DE102008009959A1 - Suspension system for a vehicle - Google Patents

Abstract

In a suspension system (10) according to the present invention, a wheel of a motor vehicle is rotatably supported. An upper knuckle (18) and a lower knuckle (16) cooperate with a spindle (20) which supports the wheel (12). A vibration damper (22) operatively cooperates with the upper stub axle (18). A connecting element (30) connects the lower knuckle and one of the connecting ends of the vibration damper, whereby a common axis (B) is determined, which halves the connecting element. The vibration damper moves along the common axis to absorb the vibration transmitted from a road surface and over the wheel.

Description

Related applications

This is a non-provisional application, which is the priority the United States of the provisional patent applications the serial nos. 60 / 945,613, which filed on June 22, 2007 and 60 / 952,089 which was filed on 26 July 2007 and which are included here with reference in their entirety.

Field of the invention

The The present invention relates to a vehicle suspension system, in particular to a vehicle suspension, which vertical Damping spindles has to absorb vibration, which from a road surface and over that Rad is transmitted.

Background of the invention

As the rest of the systems in motor vehicles leads a suspension system from a complicated function. The suspension system holds the wheels the motor vehicle in a straight line with the movement of the motor vehicle, limits the movement of the body of the motor vehicle during cornering and when it runs over bumps, and delivers a smooth and comfortable Ride for passengers and drivers. There are numerous suspension systems known by the prior art. Many domestic vehicles point for many years a single wheel suspension system (SLA system) on. In the SLA system, each wheel is independent with one Frame of the vehicle through a steering joint, a ball bearing assembly and a lower and upper stub axle connected.

One Double-three-link suspension system has numerous Components on, for example, a frame of the vehicle, a lower stub axle, an upper stub axle, a hub for storage the wheel assembly and a vibration damper. The lower and upper knuckle function as centering to a position of the Suspension system and its components in relation to to fix the motor vehicle and are mounted on the frame with sockets, which allow the wheel assemblies to move up and down separately in response to irregularities moving the road surface.

The prior art is replete with various suspension systems having at least one crosshead or link to interconnect a vibration damper mounted between the vehicle body and a lower steering knuckle. These systems are by the U.S. Patent No. 4,377,298 (Finn et al); 4 583 759 (Kami et al); and 5,375,879 (Smith et al.). The U.S. Patent No. 4,377,298 (Finn et al), for example, discloses a vehicle suspension system having a vibration damper mounted between the vehicle body and a lower knuckle. A clevis or crosshead formed by two legs and formed by a reverse double-bent metal sheet is connected to a neck portion or collar to engage the vibration damper. When the clevis after the U.S. Patent No. 4,377,298 (Finn et al) fails to teach or suggest a reinforcing structure which is bounded in the clevis and requires several parts to form the clevis.

The U.S. Patent No. 4,583,759 (Kami et al.), For example, teaches an upper stub axle bearing structure having a vibration damper mounted between the vehicle body and a lower stub axle. The clevis is forged from a metal and has a neck portion to engage the vibration damper and two legs which extend to the respective distal ends and which are connected to the lower knuckle via a fastener. When the clevis after the U.S. Patent No. 5,583,759 (Kami et al.) Fails to teach or suggest a reinforcing structure disposed in the clevis and requires a number of parts to form the clevis. In addition, the clevis is after the U.S. Patent No. 4,583,759 (Kami et al.) Forged from a metal, which negatively affects the overall weight of the system.

Therefore there is an opportunity for an improved suspension system and a method for its production, which determines the weight of the Fork head is reduced, thereby reducing the effect of vibrations and to reduce resulting noise, structural Add integrity to the suspension system and the performance of drive applications at low cost and to increase high volume.

Overview of the invention

The suspension system of the present invention maintains the wheel assemblies of the motor vehicle in straight line with the movement of the motor vehicle, limits the movement of the body of the motor vehicle during cornering and when running over bumps, and provides a smooth and comfortable ride for passengers and drivers. The suspension system has numerous components, for example a frame of the vehicle, a lower knuckle, an upper knuckle, a hub or a spindle to support the wheel assembly, and a vibration damper. The upper knuckle and lower knuckle of the suspension system cooperatively cooperate with a spindle which cooperates with the hub to define an axis of rotation and support the wheel assembly. The vibration damper has first and second connection ends, one of the connection ends cooperating with the upper steering knuckle.

One Connecting element or a clevis has a monolithic construction and a generally uniform thickness. The connecting element connects the lower knuckle and the second connection end of the vibration damper. The connecting element and the Vibration dampers define a common axis, halve the connecting element and extend in a direction which is different from the direction of the axis of rotation. Of the Vibration damper is along the common axis movable and absorbs the vibration, which from the road surface and transmitted via the wheel. The connecting element is stamped from a blank, which is made of metal, metal compounds and the combinations is formed. The connecting element has a Neck part which has a generally circular cross section, around the vibration damper and two spaced legs take.

A Reinforcing rib is deformed into each of the legs, thereby preventing the thighs from bending when the vibration damper absorbs the vibration, which of the road surface and over the wheel is transmitted. The reinforcing rib is also in a neck part deformed into, tapering away from the distal end, to increase the strength of the connecting element. The reinforcement rib shows a first width when the reinforcing rib extending from the distal end to the neck portion, and a second width, when the leg merges into the neck part, and a third one Width when the reinforcing rib continues on the Neck part too rejuvenated. The neck part includes connection edges and a hem that extends between them. The hem takes one Connector on to the connecting element on the vibration damper to secure. Each of the legs has an area which The peripheral edges opposite, which is after Extend outward from a surface and proximally taper to the distal end so that they are distal Have end which has a general flat cross-section.

One Advantage of the present invention is the improved Connecting element for the suspension system to be provided, which is stamped from a metal foil, the low weight, as an alternative to cast iron fasteners, which are known by the prior art.

One Another advantage of the present invention is an improved Connecting element for the suspension system to provide the weight of the improved fastener is reduced.

One yet another advantage of the present invention is to provide an improved connection element, at least a reinforcing rib, which in each of the legs of the connecting element is deformed, thereby preventing that the legs bend when the vibration damper the vibration absorbs which of the road surface and is transmitted via the wheel, and to structural Integrity with the connector and the whole To deliver wheel suspension system.

One yet another advantage of the present invention is to provide an improved attachment structure to both right and left suspension assemblies as one To attach unit to the vehicle body.

Brief description of the drawings

Further Advantages of the present invention will become readily apparent as they better with reference to the following detailed description be understood when used in conjunction with the accompanying drawings be considered, wherein:

1 shows a perspective view of a suspension assembly, which has a lower knuckle and an upper knuckle and a connecting element, which cooperates with a vibration damper and is connected to the lower knuckle;

2 a perspective view and an exploded partial view of the suspension assembly of 1 shows;

3A shows the inventive connecting element, which has a monolithic structure and a generally uniform thickness;

3B the cross-sectional view of the connecting element, which in 3A and is shown along lines 3B-3B;

4 shows a first alternative embodiment of the inventive connecting element;

5 a second alternative embodiment form of the inventive connecting element shows; and

6 a third alternative embodiment of the inventive connecting element shows.

Detailed description of invention

Referring now to the figures, wherein like numerals indicate like or corresponding parts, a suspension system of the present invention is generally included 10 in 1 and 2 shown. The suspension system 10 holds the wheel assemblies 12 of a motor vehicle (not shown) in straight running with the movement of the motor vehicle, limits the movement of the body of the motor vehicle during cornering and when it runs over bumps and provides a smooth and comfortable ride for passengers and drivers. The suspension system 10 has many components, such as a frame 14 (in 1 only partially shown) of the vehicle, a lower knuckle 16 , an upper stub axle 18 , a hub or a spindle 20 to the wheel assembly 12 to store and to define a rotation axis A, and a vibration damper or spindle 22 on. The upper and lower stub axles 18 and 16 work as a centering to a position of the suspension system 10 and its components with respect to the motor vehicle and are on the frame 14 fitted with bushings that allow the wheel assemblies 12 move up and down separately in response to road surface bumps. The automotive industry expert will appreciate that the suspension system 10 , which is described above and which will be further described below, may be a single suspension system (SLA), which has conventionally become common in domestic vehicles for many years, a double-three-link wheel suspension system and other suspension systems of the type without the scope of the present invention To limit the invention.

The vibration damper 22 has a first and a second connection end 24 and 26 , where the second port 26 functionally with the upper stub axle 18 interacts. A connecting element or a clevis, which generally with 30 in 1 to 3 is designated, connects the vibration damper 22 and the lower knuckle 16 with each other, how best in 2 recognizes. The connecting element 30 is stamped from a blank of metal, metal joints, and their combination when the blank passes through a traveling die, a straight die, or a transfer dies, as in Serial Nos. Provisional Application. 60 / 945,613 filed June 22, 2007, and 60 / 852,089 filed July 26, 2007, the entirety of which is hereby incorporated by reference.

The connecting element 30 has a monolithic construction and a generally uniform thickness, as best shown in FIG 3B is shown. The connecting element 30 connects the lower knuckle 16 and the second port 26 of the vibration damper 22 , How best in 2 can be seen, assign the connecting element 30 and the vibration damper 22 a common axis B on which the connecting element 30 halved and extending in a direction which is different from the direction of the rotation axis A. The vibration damper 22 is movable along the common axis B to vibration, which from a road surface and the wheel assembly 12 is transmitted to absorb.

With reference to 3A has the connecting element 30 also a neck piece 32 , which has a circular cross-section, and two opposite legs 34 and 36 on which is from the neck part 32 to distal ends 38 and 40 extend. Several welding holes 41 are in the neck part 32 formed peripherally around the neck part 32 with the vibration damper 22 to weld. Each distal end 38 and 40 has an opening 42 and 44 on to a fastener 46 to receive the connecting element at the lower steering knuckle 16 to fix. The neck part 32 has connecting edges 50 and 52 and a pair of lips 54 and 56 on, extending from each of the connection edges 50 and 52 extend to a connector 58 which extends through when the neck portion 32 limits the terminal end of the vibration damper and detects, as best in 1 and 2 is shown.

You turn to 3A and 3B back, that's how the thighs define 34 and 36 an edge (boundary), which is generally with 58 is indicated, which extends to a common flange to the connecting element 30 to consolidate. The common flange 60 extends further to the two lips 54 and 56 to surround. The flange 60 tapers near the distal end 38 and 40 the thigh 34 and 36 (Not shown). Alternatively limited, as in 3A is shown and without limiting the scope of the present invention, the flange 60 partly the distal end 38 and 40 , The edge 58 has a generally curved shape 62 , as in 5 is shown. The edge 58 has a generally linear shape (not shown).

Two reinforcing ribs 62 and 64 are in every thigh 34 and 36 molded into it. Ribs 62 and 64 continue to extend into the neck 32 , whereby they are in a remote from each other Direction from the distal ends of the thighs 34 and 36 Rejuvenate the strength of the fastener 30 to increase. The reinforcing ribs 62 and 64 bridge the neck part 32 and the thighs 34 and 36 , The reinforcing ribs 62 and 64 show a first width 66 when the reinforcing ribs 62 and 64 from the distal end to the neck part 32 extend, and a second width 68 when the thighs 34 and 36 to the neck part 32 pass over, and a third width 70 when the reinforcing ribs 62 and 64 continue on the neck part 32 to rejuvenate.

4 shows a first alternative embodiment of the inventive connecting element, which generally with 100 is designated. The reference numerals are given correspondingly to the first alternative embodiment which is shown in FIG 4 is shown to differ from the embodiment of the connecting element, which in 3A is shown without limiting the scope of the present invention. The connecting element 100 also has a neck part 102 , which has a circular cross-section, and two opposite legs 104 and 106 on which is from the neck part 102 to distal ends 108 and 110 extend. Several welding holes 111 are formed in the neck part 102 are arranged peripherally to the neck portion 102 on the vibration damper 22 to weld. The neck part 102 has connecting edges 112 and 114 which are spaced apart to thereby form a seam. All other parts of the connecting element 100 are with the connecting element 30 identical to that in 3A and 3B is shown.

5 shows a second alternative embodiment of the inventive connecting element, which generally with 200. is designated. The reference numerals will be correspondingly indicated to indicate the second alternative embodiment which is shown in FIG 5 3 is shown to be different from the embodiment of the connecting element shown in FIG 3A and 4 is shown without limiting the scope of the present invention. Referring now to 5 has the connecting element 200. also a neck piece 202 which has a circular cross-section, and two opposite legs 204 and 206 on which is from the neck part 202 to distal ends 208 and 210 extend. Several welding holes 211 are formed, which in the neck part 202 are arranged peripherally to the neck portion 202 with the vibration damper 22 connect to. Each distal end 208 and 210 has an opening 212 and 214 on to a fastener 46 to receive the connecting element at the lower steering knuckle 16 to install. The neck part 202 has connecting edges 216 and 218 and two lips 220 and 222 on which is different from the connection edges 216 and 218 extend to a connector 58 which extends through when the neck portion 202 the connection end of the vibration damper 22 bounded and captured as best in 2 is shown.

Coming back to 5 Definitely every thigh 204 and 206 a border that generally with 224 is designated, which is a common flange 26 extends to the connecting element 200. to reinforce. The common flange 226 extends further to the two lips 220 and 222 to surround. The edge 224 has a general rectilinear shape 228 , Two reinforcing ribs 230 and 232 are in every thigh 204 and 206 molded into it. Ribs 230 and 232 continue to extend into the neck 202 in a direction away from the distal ends of the legs 204 and 206 Rejuvenate the strength of the fastener 200. to increase. The reinforcing ribs 230 and 232 bridge the neck part 202 and the thighs 204 and 206 , The reinforcing ribs 230 and 232 have a uniform width or a variable width.

6 shows a third alternative embodiment of the present invention, which generally with 300 is designated. The reference numerals are correspondingly indicated to the first alternative embodiment, which in 4 is shown by the embodiment of the connecting element, which in 3A is to be distinguished without limiting the scope of the present invention. The connecting element 300 is formed of two parts, which generally with 302 and 304 are indicated, and when combined, a neck portion 306 , which has a circular cross-section, and two opposite legs 308 and 310 form, which are from the neck part 306 to distal ends 312 and 314 extend. Several welding holes 315 are formed in the neck part 306 are arranged peripherally to the neck portion 306 with the vibration damper 22 connect to. The neck part 306 includes connection edges 316A -Federation 318A B, which are spaced from each other to thereby form a seam. If the parts 302 and 304 the connection end 26 of the vibration damper 22 surround, the parts become 302 and 304 welded to it. All other parts of the connecting element 300 are identical to the connecting element 30 , this in 3A and 3B is shown.

The suspension system 10 According to the present invention provides numerous advantages over the known systems, for example the systems which by the U.S. Patents No. 4,377,298 (Finn et al.); 4 583 759 (Kami et al.); and 5,375,870 (Smith et al.). The improved fasteners 30 . 100 . 200. and 300 are punched out of a metal foil, which is a clotting Weight has, alternatively to Eisengießformverbindungselemente, which are known by the prior art. Another advantage of the improved connecting element for the suspension system 10 refers to the reduction of the weight of the connecting element. The improved connection element 30 . 100 . 200. and 300 has at least one reinforcing rib which is deformed into each of the legs of the connecting member to thereby prevent the legs from bending when the vibration absorber absorbs the vibration transmitted from the road surface and the wheel and thereby to have structural integrity the connecting element and the entire suspension system 10 provide.

Even though the invention described with reference to an embodiment should be understood by the skilled person that various changes can be performed and equivalents can be substituted by elements without the frame leave the invention. In addition, many can Modifications are made to a particular situation or Material to adapt to the teachings of the invention, without its scope to leave. Therefore, the invention should not be limited to the specific embodiment be limited, which discloses as the best mode which is considered to practice this invention, but the invention is intended to include all embodiments, which fall within the scope of the appended claims.

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• US 4377298 [0005, 0005, 0005, 0033]
• US 4583759 [0005, 0006, 0006, 0033]
• US 5375879 [0005]
• US 5583759 [0006]
• US 5375870 [0033]

Claims (22)

Suspension system ( 10 ) for rotatably supporting a wheel ( 12 ) of a motor vehicle, the wheel suspension system comprising: an upper steering knuckle ( 18 ); a lower knuckle ( 16 ), with a spindle ( 20 ) cooperating in function, which determines an axis of rotation, wherein the spindle supports the wheel; a vibration damper ( 22 ), the first ( 24 ) and second ( 26 ) Terminal end, the first terminal end ( 24 ) with the upper stub axle ( 18 ) functionally cooperates; and a connecting element ( 30 ), which has a monolithic structure and a generally uniform thickness, the lower knuckle ( 16 ) and the second terminal end ( 26 ) of the vibration damper ( 22 ), wherein the connecting element ( 30 ) and the vibration damper a common axis (B) determines which the connecting element ( 30 ) and extends in a direction which is different from the direction of the axis of rotation, and wherein the vibration damper ( 22 ) is movable along the common axis (B) to absorb the vibration transmitted from a road surface and over the wheel. Wheel suspension system according to claim 1, wherein the connecting element ( 30 ) is punched from a blank, which consists of metal, metal compounds or their combination. Wheel suspension system according to claim 1, wherein the connecting element ( 30 ) also a neck piece ( 32 ), which has a circular cross section, and two opposite legs ( 34 . 36 ) which extends from the neck portion ( 32 ) extend to distal ends, each distal end having an opening (FIG. 42 . 44 ) to receive a fastener to attach the connector to the lower knuckle. Wheel suspension system according to claim 3, wherein the neck part ( 32 ) Connecting edges and two lips ( 54 . 56 ), which extend from the connecting edges ( 50 . 52 ) to receive a connector extending therethrough when the neck portion ( 32 ) the connection end ( 26 ) of the vibration damper ( 22 ) and captured. Wheel suspension system according to claim 4, wherein all legs ( 34 . 36 ) a border ( 58 ), which has a flange ( 60 ), and the flange proximal to the distal end of the legs (FIGS. 34 . 36 ) rejuvenates. A suspension system according to claim 4, wherein one of the edges has a generally rectilinear shape. A suspension system according to claim 4, wherein one of the edges has a generally curved shape having. Wheel suspension system according to claim 5, which has a reinforcing rib ( 62 ), which in the leg ( 34 ) and is formed from the neck portion ( 32 ) extends to the distal end. A suspension system according to claim 8, wherein the reinforcing rib ( 62 ) further into the neck part ( 32 ) is tapered to thereby taper in an opposite direction from the distal end to increase the strength of the connector (10). 30 ) to increase. Wheel suspension system according to claim 9, wherein the reinforcing rib ( 62 ) the neck part ( 32 ) and the thighs ( 34 . 36 ) and a first width ( 66 ), when the reinforcing rib extends from the distal end to the neck portion, and a second width (FIG. 68 ), when the leg goes to the neck part, and a third width ( 70 ) as the reinforcing rib tapers further towards the neck portion. Wheel suspension system for rotatably supporting a wheel of a motor vehicle, having an upper steering knuckle ( 18 ) and a lower knuckle ( 16 ), which works with a spindle ( 20 ), which has an axis of rotation and supports the wheel, the suspension system comprising: a vibration damper ( 22 ) having first and second terminal ends, the first terminal end operably cooperating with the upper knuckle; and a connecting element ( 100 ), which has a monolithic structure and a generally uniform thickness to connect the lower knuckle and the second terminal end of the vibration damper, wherein the connecting element and the vibration damper determine a common axis, which halves the connecting element and extends in a direction opposite the direction of the rotation axis is different, and wherein the vibration damper is movable along the common axis to absorb the vibration transmitted from a road surface and over the wheel. A suspension system according to claim 11, wherein the connecting element also has a neck part, which has a generally circular cross-section, to pick up the vibration damper. Wheel suspension system according to claim 11, wherein the connecting member has a reinforcing rib which is deformed into each of the legs, thereby preventing the legs from bending when the spindle means absorbs a vibration transmitted across the road surface and over the wheel. A suspension system according to claim 11, wherein the connecting element is stamped from a blank, which consists of Metal, metal compounds and their combination exists. A suspension system according to claim 11, wherein the neck part has connecting edges and a hem which extending therebetween, with the hem fitted, a connector to receive the connection element on the vibration damper to secure. A suspension system according to claim 11, wherein each leg has a surface which is opposite has peripheral edges, which are outward of extend the surface and rejuvenate proximally the distal end, to show the distal end, which has a generally flat cross-section Has. A suspension system according to claim 11, wherein the peripheral edges are parallel to each other. A suspension system according to claim 11, wherein one of the peripheral edges is generally rectilinear. A suspension system according to claim 11, wherein the surface of the thigh is curved. A suspension system according to claim 1, wherein the surface of the leg is not planar. A suspension system according to claim 11, wherein the reinforcing rib deforms further into the neck part which tapers away from the distal end to to increase the strength of the connecting element. A suspension system according to claim 11, wherein the reinforcing rib shows a first width when the Reinforcing rib extends from the distal end to the neck portion, and a second width when the leg passes into the neck portion, and a third width when the reinforcing rib is to rejuvenate on the neck part.