CA2077351C - Multi-purpose suspension system - Google Patents
Multi-purpose suspension system Download PDFInfo
- Publication number
- CA2077351C CA2077351C CA002077351A CA2077351A CA2077351C CA 2077351 C CA2077351 C CA 2077351C CA 002077351 A CA002077351 A CA 002077351A CA 2077351 A CA2077351 A CA 2077351A CA 2077351 C CA2077351 C CA 2077351C
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- Canada
- Prior art keywords
- base assembly
- intermediate frame
- springs
- frame
- axis
- Prior art date
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G99/00—Subject matter not provided for in other groups of this subclass
- B60G99/002—Suspension details of the suspension of the vehicle body on the vehicle chassis
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/22—Braking, stopping
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Selective Calling Equipment (AREA)
- Catching Or Destruction (AREA)
- Springs (AREA)
Abstract
A multi-purpose su-spension system for resi-liently mounting a rigid body (10) on a rigid base as-sembly (14, 16, 18, 20), com-prises an intermediate frame (22) spring-supported from the base assembly for limited relative angular movement about an axis (12) vertically. aligned with the central longitudinal axis of the base assembly and pivotally supporting the body (10) for limited horiz-ontal and vertical move-ment relative thereto, and arm means (70, 71) pivotally mounted on at least one end of the base assembly for li-mited angular movement relative thereto about an axis parallel with the axis of rotation of intermediate frame (22), the arm means (70, 71) being connected by links (70A, 70B, 72A, 72B) to opposite sides of the body (10).
Description
207~5~
MUhTI-PURPOSE SUSPENSION SYSTEM
This invention relates to a suspension system for improving the static-or dynamic stability of bodies~which rest on or move over land or water or which move through the air and is particularly,, though not exclusively, applicable to the passenger, freight, or luggage compartment of land,'air and water vehicles and to those parts of building structures which extend above the ground, all of which will be hereinafter referred to as bodies.
Rigid bodies of the kind referred to may, dependent upon the i r l ocat i on. and purpose , be sub j ect gad to a var i et y of shocks caused, among other ,things,, by wave., uneven ground, earth tremors, or air turbulence and it is a.,principal object of the invention to minimise. the effect of these or other phenomena on a wide .variety of bodies by bt~eaking down the usua l monolithic structure having a single centre of gravity into a complex_arrangement of separate masses each having its own centre of gravity and bei.-ng independently connected to at least one of the other masses to permit relative movement of one-with . respect to the others.
One known example of such an arrangement has already been applied to.the suspension of a motor vehicle required to travel over particularly uneven terrain and involves the provision of an arm pivotally mounted on at least one end of the vehicle chassis for limited angular movement about an axis extending along the longitudinal centre line of tlhe vehicle and connected to the wheel axle by links slidablymounted in the ends of the arm and incorporating springs exerting ~3ownward'pressure on the WO 91/14590 PCT/GB91/00455.
MUhTI-PURPOSE SUSPENSION SYSTEM
This invention relates to a suspension system for improving the static-or dynamic stability of bodies~which rest on or move over land or water or which move through the air and is particularly,, though not exclusively, applicable to the passenger, freight, or luggage compartment of land,'air and water vehicles and to those parts of building structures which extend above the ground, all of which will be hereinafter referred to as bodies.
Rigid bodies of the kind referred to may, dependent upon the i r l ocat i on. and purpose , be sub j ect gad to a var i et y of shocks caused, among other ,things,, by wave., uneven ground, earth tremors, or air turbulence and it is a.,principal object of the invention to minimise. the effect of these or other phenomena on a wide .variety of bodies by bt~eaking down the usua l monolithic structure having a single centre of gravity into a complex_arrangement of separate masses each having its own centre of gravity and bei.-ng independently connected to at least one of the other masses to permit relative movement of one-with . respect to the others.
One known example of such an arrangement has already been applied to.the suspension of a motor vehicle required to travel over particularly uneven terrain and involves the provision of an arm pivotally mounted on at least one end of the vehicle chassis for limited angular movement about an axis extending along the longitudinal centre line of tlhe vehicle and connected to the wheel axle by links slidablymounted in the ends of the arm and incorporating springs exerting ~3ownward'pressure on the WO 91/14590 PCT/GB91/00455.
axle.
According to the present invention, a suspension system for resiliently mounting a rigid body on a rigid base assembly comprises an intermediate frame, spring-supported from said base assembly for limited relative angular movement about an axis vertically aligned with the central longitudinal axis of the base assembly and supporting said body for limited horizontal and vertical movement relative thereto and arm means p i vot a 1 I y mount ed on at 1 east one end of sa i d base assemb 1 y f or limited angular movement relative thereto about an axis parallel with the axis of rotation of said intermediate frame, said arm means being connected to opposite sides of said body.
One embodiment of the invention will be described, by way of example, as applied to a motor vehicle for use over uneven and difficult terrain and in the accompanying diagrammatic drawings:
Figure 1 is an exploded perspective view of a vehicle suspension system in accordance with a first embodiment of the invention, which may employ semi-elliptical leaf springs or coil springs;
Figure 2 is a front view of a suspension system in accordance with the first embodiment of the invention;
Figure 3 is a side view of the suspension system of Fig.
2;
Figure 4 is a plan view of a suspension system in accordance with a second embodiment of the invention employing semi-elliptical leaf springs or coil springs;
Figure 5 is a side view of the suspension system in 207~~51 accordance with the invention employing semi-elliptical leaf springs or coil springs;
Figure 6 i l lustrates the theoret ical principal underlying the suspension system of the invention and the.directions of movement of the various components o:E the suspension system;
Figures ? to 10 are views of: a land vehicle, boat, landing aircraft and prefabricated building respectively, partly sectioned-, where necessary, to illustrate some of the various app lications of the inventiorm and the free motions in the system.
Figure 11 is a perspective view, on an enlarged scale, of a cross-linkage to be employed with the split type axle shown in Figs. 8 and 9.
Referring to Figures 1 to 3, there is shown a vehicle chassis/body structure l0, supportir,~g means in the form of front 14 and rear 16 tyred road wheels, mounted on respective axles 18, 20, and a suspension system interposed between the support means and t-he. body structure 10. The suspension system comprises an intermediate frame 22 ihaving opposed pairs of lateral arms 26, 28, 30, 32, each arm 26, 28, 30, 32 being pivotably mounted at one end on a re:~pective pin 34, 36, 38, 40. The other end of each arm 26, 28, 30, 32 is slidably attached to respective cross linkages 42, 44, 46, 48 provided at each of the four corners .of the frasme 22. Further arms 50 and 54 are provided at the front and rear ends, respectively,' of the frame 22 and are pivotably mounted on the ends of bod3r structure 10 by means of pins 58, 60 which lie on the longitudinal centre line (1f) of the body structure 10. The opposito ends of the front and rear arms 50, and 54, WO 91/14590 PCT/GB91/0045~-respectively, are slidably attached to respective cross linkages 42, 44 and 46, 48. Stops 49 are provided on the arms 50 and 54; at both sides of cross-links 42, 44, 46, 48 to limit radial motion of the vehicle body structure 10.
Front road wheels l4 mounted on axle 18 are urged downward by coil springs 62 interposed between the axle 18 and the frame 22. The coil springs 62 are attached at their upper ends to the lateral arms 26, 28 of the frame 22 and at their lower ends to the axle 18. Rear road wheels 16 mounted on the axle 20 are urged downward by semi-elliptic leaf springs 64 interposed between the axle 20 and the frame 22.
U bolts 66 fix the leaf springs 64 to the axle 20 and the leaf springs 64 are pivotably mounted at both ends on the frame 22 by means of shackles 68 which are pivotably mounted on the lateral arms' 30, 32,. of the frame 22 (see Figures 1 and 5) .
The provision of pivotably mounted shackles 68 permits greater movement of the leaf springs 64 relative to the body structure and enables the arms 78, described hereinafter, to be omitted. The front coil springs 62 may be replaced by semi-elliptical leaf springs attached in the same manner as the rear springs 64.
Arm means 70, 72 are mounted for rotation at the centre of the front 18 and rear 20 axles on pins 71 and 73 respectively, the axes of which coincide with the central vertical axis of the body structure assembly, at both the front and rear ends. The arm means 70,72 each have respective right 70A ?2A and left 70B, 72H pivoted extensions extending to the body structure 10 and pivotably mounted on brackets 74 on said ~;~91 /14590 PCT/G B91 /00455 351.
Zp~l , ' body structure. The arm means 70, 72 and their extensions limit or control body roll when they vehicle is driven around bends, during braking or when being driven over uneven surfaces.
A pair of arms 76 is pivotably mounted at one end on each of the axles 18, 20 and a pair of arms 78 is pivotably mounted atone end and at a different level to the arms 76 only on the or each axle to which coil-springs Ei2 are attached. The. arms 7Ei, 78 are pivotably mounted at their other ends on~the body and contribute to the control of the radial motion of the body during cornering, and to the forward motion of the body during braking (see Figs. 2 and 3):
Preferably, body structure 10 is formed with ports 82 to receive piston means 80, bedding on springs 81, held in position on the body structure by holder 83. Hoth piston means at the left and right side of the body structure are connected together at 80A for imultaneous movement. The~piston means 80, when operating media-is suppliect to the spaces above the pistons, wi 11 raise the body structure 1 0 to a higher level relative to the ground and serve to ~sbsorb or regulate shocks which tend to disturb the wheels 14, 16 and the comfortable ride of the vehicle body structure '10. Hy raising the body w structure l0 relative to the ground, the system provides the - further advantages of higher axle dis~~lacement, improved shock absorbtion and at least- two further free motions within its y system, namely vertical up and down motion of the body structure relative to the ground: For raising the body structure, any -suitable media, e.g, pressurised fluid, air, .
WO 91/14590 PCT/GB91/0045~
~.
hydraulic fluid or any combinations thereof can be supplied to ports 82.
Figures 4, 5, 6 and 7 illustrate the inventive principle as applied, for example, to a land vehicle, the main units of which comprise the body structure 10; the intermediate frame 22 (shown in broken lines in Fig. 6) including arms 26, 28, 30, 32 and cross sliding links 42, 44, 46, 48; coil springs 62 or semi-elliptical leaf springs 64, or a combination thereof, as shown in Fig. 5; arm means 70, 72 centrally mounted on the axles, along with their respective arms 70A, 72A, 7OB and 72B
pivotably mounted thereon and extending to the side brackets 74 of the body structure; the front and rear axle assemblies 18, 20 respectively, including items 76, 78 being the supporting arms mounted at different levels, and items 14, 16 being the ground supports for the body structure.
The illustrated example being within the scope of the appended claims provides improved axle displacement relative to the body structure, since the axles are centrally connected to the body structure only by means of the pivoted arm means, and improved. shock absorption provided by the raising means cohsisting of items 82 and 80,respectively, installed and energised, as described with reference to Fig. 1.
Figure 8 i l lust rates another appl icat ion of the invent ion in which the solid type axle 18 of Fig. ? may be replaced by a split type axle 84, and-wherein the ground support road wheels 14, 16 are replaced by at least one inflatable member 12A for maintaining a-body above water level.
Figure 9 illustrates another application of the invention 207735°1 as applied to the landing gear means of a typical aircraft employing one or two axles 84 of the kind shown in Figure 8 a:nd suitable tyred ground wheels 12.
Figure 10 illustrates another application of the mufti-purpose suspension system, in the form of a prefabricated building structure having a body staructure 10, intermediate frame 22, cross sliding links 42, 44, 46, 48, coil springs 62, centrally mounted arm means 70, 72; with their respective links 70A, 70H, 72A, 72H and brackets ?4 f i:Ked to the body structure 10, front and rear axles 18, 20, which, may be of the type shown at 84 in Figs 8 and 9 and raising means consisting mainly of piston means 80, ports 82, spring means 81 and spring holders 83, the system providing the improved free motions up to and including twenty four.
In operation, when the vehicle .is driven around bends at high speeds the vehicle body will tend to roll in the direction of the centrifugal force but this mot ion wi 11 . be 1 invited due to the suspension system geometry and its centralised constrained connections. Thus the vehicle body mounted for rotation about the front and rear axle pins 71 and 73 respectively, through the arm meana 70 and ?2 and their respective links 70A, 70H and 72A, 72H will move radially through a restricted angle or distances controlled by stops 49.
Since the arms 50 and 54 follow the radial motion of the body structure; they simultaneously force all four springs 62, 64 downwards into compression. This differs from the arrangement employed in conventional vehicle suspension systems where the springs on one side of the vehicle body are.under compression and the springs on the other side of the vehicle body are under tension when the vehicle is driven round a bend. When the vehicle is driven over obstacles which tend to cause the body structure to be lifted both the spring means 62, 64 and the arm means ? 0 , ? 2 and the i r ext ens i ons act to l i m i t veh i c l a body motion. When the vehicle is braking, forward motion is limited by the further arms ?6, ?8 on both the front and rear axles and at the same time arm 76 which is mounted above the axle centrepoint limits rotation of the axles creating a moment Which is transferred to the body structure.
When the vehicle is driven transversely over mountain or slope the suspension system described herein is able to control any sideways displacement of the vehicle body allowing the vehicle to be driven over such terrain with comfort and impraved stability.. When the vehicle is driven over very rough terrain where the right and left sides of the vehicle are both being driven over obstacles at the same time and where the front and the rear axles are tilted in opposite directions in relation to one another, the suspension provides improved axle displacement relative one to the other and to the body structure, in view of the intermediate frame and the centrally constrained connection system providing improved independent movement relative to one another.
Many other improvements and modifications of the suspension system will readily be apparent to those skilled in the art without departing from the scope of the invention defined in the following claims.
According to the present invention, a suspension system for resiliently mounting a rigid body on a rigid base assembly comprises an intermediate frame, spring-supported from said base assembly for limited relative angular movement about an axis vertically aligned with the central longitudinal axis of the base assembly and supporting said body for limited horizontal and vertical movement relative thereto and arm means p i vot a 1 I y mount ed on at 1 east one end of sa i d base assemb 1 y f or limited angular movement relative thereto about an axis parallel with the axis of rotation of said intermediate frame, said arm means being connected to opposite sides of said body.
One embodiment of the invention will be described, by way of example, as applied to a motor vehicle for use over uneven and difficult terrain and in the accompanying diagrammatic drawings:
Figure 1 is an exploded perspective view of a vehicle suspension system in accordance with a first embodiment of the invention, which may employ semi-elliptical leaf springs or coil springs;
Figure 2 is a front view of a suspension system in accordance with the first embodiment of the invention;
Figure 3 is a side view of the suspension system of Fig.
2;
Figure 4 is a plan view of a suspension system in accordance with a second embodiment of the invention employing semi-elliptical leaf springs or coil springs;
Figure 5 is a side view of the suspension system in 207~~51 accordance with the invention employing semi-elliptical leaf springs or coil springs;
Figure 6 i l lustrates the theoret ical principal underlying the suspension system of the invention and the.directions of movement of the various components o:E the suspension system;
Figures ? to 10 are views of: a land vehicle, boat, landing aircraft and prefabricated building respectively, partly sectioned-, where necessary, to illustrate some of the various app lications of the inventiorm and the free motions in the system.
Figure 11 is a perspective view, on an enlarged scale, of a cross-linkage to be employed with the split type axle shown in Figs. 8 and 9.
Referring to Figures 1 to 3, there is shown a vehicle chassis/body structure l0, supportir,~g means in the form of front 14 and rear 16 tyred road wheels, mounted on respective axles 18, 20, and a suspension system interposed between the support means and t-he. body structure 10. The suspension system comprises an intermediate frame 22 ihaving opposed pairs of lateral arms 26, 28, 30, 32, each arm 26, 28, 30, 32 being pivotably mounted at one end on a re:~pective pin 34, 36, 38, 40. The other end of each arm 26, 28, 30, 32 is slidably attached to respective cross linkages 42, 44, 46, 48 provided at each of the four corners .of the frasme 22. Further arms 50 and 54 are provided at the front and rear ends, respectively,' of the frame 22 and are pivotably mounted on the ends of bod3r structure 10 by means of pins 58, 60 which lie on the longitudinal centre line (1f) of the body structure 10. The opposito ends of the front and rear arms 50, and 54, WO 91/14590 PCT/GB91/0045~-respectively, are slidably attached to respective cross linkages 42, 44 and 46, 48. Stops 49 are provided on the arms 50 and 54; at both sides of cross-links 42, 44, 46, 48 to limit radial motion of the vehicle body structure 10.
Front road wheels l4 mounted on axle 18 are urged downward by coil springs 62 interposed between the axle 18 and the frame 22. The coil springs 62 are attached at their upper ends to the lateral arms 26, 28 of the frame 22 and at their lower ends to the axle 18. Rear road wheels 16 mounted on the axle 20 are urged downward by semi-elliptic leaf springs 64 interposed between the axle 20 and the frame 22.
U bolts 66 fix the leaf springs 64 to the axle 20 and the leaf springs 64 are pivotably mounted at both ends on the frame 22 by means of shackles 68 which are pivotably mounted on the lateral arms' 30, 32,. of the frame 22 (see Figures 1 and 5) .
The provision of pivotably mounted shackles 68 permits greater movement of the leaf springs 64 relative to the body structure and enables the arms 78, described hereinafter, to be omitted. The front coil springs 62 may be replaced by semi-elliptical leaf springs attached in the same manner as the rear springs 64.
Arm means 70, 72 are mounted for rotation at the centre of the front 18 and rear 20 axles on pins 71 and 73 respectively, the axes of which coincide with the central vertical axis of the body structure assembly, at both the front and rear ends. The arm means 70,72 each have respective right 70A ?2A and left 70B, 72H pivoted extensions extending to the body structure 10 and pivotably mounted on brackets 74 on said ~;~91 /14590 PCT/G B91 /00455 351.
Zp~l , ' body structure. The arm means 70, 72 and their extensions limit or control body roll when they vehicle is driven around bends, during braking or when being driven over uneven surfaces.
A pair of arms 76 is pivotably mounted at one end on each of the axles 18, 20 and a pair of arms 78 is pivotably mounted atone end and at a different level to the arms 76 only on the or each axle to which coil-springs Ei2 are attached. The. arms 7Ei, 78 are pivotably mounted at their other ends on~the body and contribute to the control of the radial motion of the body during cornering, and to the forward motion of the body during braking (see Figs. 2 and 3):
Preferably, body structure 10 is formed with ports 82 to receive piston means 80, bedding on springs 81, held in position on the body structure by holder 83. Hoth piston means at the left and right side of the body structure are connected together at 80A for imultaneous movement. The~piston means 80, when operating media-is suppliect to the spaces above the pistons, wi 11 raise the body structure 1 0 to a higher level relative to the ground and serve to ~sbsorb or regulate shocks which tend to disturb the wheels 14, 16 and the comfortable ride of the vehicle body structure '10. Hy raising the body w structure l0 relative to the ground, the system provides the - further advantages of higher axle dis~~lacement, improved shock absorbtion and at least- two further free motions within its y system, namely vertical up and down motion of the body structure relative to the ground: For raising the body structure, any -suitable media, e.g, pressurised fluid, air, .
WO 91/14590 PCT/GB91/0045~
~.
hydraulic fluid or any combinations thereof can be supplied to ports 82.
Figures 4, 5, 6 and 7 illustrate the inventive principle as applied, for example, to a land vehicle, the main units of which comprise the body structure 10; the intermediate frame 22 (shown in broken lines in Fig. 6) including arms 26, 28, 30, 32 and cross sliding links 42, 44, 46, 48; coil springs 62 or semi-elliptical leaf springs 64, or a combination thereof, as shown in Fig. 5; arm means 70, 72 centrally mounted on the axles, along with their respective arms 70A, 72A, 7OB and 72B
pivotably mounted thereon and extending to the side brackets 74 of the body structure; the front and rear axle assemblies 18, 20 respectively, including items 76, 78 being the supporting arms mounted at different levels, and items 14, 16 being the ground supports for the body structure.
The illustrated example being within the scope of the appended claims provides improved axle displacement relative to the body structure, since the axles are centrally connected to the body structure only by means of the pivoted arm means, and improved. shock absorption provided by the raising means cohsisting of items 82 and 80,respectively, installed and energised, as described with reference to Fig. 1.
Figure 8 i l lust rates another appl icat ion of the invent ion in which the solid type axle 18 of Fig. ? may be replaced by a split type axle 84, and-wherein the ground support road wheels 14, 16 are replaced by at least one inflatable member 12A for maintaining a-body above water level.
Figure 9 illustrates another application of the invention 207735°1 as applied to the landing gear means of a typical aircraft employing one or two axles 84 of the kind shown in Figure 8 a:nd suitable tyred ground wheels 12.
Figure 10 illustrates another application of the mufti-purpose suspension system, in the form of a prefabricated building structure having a body staructure 10, intermediate frame 22, cross sliding links 42, 44, 46, 48, coil springs 62, centrally mounted arm means 70, 72; with their respective links 70A, 70H, 72A, 72H and brackets ?4 f i:Ked to the body structure 10, front and rear axles 18, 20, which, may be of the type shown at 84 in Figs 8 and 9 and raising means consisting mainly of piston means 80, ports 82, spring means 81 and spring holders 83, the system providing the improved free motions up to and including twenty four.
In operation, when the vehicle .is driven around bends at high speeds the vehicle body will tend to roll in the direction of the centrifugal force but this mot ion wi 11 . be 1 invited due to the suspension system geometry and its centralised constrained connections. Thus the vehicle body mounted for rotation about the front and rear axle pins 71 and 73 respectively, through the arm meana 70 and ?2 and their respective links 70A, 70H and 72A, 72H will move radially through a restricted angle or distances controlled by stops 49.
Since the arms 50 and 54 follow the radial motion of the body structure; they simultaneously force all four springs 62, 64 downwards into compression. This differs from the arrangement employed in conventional vehicle suspension systems where the springs on one side of the vehicle body are.under compression and the springs on the other side of the vehicle body are under tension when the vehicle is driven round a bend. When the vehicle is driven over obstacles which tend to cause the body structure to be lifted both the spring means 62, 64 and the arm means ? 0 , ? 2 and the i r ext ens i ons act to l i m i t veh i c l a body motion. When the vehicle is braking, forward motion is limited by the further arms ?6, ?8 on both the front and rear axles and at the same time arm 76 which is mounted above the axle centrepoint limits rotation of the axles creating a moment Which is transferred to the body structure.
When the vehicle is driven transversely over mountain or slope the suspension system described herein is able to control any sideways displacement of the vehicle body allowing the vehicle to be driven over such terrain with comfort and impraved stability.. When the vehicle is driven over very rough terrain where the right and left sides of the vehicle are both being driven over obstacles at the same time and where the front and the rear axles are tilted in opposite directions in relation to one another, the suspension provides improved axle displacement relative one to the other and to the body structure, in view of the intermediate frame and the centrally constrained connection system providing improved independent movement relative to one another.
Many other improvements and modifications of the suspension system will readily be apparent to those skilled in the art without departing from the scope of the invention defined in the following claims.
Claims (14)
1. A multi-purpose suspension system for resiliently mounting a rigid body on a base assembly, said system comprising an intermediate frame characterised in that the intermediate frame is spring-supported from said base assembly for limited relative angular movement about an axis vertically spaced from and parallel to the central axis of the base assembly extending along a line from one end of said base assembly to an opposite end thereof anal pivotally supporting said body for limited horizontal and vertical movement relative thereto, and arm means are pivotally mounted on at least one of said ends of said base assembly for limited angular movement relative thereto about an axis parallel with the axis of rotation of said intermediate frame, said arm means being connected to opposite sides of said body.
2. A system according to claim 1, wherein said body is rectangular and is provided on all four sides with ports which receive means for raising and lowering said body relative to said intermediate frame.
3. A system according to claim 2, wherein said raising means includes pistons and means for supplying fluid, compressed air or any equivalent pressurised medium to the spaces between said pistons and said body.
4. A system according to any preceding claim, wherein said intermediate frame includes longitudinally extending side members and transversely extending end members, which latter are initially slidable laterally of said frame under the influence of centrifugal force, to an extent limited by stops thereon, whereafter downward pressure exerted by said end members upon the springs on one side of the system is converted through the medium of said arm means into equal downward pressure on the springs on both sides.
5. A system according to claim 4, wherein said side frame members each comprise two longitudinally aligned elements slidably connected at their outer ends to the end frame member by cross-slides and pivotally connected at their inner ends to central portions of the side members supporting raising means for said body.
6. A system according to claim 5, wherein said intermediate frame is supported from said base assembly by coil springs interposed between said cross-slides and end members of said base assembly.
7. A system according to any one of claims 1 to 5, wherein said intermediate frame is supported from said base assembly by semi-elliptical leaf springs each pivotally secured at its ends to a side member of said frame and secured between its ends to an end member of said base assembly.
8. A system according to claim 5, wherein the ends of said springs are secured to said intermediate frame by shackles.
9. A system according to any one of claims 6 to 8, wherein said intermediate frame is supported from said base assembly by a combination of coil springs at one end and semi-elliptical leaf springs at the other.
10. A system according to any preceding claim, wherein the opposite ends of said arm means are pivotally connected to a pair of links, the other ends of which are pivotally connected to brackets depending from opposite sides of said body.
11. A system according to any preceding claim, wherein said base assembly includes ground wheels rotatably mounted at the ends of at least one transverse axle.
12. A system according to claim 11, wherein said base assembly includes at least four ground wheels mounted on front and rear axles.
13. A system according to any one of claims 1 to 7, wherein said base assembly includes at least two floats mounted at the ends of at least one transverse axle to maintain said body above the surface of water.
14. A system according to claim 11 or 12, wherein at least one end of said base assembly supports a pair of longitudinally extending arms pivotally mounted at different levels on said base assembly and pivotally connected at their inner ends to said body for restricting forward movement during braking.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9006741.4 | 1990-03-26 | ||
| GB909006741A GB9006741D0 (en) | 1990-03-26 | 1990-03-26 | Vehicle chassis/body structure with suspension system |
| PCT/GB1991/000455 WO1991014590A1 (en) | 1990-03-26 | 1991-03-26 | Multi-purpose suspension system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2077351A1 CA2077351A1 (en) | 1991-09-27 |
| CA2077351C true CA2077351C (en) | 2002-01-08 |
Family
ID=10673270
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002077351A Expired - Lifetime CA2077351C (en) | 1990-03-26 | 1991-03-26 | Multi-purpose suspension system |
Country Status (20)
| Country | Link |
|---|---|
| EP (1) | EP0522074A1 (en) |
| JP (1) | JPH05505991A (en) |
| KR (1) | KR100199862B1 (en) |
| AU (1) | AU639099B2 (en) |
| BG (1) | BG61160B1 (en) |
| BR (1) | BR9106273A (en) |
| CA (1) | CA2077351C (en) |
| GB (2) | GB9006741D0 (en) |
| HU (1) | HU217714B (en) |
| IL (1) | IL97690A (en) |
| LT (1) | LT3653B (en) |
| LV (1) | LV10598B (en) |
| MW (1) | MW5492A1 (en) |
| NO (1) | NO301062B1 (en) |
| OA (1) | OA09668A (en) |
| PL (1) | PL166446B1 (en) |
| RO (1) | RO113961B1 (en) |
| RU (1) | RU2057651C1 (en) |
| UA (1) | UA25937C2 (en) |
| WO (1) | WO1991014590A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1996015006A1 (en) * | 1994-11-11 | 1996-05-23 | Almir Vagisovich Adelshin | 'adelshin' suspension unit for a vehicle |
| DK174320B1 (en) * | 2001-02-22 | 2002-12-02 | Niels Kjaer Laursen | Chassis with height adjustable wheels for adjusting the chassis part orientation to a reference orientation |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB132685A (en) * | ||||
| US1589859A (en) * | 1925-08-08 | 1926-06-22 | Stanley W Nelson | Motor-vehicle-spring suspension system |
| FR1033673A (en) * | 1951-02-19 | 1953-07-15 | Suspension device for vehicles, in particular for motor vehicles | |
| US2819093A (en) * | 1954-09-16 | 1958-01-07 | Homer E Geiser | Suspension mechanism for motor driven vehicles and the like |
| SE410838B (en) * | 1976-10-22 | 1979-11-12 | Mo Och Domsjoe Ab | DEVICE TO REDUCE THE SLOPE OF A VEHICLE CONSTRUCTION |
-
1990
- 1990-03-26 GB GB909006741A patent/GB9006741D0/en active Pending
-
1991
- 1991-03-07 GB GB919104759A patent/GB9104759D0/en active Pending
- 1991-03-26 WO PCT/GB1991/000455 patent/WO1991014590A1/en active Application Filing
- 1991-03-26 RU SU915053065A patent/RU2057651C1/en active
- 1991-03-26 JP JP91507712A patent/JPH05505991A/en active Pending
- 1991-03-26 AU AU76976/91A patent/AU639099B2/en not_active Ceased
- 1991-03-26 RO RO92-01237A patent/RO113961B1/en unknown
- 1991-03-26 CA CA002077351A patent/CA2077351C/en not_active Expired - Lifetime
- 1991-03-26 PL PL91296626A patent/PL166446B1/en unknown
- 1991-03-26 HU HU9202819A patent/HU217714B/en not_active IP Right Cessation
- 1991-03-26 BR BR919106273A patent/BR9106273A/en not_active Application Discontinuation
- 1991-03-26 IL IL9769091A patent/IL97690A/en not_active IP Right Cessation
- 1991-03-26 UA UA93003786A patent/UA25937C2/en unknown
- 1991-03-26 EP EP91907868A patent/EP0522074A1/en not_active Withdrawn
-
1992
- 1992-08-28 OA OA60264A patent/OA09668A/en unknown
- 1992-09-23 MW MW5492A patent/MW5492A1/en unknown
- 1992-09-23 KR KR1019920702309A patent/KR100199862B1/en not_active IP Right Cessation
- 1992-09-23 NO NO923691A patent/NO301062B1/en not_active IP Right Cessation
- 1992-09-25 BG BG96917A patent/BG61160B1/en unknown
-
1993
- 1993-01-12 LV LVP-93-19A patent/LV10598B/en unknown
- 1993-11-10 LT LTIP1452A patent/LT3653B/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| HUT66812A (en) | 1995-01-30 |
| WO1991014590A1 (en) | 1991-10-03 |
| IL97690A0 (en) | 1992-06-21 |
| HU9202819D0 (en) | 1993-03-01 |
| HU217714B (en) | 2000-04-28 |
| PL166446B1 (en) | 1995-05-31 |
| NO923691L (en) | 1992-09-23 |
| LV10598B (en) | 1995-10-20 |
| OA09668A (en) | 1993-05-15 |
| JPH05505991A (en) | 1993-09-02 |
| BG61160B1 (en) | 1997-01-31 |
| RO113961B1 (en) | 1998-12-30 |
| EP0522074A1 (en) | 1993-01-13 |
| AU7697691A (en) | 1991-10-21 |
| LTIP1452A (en) | 1995-05-25 |
| AU639099B2 (en) | 1993-07-15 |
| CA2077351A1 (en) | 1991-09-27 |
| BG96917A (en) | 1993-12-24 |
| LT3653B (en) | 1996-01-25 |
| GB9006741D0 (en) | 1990-05-23 |
| NO923691D0 (en) | 1992-09-23 |
| RU2057651C1 (en) | 1996-04-10 |
| IL97690A (en) | 1995-01-24 |
| GB9104759D0 (en) | 1991-04-17 |
| NO301062B1 (en) | 1997-09-08 |
| LV10598A (en) | 1995-04-20 |
| BR9106273A (en) | 1993-04-13 |
| KR100199862B1 (en) | 1999-06-15 |
| UA25937C2 (en) | 1999-02-26 |
| MW5492A1 (en) | 1994-04-13 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed | ||
| MKEC | Expiry (correction) |
Effective date: 20121202 |