CA1060911A - Suspension system for rigid axle on a motor vehicle - Google Patents
Suspension system for rigid axle on a motor vehicleInfo
- Publication number
- CA1060911A CA1060911A CA284,401A CA284401A CA1060911A CA 1060911 A CA1060911 A CA 1060911A CA 284401 A CA284401 A CA 284401A CA 1060911 A CA1060911 A CA 1060911A
- Authority
- CA
- Canada
- Prior art keywords
- axle
- bushings
- frame
- invention according
- yoke
- 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.)
- Expired
Links
Abstract
Abstract Spring expansion systems associated with rigid axles have been employed on a wide variety of vehicles, but some problems are inherent in such systems because of the nature and configuration of the various springs employed.
This invention solves the problems providing structure to prevent fore and aft movement of the ends of the axle relative to the vehicle, and constrains the axle to move vertically without significant lateral motion. Trailing radius arms connected to respective sides of the axle and frame prevent the forward and aft movement of the axle, and symmetrically mounted track bars constrain the lateral motion of the axle relative to the vehicle.
This invention solves the problems providing structure to prevent fore and aft movement of the ends of the axle relative to the vehicle, and constrains the axle to move vertically without significant lateral motion. Trailing radius arms connected to respective sides of the axle and frame prevent the forward and aft movement of the axle, and symmetrically mounted track bars constrain the lateral motion of the axle relative to the vehicle.
Description
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Specification This invention relates to a suspension system for a motor vehicle having a rigid axle in which opposed track bar assemblies are provided for preventing lateral mo~ement of the axle relative to the frame, and in which right and left constraining linkages connected to the frame and axle prevent substantial fore and aft movement of the axle.
Spring suspension systems associated with rigid ; axles are almost universally used, but regardless of the type of springs, they allow objectionable lateral movement and objectionable fore and aft movement of the rigid axle with respect to the vehicle frame.
Pivotally mounted rigid arms located in a variety ;` of positions have been employed to stabilize rigid axles and such arms constrain the motion of the axles to an arc of a circle having a radius of curvature equal to the length of the arm employed. This creates relative arcuate movement of ~ `
` the suspension at the end of the arm and this arcuate movement translates at theroad into fore and aft or lateral movement ~- relative to the frame, resulting in a loss of handling and traction. ~
The present invention is an improvement of that disclosed in my United States Letters Patent No. 3,944,247.
In that patent the apparatus included two track bars positioned laterally across the vehicle, each attached at opposite ends of the axle, extending inwardly connected to the frame. These :
bars were not resiliently mounted at the inner ends with the result that their action created substantial noise which the present invention eliminates and7 in addition, the non-resilient mounting in the prior track bars was considerably more expen-sive than the present non-noise making resilient mounting.
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Thus the present invention eliminates the problems associated with the relative lateral motion induced by single or double track bars, specifically on four-wheel drive vehicles where traction and good handling over rough terrain is essential.
The aforesaid patent included extended radius arms on both sides of the vehicle associated with the suspension system so as to control fore and aft movement of the rigid axle. In the present invention, the radius arms havebeen substantially improved with the better use of additional rubber at the axle connection so as to make the radius arms more articulate, that is, providing substantially more move-ment in the ends at the axle in the up and down direction.
Anti-roll control has been greatly improved by using harder rubber in the resilient mountings of the axle connection, and the connection is such so that the hardness of the rubber may be varied, for example between 60 and 90 :
-, durometer hardness. The harder the rubber, the less inclined the vehicle is to roll relative to the axle.
Cornering has also been greatly improved by the positioning of the radius arm connections to the rigid axle at angles of between 7 and 10 toward the outer sides of the vehicle. This angle at the connections to the rigid axle has increased the turning angle for each wheel at least 30.
In drawings which illustrate embodiments of the .-; invention:
Figure 1 is a plan view illustrating the suspension system according to the invention and showing only that part of the system and frame relative thereto;
Figure 2 is a front elevational view of the vehicle frame and suspension system, taken along the lîne 2-2 of Figure l;
` ~06Q93.1 Figure 3 is a side elevational view of the sus-pension system, taken along the line 3-3 of Figure 2;
Figure 4 is a fragmentary partially cross-sectional view of a radius arm connection to the axle, taken along the line 4-4 of Figure 3;
Figure S is a cross-sectional view of one part of the resilient mounting of a radius arm to the axle, taken along the line 5-5 of Figure 3;
Figure 6 is a cross-sectional fragmentary view of a radius arm connection to the frame, taken along the line 6-6 of Figure 3; and . Figure 7 is a detailed view of one of the opposing track arms, taken along the line 7-7 of Figure 2.
Referring again to the drawings, there is shown a -~ vehicle having a frame, generally designated as 10, and is ~ illustrated generally only at locations where the suspension ; system is attached thereto. A rigid axle 12 extends across the underside of the frame to rotatably support wheels 14 at its ends outwardly of the kingpin assemblies 16. The primary suspension elements supporting the frame 10 above the rigid axle 12 are coil springs 18. These springs are secured in the -~
frame at 20 and are secured to the axle by a spring seat assembly 22.
The spring system does not provide substantial rigid-ity against motion of the rigid axle 12 reIative to the frame ;~
10 of the vehicle in a horizontal plane. To overcome this motion, constraining mechanisms are employed to physically limit this relative horizontal motion. When the motion is not prevented, the vehicle may take on unstable handling characteristics which are both unsafe and annoying.
~0609~1 To prevent substantial fore and aft movement of the rigid axle 12, constraining linlcage i.n the form of radius arms, generally designated as 26, are connected to both sides of the axle and frame. As best seen in Figures l and 3-6, each radius arm has a small diameter portion 28 threaded at its rear end and welded forwardly at 30 to a main portion of the arm 32 which is formed substantially as a tapering channel from the front to the rear.
The rear ends of the radius arms are secured to the frame 10 by brackets 36l Figure 3, one portion being fitted to each side of a respective frame portion. As shown in Figure 6, at the lower end of the bracket 36 there is a generally vertical flange 38 having a cylindrical opening 40 through which the end portion e~tends, the flange being approximately perpendicular to the end portion. A spacer ring 42,having a central cylindrical opening 44, aligned with the opening 40, is welded in abutment with the flange 38 so as to fit over the radius arm end portion. Rearwardly of the welded portion 30 is a ring-forming shoulder 46 , ~ 20 fitted on the end portion in abutment with the rear end of - the main part 32 of the arm.
Two identical allochirally arranged, rubber or other elastomeric strut bushings 50 and 52 have cylindrical - bores fitted over a non-threaded portion of the end 28.
The bushings have large diameter portions 54, 56 spaced by the ring 42 and the flange 38 and are respectively in tight abutment therewith, and fitted inwardly of the ring 42 and : the flange are abutting small diameter portions 58, 60.
Forwardly of the inner bushing 52 is a concave washer 64 in abutment with the shoulder 46, and rearwardly of the .' 106091~.
bushing 50 is a flat washer 66 in tight abutment with a nut 68 threadedly engaged on the end 28. The brackets 36 fix the rear ends of the respective radius arms to the frame so as to permit limited pivotal movement through the bushings.
Similarly, the bushings 50 and 52 permit fore and aft move-ment of the radius arms limited to the resiliency of the bushings.
As best seen in Figures 3-5, the forward end of the channel portion 32 of the radius arm is welded and bolted to a casting 70 fitted therein, and having on its forward end a yoke, generally designated as 72. The yoke has a cutaway central portion 76, generally adapted to receive a substan-tial portion of the axle in cross section. At opposite ends of the yoke, Figures 4 and 5, are bores 78 and 80 adapted to receive pairs of identical yoke bushings 82 and 84.
The bushings are formed having outer large diameter cylindri-cal flange portions 86, 88 and inner small diameter cylindri-p~
cal portions 90, 92. The flange portions ~ and &~ fit on the outer opposite flat surfaces of the yoke and inner portions 90, 92 are press fit in the bores 78 and 80. Each bushing has a sleeve 94 bonded within an inner cylindrical bore thereof.
Welded adjacent both ends of the axle 12, at angles of 7 to 10 toward the outside, are two yoke mounting plates 100 and 102, as shown in Figures 3 and 4. The yoke is fitted ; within the plates from the underside and the outer surfaces of the large diameter portions of the bushings are in abut-ment with the inner surfaces of the plates and are so tight-ened by means of bolts 104 and 106 through the plates, bushings and sleeves 94.
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The yoke arrangement on both sides of the axle provides a more articulate radius arm connection at the forward end than the prior art by providing additional resiliency in the pairs of yoke bushings which in turn permits more mo~ement of the axle in the up and down direc-tion, and permits only an insignificant fore and aft move-ment of the rigid axle 12 with respect to the frame. The hard rubber, 60 to 90 durometer hardness, in the yoke bush-ings provides very good an~i-roll control, limiting the axle movement to the extent of the resiliency of the bushings.
In addition, the yoke mounting plates 100, 102 on both sides of the axle, at angles between 7 and 10 toward the outside, ` provide significant spacing from the wheels so as to increase the turning angle for each wheel aboutl5 D, At the upper ends of the yokes are extensions 110 on the forward ends and 112 on the rear ends, to which the spring seat assemblies 22 are bolted at 114 and 116, Figure 4. The extension 112 includes ears 118 for mounting the ., shock absorbers 120 on both sides of the vehicle, Figures 3, 4.
The mounting plates 100 and 102 for the yokes 72 provide lateral control of the rigid axle 12 relative to the radius arms 26. However, the bushings 82 and 84, between the mounting plates and within the yoke, allow some relative movement between the radius arms and the axle. The resilient constraint within the yoke is employed to advantage by means of laterally constraining the rigid axle to be described below.
At the same time, comparatively rigid fore and aft restraint is transmitted by the radius arms, depending upon the resiliency of the bushings 50, 52 and the bushings in the yokes.
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Lateral movement of a rigid axle, as 12, relative to the frame, is easily felt by the driver and more seriously affects operation of the vehicle than the fore and aft move-ment. To prevent the relative lateral motion of the rigid axle 12 relative to the frar,le l0, opposing identical track bar assemblies 122, as best seen in Figures 1-3 and 7, are provided. The track bar assemblies are mounted at their outer ends to generally vertical bracket flanges 126, Figure 3, a bracket flange 126 being secured to each of the spring mounting seat brackets 22. At their inner ends the track bar assemblies are mounted in a bracket 128 welded to a : central portion of the frame. The track bar assemblies need not be directly mounted to the same structure to which the radius arm yokes are connected, but are so mounted for con-venience.
A track bar assembly 122 is shown in detail in Figure 7. At the inner end there is a cylindrical mounting tube 130 having a rubber or other elastomeric bushing 13Z
press fit therein. The press fit portion 134 of the bushing : 20 is cylindrical, and inwardly therefrom are tapered or beveled surfaces 136 terminating in small diameter cylindrical ends ~3~
; ~ 138. Bonded within a bore in the bushing ~4 is a cylindri-` cal sleeve 140. The sleeve is tightened against both paralIel sides of the mounting bracket 128 by means of the nut 142 on the bolt 144.
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:~` The resiliency of the bushing ~F is a substantial ~ improvement over the prior art arrangement where a ball and ; taper pin was used in a mounting tube. This bushing not only eliminates noise which was a constant problem, but is substantially less expensive than the prior art arrangement.
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~060911 The vehicle travel with respect to the axle is a total of 6" vertically, that is, 3" up and 3" down, and resiliency of the fixed bushing 132 easily accommodates for this amount of vertical improvement.
Welded at the inner end of the mounting tube is a track bar 150 which terminates at its outer end 152 in a small diameter portion, the end being threaded. Mounted on the small diameter portion 152 is a sleeve 154 having its ends in abutment with concave washers 156 and 158. Fitted on the sleeve between the washers are a male biscuit bushing 160 of rubber or other elastomeric material and a female biscuit bushing 162 of the same material, the biscuits being tightly fitted together and having a small diameter portion 164 of the male bushing in tight engagement with a cylindri-cal opening 166 in the generally vertical bracket flange 126.
A nu~ 168 tightly secures the washers, bushings and flange in abutment with a shoulder 170 at the outer end of the large diameter portion of the track bar 150.
The flexibility rec~uired in the system is provided in the inner bushing 132 and the outer bushings 160 and 162.
Both the inner and outer bushings are compressible to allow limited longitudinal movement of the track bar 150 relative to the bracket flange 126 and to the mounting bracket 128.
The track bar assemblies 122 form a structural triangle with the rigid axle 12. As the rigid axle is driven upwardly, the two track bars are forced outwardly and like-wise when the axle drops the bars are drawn inwardly. The rigid axle 12 is not capable of expanding but the track bar . assemblies and/or the rigid axle mounting bushings at both ends are.
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The track bars move longitudinally along their center lines through the bushings at the outer and inner ends. This relative movement is particularly resisted by the outer bushings 160, 162. The bushings are not able to provide total resistance to the vertical motion of the rigid a~le 12 because of the relative mechanical advantage of the vertical moving rigid axle 12. At the same time lateral motion of the rigid axle 12 is directly experienced in the bushings 160, 162 and substantial resistance is presented. Therefore, the vertical motion of the rigid axle 12 is not totally resisted by the track bars 150, the resist--~ ance being limited, however, to resiliency of the inner bushings 132. Lateral motion is strongly resisted by each -~ of the track bars 150. The length and placement of the track bars does affect the resistance to vertical movement.
When the track bars are long, there is little resistance to vertical movement. However, the length of the bars does not ` affect their ability to later`ally control the axle. Conse-- quently, each bar may extend all of the way across the frame where desired.
~- The relative later~l motion of the track bars 150 is also accommodated by the axle mounting brackets 126 as well as by the bushings 160 and 162. As indicated above, the i axle mounting brackets provide some degree of lateral motion relative to the rigid axle 12 through the yoke bushings.
Thus, the arcuate movement of the outer ends of the track ~ bars 150 induced by the vertical movement of the rigid axle ; is accommodated by the bushings 160, 162. This movement is not prevented by the resistance of these several mounting '~ 30 components because of the mechanical advantage realized by :S
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the vertical motion of the rigid axle 12 through the track bars 150. At the same time, the actual lateral motions of the rigid axle 12, directly indueed by the road, do not experience any mechanical advantage against the several mounting components, and consequently are severely resisted.
The springs 18 are also mounted on the brackets 22 so as to be connected to the axle mounting brackets 126. The lateral movement of these brackets to accommodate the arcuate motion does not affect to any degree the springs or their effect.
Because of the symmetrical placement of the track bars they tend to cooperate to prevent the rigid axle ~rom ; moving along the plane of curvature associated with the outer end of either of the track bars. As the rigid axle 12 moves upwardly, both track bars exert compression loads against the bushings 160, 162 in substantially opposite directions. The bushings tend to deform equally to cause a truly vertical travel of the rigid axle 12. Consequently, the curved path normally associated with a single track bar is overcome~ and handling and stability are improved.
Working as a unit, the suspension system includes the two trailing radius arms 26 which control the fore and aft motion of the rigid axle, and the two track bars 150 control the lateral movement of the axle. The radius arms and the track bars cooperate through the axle mounting brackets ,, .
connected through the spring seat 22 to properly resist lateral and fore and aft movement of the axle relative to the frame without significantly restricting vertical movement.
The springs 18 resist vertical movement and the shock absorbers ;~ 120 are employed to dampen the resulting spring mass system.
' 30 Thus, the present invention operates to stabilize the rigid , :
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axle relative to the frame of the vehicle.
The invention and its attendant advantages will be understood from the foregoing description and it will be apparent that various changes may be made in the form, construction and arrangements of the parts of the invention without departing from the spirit and scope thereof or sacrificing its material advantages, the arrangements hereinbefore described being merely by way of example. I
do not wish to be resricted to the specific forms shown or uses mentioned except as defined in the accompanying claims, wherein various portions have been separated for clarity of reading and not for emphasis.
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Specification This invention relates to a suspension system for a motor vehicle having a rigid axle in which opposed track bar assemblies are provided for preventing lateral mo~ement of the axle relative to the frame, and in which right and left constraining linkages connected to the frame and axle prevent substantial fore and aft movement of the axle.
Spring suspension systems associated with rigid ; axles are almost universally used, but regardless of the type of springs, they allow objectionable lateral movement and objectionable fore and aft movement of the rigid axle with respect to the vehicle frame.
Pivotally mounted rigid arms located in a variety ;` of positions have been employed to stabilize rigid axles and such arms constrain the motion of the axles to an arc of a circle having a radius of curvature equal to the length of the arm employed. This creates relative arcuate movement of ~ `
` the suspension at the end of the arm and this arcuate movement translates at theroad into fore and aft or lateral movement ~- relative to the frame, resulting in a loss of handling and traction. ~
The present invention is an improvement of that disclosed in my United States Letters Patent No. 3,944,247.
In that patent the apparatus included two track bars positioned laterally across the vehicle, each attached at opposite ends of the axle, extending inwardly connected to the frame. These :
bars were not resiliently mounted at the inner ends with the result that their action created substantial noise which the present invention eliminates and7 in addition, the non-resilient mounting in the prior track bars was considerably more expen-sive than the present non-noise making resilient mounting.
.
Thus the present invention eliminates the problems associated with the relative lateral motion induced by single or double track bars, specifically on four-wheel drive vehicles where traction and good handling over rough terrain is essential.
The aforesaid patent included extended radius arms on both sides of the vehicle associated with the suspension system so as to control fore and aft movement of the rigid axle. In the present invention, the radius arms havebeen substantially improved with the better use of additional rubber at the axle connection so as to make the radius arms more articulate, that is, providing substantially more move-ment in the ends at the axle in the up and down direction.
Anti-roll control has been greatly improved by using harder rubber in the resilient mountings of the axle connection, and the connection is such so that the hardness of the rubber may be varied, for example between 60 and 90 :
-, durometer hardness. The harder the rubber, the less inclined the vehicle is to roll relative to the axle.
Cornering has also been greatly improved by the positioning of the radius arm connections to the rigid axle at angles of between 7 and 10 toward the outer sides of the vehicle. This angle at the connections to the rigid axle has increased the turning angle for each wheel at least 30.
In drawings which illustrate embodiments of the .-; invention:
Figure 1 is a plan view illustrating the suspension system according to the invention and showing only that part of the system and frame relative thereto;
Figure 2 is a front elevational view of the vehicle frame and suspension system, taken along the lîne 2-2 of Figure l;
` ~06Q93.1 Figure 3 is a side elevational view of the sus-pension system, taken along the line 3-3 of Figure 2;
Figure 4 is a fragmentary partially cross-sectional view of a radius arm connection to the axle, taken along the line 4-4 of Figure 3;
Figure S is a cross-sectional view of one part of the resilient mounting of a radius arm to the axle, taken along the line 5-5 of Figure 3;
Figure 6 is a cross-sectional fragmentary view of a radius arm connection to the frame, taken along the line 6-6 of Figure 3; and . Figure 7 is a detailed view of one of the opposing track arms, taken along the line 7-7 of Figure 2.
Referring again to the drawings, there is shown a -~ vehicle having a frame, generally designated as 10, and is ~ illustrated generally only at locations where the suspension ; system is attached thereto. A rigid axle 12 extends across the underside of the frame to rotatably support wheels 14 at its ends outwardly of the kingpin assemblies 16. The primary suspension elements supporting the frame 10 above the rigid axle 12 are coil springs 18. These springs are secured in the -~
frame at 20 and are secured to the axle by a spring seat assembly 22.
The spring system does not provide substantial rigid-ity against motion of the rigid axle 12 reIative to the frame ;~
10 of the vehicle in a horizontal plane. To overcome this motion, constraining mechanisms are employed to physically limit this relative horizontal motion. When the motion is not prevented, the vehicle may take on unstable handling characteristics which are both unsafe and annoying.
~0609~1 To prevent substantial fore and aft movement of the rigid axle 12, constraining linlcage i.n the form of radius arms, generally designated as 26, are connected to both sides of the axle and frame. As best seen in Figures l and 3-6, each radius arm has a small diameter portion 28 threaded at its rear end and welded forwardly at 30 to a main portion of the arm 32 which is formed substantially as a tapering channel from the front to the rear.
The rear ends of the radius arms are secured to the frame 10 by brackets 36l Figure 3, one portion being fitted to each side of a respective frame portion. As shown in Figure 6, at the lower end of the bracket 36 there is a generally vertical flange 38 having a cylindrical opening 40 through which the end portion e~tends, the flange being approximately perpendicular to the end portion. A spacer ring 42,having a central cylindrical opening 44, aligned with the opening 40, is welded in abutment with the flange 38 so as to fit over the radius arm end portion. Rearwardly of the welded portion 30 is a ring-forming shoulder 46 , ~ 20 fitted on the end portion in abutment with the rear end of - the main part 32 of the arm.
Two identical allochirally arranged, rubber or other elastomeric strut bushings 50 and 52 have cylindrical - bores fitted over a non-threaded portion of the end 28.
The bushings have large diameter portions 54, 56 spaced by the ring 42 and the flange 38 and are respectively in tight abutment therewith, and fitted inwardly of the ring 42 and : the flange are abutting small diameter portions 58, 60.
Forwardly of the inner bushing 52 is a concave washer 64 in abutment with the shoulder 46, and rearwardly of the .' 106091~.
bushing 50 is a flat washer 66 in tight abutment with a nut 68 threadedly engaged on the end 28. The brackets 36 fix the rear ends of the respective radius arms to the frame so as to permit limited pivotal movement through the bushings.
Similarly, the bushings 50 and 52 permit fore and aft move-ment of the radius arms limited to the resiliency of the bushings.
As best seen in Figures 3-5, the forward end of the channel portion 32 of the radius arm is welded and bolted to a casting 70 fitted therein, and having on its forward end a yoke, generally designated as 72. The yoke has a cutaway central portion 76, generally adapted to receive a substan-tial portion of the axle in cross section. At opposite ends of the yoke, Figures 4 and 5, are bores 78 and 80 adapted to receive pairs of identical yoke bushings 82 and 84.
The bushings are formed having outer large diameter cylindri-cal flange portions 86, 88 and inner small diameter cylindri-p~
cal portions 90, 92. The flange portions ~ and &~ fit on the outer opposite flat surfaces of the yoke and inner portions 90, 92 are press fit in the bores 78 and 80. Each bushing has a sleeve 94 bonded within an inner cylindrical bore thereof.
Welded adjacent both ends of the axle 12, at angles of 7 to 10 toward the outside, are two yoke mounting plates 100 and 102, as shown in Figures 3 and 4. The yoke is fitted ; within the plates from the underside and the outer surfaces of the large diameter portions of the bushings are in abut-ment with the inner surfaces of the plates and are so tight-ened by means of bolts 104 and 106 through the plates, bushings and sleeves 94.
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The yoke arrangement on both sides of the axle provides a more articulate radius arm connection at the forward end than the prior art by providing additional resiliency in the pairs of yoke bushings which in turn permits more mo~ement of the axle in the up and down direc-tion, and permits only an insignificant fore and aft move-ment of the rigid axle 12 with respect to the frame. The hard rubber, 60 to 90 durometer hardness, in the yoke bush-ings provides very good an~i-roll control, limiting the axle movement to the extent of the resiliency of the bushings.
In addition, the yoke mounting plates 100, 102 on both sides of the axle, at angles between 7 and 10 toward the outside, ` provide significant spacing from the wheels so as to increase the turning angle for each wheel aboutl5 D, At the upper ends of the yokes are extensions 110 on the forward ends and 112 on the rear ends, to which the spring seat assemblies 22 are bolted at 114 and 116, Figure 4. The extension 112 includes ears 118 for mounting the ., shock absorbers 120 on both sides of the vehicle, Figures 3, 4.
The mounting plates 100 and 102 for the yokes 72 provide lateral control of the rigid axle 12 relative to the radius arms 26. However, the bushings 82 and 84, between the mounting plates and within the yoke, allow some relative movement between the radius arms and the axle. The resilient constraint within the yoke is employed to advantage by means of laterally constraining the rigid axle to be described below.
At the same time, comparatively rigid fore and aft restraint is transmitted by the radius arms, depending upon the resiliency of the bushings 50, 52 and the bushings in the yokes.
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Lateral movement of a rigid axle, as 12, relative to the frame, is easily felt by the driver and more seriously affects operation of the vehicle than the fore and aft move-ment. To prevent the relative lateral motion of the rigid axle 12 relative to the frar,le l0, opposing identical track bar assemblies 122, as best seen in Figures 1-3 and 7, are provided. The track bar assemblies are mounted at their outer ends to generally vertical bracket flanges 126, Figure 3, a bracket flange 126 being secured to each of the spring mounting seat brackets 22. At their inner ends the track bar assemblies are mounted in a bracket 128 welded to a : central portion of the frame. The track bar assemblies need not be directly mounted to the same structure to which the radius arm yokes are connected, but are so mounted for con-venience.
A track bar assembly 122 is shown in detail in Figure 7. At the inner end there is a cylindrical mounting tube 130 having a rubber or other elastomeric bushing 13Z
press fit therein. The press fit portion 134 of the bushing : 20 is cylindrical, and inwardly therefrom are tapered or beveled surfaces 136 terminating in small diameter cylindrical ends ~3~
; ~ 138. Bonded within a bore in the bushing ~4 is a cylindri-` cal sleeve 140. The sleeve is tightened against both paralIel sides of the mounting bracket 128 by means of the nut 142 on the bolt 144.
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:~` The resiliency of the bushing ~F is a substantial ~ improvement over the prior art arrangement where a ball and ; taper pin was used in a mounting tube. This bushing not only eliminates noise which was a constant problem, but is substantially less expensive than the prior art arrangement.
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~060911 The vehicle travel with respect to the axle is a total of 6" vertically, that is, 3" up and 3" down, and resiliency of the fixed bushing 132 easily accommodates for this amount of vertical improvement.
Welded at the inner end of the mounting tube is a track bar 150 which terminates at its outer end 152 in a small diameter portion, the end being threaded. Mounted on the small diameter portion 152 is a sleeve 154 having its ends in abutment with concave washers 156 and 158. Fitted on the sleeve between the washers are a male biscuit bushing 160 of rubber or other elastomeric material and a female biscuit bushing 162 of the same material, the biscuits being tightly fitted together and having a small diameter portion 164 of the male bushing in tight engagement with a cylindri-cal opening 166 in the generally vertical bracket flange 126.
A nu~ 168 tightly secures the washers, bushings and flange in abutment with a shoulder 170 at the outer end of the large diameter portion of the track bar 150.
The flexibility rec~uired in the system is provided in the inner bushing 132 and the outer bushings 160 and 162.
Both the inner and outer bushings are compressible to allow limited longitudinal movement of the track bar 150 relative to the bracket flange 126 and to the mounting bracket 128.
The track bar assemblies 122 form a structural triangle with the rigid axle 12. As the rigid axle is driven upwardly, the two track bars are forced outwardly and like-wise when the axle drops the bars are drawn inwardly. The rigid axle 12 is not capable of expanding but the track bar . assemblies and/or the rigid axle mounting bushings at both ends are.
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The track bars move longitudinally along their center lines through the bushings at the outer and inner ends. This relative movement is particularly resisted by the outer bushings 160, 162. The bushings are not able to provide total resistance to the vertical motion of the rigid a~le 12 because of the relative mechanical advantage of the vertical moving rigid axle 12. At the same time lateral motion of the rigid axle 12 is directly experienced in the bushings 160, 162 and substantial resistance is presented. Therefore, the vertical motion of the rigid axle 12 is not totally resisted by the track bars 150, the resist--~ ance being limited, however, to resiliency of the inner bushings 132. Lateral motion is strongly resisted by each -~ of the track bars 150. The length and placement of the track bars does affect the resistance to vertical movement.
When the track bars are long, there is little resistance to vertical movement. However, the length of the bars does not ` affect their ability to later`ally control the axle. Conse-- quently, each bar may extend all of the way across the frame where desired.
~- The relative later~l motion of the track bars 150 is also accommodated by the axle mounting brackets 126 as well as by the bushings 160 and 162. As indicated above, the i axle mounting brackets provide some degree of lateral motion relative to the rigid axle 12 through the yoke bushings.
Thus, the arcuate movement of the outer ends of the track ~ bars 150 induced by the vertical movement of the rigid axle ; is accommodated by the bushings 160, 162. This movement is not prevented by the resistance of these several mounting '~ 30 components because of the mechanical advantage realized by :S
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the vertical motion of the rigid axle 12 through the track bars 150. At the same time, the actual lateral motions of the rigid axle 12, directly indueed by the road, do not experience any mechanical advantage against the several mounting components, and consequently are severely resisted.
The springs 18 are also mounted on the brackets 22 so as to be connected to the axle mounting brackets 126. The lateral movement of these brackets to accommodate the arcuate motion does not affect to any degree the springs or their effect.
Because of the symmetrical placement of the track bars they tend to cooperate to prevent the rigid axle ~rom ; moving along the plane of curvature associated with the outer end of either of the track bars. As the rigid axle 12 moves upwardly, both track bars exert compression loads against the bushings 160, 162 in substantially opposite directions. The bushings tend to deform equally to cause a truly vertical travel of the rigid axle 12. Consequently, the curved path normally associated with a single track bar is overcome~ and handling and stability are improved.
Working as a unit, the suspension system includes the two trailing radius arms 26 which control the fore and aft motion of the rigid axle, and the two track bars 150 control the lateral movement of the axle. The radius arms and the track bars cooperate through the axle mounting brackets ,, .
connected through the spring seat 22 to properly resist lateral and fore and aft movement of the axle relative to the frame without significantly restricting vertical movement.
The springs 18 resist vertical movement and the shock absorbers ;~ 120 are employed to dampen the resulting spring mass system.
' 30 Thus, the present invention operates to stabilize the rigid , :
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axle relative to the frame of the vehicle.
The invention and its attendant advantages will be understood from the foregoing description and it will be apparent that various changes may be made in the form, construction and arrangements of the parts of the invention without departing from the spirit and scope thereof or sacrificing its material advantages, the arrangements hereinbefore described being merely by way of example. I
do not wish to be resricted to the specific forms shown or uses mentioned except as defined in the accompanying claims, wherein various portions have been separated for clarity of reading and not for emphasis.
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Claims (17)
1. In a suspension system for a rigid axle on a motor vehicle, springs operably mounted between the vehicle and the rigid axle, a pair of opposed track bar assemblies for preventing lateral movement of the axle relative to the frame of the vehicle, each of said track bar assemblies being mounted at a first end to the vehicle frame and mounted at a second end to the axle, a first one of said pair of opposed track bar assemblies being attached near one-end of the rigid axle and a second one of said pair of opposed track bar assemblies being attached near the other end of the rigid axle, said pair of opposed track bar assembles extending inwardly from near said axle ends to the vehicle frame, the improvement comprising:
said first ends of said assemblies each having a mounting tube extending from a track bar of each assembly, said mounting tube being secured to said frame, each mounting tube having a resilient bushing press fit therein, a central cylindrical bore extending through each bushing having a sleeve bonded therein, each mounting tube and bushing being secured to said frame by a bolt through each sleeve, each mounting tube being between two flanges on said frame, said bolt extending through said flanges and being tightened to fit said sleeve within said flanges, and each track bar having a pair of resilient bushings tightly secured thereon and secured to the axle adjacent the second end, each track bar having a longitudinally directed center extending between the bushings at both ends, the track bars being movable along said centers to the extent of the compressibility of the bushings so that when the rigid axle is moved upwardly the track bars are forced outwardly and when the axle drops the bars are drawn inwardly to provide a truly vertical travel for the rigid axle.
said first ends of said assemblies each having a mounting tube extending from a track bar of each assembly, said mounting tube being secured to said frame, each mounting tube having a resilient bushing press fit therein, a central cylindrical bore extending through each bushing having a sleeve bonded therein, each mounting tube and bushing being secured to said frame by a bolt through each sleeve, each mounting tube being between two flanges on said frame, said bolt extending through said flanges and being tightened to fit said sleeve within said flanges, and each track bar having a pair of resilient bushings tightly secured thereon and secured to the axle adjacent the second end, each track bar having a longitudinally directed center extending between the bushings at both ends, the track bars being movable along said centers to the extent of the compressibility of the bushings so that when the rigid axle is moved upwardly the track bars are forced outwardly and when the axle drops the bars are drawn inwardly to provide a truly vertical travel for the rigid axle.
2. The invention according to claim 1, in which:
each sleeve extends beyond said tube to space the tube from the frame flanges, said frame flanges being on the frame adjacent the center thereof.
each sleeve extends beyond said tube to space the tube from the frame flanges, said frame flanges being on the frame adjacent the center thereof.
3. The invention according to claim 1, in which:
said bushings in said mounting tubes each has an outer cylindrical surface in said mounting tubes, said last bushings having beveled surfaces extending inwardly from said cylindrical surface and terminating in small diameter cylindrical surfaces adjacent the ends of said tubes.
said bushings in said mounting tubes each has an outer cylindrical surface in said mounting tubes, said last bushings having beveled surfaces extending inwardly from said cylindrical surface and terminating in small diameter cylindrical surfaces adjacent the ends of said tubes.
4. The invention according to claim 1, in which:
each track bar has a bar sleeve fitted thereon adjacent the assembly second end, said bar sleeve having a pair of said tightly secured bushings thereon, each pair of bushings being mating male and female biscuit bushings, the biscuits having a central cylindrical bore tightly engaged on said sleeve, said biscuits being spaced adjacent their peripheries by a flange secured to the axle, said biscuit spacing, adjacent their peri-pheries being radially outwardly of a portion of the male biscuit extending toward the female biscuit, by said flange secured to the axle and abutting radial surfaces of the male and female biscuits.
each track bar has a bar sleeve fitted thereon adjacent the assembly second end, said bar sleeve having a pair of said tightly secured bushings thereon, each pair of bushings being mating male and female biscuit bushings, the biscuits having a central cylindrical bore tightly engaged on said sleeve, said biscuits being spaced adjacent their peripheries by a flange secured to the axle, said biscuit spacing, adjacent their peri-pheries being radially outwardly of a portion of the male biscuit extending toward the female biscuit, by said flange secured to the axle and abutting radial surfaces of the male and female biscuits.
5. The invention according to claim 4, in which:
said track bar adjacent the second end, said bar sleeve, and said male biscuit extend through-and tightly fit in a circular opening in said axle flange, washers fitted on each of said bars adjacent said second ends and abutting outer radial ends of said male and female biscuits and the ends of said bar sleeves, a face of an inner washer extending away from the biscuits being in tight abutment with a shoulder on said track bar, a face of an outer washer extending away from said biscuits being in abutment with a nut threadedly tightening said second end to said axle by pressure on said biscuits.
said track bar adjacent the second end, said bar sleeve, and said male biscuit extend through-and tightly fit in a circular opening in said axle flange, washers fitted on each of said bars adjacent said second ends and abutting outer radial ends of said male and female biscuits and the ends of said bar sleeves, a face of an inner washer extending away from the biscuits being in tight abutment with a shoulder on said track bar, a face of an outer washer extending away from said biscuits being in abutment with a nut threadedly tightening said second end to said axle by pressure on said biscuits.
6. The invention according to claim 5, in which:
said axle flange is generally vertical in a pressure relationship with said biscuits.
said axle flange is generally vertical in a pressure relationship with said biscuits.
7. The invention according to claims 1, 3, or 5, including:
right and left constraining linkages connected to the frame and rigid axle preventing substantial fore and aft movement of the rigid axle.
right and left constraining linkages connected to the frame and rigid axle preventing substantial fore and aft movement of the rigid axle.
8. The invention according to claim 6, including:
right and left constraining linkages resilient-ly connected to said frame at respective right and left sides and resiliently connected near said one end of the rigid axle and near said other end of the rigid axle, respectively.
right and left constraining linkages resilient-ly connected to said frame at respective right and left sides and resiliently connected near said one end of the rigid axle and near said other end of the rigid axle, respectively.
9. The invention according to claim 8, in which:
said constraining linkages are connected near said ends of said rigid axle to said respective axle flanges adjacent said second ends of said track bars.
said constraining linkages are connected near said ends of said rigid axle to said respective axle flanges adjacent said second ends of said track bars.
10. The invention according to claim 9, in which:
said right and left linkages are allochirally positioned with respect to the frame and rigid axle, each of said linkages is comprised of a radius arm trailing from the axle to said respective frame side, and resilient means connecting the-radius arm to the frame and to the axle, each radius arm at the frame connection having a cylindrical portion threaded at its end and having an enlarged diameter shoulder, spaced inwardly from and adjacent the end, a pair of resilient abutting allochiral strut bushings having a central bore fitted over said cylindrical portion, said strut bushings having inner abutting small diameter portions and outer large diameter portions, a bracket flange having a circular opening fitting over an inner small diameter portion of one of said strut bushings and being between large diameter portions of said strut bushings, washers fitted on the cylindrical portion being in abutment with the outer end surfaces of the strut bushings, one of the washers being in abutment with the shoulder and the other being in abutment with a nut on the threads for tightening the strut bushings and flange on the cylindrical portion, and a bracket extending from said last flange and secured to said frame.
said right and left linkages are allochirally positioned with respect to the frame and rigid axle, each of said linkages is comprised of a radius arm trailing from the axle to said respective frame side, and resilient means connecting the-radius arm to the frame and to the axle, each radius arm at the frame connection having a cylindrical portion threaded at its end and having an enlarged diameter shoulder, spaced inwardly from and adjacent the end, a pair of resilient abutting allochiral strut bushings having a central bore fitted over said cylindrical portion, said strut bushings having inner abutting small diameter portions and outer large diameter portions, a bracket flange having a circular opening fitting over an inner small diameter portion of one of said strut bushings and being between large diameter portions of said strut bushings, washers fitted on the cylindrical portion being in abutment with the outer end surfaces of the strut bushings, one of the washers being in abutment with the shoulder and the other being in abutment with a nut on the threads for tightening the strut bushings and flange on the cylindrical portion, and a bracket extending from said last flange and secured to said frame.
11. The invention according to claim 10, in which:
a ring having a circular opening aligned with the opening in said bracket flange, said ring being secured in abutment with said flange and fitting over small diameter portions of said strut bushings, said ring and abutting flange spacing large diameter portions of said strut bushings and being in tight abutment therewith.
a ring having a circular opening aligned with the opening in said bracket flange, said ring being secured in abutment with said flange and fitting over small diameter portions of said strut bushings, said ring and abutting flange spacing large diameter portions of said strut bushings and being in tight abutment therewith.
12. The invention according to claim 10, in which:
each radius arm at the respective axle connec-tion terminates in a yoke having a cutaway portion adapted to fit over the axle at an angle toward the outside of the vehicle, resilient yoke bushings fitted in bores in said yoke on opposite sides of said axle and having flanged heads extending outwardly on both sides of the yoke and in abutment with external surfaces thereof, a pair of spaced plates secured to the axle at said angle at the respective axle connection, said yoke extending between said plates, and said bushing heads being in abutment with respective plates, a bolt extending through each yoke bushing and said plates to secure said yoke and radius arm to said axle.
each radius arm at the respective axle connec-tion terminates in a yoke having a cutaway portion adapted to fit over the axle at an angle toward the outside of the vehicle, resilient yoke bushings fitted in bores in said yoke on opposite sides of said axle and having flanged heads extending outwardly on both sides of the yoke and in abutment with external surfaces thereof, a pair of spaced plates secured to the axle at said angle at the respective axle connection, said yoke extending between said plates, and said bushing heads being in abutment with respective plates, a bolt extending through each yoke bushing and said plates to secure said yoke and radius arm to said axle.
13. The invention according to claim 12, in which:
each yoke bushing is formed of two equal parts, each part having an inner small diameter cylindrical portion press fit into its bore in said yoke, each part having a large diameter flange portion forming one of said heads, each part having a bore with a sleeve bonded therein and through which a respec-tive bolt extends, the inner small diameter parts of each yoke bushing having flat ends in abutment and being so held by said respective bolts.
each yoke bushing is formed of two equal parts, each part having an inner small diameter cylindrical portion press fit into its bore in said yoke, each part having a large diameter flange portion forming one of said heads, each part having a bore with a sleeve bonded therein and through which a respec-tive bolt extends, the inner small diameter parts of each yoke bushing having flat ends in abutment and being so held by said respective bolts.
14. The invention according to claim 13, including:
spring seat brackets for supporting said springs adjacent said opposite ends of said rigid axle, each spring bracket being supported by and secured to a respective yoke.
spring seat brackets for supporting said springs adjacent said opposite ends of said rigid axle, each spring bracket being supported by and secured to a respective yoke.
15. The invention according to claim 14, in which:
said yokes extend generally from under said rigid axle and said springs are mounted on said seat brackets above said rigid axle.
said yokes extend generally from under said rigid axle and said springs are mounted on said seat brackets above said rigid axle.
16. The invention according to claims 14 or 15, in which:
each axle flange is connected to a respective spring seat bracket, so as to provide the connection of said second ends of said track bars to said rigid axle.
each axle flange is connected to a respective spring seat bracket, so as to provide the connection of said second ends of said track bars to said rigid axle.
17. The invention according to claim 13, in which:
the yoke bushings are made of elastomeric material having a hardness range of 60 to 90 durometer hardness to limit axle movement to the extent of the resiliency of the bushings.
the yoke bushings are made of elastomeric material having a hardness range of 60 to 90 durometer hardness to limit axle movement to the extent of the resiliency of the bushings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA284,401A CA1060911A (en) | 1977-08-10 | 1977-08-10 | Suspension system for rigid axle on a motor vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA284,401A CA1060911A (en) | 1977-08-10 | 1977-08-10 | Suspension system for rigid axle on a motor vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1060911A true CA1060911A (en) | 1979-08-21 |
Family
ID=4109301
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA284,401A Expired CA1060911A (en) | 1977-08-10 | 1977-08-10 | Suspension system for rigid axle on a motor vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1060911A (en) |
-
1977
- 1977-08-10 CA CA284,401A patent/CA1060911A/en not_active Expired
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