GB2126542A - Drive axle suspension for commercial vehicles - Google Patents
Drive axle suspension for commercial vehicles Download PDFInfo
- Publication number
- GB2126542A GB2126542A GB08222381A GB8222381A GB2126542A GB 2126542 A GB2126542 A GB 2126542A GB 08222381 A GB08222381 A GB 08222381A GB 8222381 A GB8222381 A GB 8222381A GB 2126542 A GB2126542 A GB 2126542A
- Authority
- GB
- United Kingdom
- Prior art keywords
- assembly
- swinging arm
- drive axle
- suspension
- type
- 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.)
- Withdrawn
Links
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
- B60G9/003—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle being rigidly connected to a trailing guiding device
-
- 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
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
This invention makes possible the close coupling of the transmission assembly output and the drive axle assembly input of a power train comprising all or any combination of power unit, cooling system, clutch, fluid coupling, torque converter, transmission assembly, drive line retarder, transmission to drive axle coupling and drive axle assembly by mounting the selected power train to a swinging arm assembly. Overall package dimensions of any type of power train combination may then be reduced giving greater choice to the engineer in designing for vehicle axle locations and weight distribution. Vehicle handling and ride features are retained by arranging a suitable hinge point location coupling the swinging arm assembly to the body or chassis assembly to optimise suspension geometry and unsprung inertia. The selected suspension system is fastened to the drive axle assembly of the drive axle end of the swinging arm assembly. When compared with vehicles currently operating with power units installed at the rear end or amidships a considerable saving in parts count and complexity can be achieved. <IMAGE>
Description
SPECIFICATION
Drive axle suspension for commercial vehicles
This invention relates to the semi-integrally constructed commercial vehicle sector of the automotive market. In particular it relates to the drive axle suspension and powertrain systems.
Integrally constructed commercial vehicles are currently manufactured by three methods:
1 ,Achassis mounted body where all major chassis components are assembled to a chassis frame before the body is mounted. This method facilitates the chassis being manufactured in one plant and driven to a bodybuilderforcompletion.
2, Integral construction where the body is assembled and all chassis components added during construction of the body, both body and chassis building skills areneeded in one manufacturing plant.
3, Semi-integral construction where major chassis components are assembled to sub-frames before the sub-frames are fitted to the body.
This methodfacilitates the chassis components being assembled at one plant and being shipped to a bodybuilderforcompletion.
In each ofthese methods the powertrain components (engine,cooling, clutch or coupling orconvertor, and transmission and retarder units iffitted) are mounted in the chassis frame, chassis sub-frame assembly or body assembly in a package configuration which interposes the drive axle suspension system between the power train components and the drive axle. Relative movement between the output flange of the transmission and the inputflange ofthe drive axle (mostly drive axle suspension movement) is taken up by the drive shaft, which, for durability, reliability, noise, vibration and harshness features must not operate beyond acceptable joint angles.
The current state of the art,therefore, limits the proximity of the powertrain componentsto the drive axle to a minimum dimension dependent on drive axle suspension movement. In the case of a rear engined vehicle the rearoverhang measured from the rear drive axletothe rear ofthe body is determined by weight distribution and legal overall length limitations, in most cases manufacturers of rear engined vehicles distribute power train components (placing the cooling system alongside the engine) to comply with operating requirements. Great difficulty is experienced in meeting operators requirementsforshorter vehicles with rear mounted engines.
Aframe assembly joinsthe powertrain components to form a swinging arm suspension control for the drive axle. Towards the power unit end of the frame assembly a pivotting point is securelyfastened to the body assembly and at the drive axle end a suitable axle suspension system joins the frame assembly to the body assembly. The output from the transmission and the input to the drive axle can be closely coupled
to reduce overall power train lengths to a minimum.
The pivotting point locating the frame assemblyto the body assembly is located to optimise suspension geometry and inertia.
To illustratethe invention one application of the drive axle suspension forcommercial vehicles is shown. Referto Figs 1,2,3 and 4On sheets8 and 9
Fig. 1 (sh 8) powertrain components (1) are assembled to the frame assembly (4). The frame assembly (4) is secured to the body assembly (7) at the power unit end by a pivotting point assembly (3) to form a swing arm suspension control (A) for the drive axle. At the drive axle end of the frame assembly (4) a suitable suspension system (2) join the frame assembly (4) to the body assembly (7). The drive axle is securely fastened (6) to the frame assembly (4).
Figs 2 and 3 (sh 9) illustrates the invention using a leaf spring suspension system (5) where the frame assembly (4) can be attached to the suspension system (5) via the drive axle assembly (6) Fig 4 (sh 9) illustrates the pivotting point (3) joining the frame assembly (4) to the body assembly (7).
The best mode contemplated is illustrated in Fig 1 (sh 8) which shows part section of a rear engined passenger service vehicle or coach. In this mode the swinging arm suspension is of the "leading link" type and air suspension units, suitable damped and used in conjunction with roll bars would give best passenger ride feature. The frame assembly (4) pivotting at point (3) allows the engineer to adjustthe relationship ofthe centre ofgravityfor power unit and transmission assembly and the pivotting point to counter-balance unsprung masses and so optimise inertia. The cooling system is shown mounted in line with the power unit to minimise parts count and complexity and reduce component costs.
Automotive vehicle manufacturers and bodybuilderscan exploitthisinvention by adapting the swinging arm frame assembly to suit proprietary power train and suspension components. Shorter overall package dimensions for powertrain assemblies are possible thus opening up sectors of the commercial vehicle market currently serviced by conventional underfloor and front end power unit vehicles.
Key plan to Fig 1
1. Powertrain
2. Suspension system
3. Power train and suspension pivot point
4. Ladderframe
6. Axle fastening
7. Body assembly
10. Engine
11. Cooling system
12. Clutch
13. Transmission
14. Drive shaft
15. Rear axle
Key plan for Figs 2 to 4
1. Powertrain
3. Pivot point
4. Ladder frame
5. Suspension system
6. Axle fastening
7. Body ass'y
Claims (8)
1. A swinging arm drive axle suspension assembly which incorporates power train components.
Hinge points are located at the power unit end postioned suchthatdrive axle suspension geometry and unsprung inertia is optimised.
A suspension system is located atthe drive axle end ofthe swinging arm. The hinge points and the suspension system securely couple the swinging arm assembly to the body assembly.
2. A swinging arm drive axle suspension as in claim 1, in which the swinging arm assemblyterminates at the drive axle fastening and a suspension system is mounted on the drive axle assembly.
3. A swinging arm drive axle suspension as in claim 1, in which additional damping assemblies are secured at one end to the body and at the other end to the swinging arm assembly.
4. A swinging arm drive axle suspension assembly as in claim 2, in which additional damping assemblies are secured at one end to the body and atthe other end to the swinging arm assembly.
5. A swinging arm drive axle suspension assembly as in claim 1 in which the swinging arm assembly hinge points and the suspension system securely couple the swinging arm assembly to a chassis frame.
6. A swinging arm drive axle suspension assembly as in claim 2 in which the swinging arm assembly hinge points and the suspension system securely couple the swinging arm assembly to a chassis frame.
7. A swinging arm drive axle suspension assembly as in claim 3 in which the swinging arm assembly hinge points and the suspension system securely couple the swinging arm assembly to a chassis frame.
8. A swinging arm drive axle suspension assembly as in claim 4, in which the swinging arm assembly hinge pointsandthe suspension system securely couple the swinging arm assembly to a chassis frame.
Note: in all the above claims the powertrain may comprise all or any combination of the following components:
a. Any type of power unit.
b. Any type of cooling system.
c. Any type of clutch joining the power unit to the transmission assembly.
d. Any type offluid drive joining the power unit to the transmission assembly.
e. Any type of transmission assembly.
f. Any type of drive line retarder.
g. Any type of coupling joining the transmission
assembly output to the drive axle input.
h. Any type of drive axle assembly.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB08222381A GB2126542A (en) | 1982-08-03 | 1982-08-03 | Drive axle suspension for commercial vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB08222381A GB2126542A (en) | 1982-08-03 | 1982-08-03 | Drive axle suspension for commercial vehicles |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB2126542A true GB2126542A (en) | 1984-03-28 |
Family
ID=10532080
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB08222381A Withdrawn GB2126542A (en) | 1982-08-03 | 1982-08-03 | Drive axle suspension for commercial vehicles |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2126542A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2144686A (en) * | 1983-08-12 | 1985-03-13 | David Frederick Ward | Tractor unit of an articulated freight-carrying road vehicle |
| ES2385161A1 (en) * | 2010-12-22 | 2012-07-19 | Talleres Creativos Andaluces, S.L. | Transportation vehicle with rear motorization transmission. (Machine-translation by Google Translate, not legally binding) |
| EP3524458A4 (en) * | 2016-10-05 | 2020-05-20 | González Piñón, Carlos | Heavy-duty rear-engine vehicle with weight distributed on a support that is independent from the chassis |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB367992A (en) * | 1931-01-16 | 1932-03-03 | Karrier Motors Ltd | Improvements in or relating to the frame construction of motor vehicles |
| GB457609A (en) * | 1935-05-14 | 1936-12-02 | Oliver Danson North | Improvements in and connected with frames for motor vehicles |
| GB469171A (en) * | 1936-10-08 | 1937-07-21 | Oliver Danson North | A construction and arrangement of power unit and transmission gearing for motor vehicles |
| GB501083A (en) * | 1937-11-12 | 1939-02-21 | Terence Gordon Hare | Improvements in and relating to engine suspensions for motor vehicles |
-
1982
- 1982-08-03 GB GB08222381A patent/GB2126542A/en not_active Withdrawn
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB367992A (en) * | 1931-01-16 | 1932-03-03 | Karrier Motors Ltd | Improvements in or relating to the frame construction of motor vehicles |
| GB457609A (en) * | 1935-05-14 | 1936-12-02 | Oliver Danson North | Improvements in and connected with frames for motor vehicles |
| GB469171A (en) * | 1936-10-08 | 1937-07-21 | Oliver Danson North | A construction and arrangement of power unit and transmission gearing for motor vehicles |
| GB501083A (en) * | 1937-11-12 | 1939-02-21 | Terence Gordon Hare | Improvements in and relating to engine suspensions for motor vehicles |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2144686A (en) * | 1983-08-12 | 1985-03-13 | David Frederick Ward | Tractor unit of an articulated freight-carrying road vehicle |
| US4585088A (en) * | 1983-08-12 | 1986-04-29 | Ward David F | Articulated road vehicle with engine spaced rearwardly of driven wheels |
| ES2385161A1 (en) * | 2010-12-22 | 2012-07-19 | Talleres Creativos Andaluces, S.L. | Transportation vehicle with rear motorization transmission. (Machine-translation by Google Translate, not legally binding) |
| EP3524458A4 (en) * | 2016-10-05 | 2020-05-20 | González Piñón, Carlos | Heavy-duty rear-engine vehicle with weight distributed on a support that is independent from the chassis |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) | ||
| PCNP | Patent ceased through non-payment of renewal fee |