AU2018204132A1

AU2018204132A1 - A Suspension Assembly

Info

Publication number: AU2018204132A1
Application number: AU2018204132A
Authority: AU
Inventors: Giovanni Inturrisi; Giuseppe Inturrisi
Original assignee: TURRISI ENTPR Pty Ltd
Current assignee: Al Ko Chassis Systems Pty Ltd
Priority date: 2015-07-06
Filing date: 2018-06-08
Publication date: 2018-06-28
Anticipated expiration: 2035-07-06
Also published as: AU2017100211B4; AU2015203753A1; AU2017100211A4; AU2018204132B2

Abstract

The invention is directed to a suspension assembly for a vehicle. The suspension 5 assembly includes a support frame for mounting to the vehicle, and a control arm assembly pivotally mounted to the support frame at a first location. The control arm assembly includes a carrier for carrying a spring at a second location, and an attachment portion for attaching a pair of shock absorbers adjacent the carrier. A wheel axle is mounted to the control arm assembly between the first location and the second location. o-o o-o 3 -o

Description

Australian Patents Act 1990 — Regulation 3.2A

Standard Patent

Invention Title: A Suspension Assembly

The following statement is a full description of this invention, including the best method of performing it known to the applicant:

Technical Field

The invention described herein relates to a suspension assembly. In particular, the invention is directed to a suspension assembly for large vehicles such as caravans, although the scope of the invention is not necessarily limited thereto.

Background Art

Vehicle suspension systems are typically used to absorb energy from vertical acceleration of the wheels of a vehicle when the vehicle is travelling over uneven road surfaces. By absorbing this energy, vehicle suspension systems can generally maximize the friction between the tires and the road surface, provide steering stability with good handling and ensure the comfort of the passengers.

Suspension systems for large vehicles, such as caravans, have a relatively large unsprung mass (being the mass of the suspension, wheels, and other components directly connected to them). This can present various challenges in suspension design. Many suspension systems currently on the market for large vehicles, require frequent maintenance and repair, in particular if frequently used off road, or over other rough and uneven road surfaces.

It is an aim of the invention to provide a suspension assembly which overcomes or ameliorates one or more of the disadvantages or problems described above, or which at least provides the consumer with a useful choice.

Summary of the Invention

According to one aspect of the invention, there is provided a suspension assembly for a vehicle including a support frame for mounting to the vehicle, a control arm assembly pivotally mounted to the support frame at a first location, the control arm assembly including a carrier for carrying a spring at a second location, and an attachment portion for attaching a pair of shock absorbers adjacent the carrier, wherein a wheel axle is mounted to the control arm assembly between the first location and the second location.

Advantageously, the location of the carrier and attachment portion allow the shock absorbers and springs to be mounted to the rear of the wheel axle thereby permitting larger springs to be used, as desired, without the need to redesign the control arm assembly.

The control arm assembly may provide a modular suspension mount at one end thereof. The modular suspension mount may including the carrier and the attachment portion. The carrier may include a retainer for retaining a base of the spring. The attachment portion may be provided adjacent one side of the retainer. In one embodiment, the wheel axle may be mounted adjacent one side of the retainer and the attachment portion mounted adjacent an opposite side of the retainer. The attachment portion may be fixedly attached to the retainer.

Advantageously, the configuration of the modular suspension mount provides the control arm assembly with higher torsional strength than conventional suspension designs. The increased torsional strength of the control arm facilitates in maintaining the correct wheel alignment characteristics for the vehicle, in particular for large vehicles in which the suspension assembly is constantly under heavy load.

The attachment portion may be configured for attaching a first end of each of the pair of shock absorbers. The support frame may include a further attachment portion for attaching a second end of each of the shock absorbers. The attachment portion and further attachment portion are generally aligned to allow each shock absorber to be mounted in a generally upright orientation.

The generally upright orientation of the twin shock absorbers advantageously provide the assembly with greater shock absorbing efficiency and improved durability. More specifically, shock absorbers are typically designed to provide resistance to otherwise uncontrolled vertical upwards and downwards movement of wheels and tyres affixed to suspension control arms so as to ensure contact between the tyres and the road surface at all times, and absorb the impact of the tyre hitting a bump. Due to the generally upright orientation of the shock absorbers, during the full stroke of the suspension, there is relatively little variation in the vertical component of the internal damping force. This advantageously allows the damping characteristics of each shock absorber to be constant throughout the full range of suspension movement.

The carrier may include a stabiliser for stabilising the spring. In particular, the stabiliser may prevent the spring from sliding backwards, forwards or sideways in use. The stabiliser may include an insert for insertion into a base of the spring for stabilising the spring. The insert may be cylindrical shaped.

The suspension assembly may further include one or more cable mounts for mounting a suspension limit cable adjacent the pair of shock absorbers. The limit cable advantageously prevents the shock absorbers from over extending in the lengthwise direction.

The support frame may include one or more water tank mounts for mounting one or more water tanks of the vehicle. The water tank mounts may be configured to allow mounting and dismounting of the water tanks independently of the control arm assembly. The water tank mount may include a water tank cradle configured for attached to the support frame. The support frame may have a plurality of pins for allowing attachment of different sized water tank cradles.

The suspension assembly may further include wheel alignment means for adjusting wheel alignment of the vehicle. In particular, the wheel alignment means may include a toe adjustment means for adjusting toe alignment of the vehicle. The wheel alignment means may include one or more connection mechanisms for pivotally connecting the control arm assembly to the support frame. The connecting mechanism may include adjustment means for adjusting the angle of the control arm assembly relative to the support frame. The control arm assembly may include an independent wheel axle fixedly mounted thereto such that adjustment of the angle of the control arm assembly results an adjustment in the angle of the wheel axle relative to the support frame.

The connection mechanism may include a bolt, an eccentric washer affixed to the bolt, a bridging plate defining an elongate slot, the bridging plate having a U-shaped portion mounted thereto. When assembled, rotation of the eccentric washer may engage with an inner surface of the U-shaped portion to cause the bolt to slide within the elongate slot.

In one embodiment, the suspension assembly may include three further control arm assemblies, each further control arm assembly being pivotally mounted to the support frame and having an independent wheel axle mounted thereto.

The suspension assembly may be configured to form a discrete module for direct mounting to a chassis of the vehicle.

The support frame may include a pair of lateral members, and a plurality of transverse members extending between the pair of lateral members. The control arm assemblies may be mounted to the support frame via the transverse members.

According to another aspect of the invention, there is provided a vehicle wheel assembly including a suspension assembly as described above, wherein a pair of front wheels are mounted to respective wheel axles of a first pair of the control arm assemblies, and a pair of rear wheels are mounted to respective wheel axles of a second pair of the control arm assemblies. Each of the first pair of control arm assemblies may be pivotally mounted at one end to a first transverse member, and the respective shock absorbers of the first pair of control arm assemblies are mounted to a second transverse member. In addition, each of the second pair of control arm assemblies may be pivotally mounted at one end to a third transverse member, and the respective shock absorbers of the second pair of control arm assemblies are mounted to a fourth transverse member.

According to a further aspect of the invention, there is provided a vehicle wheel assembly including a suspension assembly as described above, wherein a wheel is mounted to the wheel axle of each control arm assembly, and each control arm assembly is fitted with a brake assembly, wherein each brake assembly is configured to allow electronic coupling with an electronic stability control module of the vehicle.

According to another aspect of the invention, there is provided a vehicle having a suspension assembly as described above.

The vehicle may be any suitable vehicle. For example, the vehicle may be a car, van, trailer, caravan, bus, shuttle or the like. Preferably, the vehicle is a caravan.

Brief Description of the Drawings

In order that the invention may be more readily understood and put into practice, one or more preferred embodiments thereof will now be described, by way of example only, with reference to the accompanying drawings.

Figure 1 is a perspective view of a suspension assembly according to one embodiment of the present invention;

Figure 2 is a perspective view of a control arm assembly of the suspension assembly of Figures 1;

Figure 3 is a vehicle wheel assembly including the suspension assembly of Figure 1 according to one embodiment of the present invention;

Figures 4a and 4b are close up views of one of the control arm assemblies, which forms part of the vehicle wheel assembly shown in Figure 3.

Figure 5 a illustrates a wheel alignment mechanism for one of the front control arm assemblies.

Figures 5b and 5 c are front and rear views of bridging plates of the wheel alignment mechanism of Figure 5 a.

Figures 6a and 6b illustrate components of a water tank mount for attaching a water tank to the vehicle wheel assembly shown in Figure 3.

Detailed Description of Preferred Embodiment(s)

It will be appreciated that the drawings have been provided for the purpose of illustrating a preferred embodiment of the present invention. Therefore, it will be understood that the present invention should not be limited to the features as shown in the drawings.

Figure 1 illustrates a suspension assembly 100 for a large vehicle such as a caravan. The suspension assembly 100 includes a support frame 102 for mounting to the vehicle, and four control arm assemblies 104a, 104b, 104c (hidden) and 104d. Each control arm assembly 104a, 104b, 104c, 104d (collectively referred to herein as ‘104’) is pivotally mounted to the support frame 102 at respective joints 106a, 106b, 106c (hidden), 106d (collectively referred to herein as ‘106’) located at one end of each control arm assembly 104. Each joint 106 includes two connecting points (see 200a, 200b as more clearly shown in Figure 2) pivotally mounted to the support frame 102.

Now referring to Figures 1 and 2, each control arm assembly 104 includes a modular suspension mount 112a, 112b, 112c (hidden), 112d (collectively referred to herein as ‘112’). Each suspension mount 112 is located adjacent an opposite end of the control arm assembly 104 to the joints 106.

The configuration of one of the control arm assemblies 104d is more clearly shown in Figure 2. It will be appreciated that the other control arm assemblies 104a, 104b, 104c are configured in a similar manner. The modular suspension mount 112d includes a carrier 202 for carrying a spring 114 (Figure 1). The carrier 202 includes a retainer for retaining a base of the spring 114 and a cylindrical insert 204 for insertion into the base to thereby stabilise the spring 114 relative to the retainer 202. The modular suspension mount 112 also includes an attachment portion 206 for attaching a pair of shock absorbers 116 (Figure 1) adjacent the carrier 202.

The control arm assembly 104d also includes an independent wheel axle 208 mounted adjacent the suspension mount 112. In particular, the wheel axle 208 is mounted adjacent one side of the carrier 202 opposite the attachment portion 206. The wheel axle 208 is therefore mounted to the control arm 104d in a location between the pivot joint 106d and the attachment portion 206. The configuration of the control arm assembly 104d in this manner allows the spring 114 and shock absorbers 106 to be positioned to the rear the wheel axle 208. (The rear of the wheel axle being defined relative to a forward moving direction of the vehicle, wherein the components before the wheel axle in the forward moving direction are located to the front of the wheel axle and the components behind the wheel axle are located to the rear of the wheel axle.)

Arranging the spring 114 and shock absorbers 106 to the rear of the wheel axle 208 in this manner advantageously permits larger springs to be used. For example, larger springs can be used in heavy duty applications where the vehicle is relatively large and heavy and/or designed for off road use. Any suitable spring can be easily mounted onto the carrier 202 without the need to use a differently configured control arm assembly 104. Similarly, shock absorbers 116 having the most compatible characteristics can be used in combination with the selected spring 104 to provide the most suitable energy absorption and response characteristics for the application.

In addition, providing a modular and discrete suspension mount 112 for mounting the spring 104 and shock absorbers 116 provides the control arm assembly 104 with relatively high torsional strength. One reason for this is that the suspension mount 112 is a rigid component mounted to the rearmost end portion of the control arm assembly 104. The suspension mount 112 thereby provides a rigid connection for the lower end of the spring 104 and shock absorbers 116 such that torsional forces can be equally transferred to, and absorbed by the control arm assembly 104 in a more effective manner. The configuration of the control arm assembly 104 including the discrete suspension mount 112 advantageously prevents excessive camber change during loading and unloading load cycles when the suspension assembly 100 is in use.

The modular suspension mount 112 is fastened to a body 210 of the control arm assembly 104d. The body 210 includes a pair of arm members 212, 214, each extending from one side of the modular suspension mount 112 and the wheel axle 208 to a respective connecting point 200a, 200b of the pivoting joint 106d. A transverse joist 216 is provided between the arm members 212, 214 to support and strengthen the control arm assembly 104d.

The support frame 102 includes a pair of lateral members 108a, 108b extending along opposite sides of the support frame 102. The support frame 102 also includes four transverse members 110a, 110b, 110c, llOd (collectively referred to herein as ‘110’) extending between the pair of lateral members 108a, 108b.

As more clearly shown in Figures 1 and 3, the control arm assemblies 104 are mounted to the transverse members 110 of the support frame 102. In particular, the joints 106a, 106c of respective control arm assemblies 104a, 104c for a pair of front wheels 302a, 302c (defined relative to a forward moving direction of a vehicle) are mounted on to a first transverse member 110a. On an opposite end of the control arm assemblies 104a, 104c, an upper end of the respective springs 114a, 114c and shock absorbers 116a, 116c are mounted to a second transverse member 110b. (The mounting of the springs 114 and shock absorbers 116 to the support frame 102 will be described in more detail below with reference to Figures 4a and 4b.)

The joints 106a, 106c of respective control arm assemblies 104b, 104d for a pair of rear wheels 302b, 302d are mounted on to a third transverse member 110c. On an opposite end of the control arm assemblies 104b, 104d, an upper end of the respective springs 114b, 114d and shock absorbers 116b, 116d are mounted to a fourth transverse member llOd. As more clearly shown in Figure 1, the second and fourth transverse members 110b, llOd are slightly elevated relative to the first and third transverse members 110a, 110c to accommodate the springs 114 and shock absorbers 116.

In the embodiment shown in Figure 3, diagonal bracing members 304a, 304b, 304c, 304d (‘304’) are also provided to strengthen the support frame 102 and the overall wheel assembly 300. Each bracing member 304 bridges a transverse member 110 and a lateral member 108 to thereby strengthen the connection between the respective transverse member 110 and lateral member 108.

The wheel assembly 300 as shown in Figure 3 is modular and can be fastened to a vehicle body as a single unit.

Now referring to Figures 4a and 4b, which provides a close up view of control arm assembly 104b. The modular suspension mount 112b includes a cable mount 402 for mounting a suspension limit cable 404 adjacent the pair of shock absorbers 116b. The limit cable 404 advantageously prevents the shock absorbers 116b from over extending in the lengthwise direction.

As more clearly shown in Figure 4a, the upper end of the spring 404 is mounted to the fourth transverse member llOd via a stabilising insert 406. The insert 406 is cylindrical shaped and inserted into a top portion of the spring 404 to stabilise and hold the top portion of the spring 404 in position relative to the support frame 102.

The upper end of the pair of shock absorbers 116b are pivotally mounted to the fourth transverse member llOd. In particular, an upper attachment portion 408 is provided on the fourth transverse member 1 lOd for pivotally attaching the upper ends of the shock absorbers 116b. The upper attachment portion 408 is configured in a similar manner to the attachment portion 206 of the modular suspension mount 112b. Similarly, an upper cable mount 410 is provided adjacent the upper attachment portion 406 for mounting an upper end of the suspension limit cable 404. It will be appreciated that a similar arrangement is provided on an opposite end of the fourth transverse member 1 lOd for attachment of the control arm assembly 104d. Moreover, the second transverse member 110b is configured in a similar manner for attachment of the springs 114a, 114b, shock absorbers 116a, 116b and limit cables (not shown) of the front control arm assemblies 104a, 104b.

The attachment portions 206 of the modular suspension mounts 112 are generally aligned with the respective upper attachment portions 406 such that each pair of shock absorbers 116 are arranged in a generally upright orientation (Figures 1, 3, 4a and 4b). Allowing the shock absorbers 116 to be arranged in this orientation provides greater shock absorbing efficiency and improved durability.

Whilst not specifically shown in the drawings, each control arm assembly 104 is fitted with a brake assembly. Each brake assembly is configured to allow electronic coupling with an electronic stability control module of the vehicle.

Each front control arm assembly 104a, 104c further include wheel alignment means 500 for adjusting toe alignment of the vehicle. In particular, each of the front control arm assemblies 104a, 104c includes a wheel alignment mechanism 500 as more clearly shown in Figure 5 a for adjusting the toe-in of the vehicle.

Figure 5a illustrates the wheel alignment mechanism 500 for front control arm assembly 104c. The wheel alignment mechanism 500 includes a pair of connecting mechanisms 502a, 502b. Connecting mechanism 502a is adjustable to allow adjustment of wheel toe alignment as explained in further detail below.

As shown in Figure 5a, the end portions of arm members 212, 214 of control arm assembly 104c are pivotally mounted to transverse member 110a via respective connecting mechanisms 502a, 502b. Connecting mechanism 502a pivotally connects arm member 214 to transverse member 110a via a conventional bolt and nut arrangement, with bridging plates 510 which couple the nut and bolt assembly with the transverse member 110a.

Figure 5b illustrates an exploded assembly view of connection mechanism 502b. As shown, the connection assembly includes a bolt 504. The bolt 504 includes an eccentric washer 506 affixed adjacent an enlarged head end portion thereof. The bolt 504 includes a threaded portion 508 adjacent an opposite end thereof. A pair of L-shaped bridging plates 512 are positioned on either side of connecting point 220a (hidden) of arm member 212. Each bridging plate 512 includes a U-shaped portion 514 affixed to an outer side of each bridging plate 512 as more clearly shown in Figure 5a and 5b. The U-shaped portion 514 defines a recess 516 for receiving the eccentric washer 506 therein. A similar eccentric washer 518 is received in the corresponding U-shaped portion of the opposite bridging plate 512.

Figure 5c is illustrates the reverse side of the bridging plate 512 in Figure 5b. As more clearly shown in Figure 5c, each bridging plate 512 defines an elongate slot 520. When the connecting mechanism 502b is assembled, the bolt 504 is inserted through the slots 520 of each bridging plate 512 and arm member 212. The bolt 504 is secured in place using eccentric washer 518 and a nut 522 attached to the threaded end 508 of the bolt 504.

Rotation of the bolt 504 about its longitudinal axis causes an outer surface of eccentric washer 504 to engage with an inner surface 522 of U-shaped portion 514 (Figure 5b) causing the cylindrical body of the bolt 504 to slide within the elongate slot 520, thereby also causing the arm member 212 move forwardly or rearwardly with respect to the bridging plates 512. As the bridging plates 512 are fixedly attached to the transverse member 110a, the rotation of the bolt 504 allows the end portion of arm member 212 to move slightly forwardly or rearwardly with respect to the transverse member 110a. As the wheel axle 208 is fixedly mounted to the control arm assembly 104c, this movement in turn allows the angle between the longitudinal axis of wheel axle 208 to change with respect to transverse member 110a, thereby changing the angle of the wheel tyre (not shown) to adjust wheel toe alignment.

As more clearly shown in Figure 2a, the connecting points 200a, 200b include resilient inserts within the respective openings such that a small amount of movement is permitted between respective bolts 504 and the arm members 214, 212 during toe adjustment.

The support frame 102 also includes water tank mounts (not shown) for mounting one or more water tanks of the vehicle (e.g. for mounting water tanks of a caravan). The water tank mounts are advantageously configured to allow mounting and dismounting of the water tanks independently of the control arm assemblies 104.

As shown in Figures 6a and 6b, an underside of the support frame 102 includes a plurality of bolts 600 affixed to the transverse members 110 for mounting a support cradle to hold the water tank(s). A support cradle 602 is illustrated in Figure 6b. The plurality of bolts/pins 600 allow different sized support cradles 602 can be used for convenient attachment to the support frame 102.

The foregoing embodiments are intended to be illustrative of the invention, without limiting the scope thereof. The invention is capable of being practised with various modifications and additions as will readily occur to those skilled in the art.

Accordingly, it is to be understood that the scope of the invention is not to be limited to the exact construction and operation described and illustrated, but only by the following claims which are intended to include all suitable modifications and equivalents permitted by the applicable law.

The term “comprise” and variants of that term such as “comprises” or “comprising” are used herein to denote the inclusion of a stated integer or integers but not to exclude any other integer or any other integers, unless in the context or usage an exclusive interpretation of the term is required.

Reference to prior art disclosures in this specification is not an admission that the disclosures constitute common general knowledge in Australia or any other country.

Claims

The claims defining the invention are as follows:

1. A suspension assembly for a vehicle including a support frame for mounting to the vehicle, a control arm assembly pivotally mounted to the support frame at a first location, the control arm assembly including a carrier for carrying a spring at a second location, and an attachment portion for attaching a pair of shock absorbers adjacent the carrier wherein a wheel axle is mounted to the control arm assembly between the first location and the second location.
2. The suspension assembly of claim 1, wherein the control arm assembly provides a modular suspension mount at one end thereof, the modular suspension mount including the carrier and the attachment portion.
3. The suspension assembly according to any one of the preceding claims, wherein the attachment portion is configured for attaching a first end of each of the pair of shock absorbers, the support frame including a further attachment portion for attaching a second end of each of the shock absorbers, wherein the attachment portion and further attachment portion are generally aligned to allow each shock absorber to be mounted in a generally upright orientation.
4. The suspension assembly according to any one of the preceding claims, wherein the carrier includes a stabiliser for stabilising the spring.
5. The suspension assembly as claimed in claim 4, wherein the stabiliser includes an insert for insertion into a base of the spring for stabilising the spring.
6. The suspension assembly according to any one of the preceding claims, further including one or more cable mounts for mounting a suspension limit cable adjacent the pair of shock absorbers.
7. The suspension assembly according to any one of the preceding claims, wherein the support frame includes one or more water tank mounts for mounting one or more water tanks of the vehicle.
8. The suspension assembly as claimed in claim 7, wherein the water tank mounts are configured to allow mounting and dismounting of the water tanks independently of the control arm assembly.
9. The suspension assembly according to any one of the preceding claims, further including wheel alignment means for adjusting wheel alignment of the vehicle.
10. The suspension assembly of claim 9, wherein the wheel alignment means includes eccentric washers for adjusting toe alignment of the vehicle.
11. The suspension assembly of claim 10, the wheel alignment means further including a bridging portion for coupling the control arm assembly to the support frame, wherein the bridging portion defines a recess for receiving the eccentric washer, and wherein rotation of the eccentric washer within the recess causes adjustment in the angle of the control arm assembly relative to the support frame, to thereby adjust toe alignment of the vehicle.
12. The suspension assembly according to any one of the preceding claims, wherein the suspension assembly includes three further control arm assemblies, each further control arm assembly being pivotally mounted to the support frame and having an independent wheel axle mounted thereto.
13. The suspension assembly as claimed in claim 12, wherein the suspension assembly is configured to form a discrete module for direct mounting to a chassis of the vehicle.
14. The suspension assembly as claimed in claims 12 or 13, wherein the support frame includes a pair of lateral members, and a plurality of transverse members extending between the pair of lateral members; and wherein the control arm assemblies are mounted to the support frame via the transverse members.
15. A vehicle wheel assembly including the suspension assembly of claim 14, wherein a pair of front wheels are mounted to respective wheel axles of a first pair of the control arm assemblies, and a pair of rear wheels are mounted to respective wheel axles of a second pair of the control arm assemblies, and wherein each of the first pair of control arm assemblies is pivotally mounted at one end to a first transverse member, and the respective shock absorbers of the first pair of control arm assemblies are mounted to a second transverse member; and wherein each of the second pair of control arm assemblies is pivotally mounted at one end to a third transverse member, and the respective shock absorbers of the second pair of control arm assemblies are mounted to a fourth transverse member.
16. A vehicle wheel assembly including a suspension assembly according to any one of the preceding claims 1 to 14, wherein a wheel is mounted to the wheel axle of each control arm assembly, and each control arm assembly is fitted with a brake assembly, wherein each brake assembly is configured to allow electronic coupling with an electronic stability control module of the vehicle.
17. A vehicle having a suspension assembly according to any one of the preceding claims 1 to 14.
18. A vehicle having a wheel assembly as claimed in claims 15 or 16.
19. A vehicle of claim 17 or 18, wherein the vehicle is a caravan.