GB2341362A - Vehicle suspension system - Google Patents
Vehicle suspension system Download PDFInfo
- Publication number
- GB2341362A GB2341362A GB9820391A GB9820391A GB2341362A GB 2341362 A GB2341362 A GB 2341362A GB 9820391 A GB9820391 A GB 9820391A GB 9820391 A GB9820391 A GB 9820391A GB 2341362 A GB2341362 A GB 2341362A
- Authority
- GB
- United Kingdom
- Prior art keywords
- arms
- suspension
- suspension system
- pivot
- laterally
- 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.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/007—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces means for adjusting the wheel inclination
-
- 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
- B60G2200/40—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
- B60G2204/143—Mounting of suspension arms on the vehicle body or chassis
-
- 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
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/422—Links for mounting suspension elements
-
- 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
- B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
- B60G2204/82—Interactive suspensions; arrangement affecting more than one suspension unit left and right unit on same axle
-
- 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
- B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
- B60G2204/83—Type of interconnection
- B60G2204/8304—Type of interconnection using a fluid
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
A vehicle suspension system has pivot axes of either the top or bottom arms which are movable laterally. In the described embodiment the upper arms 2,11 are connected to the chassis 1 by a pivot shaft assembly 6,9, allowing the pivot axes of the arms 2,11 to move laterally. The lateral movement is controlled by diagonal interconnecting links 5,8 between the pivot axes and the lower arms 3,7, to maintain optimum camber angles. In a further embodiment, in a strut and lower arm suspension system, the upper strut pivots move laterally and are connected to diagonally opposite lower arms.
Description
2341362 VEHICLE SUSPENSION SYSTEM This invention relates to a suspension
system for vehicles.
Dual arm (e.g. double-wishbone) suspension and strut & lower arm (e.g. Macpherson t strut) suspension are widely used. It is the norm for the geometry of both these vehicle suspension types to compensate for body roll when cornering, so maintaining an optimum tyre contact patch with the road - and thus optimum grip.
However with longitudinal load transfer (when acceleration and braking), this compensation for lost camber during cornering causes the adoption of an excess of camber while travelling in a straight fine, so reducing the tyre contact patch and, as a consequence, grip. Anti-squat and anti-dive systems have been used to control suspension movement arising from longitudinal load transfer, but these are only partially effective and introduce unwelcome side effiects which compromise performance.
For dual arm suspension, according to this invention there is provided a means of allowing the pivot axes of either the upper or lower suspension arms to move laterally and independently across the vehicle. There is also provided a means of interconnection between these laterally moveable pivot axes and their diagonally opposite, fixed pivot, suspension arm counterparts. This interconnection allows the Vertical movement of each fixed pivot arTn to be translated into a co-ordinated lateral movement of its diagonally linked moveable arm, so optimising the camber angle and tyre-to-road contact patch.
According to this invention, strut & lower arm suspension is provided for in a similar fashion. In this case there is provided a means of allowing the upper strut pivots to move laterally and independently across the vehicle and, in the same way, interconnection is provided between these moveable pivots and their diagonally opposite lower arms. Once again vertical movement of each arm is translated into a coordinated lateral movement of its diagonally inteiconnected upper strut pivot and, similarly, camber angle and tyre contact patch are optimised.
A specific embodiment of this invention wilI now be described by way of example with reference to the accompanying drawing. Here, Fig 1 is considered to be a diagrammatic representation of the rear view of the dual-arin, rear suspension system of a rear wheel driven vehicle. This invention is, however, equally applicable to front suspension designs as it is to rear suspension designs and to front wheel drive vehicles as it is to rear wheel drive vehicles.
When cornering (say to the right) the chassis (1) rolls to the outside of the bend, anticlockwise in this example, and the left hand suspension assembly moves up while the right hand suspension assembly moves down. As is normal with this type of suspension system, when the left hand top arm (2) pivots upwards, its geometry in relation to the left hand bottom arm (3) ensures an increase in negative camber (relative to the chassis) of the left hand wheel & tyre assembly (4), to compensate for chassis/body roll. With this invention, part of this camber compensation is achieved by the action of the interconnecting link (5) and its pivot shaft assembly (6) which translates the simultaneous downward movement of the right hand bottom arm (7) into an inward lateral movement of the left hand top arm (2).
Similarly, and in reverse fashion, the right hand interconnecting link (8) and pivot shaft assembly (9) contribute to the increase in positive camber (relative to the chassis) of the right hand wheel and tyre assembly (10), again to compensate for body/chassis roll.
An additional function of the interconnecting links (5&8) and pivot shaft assemblies (6&9) is to utilise the forces generated during cornering to reduce body/chassis roll.
When accelerating in a straight line, the elfects of longitudinal weight transfer compress the suspension on both sides. In a conventional suspension system of this type, this would lead to the adoption of negative camber on both wheels, reducing the tyre-to-road contact patch and therefore grip. With this invention, the upward movement of the two lower arms (3&7) acts via the interconnecting links (M5) and pivot shaft assemblies (9&6), to move the top arms (11&2) laterally outwards in compensation, away from the centreline of the car, so maintaining the optimum tyreto-road contact patch and therefore tractive grip. Sinfflarly, when braking, the movement of the two lower arms (3&7), now downwards, once again acts via the interconnecting links to reduce the adoption of unwanted camber (in this case positive) and thus once more optimise contact patch and grip.
The principles of operation of this invention, as applied to strut and lower arm suspension, are in all ways similar.
Claims (2)
1. A dual-arm suspension system where either the pivot axes of both top or both bottom suspension arms are allowed to move laterally and independently from each other. Interconnections between these laterally moveable pivot axes and their diagonally opposite, fixed pivot suspension arm counterparts which translate the vertical movements of the fixed pivot arms into co-ordinated lateral movements of the moveable pivot arms, thus maintaining optimum camber angles and tyre-to-road contact.
2. A strut and lower arm suspension where the upper strut pivots are allowed to move laterally and independently from each other. Interconnections between these laterally moveable pivots and their diagonally opposite lower arms which translate the vertical movements of the arms into co-ordinated lateral movements of the upper strut pivots, thus maintaining optimum camber angles and tyre-to-road contact.
Amendments to the claims have been filed as follows 1. An independent suspension system where there is provided a means of allowing the camber angle of each wheel to be altered, independently, in response to an appropriate input derived from the movement of suspension components on the opposite side of the vehicle centreline - thus maintaining optimum camber angles, tyreto-road contact and grip.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GBGB9819642.1A GB9819642D0 (en) | 1998-09-09 | 1998-09-09 | Vehicle suspension system |
Publications (3)
Publication Number | Publication Date |
---|---|
GB9820391D0 GB9820391D0 (en) | 1998-11-11 |
GB2341362A true GB2341362A (en) | 2000-03-15 |
GB2341362B GB2341362B (en) | 2001-01-17 |
Family
ID=10838573
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
GBGB9819642.1A Pending GB9819642D0 (en) | 1998-09-09 | 1998-09-09 | Vehicle suspension system |
GB9820391A Expired - Fee Related GB2341362B (en) | 1998-09-09 | 1998-09-19 | Vehicle suspension system |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
GBGB9819642.1A Pending GB9819642D0 (en) | 1998-09-09 | 1998-09-09 | Vehicle suspension system |
Country Status (1)
Country | Link |
---|---|
GB (2) | GB9819642D0 (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2358619A (en) * | 2000-01-25 | 2001-08-01 | Peter John Walker | Vehicle suspension system |
GB2404174A (en) * | 2003-07-22 | 2005-01-26 | David Hostettler Wain | Corrected double wishbone suspension |
EP1510373A1 (en) * | 2003-08-25 | 2005-03-02 | Ford Global Technologies, LLC, A subsidary of Ford Motor Company | Wheel suspension for vehicles |
US11975588B1 (en) * | 2021-07-30 | 2024-05-07 | Vecodyne, Inc. | Vehicle wheel suspension system |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB724542A (en) * | 1952-12-18 | 1955-02-23 | Robert Van Peborgh | Improvements in vehicle suspension arrangements |
GB2155411A (en) * | 1984-02-22 | 1985-09-25 | Honda Motor Co Ltd | Suspension apparatus for vehicle |
GB2314306A (en) * | 1996-06-20 | 1997-12-24 | Clive William Rose | Motor vehicle suspension stabiliser assembly |
EP0825042A2 (en) * | 1996-08-15 | 1998-02-25 | Illinois Tool Works Inc. | Stabilizer system |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
AT280804B (en) * | 1968-07-12 | 1970-04-27 | Frisch Geb Kg Eisenwerk | Motor grader |
US4373743A (en) * | 1980-11-21 | 1983-02-15 | Parsons Jr Charles F | Wheel suspension system for vehicles |
JPS63263172A (en) * | 1987-04-21 | 1988-10-31 | Honda Motor Co Ltd | Method and device for controlling ground camber of rear wheel of four-wheel drive vehicle |
KR970011358B1 (en) * | 1992-10-13 | 1997-07-10 | 미쯔비시 지도샤 고교 가부시끼가이샤 | Wheel alignment control method for a motor vehicle |
JP2848191B2 (en) * | 1993-06-16 | 1999-01-20 | 三菱自動車エンジニアリング株式会社 | Actuator structure of vehicle suspension device |
US5324056A (en) * | 1993-08-23 | 1994-06-28 | Orton Kevin R | High performance automobile suspension |
-
1998
- 1998-09-09 GB GBGB9819642.1A patent/GB9819642D0/en active Pending
- 1998-09-19 GB GB9820391A patent/GB2341362B/en not_active Expired - Fee Related
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB724542A (en) * | 1952-12-18 | 1955-02-23 | Robert Van Peborgh | Improvements in vehicle suspension arrangements |
GB2155411A (en) * | 1984-02-22 | 1985-09-25 | Honda Motor Co Ltd | Suspension apparatus for vehicle |
GB2314306A (en) * | 1996-06-20 | 1997-12-24 | Clive William Rose | Motor vehicle suspension stabiliser assembly |
EP0825042A2 (en) * | 1996-08-15 | 1998-02-25 | Illinois Tool Works Inc. | Stabilizer system |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2358619A (en) * | 2000-01-25 | 2001-08-01 | Peter John Walker | Vehicle suspension system |
GB2358619B (en) * | 2000-01-25 | 2002-03-20 | Peter John Walker | Vehicle suspension system |
GB2404174A (en) * | 2003-07-22 | 2005-01-26 | David Hostettler Wain | Corrected double wishbone suspension |
GB2404174B (en) * | 2003-07-22 | 2006-06-21 | David Hostettler Wain | Corrected double wishbone suspension |
EP1510373A1 (en) * | 2003-08-25 | 2005-03-02 | Ford Global Technologies, LLC, A subsidary of Ford Motor Company | Wheel suspension for vehicles |
US11975588B1 (en) * | 2021-07-30 | 2024-05-07 | Vecodyne, Inc. | Vehicle wheel suspension system |
Also Published As
Publication number | Publication date |
---|---|
GB9819642D0 (en) | 1998-11-04 |
GB9820391D0 (en) | 1998-11-11 |
GB2341362B (en) | 2001-01-17 |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 20160919 |