GB2400590A

GB2400590A - Vehicle suspension assembly

Info

Publication number: GB2400590A
Application number: GB0415369A
Authority: GB
Inventors: Gordon K Andersen; Brian K Anderson; Christopher K Yakes; Jon J Morrow; Jesse D Gander; Geoffrey W Schmitz; David W Archer
Original assignee: Oshkosh Truck Corp
Current assignee: Oshkosh Truck Corp
Priority date: 2000-08-08
Filing date: 2001-08-08
Publication date: 2004-10-20
Anticipated expiration: 2021-08-08
Also published as: GB0415366D0; GB2400589B; GB2400588B; GB2400590B; GB2400588A; GB0414193D0; GB0415369D0; GB2400589A

Abstract

A suspension assembly comprising a first side plate 10 a first control arm 32, a first extendable suspension element 24 and a second extendable extension element. The side plate has an upper vertical plate section 52 and a horizontal plate section 54 forming a shoulder configured to be mounted to a first elongated frame member. The side plate also has a lower vertical plate section 56 substantially parallel to the upper vertical plate section, wherein the first control arm is pivotally supported by the lower vertical plate section.

Description

- 1- 2400590

VEHICLE SUSPENS I ON

The present invention relates to large vehicles having independent suspensions, such as those which are typically used in military applications and in large municipal vehicles, such as fire trucks. More especially, the invention relates to an independent suspension assembly which allows a vehicle to have better stability by lowering the center of gravity, and better visibility, because a lower drivetrain and headline are made possible by providing more room between the main longitudinal members of the vehicle frame.

Military and other emergency vehicles must be designed to extremely demanding specifications. The vehicles must be capable of driving over or through obstacles which only a tactical or emergency operator would attempt. The vehicles must be able to endure corrosive, partially submerge and frequently dirty environments, such as standing water, chemicals or deep mud.

In addition, it is desirable for such vehicles to provide maximum forward visibility and maximum load carrying capacity. One step which has been taken in the design of heavy duty vehicles has been to utile C-shaped channels as the main frame members. The use of two widely-spaced beams provides a space where various engine, transmission and other essential components can be mounted. Making more space available along the center line of the vehicle frame allows heavy components to be more effectively mounted at a lower elevation which, in turn, lowers the vehicle's center of gravity. Vehicles with low centers of gravity have improved stability. A lower center of gravity in a vehicle provides improved resistance to overturning as the vehicle traverses rough terrain or maneuvers around obstacles at high rates of speed. The improved visibility that results from the lowering of a vehicle's drive train and headline allows for safer operation of the vehicle. While the present invention has particular application in the context of frame members which are C-shaped, the invention may be used with frame members having other shapes, such as tubular shapes (rounded and rectangular) and other structurally advantageous shapes.

The present invention is directed to a mounting assembly as set out in claim 1. Preferred features are set out in the subordinate claims 2 to 19.

Other features and advantage of the present invention will be better understood upon a reading of the

following specification, read together with the

accompanying drawings, wherein:

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 is a perspective view of a pair of front weldments and portions of a front axle constructed in accordance with the present invention; Figure 2 is a second perspective view of the weldments shown in Figure 1 with other suspension components shown adjacent thereto; Figure 3 is a third perspective view of the weldments shown in Figures 1 and 2; Figure 4 is a side-elevational view of a front left hand weldment of the present invention, as configured with no anti-sway bar; - 3 Figure 5 is an end view of the weldment shown in Figure 4; Figure 6 is a top plan view of the weldment shown in Figures 4 and 5; Figure 7 is side-elevational view of a rear left-hand weldTnent of the present invention, as conjured for use with an anti-sway bar, Figure 8 is an end view of the weldment shown in Figure 7; Figure 9 is a top plan view of the weldment shown in Figures 7 and 8; Figure 10 is an exploded perspective view of a lower control arm constructed in accordance with the present invention; Figure 11 is crosssectional view of a bushing assembly of the control ann of the to present invention taken along line 11-11 in Fig. 11A; Figure 11A is a top view of a bushing assembly of the control arm of the present invention; Figure 12 is an exploded perspective view of an anti-sway bar assembly made in accordance with the present invention; Figure 13 is an end view of the spring guide bushing shown in Figure 14 made in accordance with the present invention; Figure 14 is a cross-sectional view taken along line 14-14 in Fig. 13 and showing a bushing for a spring glade; and; Figure 15 is a longitudinal cross-section through a spring guide made in accordance with the present invention; and Figure 16 is a perspective view of structural frame elements used in the invention.

Figure 17 is a perspective view of a suspension assembly in which electric motors are held between two side plates of the suspension assembly. - 4

DETAILED DESCRIPTION OF THE INVENTION

Figure 1 shows the front portion of a vehicle and its suspension support in relation to a frame rail 2 of a vehicle. A left-hand or Erst side plate to is mounted beneath a left-hand frame rail (not shown), and a right-hand or second side plate 12 is mounted beneath a right hand fi=ne rail 2. Several bolts are used to connect each of the side plates 10 and 12 to its respective frame rail. A differential 15 with a differential drive connection 14 is connected to each of the side plates 10 and 12. As further shown in Figures 2 and 3, it is clear that the main side plates 10 and 12 are joined together by the louder plate 20, bar 22 and differential 15 at the lower portions of the side plates to and 12. The side plates shown in Figures I through 6 I O are for a suspension that is not equipped with an anti-sway bar.

Refernng now to the first plate 10 shown in Figures I through 6, it is comprised of three main components which are welded together. Those components are: a longitudinally extending main plate member 51; a leading end plate 48; and a trailing end plate 50.

Longitudinally extending plate member 51 includes four sections: an upper vertical plate section 52; a horizontal plate section 54; a lower vertical plate section 56; and a lower dip 58.

The upper vertical plate section 52 and the lower vertical plate section 56 are in a off-set and generally parallel relationship. Extending from the outer face of the upper vertical plate section 52 are three pockets including a shock absorber pocket 38 formed by gusset plates 40 and a bearing plate 42, a jounce bumper pocket 61 formed by gusset plates 40 and 46 and jounce bumper plate 62, and a coil spring pocket 39, defined by the end plate 48, gusset plate 46 and coil span" bearing plate 47. A lifting lug 44 may be welded to the bearing plate 47 for use in lifting the complete vehicle. The lower vertical plate section 56 has an opening 70 so that a driveshaft, us the fonn of a half-shaft 16, can extend from the differential 15 to the wheel end 18 (see Figure 1). - 5 -

As is most clearly shown in Figure 2, the elements of the suspension system are connected to the outer portions of the first side plate 10. The shoclc absorber 24 extends from the bearing plate 42 to the lower control arm 32. Similarly, the suspension coil spring 26 extends from thelower control arm 32 to the bearing plate 47. In addition, inside the suspension coil spring 26, a spring guide 28 extends from the lower control arm 32 into the spring guide bushing 30 which is bolted to the coil spring bearing plate 47. An upper control ann 34 is connected by a ball joint 37 to an upper portion of the steering knuckle 41. The upper and lower control arms 34 and 32, respectively, are held in place by four control arm - mounting assemblies 94, an example of which is more clearly shown in Figure 10 discussed below. The locations of the control arm mounting assemblies for a left-hand side plate 10 cart best be seen in Figure 4 wherein upper control arm attachment locations 68 and lower control arm attachment locations 66 are at upper and lower portions of the vertical mounting plate 56. An ear 78 is used to support various system lines, i.e. , hoses and wires, etc., which lead to the wheel end 18. A stiffening flange 60 extends from the outer edge of the end plate 50 to provide the plate 50 with increased resistance to buckling.

Figures 7, 8 and 9 show a left-hand side plate lea for use with an antisway bar. In describing the anti-sway bar equipped left-hand side plate lea, the same reference numerals which are used to indicate portions of the non anti-sway bar front side plate 10 which are the same. For example, a coil spring bearing plate 47 extends between an end plate 48 and a gusset 46 to define a pocket 39 for a coil spring (not shown in Figure 7). The leflc-hand side plate lea includes upper control arm mounting locations 68 and lower control arm mounting locations 66. Gusset plates 40 and shock absorber bearing plate 42 define a shock absorber pocket 38. However, an element which is part of the left-hand side plate lea, which is not included in the side plate 10 is a bushmg pocket 76 and an opening 74 through which extends an anti-sway bar 1 12, more details of which are shown in Figure 12. - 6 -

Figure 10 is an exploded view of a lower control arson assembly. The lower control arm 32 has two control arm mounting assemblies 94 one of which is shown in exploded form on the left side of Figure 10. The lower control arm 32 has a longitudinal axis and a cylindrical bore ad one end of the lower control arm 32. The cylindrical bore has an axis S transverse to the lower control arm longitudinal axis. The control arm mounting assembly 94 includes a pin 96 and two bushing assemblies 98 (more detail of which is shown in Figure 11). The ends of the pin 96 are clamped by the blocks 36 as the blocks 36 are attached to the lower vertical plate section 56 of a side plate. Each of the blocks 36 has a central opening and is circumferentially discontinuous about its central opening. The pin 96 has a length 10:,reater than the sum of the lengths of the bushings 98 whereby the pin 96 when passing through the bushings 98 has exposed ends grippable by the clamping blocks 36. The pin 96 can have a threaded bore at each end. The clamping blocks 36 each have aligned holes through which bolts may pass, with tightening of the bolts causing the slots 97 to close and the blocks 36 to grip the pin 96. The aligned holes may be unthreaded. A thrust washer 108 is disposed between each bushing assembly 98 and a block 36. A screw 110 and washer 111 are used to properly pre-load the bushing assembly 98 before installation. These fasteners are threadably engageable in the threaded bore of the pin 96.The lower control arm 32 includes a spring mount 90 through which there extends a spring pivot pin 91 and a sleeve bearing 95.

A spring seat 84, with a threaded hole 85 for receiving the spring guide 28, swaddles the spring mount 90. A small dowel pin 89 retains the pin 91 in the spring seat 84, and causes the spring seat 84 to rotate the spring pivot pin 91 within the sleeve bearing 95. A pair of seals 93 prevent contaminants from entering the sleeve bearing 95 within the spring mount 90. Figure 10 also shows a ball joint assembly 82, which is housed within a socket 80 on the outer end of the lower control arm 32. - 7 -

Figure 11 is an enlarged cross-sectional view of the bushing assembly 98 which is part of the control arm mounting assembly 94. The bushing assembly 98 includes an inner sleeve bearing 106, an intermediate sleeve 104 and an outer elastomeric sleeve l 02 which has a flange 107 at one end and annular ribs and grooves on the outside surface thereof. A seal 100 engages a shoulder formed on the outer edge of the ntennediate sleeve 104. The bushing assembly 98 fits snugly into a bore formed at the inside end of each leg of the lower control aim 32. As the block 36 is tightened into position against the lower vertical plate section 56 of a side plate, the pin 96 is gripped by the block 36 as a result of the closing of the gap formed by the slot 97 in the block 36. A slot in each block 36 of a control arm mounting assembly allows for easy removal of a pin 96 from the assembly 94. Arranging the slots 97 so that they face down makes it harder for water and mud to flow into the pin/block joint.

Figure 12 shows the anti-sway assembly An anti-sway bar 112 has a splined end 114 and extends through the opening 74 in the upper vertical plate section 52 of a rear side plate 10a. The anti-sway bar 112 is supported by a bushing 1 16. The bushing 116 is contained in a pocket 76, the top portion of which is romped by a removable plate 124. One end of the plate 124 is inserted into a slot 77 formed In a gusset plate 40, and the other end of the plate 124 is held in place by bolts. A pair of collars 118 maintain the position of the anti-sway bar 1 12 in the bushing 116. A pair of seals 119 prevent contaminants from entering the bushing 1 16. The splined end 1 14 of the anti-sway bar 112 is engaged in and clamped by an end of the arm 120. A vertical link 122 connects an end of the arm 120 to a lug 43 of the steering knuckle 41.

Figures 13 and 14 show the spring guide bushing 30 which is attached to the coil spring bearing plate 47 on the front side plates 10 and 12. The spring guide bushing 30 includes a tapered bore or opening 31 through which a spring guide 28 extends. The taper allows the spring guide 28 to articulate slightly within the bushing 30. Mounting ears 33 - 8 facilitate the connection of the bushing 30 to the bearing plate 47. The bushing 30 is mounted in the orientation shown in Figure 2 so that the narrower end of the tapered opemng 31 is upward, i.e., the bushing 30 extends down into and through the opening in the bearing plate 47. The rear spring is stable enough by itself not to need a guide. The spring guide 28 is shown in Figure lS. The spring guide 28 has a threaded end 27 which threads into the threaded hole 85 in the spring seat 84. (See Figure 10.) A stop 35 is welded to the body of the spring guide 28 to limit the threaded engagement of the threaded end 27 and the spring seat 84. At the opposite end of the spring guide 28, a drive socket 29 is incorporated to facilitate the threaded engagement of the spring guide 28 into the spring seat 84 with a common wrench. It should be noted that the diameter of the spring guide 28 is substantially smaller than the inside diameter of the coil spring 26 through which it extends. The result is a non-contact spring guide. The spring guide 28 is free to slide within the tapered opening 31 in the spring guide bushing 30 as the wheel of a vehicle moves up and down. The alignment of the spring seat 84, however, is maintained so that buclding of the coil spring 26 is prevented, even in instances where there is a large compression of the spring as a result of relative movement of the wheel and the frame.

Figure 16 shows how the C-shaped main frame members 2 and 4 are tied together without the formation of holes in the- top and bottom flanges thereof. Reinforcing channels 133 and 134 are bolted to the inside of the vertical webs 130 and 131. Angle supports 135 and 136 connect the crossmember 137. In effect, the reinforcing channels 133 provide a horizontal extension of the flanges of the main frame members 2 and 4, and provide a location to which vertical bolts 140 may be used to cormect the channels 133 and 134 to the crossmember 137. The crossmember 137 is located just ahead of the rear axle or axles, in the i case of tandem rear wheels. - 9

Also shown in Figure 16 is a front crossmember 150, which is located under the main Ukraine member 2 and 4, leaving room between the frame members 2 and 4. The front crossmembe' 150 is, like the rear crossmember, affixed to the main frame members without compromising the structural integrity of those members, as might be the case if holes in top and bottom flanges of the main frame members were drilled to receive connecting bolts.

Large angle plates are bolted to the outside of the main frame members 2 and 4. Inwardly extending flanges 153 on large angle members 151 carry the ends of the front crossmember 150. Smaller angles 152 hold the crossmember 150 in place on the flanges 153. An upper angle plate 154 Connects the vertical webs 130 arid 131- of the main frame members to the smaller angles 152 and to the crossmember 150.

Figure 17 is a perspective view of a suspension assembly in which two electric motors 160 and 162 are mounted between side plates lOb and 12b, rather than a more traditional differential as shown in earlier described embodiments of the invention. This arrangement allows each of the motors to drive one half:shaft and one wheel. In the particular example shown in Figure 17, the motors directly drive the half-shafts (not shown). To enhance the structural strength of the assembly, which includes the side plates lOb and 12b, the housings of the motors 160 and 162 may be rigidly connected to one another. However, that if larger motors are used a 90 degree drive box may be inserted and the motors mounted in positions in which they are not disposed between the side plates, but are axially offset with respect to one another. Also in the example shown in Figure 17, the wheels are held in aligned positions relative to the frame by stabilizing bars 164 and 166, although the assembly shown is equally applicable to pairs of wheels which are steered wheels.

slaving described a number of features, discoveries and principals embodied in the foregoing examples, it is intended and will be understood by those skilled in the art, that a - 10 - number of modifications, alternatives and variations thereof may be made while still incorporating the spirit and scope of the inventions as claimed below. t C1:

Claims

1. A suspension assembly comprising a first side plate, a first control

arm, a first extendable suspension element and a second extendable extension element, characterized in that the side plate has an upper vertical plate section and a horizontal plate section forming a shoulder configured to be mounted to a first elongated frame member, and a lower vertical plate section substantially parallel to the upper vertical plate section, wherein the first control arm is pivotally supported by the lower vertical plate section.

2. The suspension assembly of Claim 1, wherein a second end of the first suspension element and a second end of the second suspension element are coupled to the first control arm.

3. The suspension assembly of Claim 1 including a second control ann pivotally supported by the lower vertical plate section.

4. The suspension assembly of Claim I including a drive shaft passing through an opening fanned in the lower vertical plate section.

5. The suspension assembly of Claim 1 including: a second side plate opposite the first side plate; and a differential supported between the first side plate and the second side plate.

6. The suspension assembly of Claim 5, wherein the differential includes a housing rigidly joining the first side plate and the second side plate.

7. The suspension assembly of Claim 1 including a torsion bar passing through an opening in the first side plate.

8. The suspension assembly of Claim 1, wherein the first side plate includes: the first and second parallel mounting plates; theconnecting plate joining the first and second mounting plates; and a pair of main buttress plates substantially perpendicular to each of the first and second mounting plates and to the connecting plate.

9. The suspension assembly of Claim 1, wherein the first suspension element comprises a coil spring and wherein the second suspension element comprises a shock absorber.

10. The suspension assembly of Claim 1 including: a second side plate opposite the first side plate; and an electric motor mounted between the first side plate and the second side plate.

11. The suspension assembly of Claim I including: a second side plate; and a differential housing between the first side plate and the second side plate, wherein the first side plate is bolted to the differential housing and wherein the second side plate is bolted to the differential housing.

12. 1 he suspension assembly of Claim 1, wherein the vertical plate section and the horizontal plate section comprise a single bent sheet.

13. The suspension assembly of Claim 1, wherein the side plate includes a third pocket configured to receive a jounce bumper.

14. The suspension assembly of Claim 1 including a frame rail mounted against the shoulder of the first side plate.

I 5. The suspension assembly of Claim 14, wherein the frame rail is Cshaped.

16. The suspension assembly of Claim 14, wherein the frame rail includes: a top flange; a bottom flange; and a vertical web extending between the top flange and the bottom flange, wherein the frame rail is bolted to the vertical plate section of the first side plate with bolts passing through the vertical web.

17. The suspension assembly of Claim 1 including: a second side plate opposite the first side plate; and a differential housing bridging the first side plate and the second side plate.

18. The suspension of Claim 1, wherein the upper vertical plate section includes a first outer pocket receiving an end of the first suspension element and a second outer pocket receiving a first end of the second suspension element.

19. A frame and suspension assembly for a heavy duty vehicle comprising a weldment forming a first side plate, said first side plate being longitudinally mounted to a first elongated frame member, said first side plate having first and second mounting plates, said first and second mounting plates being generally parallel and being joined by a connecting plate, said weldment further comprising a pair of main buttress plates generally perpendicular to each of said first and second mounting plates and to said connecting plate, said first mounting plate having a first outer pocket and a second outer pocket, one end of a first extendible suspension element being supported in said first pocket and one end of a second extendible suspension element being supported in said second outer pocket; said weldment providing support for at least one control arm disposed below the first elongated frame member; said assembly includes a second weldment forming a second side plate, said second side plate being mounted to an elongated frame member, said second side plate having mounting plates, a connecting plate, buttress plates and pockets comprising a substantially mirror image configuration with respect to said first side plate, said first side plate being rigidly joined to said second side plate, and each of said side plates having an opening for allowing passage of a driveshaft there-through, whereby said first and second side plates form a support for a differential disposed between said side plates with said side plates supporting components of an independent suspension for wheels driven by said differential.