods in "X"-arrangement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/46—Indexing codes relating to the wheels in the suspensions camber angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle

Definitions

  • the present invention relates generally to a suspension system for vehicles, and more particularly to a suspension system for controlling the lateral roll of a vehicle during cornering and additionally for controlling fore-aft movement, or pitch, commonly described as vehicle rise and squat, caused by the inertia of the vehicle during acceleration and deceleration.
  • Vehicle suspension characteristics generally determine ride height, spring rates, caster, camber, toe-in, braking dive, acceleration squat, and cornering roll.
  • Anti-roll suspension systems are those in which forces that tend to cause roll of the vehicle body with respect to the wheels about a longitudinal axis are resisted by forces acting through or on the suspension system.
  • Vehicle suspension systems having anti-roll characteristics are generally either 'active' suspensions using hydraulic actuators to adjust suspension characteristics in response to sensed lateral acceleration, or more commonly, suspensions that incorporate devices such as anti-roll or stabilizer bars that have fixed suspension characteristics.
  • Typical of an 'active' suspension system is U.S. Patent No. 4,865,347 for Actively Controlled Suspension System Anti-Roll Control, issued to Fukushima et. al. on September 12, 1989, which describes a suspension system having an anti-roll control loop in which the gain is adjusted depending on the speed of the vehicle.
  • the '347 suspension system utilizes acceleration sensors to detect lateral acceleration and pressure control valves to adjust hydraulic cylinders which vary the suspension characteristics according to the speed of the vehicle.
  • U.S. Patent No. 3,820,812 for Vehicle Suspension Systems issued to Stubbs, et. al. on June 28, 1974, is for an active anti-roll suspension control system for four-wheeled road vehicles that have variable-length hydraulic struts acting in series with the front springs controlled by a control unit sensitive to lateral acceleration.
  • the rear suspension anti-roll system is applied by hydraulic cylinders acting on the rear suspension independently of the rear springs and controlled by the control units for the corresponding front struts.
  • No. 4,573,702 for Anti-Pitch Suspension is for a vehicle suspension system designed to utilize lateral move- ment of the body of the vehicle relative to the wheels in order to control the sway or roll of the vehicle body.
  • the '702 suspension system utilizes springs of various types to create an additional means to increase compression or extension of conventional suspension pieces.
  • the principle of the invention may also be used to control dive during braking or squat during acceleration.
  • U.S. Patent No. 5,074,582 for Vehicle Suspension System depicts a roll frame pivotally mounted transverse of the vehicle, the roll frame having an arm at either end and a wishbone pivotally supported on each arm. Each wishbone forms part of a linkage for supporting a wheel of the vehicle.
  • Suspension System of a Vehicle and both issued to Yamamoto on May 24, 1994 and March 16, 1993, respectively, are directed to a double pivot type suspension system to allow a wheel located radially inward in relation to a turning circle to be turned more sharply than a wheel located radially outward in relation to the turning circle.
  • U.S. Patent No. 5,415,427 for Wheel Suspension System depicts a suspension system comprising a wheel carrier supported on the body side by way of a spring strut.
  • the wheel carrier is guided by two individual links forming an upper pivotal connection and a lower pivotal connection between the wheel and the vehicle body.
  • the pivotal connections are arranged at different angles with respect to the wheel contact plane and, viewed from the top, are arranged to be crossed with respect to one another.
  • 4,406,479 for Vehicle Suspension Incorporating Cross-Over Links is directed to a suspension system for a vehicle having a pair of torque rods splayed or outwardly angled relative to the longitudinat ⁇ axis of the vehicle in which the torque rods cross each other as viewed from the top and are flexibly connected to the vehicle chassis at their inner ends.
  • springs and anti-roll bars described in the prior art reduce cornering roll, there is a trade-off between reduction in roll and the smoothness of the ride. Spring and shock rates that increase the smoothness of the ride counteract the effect of the conventional anti-roll devices described in the prior art. Moreover, such anti-roll devices do not compensate for variations in weight distribution of the vehicle which can also significantly affect rolling characteristics.
  • a zero roll suspension system for a vehicle including a vehicle frame and a wheel assembly having an axis of rotation about which a wheel of said wheel assembly rotates.
  • the suspension system includes a first crossing member and a second crossing member which are adapted to be fixed to the wheel assembly and the vehicle frame so as to cross one another in superposition.
  • the present invention is directed towards an anti-roll apparatus for vehicles that uses the load moment on the wheel of the vehicle, which is generated by the cornering force at the point of contact between the tire and the road, to cancel out the rolling moment in the vehicle frame and body.
  • the device described herein may be utilized at each independently suspended wheel assembly of a vehicle.
  • Conventional suspension systems have upper and lower linkages which transmit forces from the wheel to the vehicle body, and generally increase the roll of the vehicle during cornering.
  • the present invention takes advantage of the fact that both the wheel moment and the body roll moment are proportional to the cornering force.
  • the anti-roll effect of the present invention can be increased or decreased by changing the vertical distances between the linkage attachment points on the vehicle body and the wheel, as will be hereinafter described.
  • Fig. 1 is a partial cross-sectional view of a zero roll suspension system having perpendicular rotational and crossing axes, according to one embodiment of the present invention.
  • Fig. 2 is a partial cross-sectional view of a zero roll suspension system having a pass through opening in one of the crossed links, according to another embodiment of the present invention.
  • Fig. 2 a partial perspective view of a linking mechanism, according to the zero roll suspension system of Fig. 2.
  • Fig. 3 is a top, partial cross-sectional plan view of a zero roll suspension system according to the zero roll suspension system of Fig. 2.
  • Fig. 4 is a partial cross-sectional view of the forces which interact in the zero roll suspension system of Fig. 1.
  • Fig. 5 illustrates a free body diagram of the forces which interact in the zero roll suspension system of Fig. 1.
  • Figs. 6a and 6b are partial cross-sectional views of an embodiment of the present invention implemented on a front wheel drive vehicle.
  • Figs. 7a and 7b are partial cross-sectional views of an embodiment of the present invention implemented on a rear wheel drive vehicle.
  • Figs. 8a and 8b are partial cross-sectional views of an embodiment of the present invention implemented on a four wheel drive vehicle.
  • Figs 9a and 9b are partial cross-sectional views of an embodiment of the present invention implemented in a vehicle having in hub motors instead of a drive shaft.
  • Fig. 10 is a partial cross-sectional view of a zero roll suspension system implemented in a rear wheel drive vehicle in which the drive shaft acts as one of the crossed links, according to another embodiment of the present invention.
  • Fig. 11 is a top, partial cross-sectional plan view of a zero roll suspension system according to another embodiment of the present invention in which the drive shaft acts as one of the crossed links.
  • Figs. 12a and 12b are schematic views of an embodiment of the present invention implemented on a rear wheel drive vehicle in which the drive shaft acts as one of the crossed links.
  • Fig. 13 is a partial cross-sectional view of a zero roll suspension system having parallel rotational and crossing axes, according to another embodiment of the present invention.
  • Fig. 14 is a top, partial cross-sectional plan view of a zero roll suspension system according to the embodiment depicted in Fig. 13.
  • Fig. 15 is a partial cross-sectional view of a zero roll suspension system having flexible, multi-layered composite elongated members, according to another embodiment of the present invention.
  • Fig. 16 is a partial cross-sectional view of a zero roll suspension system having variable length elongated members, according to another embodiment of the present invention.
  • Fig. 17 is a top, partial cross-sectional plan view of a zero roll suspension system according to another embodiment of the present invention in which a toe bar is incorporated.
  • a suspension system for controlling the lateral roll of a vehicle during cornering is generally designated by the reference numeral 10.
  • the suspension system 10 is adapted to be received by the body of a vehicle, such as an automobile frame 12, having a wheel assembly 14, a spindle 16, a kingpin 18, and a spring and shock absorber assembly 20.
  • the wheel assembly 14 has an axis of rotation R about which a wheel of the wheel assembly 14 rotates.
  • the vehicle frame 12 may be of any automobile make or model, such as but not limited to a pick-up truck, an utility truck, a three- wheeled vehicle or a four-wheeled or more wheeled vehicle that tends to rotate or roll during cornering.
  • the spring and shock absorber assembly 20 provides vertical support for the wheel assembly 14 and the vehicle frame 12 while, as is commonly known, the wheel assembly 14, the spindle 16 and the kingpin 18 are each integrally connected in a conventional manner so as to provide for structural stability and control of the vehicle.
  • the present embodiment of Fig. 1 includes a crossed linking mechanism 22 which acts to connect the wheel assembly 14 to the vehicle body 12. While the suspension system 10 will function with most vehicles, it should be readily apparent that the actual shape and size of various components will depend upon the size and weight of the associated vehicle. It should be readily apparent that while one linking mechanism 22 has been described, more than one linking mechanism may be alternatively substituted without departing from the broader aspects of the present invention, as will be described later.
  • the linking mechanism 22 of the present invention reverses the moment, preferably at the wheel, to oppose the rolling moment of the vehicle body 12 during cornering.
  • the linking mechanism 22 includes at least a first elongated member 24 and a second elongated member 26 which are oriented so as to cross each other in substantially parallel planes along a crossing axis C.
  • the crossing axis C is not an axis which defines predetermined, fixed points along either the first elongated member 24 or the second elongated member 26.
  • the crossing axis C as seen in Fig. 1, may initially lie above, below or on the rotational axis R , and will shift from this initial position during operation of the present invention.
  • Fig. 1 may initially lie above, below or on the rotational axis R , and will shift from this initial position during operation of the present invention.
  • first elongated member 24 and the second elongated member 26 crossing one another in substantially parallel planes as viewed horizontally
  • the present invention is not limited in this regard as the first elongated member 24 and the second elongated member 26 may have any planar relationship between one another provided that when viewed horizontally, the first elongated member 24 and the second elongated member 26 cross in superposition.
  • each elongated member, 24 and 26 respectively are additionally oriented so as to cross the rotational axis R of the wheel assembly 14.
  • the present invention is not limited in this regard as ihe elongated members 24 and 26 may be oriented between the wheel assembly 14 and the vehicle frame 12 so that they cross one another at a location either above or below the rotational axis R as seen in Fig. 1.
  • the crossing axis C of the elongated members 24 and 26 is approximately perpendicular to the rotational axis R.
  • rotational axis R and the crossing axis C are not required to be at any predetermined angle to one another in order for the beneficial aspects of the present invention to be realizev l. That is, the rotational axis R and the crossing axis C need not necessarily be approximately perpendicular, but rather they may be at any angle to one another, such as but not limited to approximately 0°, 45° or 90°, given a specific configuration of the connection points on the wheel assembly 14 and vehicle frame 12.
  • the first and second elongated members, 24 and 26 respectively may be formed from any substantially rigid material including but not limited to metal, a metal- alloy, a composite material or the like. Moreover, each of the first and second elongated members, 24 and 26 respectively, need not be a single unitary element, but rather may be formed from a plurality of mated elements.
  • the spring and shock absorber assembly 20 is attached to either the first elongated member 24 or the second elongated member 26 via rotatable pin joint 36, while also being anchored to the vehicle body 12 via rotatable pin joint 38, as shown in Fig. 1.
  • the linking mechanism 22 is fixed to the kingpin 18 at connection points 32 and 28 in any conventional manner so as to enable the linking mechanism 22 to be freely rotatable about connection points 32 and
  • shock absorber 20 While connection between the shock absorber 20 and either of the elongated members 24 and 26, respectively, has been described and shown in Fig. 1, the present invention is not limited in this regard as the shock absorber 20 may alternatively be connected to either the spindle 16 or the kingpin 18 without departing from the broader aspects of the present invention.
  • connection points on the vehicle body 30 and 34 may be located as shown at in Fig. 1 or at other points of the vehicle frame 12 however, in order to provide for a zero roll suspension system, it is preferable that the connection points 30 and 34 be fixed to the vehicle frame 12 at points on the vehicle frame 12 which are approximately horizontally co-planar to the connection points 32 and 28, respectively.
  • connection points 32 and 28 are to be rotatably fixed to the spindle 16 or the kingpin 18 so as to be approximately vertically co-planar with one another, while the connection points 30 and 34 are to be rotatably fixed to the vehicle frame 12 so as to be approximately vertically co-planar with one another as well.
  • connection points, 30, 34, 32 and 28 respectively may be fixed to the vehicle frame 12, and the spindle 16 or the kingpin 18, in any conventional manner, such as but not limited to a pin joint or a ball joint, provided that the linking mechanism 22 is freely rotatable about the connection points 30, 34, 32 and 28 during operation of the suspension system 10.
  • the roll reducing effect may be correspondingly increased or decreased, as will be discussed in greater detail in relation to Fig. 4.
  • the first elongated member 24 must be long enough to reach between a first connection point 28 which, as discussed previously, may be fixed to the kingpin 18 or the spindle 16, and a second connection point 30 on the vehicle body or frame 12 in a substantially passive manner, that is, such that the first elongated member 24 does not cause any active stressing on the vehicle body 12, the spindle 16, the kingpin 18 or the second elongated member 26.
  • the second elongated member 26 must be long enough to reach between a first connection point 32, which may be on the kingpin 18 or the spindle 16, and a second connection point 34, which may be on the vehicle body 12, in a largely passive manner, that is, such that the second elongated member 26 does not cause any active stressing on the vehicle body 12, the spindle 16, the kingpin 18 or the first elongated member 24.
  • the present invention is not limited in this regard as other, alternative anchoring locations may be substituted so long as the linking mechanism 22 is fixedly attached, on one side thereof, to a portion of the wheel assembly 14 which remains substantially stationary with respect to a turning motion of the wheel itself.
  • the terms 'cross', 'crosses', 'crossed' or 'crossing' represents the relative arrangement of the connection points 28, 30, 32 and 34, or their equivalents in Figs. 2-17, as viewed horizontally.
  • connection point 28 of the elongated member 24 is located vertically below the connection point 32 of the elongated member 26, then the connection point 30 of the elongated member 24 must be oriented vertically above the connection point 34 of the elongated member 26.
  • the suspension system 10 as illustrated in Fig. 1 acts to reverse the rolling load moment at the wheel of the vehicle and transfers this reversed rolling load moment to the vehicle frame 12.
  • the rolling load moment is typically generated by the force at the portion of the wheel contacting a travel surface during operation of the vehicle, such as but not limited to a cornering, acceleration or braking of the vehicle, or the like.
  • Fig. 2 illustrates another embodiment of the zero roll suspension system of the present invention, generally designated by numeral 100. While Fig. 1 depicts first and second single elongated members, 24 and 26 respectively, crossing in approximately parallel vertical planes, Fig. 2 illustrates the suspension system 100 wherein the linking mechanism 122 includes two, nested pairs of elongated members, 124/124' and 126/126', respectively. The partial perspective view of Fig. 2a more clearly illustrates the nested pairs of elongated members 124/124' and 126/126' which comprise the linking mechanism 122 of the suspension system 100.
  • the pass-through 137 must be fashioned so as to be somewhat larger in width than the width of the elongated member pair which is situated within the pass-through 137. This arrangement and size of the pass-through 137 allows for the compensating movement of the pair of elongated members, 126 /126' respectively, relative to the outermost pair of elongated members 124/124'. In the embodiment shown in Fig.
  • the crossing axis C of the two pairs of elongated members 124/124' and 126/126' is approximately perpendicular to the rotational axis R, however, as mentioned previously, this angular relationship is not critical to the operation of the present invention and may be any angle, such as but not limited to approximately 0°, 45° or 90°. It will be readily apparent that the two pairs of elongated members, 124/124' and 126/126' respectively, are fashioned so as to minimize any frictional contact between one another, wherein no contact at all is the preferred arrangement.
  • Fig. 3 illustrates a top, partial cross-sectional plan view of the suspension system 100.
  • the suspension system 100 is such that the linking mechanism 122 includes two nested pairs of elongated members, 124/124' and 126/126', respectively All four elongated members, 124, 124', 126 and 126', are shown as being fixed to the wheel assembly 114 and the vehicle body 112 in a manner similar to the discussion of the suspension system 10 of Fig. 1.
  • the first elongated members, 124 and 124' respectively are depicted as an outside link between the wheel assembly 114 and the vehicle frame 112, while the second pair of elongated members, 126 and 126' respectively, are shown as an inside link between the wheel assembly 114 and the vehicle frame 112 crossing the first pair of elongated members, 124 and 124', in parallel vertical planes.
  • This particular arrangement and number of stabilizing elongated members 124, 124', 126 and 126' provides for compensation of the rolling load moment of a cornering vehicle, but with even greater stability and compensation capabilities than the suspension system 10 of Fig. 1.
  • Figs. 4 and 5 The orientation and interaction of forces with respect to the embodiment illustrated in Fig. 1, and similar to the orientation and interaction of forces as illustrated in further embodiments of the present invention, are shown schematically in Figs. 4 and 5.
  • Fig. 4 the forces on a vehicle traveling forward (into the paper) and turning right are depicted.
  • the lateral or radial acceleration on the frame of the vehicle 12 gives rise to force FA X which causes the vehicle to rotate or roll during cornering.
  • Friction between the wheel assembly 14 and the road creates a cornering force shown as force vector WCx, the magnitude of which is determined by the weight and speed of the vehicle.
  • force vector WCx the magnitude of which is determined by the weight and speed of the vehicle.
  • WB can be calculated by summing the moments of forces WC X a nd WB X about connection point 32:
  • WA X can be calculated by summing the force vectors in the x-direction:
  • the roll canceling ability of the present invention can be decreased by either increasing the distance d2, or by decreasing the distance
  • the roll canceling ability of the present invention can be increased either by decreasing the distance d2, or increasing the distance (d4 + ds). Accordingly, it is the vertical distances between the connection points which primarily affect the roll canceling ability of the present invention, while any changes in the horizontal distances between the connection points will primarily affect the cambering of the wheel during operation of the vehicle. Referring to the free body diagram depicted in Fig. 5 and the formula below, the body rolling moment MR is calculated about the projected intersection of the elongated members 24, and 26 (unillustrated in Fig. 5) which is midway between connection points 30 and 34.
  • connection points 30 and 34 By selectively choosing the distance between connection points 30 and 34, the body roll moment can.be made to approach zero.
  • each of the two linking mechanisms 122 has pairs of inside and outside elongated members, 124/124' and 126/126' respectively, rotatably fixed to the wheel assembly 114 and to the vehicle frame 112.
  • the outside links 124/124' are attached to either the kingpin 118 or spindle 116 at points 128 and to the vehicle body 112 at points 130.
  • the inside links 126/126' are attached to either the kingpin 118 or the spindle 116 at points 132, vertically above or below points 128, and to the vehicle body 112 at points 134, vertically above or below points 130, such that the outside and inside links, 124/124' and 126/126' respectively, are arranged in a crossed pattern.
  • Figs. 6a and 6b illustrate a partial cross-sectional view of the suspension system 10 of Fig. 1 being incorporated into a front wheel drive vehicle 41.
  • Fig. 6a illustrates the front end of the front wheel drive vehicle 41, including a drive shaft 25 in relation to the linking mechanisms 22 affixed between each wheel assembly 14 and the vehicle frame 12. It should be readily apparent that the drive shaft 25 does not interfere with the application of the linking mechanisms 22 during the operation of the suspension system 10 as described previously in conjunction with Fig. 1.
  • Fig. 6b illustrates the back end of the front wheel drive vehicle 41, including the linking mechanisms 22 affixed between each wheel assembly 14 and the vehicle frame 12. While the linking mechanism 22, including single elongated members 24 and 26, is shown as being affixed between each wheel assembly 14 and the vehicle frame 12 in the cross- sectional view of Figs. 6a and 6b, the present invention is not limited in this regard as pairs of linking mechanisms may be affixed at each wheel assembly 14 location, similar to the arrangement illustrated in Figs. 2-3, without departing from the broader aspects of the present invention.
  • the linking mechanism 22 may be implemented at each wheel assembly 14 on a rear wheel drive vehicle 43, as depicted schematically in Figs. 7a and 7b.
  • the linking mechanism 22 may also be implemented at each wheel assembly 14 on a four-wheel drive vehicle 47 as shown in Figs. 8a and 8b, or on a vehicle 51 having in hub motors as shown in Figs. 9a and 9b. While the linking mechanism 22, including single elongated members 24 and 26, is shown as being affixed between each wheel assembly 14 and the vehicle frame 12 in the cross-sectional views of Figs.
  • the present invention is not limited in this regard as pairs of linking mechanisms may be affixed at each wheel assembly 14 location, similar to the arrangement illustrated in Figs. 2-3, without departing from the broader aspects of the present invention.
  • An additional aspect of the present invention is the application of a zero roll suspension system to only some of the wheel assembly locations of a given vehicle, such as to the front or rear wheels only, while the other wheel assembly locations are equipped with alternative suspension systems, such as struts.
  • a zero roll suspension system to only some of the wheel assembly locations of a given vehicle, such as to the front or rear wheels only, while the other wheel assembly locations are equipped with alternative suspension systems, such as struts.
  • Fig. 10 illustrates a partial cross-sectional view of yet another embodiment of the suspension system of the present invention, generally designated by reference numeral 200.
  • the suspension system 200 utilizes a drive shaft 225 to act as either one the two elongated members in linking mechanism 222.
  • the drive shaft 225 passes through the center of the spindle 216 and is attached thereto in a conventional manner.
  • the drive shaft 225 is also connected to a fixed portion of a largely unillustrated drive train 244 in a conventional manner.
  • the draft shaft 225 provides structural support between the wheel assembly 214 and the vehicle body 212 and is substantially co-axial with the rotational axis R of the wheel assembly 214.
  • a shock absorber 220 provides vertical support for the wheel assembly 214 and the vehicle frame 212.
  • the shock absorber 220 is fixedly attached to a single elongated member 224 via rotatable pin joint 236.
  • the shock absorber 220 may be of any type, such as but not limited to a spring shock absorber, a gas shock absorber or a hydraulic shock absorber, and further, that the shock absorber 220 may be fixed by the rotatable pin joint 236 to any point along the single elongated member 224, or to any conventional location on the wheel assembly 214, including the spindle 216 and the kingpin 218, in dependence upon the particular suspension design of a specific vehicle, without departing from the broader aspects of the present invention.
  • connection points 228 and 230 are functionally interchangeable in that either may be located higher than the other with respect to the plane of the driving surface 203, provided that the connection points, 228 and 230 respectively, are positioned such that the single elongated member 224 and the drive shaft 225 are inclined with respect to one another so as to cross in substantially parallel vertical planes along a crossing axis C.
  • Fig. 11 illustrates a top, partial cross-sectional view yet another embodiment of a suspension system according to the present invention, generally designated by the reference numeral 200'.
  • the suspension system 200' is similar to the suspension system 200, illustrated in Fig. 10, in its utilization of the drive shaft 225 as a support member.
  • the suspension system 200' utilizes a pair of two similarly inclined elongated members, 224 and 224' respectively, situated on either planar side of the drive shaft 225, as shown in Fig. 11, where the drive shaft 225 is shown as the inside link of the linking mechanism 222'.
  • the present embodiment contemplates including the pair of elongated members, 224 and 224' respectively, in a manner similar to the utilization of the two pairs of elongated members as shown and described in conjunction with Figs. 2-3.
  • the elongated members, 224 and 224' respectively are rotatably fixed between the vehicle frame 212 and either the spindle 216 or the kingpin 218 on the wheel assembly 214.
  • Figs. 12a and 12b the linking mechanisms, 22 and 222 respectively, are implemented on each of the four wheel assemblies 214 of a vehicle 241.
  • Vehicle 241 may be either a front wheel drive vehicle or a rear wheel drive vehicle wherein Fig. 12a illustrates those wheel assemblies 214 which are not actively driven in the front or rear wheel drive vehicle
  • Fig. 12b illustrates those wheel assemblies 214 which utilize a drive shaft 225 and are actively driven in the front or rear wheel drive vehicle 241.
  • the drive shaft 225 serves as one of the elongated members crossing elongated member 224 to form the crossed linking mechanisms, 222 or 222' respectively, illustrated in Figs. 10 or 11.
  • Fig. 12a illustrates those wheel assemblies 214 which do not utilize a drive shaft 225, but rather utilize the linking mechanisms, 22 or 122 respectively, affixed between each wheel assembly 214 and the vehicle frame 212 in arrangements as previously described in relation to Figs. 1-3.
  • Fig. 12b illustrates one end of the vehicle 241 including the linking mechanisms 222 or 222', shown in Figs. 10 and 11, affixed between each wheel assembly 214 and the vehicle frame 212, wherein the drive shaft 225 provides structural support between the wheel assembly
  • Figs. l-12b have shown various specific arrangements a zero roll suspension system, as well as disclosing how various specific designs of such a zero roll suspension system may be combined to accommodate differing vehicle types and desired ride characteristics.
  • the linking mechanism between the wheel assembly and the vehicle frame have been shown for illustration purposes as having a crossing axis C -which is oriented approximately perpendicular to the rotational axis R of the wheel assembly.
  • Fig. 13 illustrates yet another embodiment of a zero roll suspension system, designated by the reference numeral 300, wherein the linking mechanism between the wheel assembly and the vehicle frame has a crossing axis C which is oriented approximately parallel to the rotational axis R of the wheel assembly 314.
  • rotational axis R and the crossing axis C are not required to be at any predetermined angle to one another in order for the beneficial aspects of the present invention to be realized. That is, the rotational axis R and the crossing axis C need not necessarily be approximately parallel, but rather may be at any angle to one another, such as but not limited to approximately 0°, 45° or 90°, given a specific configuration of the connection points on the wheel assembly 314 and vehicle frame 312.
  • the suspension system 300 is adapted to be received by the body of a vehicle, such as an automobile frame 312, having a wheel assembly 314, a spindle 316, a kingpin 318, and a spring and shock absorber assembly 320.
  • the wheel assembly 314 has an axis of rotation R about which a wheel of the wheel assembly 314 rotates.
  • the vehicle frame 312 may be of any automobile make or model, a pick-up truck, an utility truck, a three-wheeled, a four-wheeled or more wheeled vehicle that tends to rotate or roll, during cornering.
  • the spring and shock absorber assembly 320 provides vertical support for the wheel assembly 314 and the vehicle frame 312 while, as is commonly known, the wheel assembly 314, the spindle 316 and the kingpin
  • the linking mechanism 322 of the present invention reverses the moment, preferably at the wheel, to oppose the rolling moment of the vehicle body 312 during cornering.
  • the linking mechanism 322 includes at least a first elongated member 324 and a second elongated member 326 which are oriented so as to cross each other in parallel planes along a crossing axis C.
  • Each elongated member, 324 and 326 respectively, are additionally oriented so as to cross the rotational axis R of the wheel assembly 314.
  • the present invention is not limited in this regard as the elongated members 324 and 326 may be oriented between the wheel assembly 314 and the vehicle frame 312 so that they cross one another at a location either above or below the rotational axis R as seen in Fig. 13.
  • Fig. 13 in the embodiment of Fig.
  • the crossing axis C of the elongated members 324 and 326 is approximately parallel to the rotational axis R. It will be readily apparent that the rotational axis R and the crossing axis C are not required to be at any predetermined angle to one another in order for the beneficial aspects of the present invention to be realized. As noted above, the rotational axis R and the crossing axis C need not necessarily be approximately parallel, but rather they may be at any angle to one another given a specific configuration of the connection points on the wheel assembly 314 and vehicle frame 312.
  • the first and second elongated members 324 and 326 may be formed from a metal, a metal-alloy or the like, provided they remain substantially rigid.
  • the spring and shock absorber assembly 320 is attached to either the first elongated member 324 or the second elongated member 326 via rotatable pin joint 336, while also being anchored to the vehicle body 312 via rotatable pin joint 338.
  • the linking mechanism 322 is fixed to the kingpin 318 at connection points 332 and 328 in any conventional manner so as to enable the linking mechanism 322 to be freely rotatable about connection points 332 and 328 during operation of the suspension system 300.
  • connection between the shock absorber 320 and either of the elongated members, 324 and 326 respectively, has been described and shown in Fig. 13, the present invention is not limited in this regard as the shock absorber 320 may alternatively be rotatably fixed to either the spindle 316 or the kingpin 318 without departing from the broader aspects of the present invention.
  • the connection points on the vehicle body 330 and 334, respectively, may be located as shown at in Fig. 13 or at other points of the vehicle frame 312, however, it is preferable that the connection points 330 and 334 be fixed to the vehicle frame 312 at points on the vehicle frame 312 which are approximately horizontally co-planar to the connection points 332 and 328, respectively.
  • connection points 332 and 328 are to be rotatably fixed to either the spindle 316 or the kingpin 318 so as to be approximately vertically co-planar with one another, while it is preferable that the connection points 330 and 334 are to be rotatably fixed to the vehicle frame 312 so as to be approximately vertically co-planar with one another as well.
  • connection points, 330, 334, 332 and 328 respectively may be fixed to the wheel assembly 314, including either the spindle 316 or the kingpin 318, and to the vehicle frame 312 in any conventional manner, such as but not limited to a pin joint or a ball joint, provided that the linking mechanism 322 is freely rotatable about the connection points 330, 334, 332 and 328 during operation of the suspension system 300. It will be readily apparent that by changing the vertical distances between the connection points 332 and 328, as well as between the connection points 330 and 334, the roll reducing effect may be correspondingly increased or decreased.
  • the first elongated member 324 must be long enough to reach between a first connection point 328 which, as discussed previously, may be fixed to the kingpin 318 or the spindle 316, and a second connection point 330 on the vehicle body or frame 312 in a substantially passive manner, that is, such that the first elongated member 324 does not cause any active stressing on the vehicle body 312, the spindle 316, the kingpin 318 or the second elongated member 326.
  • the second elongated member 326 must be long enough to reach between a first connection point 332, which may be on the kingpin 318 or the spindle 316, and a second connection point 334, which may be on the vehicle body 312, in a largely passive manner, that is, such that the second elongated member 326 does not cause any active stressing on the vehicle body 312, the spindle 316, the kingpin 318 or the first elongated member 324. While the kingpin 318 or the spindle 316 has been described as the preferred anchoring location for the linking mechanism 322, the present invention is not limited in this regard as other, alternative anchoring al ⁇
  • linking mechanism 322 are fixedly attached to a portion of the wheel assembly 314 which remains substantially stationary with respect to a turning motion of the wheel itself.
  • the suspension system 300 as illustrated in Fig. 13 acts to reverse the rolling load moment at the wheel of the vehicle and transfers this reversed rolling load moment to the vehicle frame 312.
  • the rolling load moment is typically generated by the force at the portion of the wheel contacting a travel surface during operation of the vehicle, such as but not limited to a cornering, acceleration or braking of the vehicle, or the like.
  • Fig. 14 illustrates a partial cross-sectional plan view of the suspension system 300 of Fig. 13 being incorporated into a vehicle 341, such as but not limited to a front wheel drive vehicle, a rear wheel drive vehicle or a four wheel drive vehicle.
  • Fig. 14 illustrates the linking mechanisms 322 affixed between each wheel assembly 314 and the vehicle frame 312 in a manner as discussed above in conjunction with Fig. 13. While only a single linking mechanism 322 is shown as being affixed between each wheel assembly 314 and the vehicle frame 312 in the cross-sectional plan view of Fig. 14, the present invention is not limited in this regard as pairs of linking mechanisms may be affixed at each wheel assembly 314 location, similar to the arrangement illustrated in Figs. 2-3, without departing from the broader aspects of the present invention.
  • Figs. 1-14 of the present invention are concerned with a plurality of specifically oriented elongated members, preferably formed from any substantially rigid material including but not limited to metal, a metal-alloy, a composite material or the like. Moreover, as was also discussed, each of the elongated members need not be a single unitary element, but rather may be formed from a plurality of mated elements.
  • Figs. 15 and 16 illustrate two specific examples of alternative design embodiments of the elongated members capable of being utilized in each of the foregoing configurations as depicted in Figs. 1-14. Fig.
  • FIG. 15 illustrates a zero roll suspension system 400 adapted to be received by the body of a vehicle, such as an automobile frame 412, having a wheel assembly 414, a spindle 416 and a kingpin 418.
  • a crossed linking mechanism 422 acts to connect the wheel assembly 414 to the vehicle body 412 . It should be readily apparent that while one linking mechanism 422 has been described, more than one linking mechanism may be alternatively substituted without departing from the broader aspects of the present invention, as has been described in conjunction with the embodiments of Figs. 1-14.
  • the linking mechanism 422 of the present invention reverses the moment, preferably at the wheel, to oppose the rolling moment of the vehicle body 412 during cornering.
  • the linking mechanism 422 includes a first elongated member 424 which crosses a second elongated member 426 and performs shock and springing functions in addition to the zero roll attributes discussed previously.
  • the first and second elongated members of this type, 424 and 426 respectively, are preferably formed as flexible members, such as but not limited to multi-layered composite, elongated members having alternating layers of composite fibers and energy dampening elastomeric materials. While Fig.
  • connection points 432 and 428 depicts the matched connection points 432 and 428 as being rotatably fixed to the kingpin 418 and the matched connection points 430 and 434 as being non-rotatably fixed to the vehicle frame 412, the present invention is not limited in this regard.
  • the matched connection points 430 and 434 may alternatively be rotatably fixed to the vehicle frame 412 so long as the matched connection points 432 and 428 are non-rotatably fixed to either the spindle 416 or the kingpin 418.
  • Fig. 16 illustrates a zero roll suspension system 500 according to another embodiment of the present invention.
  • the zero roll suspension system 500 is adapted to be received by the body of a vehicle, such as an automobile frame 512, having a wheel assembly 514, a spindle 516, a kingpin 518 and a spring and shock assembly 520.
  • a crossed linking mechanism 522 acts to connect the wheel assembly 514 to the vehicle body 512 . It should be readily apparent that while one linking mechanism 522 has been described, more than one linking mechanism may be alternatively substituted without departing from the broader aspects of the present invention, as has been described in conjunction with the embodiments of Figs. 1-14.
  • the linking mechanism 522 of the present invention reverses the moment, preferably at the wheel, to oppose the rolling moment of the vehicle body 512 during cornering.
  • the linking mechanism 522 includes a first elongated member 524 which crosses a second elongated member 526 and performs the zero roll attributes discussed previously.
  • the first and second elongated members of this type, 524 and 526 respectively, are preferably formed as variable length elongated members, such as but not limited to hydraulic or pneumatic cylinders. While Fig.
  • connection points 532, 528, 530 and 534 of the elongated members 524 and 526 are configured to be rotatably fixed between the vehicle frame 512 and either the spindle 516 or the kingpin 518 in any conventional manner, such as but not limited to a pin joint or a ball joint, provided that the linking mechanism 522 is freely rotatable about the connection points 532, 528, 530 and 534 during operation of the suspension system 500.
  • the suspension system 500 advantageously optimizes tire camber, grip and other road handling characteristics of a vehicle when one or both of the elongated members 524 and 526 are selectively lengthened during cornering, braking or accelerating. This may be achieved by elongating one of the elongated members 524 and 526 when the spring and shock assembly 520 is compressed.
  • Fig. 17 illustrates a top, partial cross-sectional view yet another embodiment of a suspension system according to the present invention, generally designated by the reference numeral 600.
  • the suspension system 600 is similar to the suspension systems illustrated in Figs. 1-16, however the suspension system 600 additionally includes a toe control bar 650 which assists in maintaining the wheel assembly 614 in a proper drive orientation.
  • a linking mechanism 622 includes a pair of crossing members, 624 and 626 respectively, in close association with a drive shaft 625.
  • the crossing members 624 and 626 are rotatably fixed between the vehicle frame 612 and either the spindle 616 or the kingpin 618 on the wheel assembly 614 so as to cross one another in superposition
  • the toe control bar 650 is likewise fixed between the vehicle frame 612 and either the spindle 616 or the kingpin 618 on the wheel assembly 614 in any conventional manner, such as but not limited to a ball joint, so as to allow for a wide range of movement of the toe control bar 650.
  • the toe control bar 650 is preferably oriented so as to be aligned with either one of the crossing members, 624 and 626 respectively, thereby providing the greatest amount of control over the wheel assembly 614.
  • the suspension system 600 as depicted in Fig. 17 has been described as including a crossed pair of crossing members, 624 and 626 respectively, which are rotatably fixed between the wheel assembly 614 and the vehicle frame 612, the present invention is not limited in this regard.
  • the crossing members 624 and 626 may be alternatively fixed between the wheel assembly 614 and the vehicle frame 612 in a manner as described in conjunction with Figs. 15 and 16, depending upon the particular structural nature of the crossing members 624 and 626.
  • the arrangement of the crossing members 624 and 626 with respect to the drive shaft 625 and the toe control bar 650 may also be altered from the position indicated in Fig.
  • the suspension system 600 of Fig. 17 is primarily concerned with the role and orientation of the toe control bar 650 and may be implemented in conjunction with the wheel assemblies of Figs. 1-16 with or without the drive shaft 625.
  • a major aspect of the present invention is that the location of the connections points for the linking mechanism may be varied, provided that the elongated members of the linking mechanism remain crossed, so as to allow a desired amount of vehicle frame roll. Slight adjustments in the specific location of these connection points provide for the cambering by the wheels into a corner to thereby improve the cornering grip of a vehicle so equipped.
  • the elongated members of the linking mechanism including the various embodiments thereof, may cross one another in parallel planes as viewed horizontally
  • the present invention is not limited in this regard as the elongated members may have any planar relationship between one another provided that when viewed horizontally, the elongated members cross in superposition.
  • the rotational axis of the wheel assembly and the crossing axis of the linking mechanism are not required to be at any predetermined angle to one another in order for the beneficial aspects of the present invention to be realized. That is, the rotational axis and the crossing axis need not necessarily be either approximately perpendicular or approximately parallel, but rather they may be at any angle to one another given a specific configuration of the connection points on the wheel assembly and vehicle frame.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

Cette suspension à roulis nul est destinée à un véhicule, constitué d'un châssis de véhicule (12), d'un amortisseur (20) et d'un ensemble roue (14) ayant un axe de rotation (R) autour duquel tourne une roue (non figurée) de cet ensemble roue. La suspension à roulis nul comporte également un premier (24) et un second (26) élément se croisant, chacun de ces éléments étant conçu pour être fixé à l'ensemble roue (14) ainsi qu'au châssis du véhicule (12) et étant orienté de manière à se croiser en superposition.
EP99969378A 1998-09-18 1999-09-09 Suspension a roulis nul Withdrawn EP1113940A4 (fr)

Applications Claiming Priority (7)

Application Number Priority Date Filing Date Title
US357684 1994-12-16
US10083098P 1998-09-18 1998-09-18
US100830P 1998-09-18
US11139098P 1998-12-08 1998-12-08
US111390P 1998-12-08
US09/357,684 US6173978B1 (en) 1999-05-07 1999-07-20 Zero roll suspension system
PCT/US1999/020682 WO2000016998A1 (fr) 1998-09-18 1999-09-09 Suspension a roulis nul

Publications (2)

Publication Number Publication Date
EP1113940A1 true EP1113940A1 (fr) 2001-07-11
EP1113940A4 EP1113940A4 (fr) 2005-01-05

Family

ID=27379079

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99969378A Withdrawn EP1113940A4 (fr) 1998-09-18 1999-09-09 Suspension a roulis nul

Country Status (8)

Country Link
EP (1) EP1113940A4 (fr)
JP (1) JP2002526314A (fr)
KR (1) KR100433326B1 (fr)
CN (1) CN1241762C (fr)
AU (1) AU6031399A (fr)
CA (1) CA2344360A1 (fr)
MX (1) MXPA01002848A (fr)
WO (1) WO2000016998A1 (fr)

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US6676144B2 (en) * 2001-05-21 2004-01-13 Wagner Engineering, Llc Method and apparatus for suspending a vehicular wheel assembly
US20040046350A1 (en) 2001-05-21 2004-03-11 Wagner Engineering, Llc Method and apparatus for suspending a vehicular wheel assembly
FR2849406A1 (fr) 2002-12-27 2004-07-02 Michelin Soc Tech Dispositif de support d'une roue a triple charniere, dispositif de suspension et vehicule comprenant ledit, dispositif de support
US20040178600A1 (en) 2003-03-10 2004-09-16 Wagner Engineering, Llc Method and apparatus for suspending a vehicle
ES2489647T3 (es) 2008-07-24 2014-09-02 Iveco France S.A. Suspensión de vehículo de carretera y vehículo de carretera correspondiente.
US8480106B1 (en) 2009-07-23 2013-07-09 The George Washington University Dual suspension system
CN102431404A (zh) * 2011-10-25 2012-05-02 上海交通大学 一种竖直升降的六连杆式液压悬挂机构
CN105966188A (zh) * 2016-06-17 2016-09-28 杨晓东 汽车防侧倾离心力滑动阻断式车体自平衡全独立悬架***
IT201600129510A1 (it) 2016-12-21 2018-06-21 Piaggio & C Spa Avantreno di motoveicolo rollante con controllo di rollio
IT201600129502A1 (it) 2016-12-21 2018-06-21 Piaggio & C Spa Avantreno di motoveicolo rollante con controllo di rollio
IT201600129491A1 (it) 2016-12-21 2018-06-21 Piaggio & C Spa Avantreno di motoveicolo rollante con blocco di rollio
KR102398867B1 (ko) * 2017-10-27 2022-05-18 현대자동차주식회사 전동식 차고 조절 시스템
CN112373262B (zh) * 2021-01-18 2021-04-27 烟台兴业机械股份有限公司 电动车底盘总成及矿用电动车
KR102483731B1 (ko) 2021-09-01 2022-12-30 김영순 안전모용 활선 경보기

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US2816616A (en) * 1952-09-13 1957-12-17 Ferguson Res Ltd Harry Vehicle wheel suspension
US2761696A (en) * 1953-12-23 1956-09-04 Brown George Duane Vehicle wheel suspension of the knee action type with crossed supporting arms
FR1123392A (fr) * 1955-03-11 1956-09-20 Suspension à roues indépendantes, antidévers
US4371191A (en) * 1977-08-22 1983-02-01 Springhill Laboratories, Inc. Adjusting automobile suspension system
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Also Published As

Publication number Publication date
KR20010075191A (ko) 2001-08-09
AU6031399A (en) 2000-04-10
JP2002526314A (ja) 2002-08-20
EP1113940A4 (fr) 2005-01-05
WO2000016998A1 (fr) 2000-03-30
CN1324309A (zh) 2001-11-28
MXPA01002848A (es) 2002-04-08
CA2344360A1 (fr) 2000-03-30
CN1241762C (zh) 2006-02-15
KR100433326B1 (ko) 2004-05-27

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