EP0000979A1 - Starrachsaufhängung für Fahrzeuge - Google Patents

Starrachsaufhängung für Fahrzeuge Download PDF

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Publication number
EP0000979A1
EP0000979A1 EP78300217A EP78300217A EP0000979A1 EP 0000979 A1 EP0000979 A1 EP 0000979A1 EP 78300217 A EP78300217 A EP 78300217A EP 78300217 A EP78300217 A EP 78300217A EP 0000979 A1 EP0000979 A1 EP 0000979A1
Authority
EP
European Patent Office
Prior art keywords
link
axle
vehicle
chassis
pivoted
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP78300217A
Other languages
English (en)
French (fr)
Other versions
EP0000979B1 (de
Inventor
Timothy Selwyn Fry
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GKN Group Services Ltd
Original Assignee
GKN Group Services Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by GKN Group Services Ltd filed Critical GKN Group Services Ltd
Publication of EP0000979A1 publication Critical patent/EP0000979A1/de
Application granted granted Critical
Publication of EP0000979B1 publication Critical patent/EP0000979B1/de
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
    • B60G9/02—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle, e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle
    • B60G9/027—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle, e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle the axle having either a triangular, a "T" or "U" shape and being directly articulated with the chassis only by its middle apex, e.g. De Dion suspension

Definitions

  • This invention relates to vehicles having sprung rigid axles.
  • the characteristics of the spring-restoring force in bump and in roll are usually dissimilar.
  • bump we mean that both ends of the axle are deflected during travel of the vehicle through substantially the same distance perpendicular to a reference plane of the body or chassis of the vehicle and by “roll” we mean that one end of the axle is deflected relative to the other in directions perpendicular to said reference plane.
  • roll we mean that one end of the axle is deflected relative to the other in directions perpendicular to said reference plane.
  • the reference plane will be horizontal.
  • the spring-restoring force will be greater than that if one end of the axle should be deflected by the same distance i.e. in roll.
  • a vehicle comprising a chassis, a rigid axle, a link assembly at each end of the axle, each such assembly comprising a first rigid link pivoted to the axle at or adjacent to an end thereof and a second rigid link pivoted at one end to the chassis, the other ends of the links being pivoted together and stabilised relative to the axle or chassis, and spring means acting on the second link resiliently to support the chassis on the axle, the position of the pivot between each first link and the axle being such that the displacement of the spring means due to a displacement perpendicular to said reference plane of a predetermined point on a wheel in roll is between 75 and 125% 6f the displacement of the spring means due to an equal displacement of said point in bump.
  • each first link of each assembly is pivoted to the assembly at or adjacent to an end thereof the spring force acts on the axle at that position whether the axle is deflected in bump or in roll and therefore the spring-restoring force can be controlled.
  • the spring displacement is equal for equal wheel displacements in bump and in roll. In practice this would mean that each first link would be pivoted to the axle substantially on the centre line of the wheel.
  • each first link and the axle lies below the rotary axis of the wheel at that end of the axle.
  • This connection may be an axis extending fore and aft of the vehicle.
  • a ball joint can be used between the first link and the axle. In either arrangement a ball joint may be used between said other ends of the links.
  • the spring means can be, for example, a coil spring acting on each second link.
  • the spring means can be torsion bars acting on the second links, e.g. by being arranged with their longitudinal axes coincident with the pivot axes of the second links on the chasses.
  • each spring means may comprise a pressure transducer acting on the second link and connected by e.g. flexible pipes to a remote spring arrangement which may be variable in effect.
  • the link assemblies may be provided solely for springing the axle and there may be separate means for controlling the location of the axle. Alternatively, the link assemblies may be part of linkages for controlling the location of the axle.
  • each link assembly may further comprise a lower rigid link pivoted at its ends to the axle and the chassis respectively about pivot axes parallel to the length of the axle, and the second link may comprise or form part of an upper link assembly pivoted at its one end to the chassis so that its other end pivots about an axis inclined to said centre line, said other end of the upper link being pivotally connected to the other end of said first link.
  • the upper part of the linkage acts directly at the axle ends and thus inhibits twisting of the axle during braking.
  • the first and upper links are preferably triangular and pivoted to the axle and the chassis respectively about the bases of their respective triangles and to each other at the apices opposite to said bases.
  • each second upper link can be a single arm pivoted about said inclined axis. The pivot bearings of such an arm, however, would have to be extremly strong.
  • axle carries steerable wheels then it is possible to control the castor angle of the wheels by varying the lengths of the sides of the triangulated first upper link.
  • One may have a series of links made of different sizes or the sides themselves may be adjustable.
  • the axle may be driven or non-driven and the wheels thereon may be steerable or not.
  • a rigid axle is indicated at 10 and carries at its end a wneel 11 having a tyre 12.
  • the wheel disc 13 is secured to a hub 14 which is rotatably mounted in wheel bearings in a support 15.
  • the support 15 is mounted in swivel bearings located in a cup 16 at the end of the axle 10. It will be noted that there is only one swivel bearing and this is mounted wholly below the rotary axis 17 of the wheel.
  • each link 19 is inclined to the axis 18 and at its forward end is pivoted to the chassis via a ball joint 20 for pivoting movement about an axis 21 parallel to the axle 10.
  • the rear end of each link 19 is pivoted by a ball joint 22 to a bracket 23 secured to the axle but inset from the end thereof.
  • the ball joint 22 pivots the rear end of each link 19 about an axis parallel to the axle 10.
  • first link 24 At each end of the axle is a first generally vertically extending link 24 and a second, upper, link assembly 25. Each of these links is triangulated.
  • the first link comprises two limbs 24a which are pivoted by ball joints 26 to the axle at a position below the axis 17 and for pivotal movement about an axis 27 parallel to the centre line 18.
  • the upper end of the link 24 is pivoted by a ball joint 28 to the outer end of the link 25.
  • This link 25 comprises two limbs 29 and 30 pivoted at their inner ends by ball joints 31 and 32 to the chassis, not shown, of the vehicle. It will be noted that the limbs 29 and 30 are of unequal length and as a result, the link 25 is pivoted about an axis 33 which is inclined to the fore and aft of the vehicle.
  • Figure 3 shows, at 34, the position of the tyre when the wheel is steered and it will be seen that the link 19 has to be offset to clear the wheel but the links 24 and 25 are so arranged as to give clearance to the wheel during its steering movement.
  • Springing means 35 acts on the limb 29 of link 25.
  • the springing means may be a coiled compression spring or may, as shown, be a pressure transducer which is connected by flexible pipes, not shown, to a spring means whose rate may be varied.
  • joints26 are located in the centre plane of the wheel 11. It follows that for a given vertical displacement of a predetermined point on the wheel there will be a given displacement at the spring means 35. This will be so whether the wheel is displaced in roll or bump. This displacement of the wheel is relative to a reference plane of the vehicle chassis or body, which reference plane will, when the vehicle is standing on a horizontal surface, be horizontal. The wheel displacement perpendicular to this plane may be due either to the wheel or the chassis moving in space and relative to each other.
  • the link 24 is pivoted to the axle 10 on the centre plane of the wheel, but it is possible to displace the pivotal axis 27 relative to the centre plane of the wheel. If one moves the axis 27 out- boardly away from the axle centre, then one will increase the roll stiffness, and if one moves the axis 27 inboardly towards the axle centre from the position shown there will be a decrease in roll stiffness.
  • the arrangement is such that for a given displacement of a predetermined point on the wheel (e.g. the lower most point of the wheel and tyre assembly) relative to the reference plane in roll the spring displacement must be between 75 and 125% of that caused by the same displacement of the point on the wheel in bump.
  • the linkages provided by the invention enable the pitch centre of the vehicle to be determined by variations in the length and mutual relations of the links while still giving clearance to the steerable wheel as shown in Figure 3 and eliminating torsional forces in the end portions of the axle since the link 24 is pivoted to the axle adjacent the ends thereof.
  • linkage which provides the characteristic of equal spring displacement whether the whool is displaced in roll or bump forms part of a linkage which also controls the location of the axle.
  • linkage as shown in Figure 5 or Figure 6 may be used for providing the required spring displacement characteristics while them is provided seperate means for controling the location of the axle.
  • a triangulated link 40 is pivoted to the chassis 41 of the vehicle about a fore and-aft axis 42. This pivotal arrangement stabilizes the end 43 of the link 40 relative to the chassis.
  • a single link 44 is connected by ball joints 45, 46 to the axle and link 40 respectively, and springing means acts on link 40 at a position 47. The position at which link 44 is pivoted to the axle correspondence to the position at which link 24 is pivoted to the axle in the arrangement of figures 1 - 4.
  • a first link 50 of the same general form as the link 24 of figures 1 - 4 is pivoted to the axle, and a link 51 is pivoted by ball joints 52, 53 to the chassis 54 of the vehicle and link 50 respectively.
  • Spring means acts on link 51 at 55.
  • This arrangement and the arrangement of Figure 5 provide for spring displacement characteristics as described in relation to figures 1 - 4, but require additional means for controling axle location.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
EP78300217A 1977-08-13 1978-07-31 Starrachsaufhängung für Fahrzeuge Expired EP0000979B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB3408177 1977-08-13
GB3408077 1977-08-13
GB3408077 1977-08-13
GB3408177 1977-08-13

Publications (2)

Publication Number Publication Date
EP0000979A1 true EP0000979A1 (de) 1979-03-07
EP0000979B1 EP0000979B1 (de) 1981-09-23

Family

ID=26262146

Family Applications (1)

Application Number Title Priority Date Filing Date
EP78300217A Expired EP0000979B1 (de) 1977-08-13 1978-07-31 Starrachsaufhängung für Fahrzeuge

Country Status (9)

Country Link
US (1) US4278270A (de)
EP (1) EP0000979B1 (de)
JP (1) JPS5433424A (de)
AU (1) AU528813B2 (de)
BR (1) BR7805157A (de)
CA (1) CA1082234A (de)
DE (1) DE2861114D1 (de)
DK (1) DK356078A (de)
ES (1) ES472503A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2589107A1 (fr) * 1985-10-29 1987-04-30 Renault Vehicules Ind Dispositif de liaison essieu-chassis, notamment pour vehicule industriel a deux essieux en tandem

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL9200797A (nl) * 1992-05-04 1993-12-01 Univ Delft Tech Massaveersysteem met rol/dompstabilisatie voor toepassing in voertuigen.
US5716042A (en) * 1996-04-15 1998-02-10 Derviller; Peter Reginald John Springing means for suspension systems
US5884925A (en) * 1998-03-17 1999-03-23 General Motors Corporation Solid axle suspension for vehicles
GB0106331D0 (en) * 2001-03-15 2001-05-02 Hendrickson Europ Ltd Vehicle axle
US7607671B2 (en) * 2004-11-23 2009-10-27 Axletech International IP Holdings LLC Light weight suspension system
GB2468302B (en) 2009-03-03 2013-04-03 Gordon Murray Design Ltd Vehicle suspension
US9469173B2 (en) 2011-11-14 2016-10-18 Gordon Murray Design Limited Vehicle suspension

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB339625A (en) * 1929-08-07 1930-12-08 Marcelle Sombrun Improvements in vehicles
FR794248A (fr) * 1934-08-28 1936-02-11 Dispositif de liaison entre la carrosserie et le châssis des voitures automobiles
FR992744A (fr) * 1944-09-01 1951-10-22 Electrotube Solesmes Dispositif de suspension du corps d'un véhicule à un essieu rigide
DE870647C (de) * 1951-07-26 1953-03-16 Bayerische Motoren Werke Ag Aufhaengung einer starren Hinterradachse von Kraftfahrzeugen
US3044799A (en) * 1958-01-11 1962-07-17 Daimler Benz Ag Vehicle provided with means for controlling its transverse inclination in curves
US3069185A (en) * 1960-07-14 1962-12-18 Pacific Car & Foundry Co Air spring front end suspension
US3326544A (en) * 1965-03-29 1967-06-20 Stuyvesant C Smith Shock absorber for vehicles
US3692324A (en) * 1971-01-29 1972-09-19 Paul Corbin Automobile suspension
DE2505841A1 (de) * 1975-02-12 1976-08-26 Xaver Dipl Ing Bonefeld Lenkbare achse fuer flurfoerderzeuge
DE2553960A1 (de) * 1975-12-01 1977-06-02 Walter Loeffler Fahrzeugradaufhaengung

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2092612A (en) * 1934-02-03 1937-09-07 Gen Motors Corp Automobile suspension system
US2580559A (en) * 1948-03-12 1952-01-01 Kolbe Joachim Inwardly banking vehicle employing forked banking arms
DE1075824B (de) * 1953-12-08 1960-02-18 Dearborn Mich Charles Samuel White (V St A) Verfahren zur Herstellung einer Kugelgelenklagerung
US3044790A (en) * 1959-02-24 1962-07-17 Jacobs Mfg Co Chuck and operating key with enlarged pilot
GB1299150A (en) * 1970-08-13 1972-12-06 Gen Motors Corp Motor vehicle suspension systems

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB339625A (en) * 1929-08-07 1930-12-08 Marcelle Sombrun Improvements in vehicles
FR794248A (fr) * 1934-08-28 1936-02-11 Dispositif de liaison entre la carrosserie et le châssis des voitures automobiles
FR992744A (fr) * 1944-09-01 1951-10-22 Electrotube Solesmes Dispositif de suspension du corps d'un véhicule à un essieu rigide
DE870647C (de) * 1951-07-26 1953-03-16 Bayerische Motoren Werke Ag Aufhaengung einer starren Hinterradachse von Kraftfahrzeugen
US3044799A (en) * 1958-01-11 1962-07-17 Daimler Benz Ag Vehicle provided with means for controlling its transverse inclination in curves
US3069185A (en) * 1960-07-14 1962-12-18 Pacific Car & Foundry Co Air spring front end suspension
US3326544A (en) * 1965-03-29 1967-06-20 Stuyvesant C Smith Shock absorber for vehicles
US3692324A (en) * 1971-01-29 1972-09-19 Paul Corbin Automobile suspension
DE2505841A1 (de) * 1975-02-12 1976-08-26 Xaver Dipl Ing Bonefeld Lenkbare achse fuer flurfoerderzeuge
DE2553960A1 (de) * 1975-12-01 1977-06-02 Walter Loeffler Fahrzeugradaufhaengung

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2589107A1 (fr) * 1985-10-29 1987-04-30 Renault Vehicules Ind Dispositif de liaison essieu-chassis, notamment pour vehicule industriel a deux essieux en tandem

Also Published As

Publication number Publication date
DK356078A (da) 1979-02-14
US4278270A (en) 1981-07-14
JPS5433424A (en) 1979-03-12
CA1082234A (en) 1980-07-22
DE2861114D1 (en) 1981-12-10
BR7805157A (pt) 1979-05-08
EP0000979B1 (de) 1981-09-23
AU3871178A (en) 1980-02-14
ES472503A1 (es) 1979-03-16
AU528813B2 (en) 1983-05-12

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