Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
  • F16F1/00—Springs
  • F16F1/02—Springs made of steel or other material having low internal friction; Wound, torsion, leaf, cup, ring or the like springs, the material of the spring not being relevant
  • F16F1/18—Leaf springs
  • F16F1/26—Attachments or mountings
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
  • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
  • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
  • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
  • B60G21/055—Stabiliser bars
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K17/00—Arrangement or mounting of transmissions in vehicles
  • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
  • F16F2224/00—Materials; Material properties
  • F16F2224/02—Materials; Material properties solids
  • F16F2224/0241—Fibre-reinforced plastics [FRP]

Definitions

• This invention relates to a suspension for a pair of wheels, preferably the non-steerable wheels, of a motor vehicle.
• Motor vehicle suspensions are known wherein springs in the form of elongate leaves are utilised in the cantilever mode, i.e. load from a wheel carrier or axle component is applied to each spring at or adjacent one of its ends, the spring being supported relative ' to the structure of the vehicle at a position between its ends and at its other end.
• Such an arrangement can result in space savings compared with the conventional manner of use of leaf springs wherein each spring is connected to the vehicle structure at both its ends and to an axle component between its ends.
• One example of a suspension utilising leaf springs in the cantilever mode has been disclosed in British Patent Specification 1460956.
• the springs are disposed to extend generally longitudinally of the vehicle, with their rear ⁇ most ends connected to a rigid axle beam and their foremost parts mounted in channel members in the vehicle body structure.
• the springs locate the rear axle longitudinally and transversely, and provide desired roll and compliance steer effects.
• the space occupied thereby is essentially unavailable for the disposition of other components which ' may be required.
• the roll stiffness of the suspension i.e. the resistance to roll of the vehiclej e.g. when cornering, is the same as that of a conventional leaf spring suspension. It is an object of the present invention to provide a suspension improved in these respects.
• a suspension for a pair of wheels of a motor vehicle comprising two leaf springs, one each side of the vehicle and each connected on the one hand to the vehicle to extend as a cantilever generally longitudinally thereof and on the
• the use of springs in the cantilever mode can give very effective wheel location in directions transversely of the vehicle, while at the same time being relatively
• transverse torsionally resilient member and its end portions connected to the wheel carrier members assist maintenance of the correct alignment of the wheels
• the torsionally resilient portion and end portions of said member may together form a generally U-shape in plan view.
• the member is formed of tubular material, and in the other embodiment herein described it is made from sheet metal by pressing, bending and welding.
• the end portions of said member may themselves constitute the wheel carrier members, and springs may be connected thereto adjacent said torsionally resilient portion of the member.
• each leaf spring may be established by supporting each spring between its ends for pivotal movement about a substantially horizontal axis, the spring bearing against a reaction member at or adjacent its end remote from the wheel carrier member.
• the reaction member may be disposed within a housing, the spring being supported for pivotal movement by a part of the housing where it emerges therefrom. The housing and spring then forms a unit which may easily be secured to or incorporated in the structure of a motor vehicle.
• the position of the reaction member may be adjustable within the housing. This renders it possible to adjust the characteristics of the suspension to suit different loading conditions for the vehicle.
• Conventional practice in vehicle suspensions design is to select springs of dimensions and load-de lection characteristics suitable for the vehicle under average loading conditions. Springs so selected may not, however, be adequate for the condition when the vehicle is fully loaded, when the static position assumed by the vehicle relative to the " surface on which it is driven may be too low, with a large proportion of the total available suspension movement taken up by the heavy vehicle load so that further movement to deal with road irregularities is restricted.
• adjustment of the reaction member within the housing in a direction generally perpendicular to the spring may be used, in effect, to preload the spring so that it is better able to cope with heavy vehicle loads.
• the reaction member may be movable in a manner to provide for adjustment of its position of engagement with the spring in directions longitudinally of the spring, as well as generally perpendicular thereto in the direction of bending of the spring. Thereby the rate of the spring is altered (by changing the effective length of the spring within the housing), as well as a preload being applied to the spring as above described.
• These effects may be achieved by providing the reaction member with a curved surface engaging the spring, and mounting the reaction member within the housing for pivotal movement about a transverse axis adjacent the end of the spring within the housing. In the embodiment described hereafter, such movement of the reaction member is effected by an electric motor by way of a suitable transmission arrangement.
• the springs of the suspension are made of composite, fibre reinforced plastics, material. It is well known that the use of composite springs in vehicle suspension effects a saving in weight, but in a suspension according to the invention further advantages are obtained.
• the use of composite materials enables the thickness of the spring to be varied along its length to provide required characterics.
• the part of each spring lying outside its housing may be of increased thickness compared with that within the housing, such that the part of the spring outside the housing is substantially rigid under normal service loads, with all or substantially all the resilient bending of the spring occuring within the housing. Since the part of the spring within the housing is more effectively controlled by its engagement with the reaction member than that outside the housing, this enables effective control of the characteristics of the suspension.
• Figure 1 is a plan of one embodiment of suspension according to the invention.
• Figure 2 is a side elevation of the suspension of Figure 1 ;
• Figure 3 is a rear elevation of the suspension of Figure 1 ;
• Figure 4 is an elevation, partly in section, of a further embodiment of suspension according to the invention.
• Figure 5 is a plan of part of the suspension of Figure 4-
• the illustrated suspension is for the rear wheels 10 of a motor vehicle, e.g. a passenger car.
• the axis of rotation of the wheels is indicated at 11 in Figure 1.
• the wheels are supported by a hub and bearing arrangement, not shown, on wheel carrier members 12.
• the wheels are not drivable, but the general suspension arrangement described hereafter would also be suitable for drivable wheels, in which case a differential gear unit would be mounted to the vehicle between the wheels and universally jointed drive shafts extend transversely therefrom.
• the main components of the suspension are two leaf springs 13, one on each side of the vehicle. Each is connected on the one hand to the vehicle to extend rearwardly thereof as a cantilever, and on the other hand at its rearmost end to its respective wheel carrier member 12.
• the leaf springs 13 are made of a composite, fibre reinforced plastics material, and the thickness of the springs varies along their length to give them the desired springing properties.
• the rearmost end of each spring 13 lies within an elastomeric element 14 which is held to wheel carrier 12 by a rigid element 15 which compresses the elastomeric element and prevents the spring being released therefrom. At the same time, the connection is effected in a vibration absorbing manner.
• the two wheel carriers 12 are connected by a member 16 which is U-shaped in plan and extends transversely of the vehicle with its main portion lying forwardly of the wheel carriers. End portions 17 on the member 16 extend rearwardly and are rigidly connected to the wheel carriers 12.
• the member 16 conveniently is a steel tube, and thus may be welded to the wheel carriers 12.
• the member 16 acts as an anti-roll bar by virtue of the torsional resilience of its transversely extending portion, and assists transverse location of the wheels relative to one another.
• the member 16 could be of any convenient shape and could be disposed forwardly or rearwardly of the wheel carriers 12 and still have the same effect.
• Conventional telescopic dampers 18 are provided, one connected between each wheel carrier 12 and the structure of the vehicle.
• each spring extends forwardly i to a housing 19 which is bolted to the vehicle structure. At the point where the spring enters the housing, it is supported for pivotal movement about a generally horizontal axis, the spring having a portion 20 with part-cylindrical upper and lower surfaces, which lies within an elastomeric element 21 in turn lying within part-cylindrical portions 22 of the housing 19.
• the pivotal movement of the spring is achieved by flexing of "the elastomeric element 21.
• the free end of the spring 13 within the housing 19 fits within a shoe 23 of metal or a rigid plastics material.
• An elastomeric element 24 is interposed between the spring and shoe.
• the shoe 25 has a part-spherical formation 25 on its underside , which lies within a correspondingly shaped depression in the upper surface of a reaction member 26.
• the reaction member 26 has screw threaded engagement with an upstanding support member 27 within the housing 19 «
• the sides of shoe 23 fit closely between walls 28 of housing 19 so that the spring is tightly constrained laterally within the housing.
• the housing 19 also contains an electric motor 29. This is arranged to rotate the reaction member 26 and thereby adjust its position within the housing, by way of a toothed belt 30 which engages a toothed outer cylindrical surface 31 on the reaction member 26.
• a suspension comprising at each side of the vehicle, a spring 150 extending into a housing 131 • Where it emerges from the housing, the spring is supported between elastomeric elements 132 so that it is able to undergo limited pivotal movement about a substantially horizontal axis.
• the free end portion 133 of the spring is connected to a member 134 which is adapted, at its end 135 > to carry a wheel.
• the spring end portion 133 is secured to the member 134 by being held captive within a sheet metal element 133a secured to the member 134, with the interposition of a layer of elastomeric material.
• the member 134 forms an end portion of a member which further has a portion 145 extending transversely of the vehicle, spaced forwardly of the axis of rotation (155a) of the wheel.
• the portion 145 is torsionally resilient and is analogous in function to the transversely extending portion 16 in the embodiment of Figures 1 to 3-
• the member 134, 145 is formed from sheet metal by appropriate pressing, bending and welding operations.
• each spring 130 is constrained within an elastomeric element 137 in the housing.
• the element 137 also holds one end of a reaction member 138 which has a curved upper surface engaging the underside of the spring.
• the reaction member 138 is, in effect, held for pivoting about a transverse axis adjacent the end 136 of the spring.
• the spring 130 is of composite, fibre reinforced plastics) material.
• the part of the spring including the end portion 133, lying outside the housing 131 is relatively thick compared with the part of the spring within the housing, and relatively short compared with that inside the housing.
• the part thereof outside the housing 131 is substantially rigid, and all or substantially all the bending of the spring under load takes place within the housing.
• the characteristics of the spring are more fully controlled by adjustment of the reaction member as hereafter described) as compared with the embodiment of Figures 1 to 3 wherein the part of the spring outside the housing 19 will undergo substantial bending when the spring is loaded and is not affected by movement of the reaction member 26. ⁇ 0
• the reaction member 138 is connected, by way of a link 139, to a quadrant member 140 pivotally supported at 141 within the housing 131 •
• the quadrant member 140 carries gear teeth in the form of a rack 142, engageable with a pinion 143 arranged to be rotated, through the intermediary of suitable reduction gearing, not shown, by an electric motor 1 •

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Vehicle Body Suspensions (AREA)
• Springs (AREA)

Applications Claiming Priority (4)

Publications (1)

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ID=26287925

Family Applications (1)

Country Status (3)

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Family Cites Families (4)

• 1985
  • 1985-06-24 GB GB08629090A patent/GB2187420B/en not_active Expired
  • 1985-06-24 EP EP19850903313 patent/EP0217799A1/de not_active Withdrawn
  • 1985-06-24 WO PCT/GB1985/000277 patent/WO1986000266A1/en not_active Application Discontinuation

Non-Patent Citations (1)

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