GB2539866A - Wheel within the wheel - Google Patents
Wheel within the wheel Download PDFInfo
- Publication number
- GB2539866A GB2539866A GB1502140.5A GB201502140A GB2539866A GB 2539866 A GB2539866 A GB 2539866A GB 201502140 A GB201502140 A GB 201502140A GB 2539866 A GB2539866 A GB 2539866A
- Authority
- GB
- United Kingdom
- Prior art keywords
- hub
- suspension arrangement
- arrangement according
- suspended member
- guides
- 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- Withdrawn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
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/02—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions
- F16D3/04—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions specially adapted to allow radial displacement, e.g. Oldham couplings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B9/00—Wheels of high resiliency, e.g. with conical interacting pressure-surfaces
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B9/00—Wheels of high resiliency, e.g. with conical interacting pressure-surfaces
- B60B9/18—Wheels of high resiliency, e.g. with conical interacting pressure-surfaces using fluid
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
- B60G13/02—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/01—Resilient suspensions for a single wheel the wheel being mounted for sliding movement, e.g. in or on a vertical guide
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/02—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions
- F16D3/14—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions combined with a friction coupling for damping vibration or absorbing shock
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
- F16D3/26—Hooke's joints or other joints with an equivalent intermediate member to which each coupling part is pivotally or slidably connected
- F16D3/30—Hooke's joints or other joints with an equivalent intermediate member to which each coupling part is pivotally or slidably connected in which the coupling is specially adapted to constant velocity-ratio
- F16D3/34—Hooke's joints or other joints with an equivalent intermediate member to which each coupling part is pivotally or slidably connected in which the coupling is specially adapted to constant velocity-ratio parts being connected by ridges, pins, balls, or the like guided in grooves or between cogs
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- 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
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/16—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B9/00—Wheels of high resiliency, e.g. with conical interacting pressure-surfaces
- B60B9/005—Comprising a resilient hub
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B9/00—Wheels of high resiliency, e.g. with conical interacting pressure-surfaces
- B60B9/02—Wheels of high resiliency, e.g. with conical interacting pressure-surfaces using springs resiliently mounted bicycle rims
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/30—In-wheel mountings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/423—Rails, tubes, or the like, for guiding the movement of suspension elements
- B60G2204/4232—Sliding mounts
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
A suspension arrangement, for example for a vehicle, comprising a hub 206 on an axle 207 rotatable about an axis, and a suspended member 210 such as a wheel, radially moveable relative to the hub. Radial movement of the suspended member relative to the hub is damped, preferably by a viscous element or layer between the hub and the suspended member. The viscous layer may be a polymer, or oil. Alternatively the damper may be a coil spring. The suspension arrangement has guides in the form of channels, grooves or slots in matching pairs on the hub and the suspended member, at an angle to one another. The guides 204 on the suspended member are preferably tangential, and preferably arc shaped. The guides 208 on the hub are preferably radial. The pairs of guide channels have linking elements, being balls or pins. The suspended member may be mounted upon a support member 202, and when the suspended member is a wheel, it may support a tyre 245 on the rim 244. An independent claim is for a method for suspending a suspended member, with a hub and a damping means.
Description
A SUSPENSION ARRANGEMENT
The present invention relates to a suspension arrangement and a method for suspending a suspended member, such as a wheel.
Background of the invention
The suspension arrangement of a vehble, such as a car or lorry, connects the vehicle to its wheels and allows controlled movement of the wheels. The suspension arrangement for a particular vehicle is chosen to give a balance between, on one hand, handling and braking of the vehicle, and on the other hand, isolation from the road, such as bumps and vibrations, to provide comfort to passengers and to prevent damage to the vehicle and its contents.
Suspension systems typically have springs to absorb impacts; dampers (sometimes called shock absorbers) to control the motion of the springs; and a system of linkages to connect the vehicle, its wheels, and the springs and dampers together. Typically, springs (for example, coil springs, leaf springs, or torsion beams) and dampers are provided as separate components although sometimes the spring and damper are integral.
Many types of linkages are known. Some linkages, such as McPherson strut, double wishbone and multi-link systems, are independent, which means that the wheels on either side of the car can move independently of one another. Independent suspension systems, such as De Dion and live axle arrangements, wheels on both sides of the vehicle are rigidly connected together so that they move together. There are also semi-independent systems in which the movement of one wheel affects, to some extent, the wheel on the other side, such as in torsion beam systems. All these many arrangements have springs, dampers and linkages provided outside the wheels of the vehicle, which intrude considerably into the volume of the vehicle.
In-wheel suspension systems are known in which at least some of the components of the suspension system such as springs, dampers and linkages are provided within the wheel of a vehicle such as those disclosed in US patent No. 4991698 and US patent No. 6113119 described below.
The vehicle suspension system 10 of JS Patent No. 4991698 is illustrated in Figure 1 in which wheel damping is provided internally of the wheel 12. The system includes a wheel 12 with a tyre 14. A wheel damping mass 16 surrounds wheel bearing 18 and is formed with a vertical slot 20 in the middle, such that the damping mass is free to move vertically, but restrained from moving horizontally. The vertical axis along which the damping mass is moveable is non-rotating. The damping mass rests on centring coil springs 22. Verticai movanent of the damping mass as the vehicle moves along produces fluid displacement across damping orifices 24 to convert kinetic energy from the damping mass into heat dissipated at the damping orifices to provide a damping action.
The wheel connecting arrangement 50 of US patent No. 6113119 illustrated in Figure 2 integrates suspension components in the interior of the volume of a wheel 52. It provides movement between a non-rotating, non-suspended bar 53 and a guide member 55. It includes, amongst other components, a coil spring 54 and an electromechanical machine 56 between these components to provide a damping function.
Vehicle wheels are typically provided with a tyre to enhance traction and ride comfort Typical modern road vehicles have treaded, pneumatic tyres.
Vehicle suspension systems located outside the wheel are typically heavy, expensive and use up space within the vehicle. Furthermore, they limit the amount by which the wheels can be turned to steer the vehicle. Known in-wheel suspension systems are complex. Pneumatic tyres provided on vehicle wheels to supplement, in part, the suspension system are expensive and can puncture requiring repair or replacement before the vehicle can continue to be used.
Summary of the Invention
The invention is defined in the independent claims below to which reference should now be made. Advantageous features are set forth in the dependent claims. A preferred embodiment of the invention is described in more detail below and takes the form of a suspension arrangement, for example for a vehicle, comprising a hub rotatable about an axis and a suspended member radially moveable relative to the hub. Radial movement of the suspended member relative to the hub may advantageousiy be damped.
The suspension arrangement is compact and simple. Vehicles, such as cars, using examples of the suspension arrangement have excellent ride and handling characteristics when using wheels with solid tyres, although the suspension arrangement is advantageously applicable to wheels having pneumatic or any other type of tyres.
Brief Description of the Drawings
The invention will be described in more detail by way of example with reference to the accompanying drawings, in which:
Figure 1 (prior art) is a side view of a known suspension system;
Figure 2 (prior art) is a schematic side view of another known suspension system;
Figure 3A is a front view of a suspension arrangement embodying an aspect of the present invention;
Figure 3B is an isometric view of the suspension arrangement of Figure 3A;
Figure 3C is a front view of the suspension arrangement of Figures 3A and 3B in use;
Figure 4 is an isometric view of a vehicle including the suspension arrangement of Figures 3A, 3B and 3C;
Figure 5A is a cross-sectional view, from the front, of a suspension arrangement embodying an aspect of the present invention;
Figure 5B is a view from the side of a component of the suspension arrangement of Figure 5A;
Figure 5C is a view from the side of another component of the suspension arrangement of Figures 5A and 5B;
Figures 6A and 6B are schematic views of a portion of the suspension arrangement of Figures 5A to 5C;
Figure 7A is an exploded three-quarter view of a suspension arrangement embodying an aspect of the present invention;
Figure 7B is a hidden-line view or phantom view from the side of a portion of the suspension arrangement of Figure 7A;
Figure 7C is a cross-sectional view along section A-A of the suspension arrangement of Figure 7A;
Figure 7D is a view from the edge of the suspension arrangement of Figure 7A;
Figures 7E(i), 7E(ii) and 7E(iii) are a side view, and edge view and a view from the other side of a component of the suspension arrangement of Figure 7A;
Figures 7F(i), 7F(ii) and 7F(iii) are a side view, and edge view and a view from the other side of a component of the suspension arrangement of Figure 7A;
Figures 7G(i), 7G(ii) and 7G(iii) are a side view, and edge view and a view from the other side of a component of the suspension arrangement of Figure 7A;
Figures 7H(i), 7H(ii) and 7H(iii) are a side view, and edge view and a view from the other side of a component of the suspension amangement of Figure 7A;
Figure 71 includes views from the side including hidden lines of components of the suspension arrangement of Figure 7A;
Figure 7J is a view from the edge of the components of Figure 71;
Figure 7K is is a hidden-line view or phantom view from the side of a portion of the suspension arrangement of Figure 7A;
Figure 7L is the same as Figure 7B for ease of comparison with Figure 7K;
Figure 8A is a third angle projection of a component of a suspension arrangement embodying an aspect of the present invention;
Figure 8B is a three quarter view of a component of a suspension arrangement embodying an aspect of the present invention;
Figure 8C is a three quarter view of a component of a suspension arrangement embodying an aspect of the present invention;
Figures 9A and 9B are schematic views of a portion of a suspension arrangement embodying an aspect of the present invention;
Figure 10A is an exploded three-quarter view of a suspension arrangement embodying an aspect of the present invention;
Figure 10B is a side view of the suspension arrangement of Figure 10A, in use;
Figure 10C is a cross-sectional view along section A-A of the suspension arrangement of Figure 10B;
Figure 11 is a cross-sectional view of a suspension arrangement embodying an aspect of the present invention;
Figure 12A is side views of components of a suspension arrangement embodying an aspect of the present invention;
Figure 12B is front views of the components of the suspension arrangement of Figure 12A;
Figure 13A is an exploded front view of a suspension arrangement embodying an aspect of the present invention;
Figure 13B is a side view of components of the suspension arrangement of Figure 13A; and
Figures 14A to 14D are schematic plan views of the suspension arrangements of Figures 3A, 3B and 3C; Figures 5A to 5C; Figures 12A and 12B; and Figures 13A and 13B as well as Figures 7 to 11 in use in a vehicle.
Detailed Description of the Preferred Embodiment A suspension arrangement 100 for a vehicle, such as a car, embodying an aspect of the invention wiii now be described with reference to Figures 3A, 3B, 3C and 4. The suspension arrangement comprises a hub 102 with a circular outer circumference in the form of a disc. The hub is rotatabie about an axis 104. Suspended member 114 is spaced aiong the axis 104 from the hub and aiso has a circular outer circumference in the form of a disc. A viscous or viscoeiastic element 110 in the form of a layer is located between the hub and the suspended member to act as a damper. The viscous layer may be a polymer layer. The viscous layer connects, sticks or adheres a surface 108 of the hub to a surface 112 of the suspended member and it rotates with the hub and the suspended member.
In this arrangement, the suspended member 114 is rotatable with the hub 102 and radially moveablerelative to the hub. The suspended member is also rotatable, within predetermined angular limits, relative to the hub, but only to an extent which does not prevent torque applied to the hub from being effectively transmitted to the suspended member. (Though the suspension arrangement functions in the same way as the hub and suspended member rotate, whether the hub is driven or is freewheeiing.)
In this way, as the hub rotates about the axis 104 or the suspended member 114 rotates, the suspended member and the hub tend to rotate together, about the axis. As iiiustrated in Figure 3C, if the suspended member is moved from being centralised around the axis by an external force, sjch as a bump in the road, the suspended member tends to return to rotate about the axis or self-centre in a damped action {as illustrated in Figure 3A) as the wheel rolls along the road, with the weight of the vehicle supported by the hub. This is because radial movement (movement perpendicular to the axis 104 as illustrated by arrow 115) of the suspended member relative to the hub is damped by the viscous element 110. A limit to the displacement in the radial direction is also provided by the viscous element.
In this example, damping in the circumferential direction (movement in a direction around the axis) is also provided by the viscous element. In other words, the viscous element both transmits rotational movement between the hub and the suspended member and allows limited, damped, displacement between the hub and the suspended member radially, or perpendicular to the axis of rotation 104.
In this example, the hub 102 is mechanically connected to a source of rotation or torque, such as an electric motor 105 (shown in Figure 4), via an axle 106 that extends along the axis 104 from the hub. The diameter of the suspended member 114 is greater than the diameter of the hub 102. In this example, the suspended member is a wheel and, in the example shown in Figures 3A and 3C, it is provided with a solid tyre 116, in the form of a polymer or rubber ring around its outer circumference 118. Alternatively, the suspended member may be a carrier for a wheel (not shown), in which case, the wheel may be mechanically connected to the carrier.
As illustrated in Figure 4, an independent suspension arrangement 100 of this type is provided for each of the four wheels of a vehicle 120, such as a car. A separate electric motor 105 is provided for each wheel. All four electric motors are pivotally connected to the chassis 122 of the vehicle for pivoting about substantially vertical axes (illustrated by dashed lines 121) and can be turned independently to steer or manoeuvre the vehicle.
While the vehicle 120 is stationary, while the electric motors 105 are not rotating the axles 106 (no torque is provided), the weight of the vehicle acts downwardly on the suspended members 114 such that the centre or axis of each of the hubs 102 is located below the centre of the suspended member to which it is attached (as illustrated in Figure 3C). In other words, the suspended member of each suspension arrangement is displaced perpendicular to the axis of rotation 104 of the hub to which it is attached.
In use, as an axle 106 connected to the hub 102 of each suspension arrangement 100 is rotated (for example, if torque is provided to the hub or if the vehicle is otherwise moved so that the wheels roll along the ground), the suspended member 114 connected to the axle 106 rotates and the suspended member tends, or is biased, to centralise around the same axis of rotation 104 as its associated hub and soon rotates around it (as illustrated in Figures 3A and 3B). The centralisation of the axes of rotation of the suspended members is understood to be driven by the weight of the vehicle 120 acting downwardly as the hubs and suspended members rotate.
If a force is applied to a suspended member 114 perpendicular to the axis of rotation 104 of a hub 102 as the vehicle 120 moves along, for example, applied by a bump, undulation or dip in the road the vehicle is driven along, the centre of the suspended member is moved away from the axis 104 of rotation of the hub 102. As the hub continues to rotate, the suspended member tends to centraiise around the same axis of rotation 106 as the hub by a damped action, or is biased to become concentric with the axis of rotation by a damped action, and soon rotates around the same axis of rotation as the hub. A suspension arrangement 200 for a vehicle, such as car, embodying another aspect of the invention will now be described with reference to Figures 5A, 5B and 5C.
In this example, the suspended member 210 is rotatable with, and can be driven by, the hub 206 and movable relative to the hub by a system of guides 204, 208 such as grooves or siots, linked by iinking elements, such as balls or pins 214. These comprise matching pairs of guides, at an angle to one another, in the hub and in the suspended member, and in a support member 202 and in the suspended member. The support member supports the suspended member and is rotatable about the hub. Radial movement of the suspended member relative to the hub is damped by providing a damping system. This may comprise a viscous medium, such as oil, in a cavity formed between the hub, the suspended member and the support member.
The suspended member is radially movable relative to the hub, but restrained and guided by the system of guides and linking elements.
In more detail, the suspension arrangement 200 of Figures 5A, 5B and 5C has a hub 206 having a circular outer circumference in the form of a disc. The hub has an axle 207 connected to its centre and is rotatable about an axis 209. A plurality of separate guides 208 in the form of radial slots or grooves are defined in the hub. The grooves are circumferentially spaced around the hub on an inside surface 216 of the hub. In this example, four radial grooves are spaced around the hub at 90° intervals.
The support member 202 of the suspension arrangement 200 is in the form of a disc with a hole 211 through its centre, for rotatably mounting the suspended member on the axle 207 by means of a bearing 213. A plurality of separate guides 208 in the form of radial slots, grooves or channels are defined in the support member. The guides are circumferentially spaced apart around a surface 216 of the support member, facing the hub. In this example, the guides are spaced around the support member at 90° intervals, and match the guides of the hub. The support member has a flanged outer circumference 220, the flange extending towards the suspended member.
The suspension arrangement further comprises the suspended member 210 located between the support member 202 and the hub. The suspended member is in the form of a circular disc, having a flanged, central through-hole 212. The flange projects towards the support member. The axle 207 of the hub extends through the through-hole (and through the through-hole 211 in the support member). The diameter of the through-hole in the suspended member is larger than the diameter of the axle. A plurality of separate guides 204 in the form of slots, grooves or channels are defined in the suspended member. Each guide is arc-shaped and is oriented circumferentially around the suspended member.
The guides are circumferentially spaced around the suspended member on both surfaces (one side facing the hub and the other facing the support member). On one side, the guides are located at the end of the flange of the flanged through-hole and the guides on the other side are located In the corresponding position on the other side of the suspended member.
Linking elements 214 In the form of spherical members or balls 214 are located between and link together pairs of guides 204,208 in the suspended member 210 and the support member 202. Each linking element links a circumferential guide 204 of the suspended member with a radial guide 208 of the support member.
Linking elements 214 in the form of spherical members or balls 214 are also located between and link together pairs of guides 204,208 in the suspended member 210 and the hub 206. Each linking element links a circumferential guide 204 of the suspended member with a radial guide 208 of the hub.
The balls are captive between the grooves of the suspended member outer surfaces 216 and the grooves 204, 208 of the support member and hub respectively. The diameter of the balls is the same as the width of the grooves. A cavity 219 is formed around the axle 207 defined by the through hole 212 in the suspended member 210 and the inner surfaces of the support 202 and hub 206. The system of grooves and balls of the suspension arrangement allows radial movement of the suspended member, and thus of the cavity, relative to the axle. The surfaces and the system of balls and guides forms a movable seal around the cavity. The cavity around the axle is filled with a viscous medium or liquid, for example, oil. This arrangement damps radial movement of the suspended member relative to the axle or hub or, in other words, it viscously couples the hub and the suspended member. The viscosity of the viscous medium in the cavity can be varied to vary the damping effect.
The axle 207 extends through a bearing (not shown), which is pivotally connected to the chassis of the vehicle, so that the entire suspension arrangement can be turned to steer the vehicle.
Thus, the suspended member 210 is radially moveable relative to the hub; and radial movement of the suspended member relative to the hub is damped. An example of this, in use, is described below illustrated in the example of Figures 6A and 6B, in which the arrow 211 shows the direction of rotation of the axle (clockwise). In the example of Figures 6A and 6B, a single guide of each of the support and suspended members is illustrated with a single ball linking them together.
The example of Figure 6A illustrates that on a flat surface, as the hub 206 is driven, the ball 214 engages with the centre of the side of the radially extending groove in the hub/support and with the end of the curved groove 204 that extends in the circumferential direction of the suspended member 210. Thus, the hub rotates (drives) the suspended member.
If a force is applied to the suspended nriember 210 perpendicular to the axis of rotation 209 as the vehicle to which the suspension system is connected moves along, for example, applied by a bump, undulation or dip in the road the vehicle is driven along, the centre of the suspended member is moved away from the axis 209. This is illustrated in the example of Figure 6B, in which the arrow 211 shows the direction of rotation of the axle (clockwise) and arrow 213 illustrates the vertical, radial direction of movement of the suspended member. In this example, as the suspended member 210 hits a bump in the road, the balls move along the radially extending grooves 208 in the hub and support member and along the circumferentially extending grooves 204 in the suspended member 202. The movement is damped by the viscous fluid in the cavity 219 formed between the suspended member, the hub and the support.
Following the shock from the bump, as the suspended member 210 continues to rotate clockwise, and because of the movement allowed by the arrangement of grooves 204,208 and balls 214, the suspended member tends to centralise, damped by the viscous fluid in the cavity 219, around the same axis of rotation 209 and soon rotates around it.
The suspended member 210 may form a wheel for a vehicle. In which case, a solid tyre (not pneumatic), in the form of a resilient ring of polymer or rubber (not shown) may be provided along the edge, around the outer circumference of the suspended member. Alternatively, the suspended member may act as a carrier for a wheel.
In an alternative arrangement, the arrangement of guides and balls may be reversed to that described. That is to say, radially extending guides may be provided on the suspended member 210 and circumferentially extending guides may be provided on the support 202 and hub 206.
Rather than circumferentially extending guides, guides may extend generally tangentially to the member of which they are a part as described in the examples below.
Figures 7A to 7L illustrate an alternative example of a configuration of the suspension arrangement. Like features to those in Figures 5A to 5C have been given like reference numerals.
In this example, the hub 206 and support member 202 each have the same arrangement of guides. Like the examples of Figures 6A to 5C, they each have four guides 208 extending radially along their respective surfaces facing the suspended member, equally spaced at 90° intervals around the axis of rotation of the hub and the support member. The guides are in the form of slots, grooves or channels. The outer circumference 240 of the hub and the outer circumference of the support member are flanged, the flanges extending from the side of each disc on which the guides are located.
The suspended member 210, which is in the shape of a disc, has guides 204 and 204' on both sides of it. in contrast to the guides of Figures 5A to 5C, the guides of the suspended member of Figures 7A to 7E are straight, and extend tangentially to the suspended member. That is to say, the guides extend perpendicular to radii of the disc spaced apart, equaiiy, at 90° intervals around the suspended member, on both sides of the disc. The arrangement of guides 204 on one side of the suspended member is rotated at 45° reiative to the arrangement of guides 204’ on the other side. The guides are in the form of slots, grooves or channels. A central circular portion 242 of the disc is of increased thickness, and the guides are defined in this central circular portion. A through-hole 212 is located through the centre of the disc.
In the assembled suspension arrangement the circumferential flanges of the hub and the support member extend towards opposite surfaces of the suspended member at a location spaced radially outwardly from the thicker central circular portion. The suspended member has a rim 244 around its outer circumferential edge on which a tyre 245 Is located. A solid tyre is shown. A pneumatic tyre could also be used.
Similar to the arrangement of Figures 5A to 5C, linking elements 214 in the form of spherical members or balls 214 are located between and link together pairs of guides 204,208 in the suspended member 210 and the support member 202. Each linking element links a tangential guide 204 of the suspended member with a radial guide 208 of the support member. Linking elements 214 in the form of spherical members or balls 214 are also located between and link together pairs of guides 204’,208’ in the suspended member 210 and the hub 206. Each linking element links a tangential guide 204’ of the suspended member with a radial guide 208’ of the hub.
The balls 214 are captive between the grooves 204,204’ of the suspended member and the grooves 208, 208’ of the support member 202 and hub 206 respectively. The diameter of the balls is the same as the width, or the radius of curvature, of the grooves.
Like the arrangement of Figures 5A to 5C, in the arrangement of Figures 7A to 7L a cavity 219 is formed around the axle 207 defined by the through hole 212 in the suspended member 210 and the inner surfaces of the support 202 and hub 206. The system of grooves and balls of the suspension arrangement allows radial movement of the suspended member, and thus of the cavity, relative to the axle. The surfaces and system of balls and guides forms a movable seal around the cavity. The cavity around the axle is filled with a viscous medium or liquid, for example, oil. The shape of the linking elements (balls) and guides is such that the linking elements can move against the oil while not being forced from the guides. This arrangement damps radial movement of the suspended member relative to the axle or hub at least partly due to the oil damping the movement of the linking elements along the grooves. As illustrated in Figure 7K, if the suspended member is displaced from the axis of rotation when the suspended member nits a bump in the road, the radial movement of the suspended member back to the axis of rotation illustrated in Figure 7L is damped. In other words, the arrangement described viscously couples the hub and the suspended member. The viscosity of the viscous medium in the cavity can be varied to vary the damping effect.
Figures 7A, 7D, 7H, 71, and 7J show a bearing 250 located inwardly of the support member 202 for supporting the axle 2C7 of the hub 206 and for attaching the suspension arrangement to a vehicle. The bearing 250 is a disc having tabs 280, with through-holes 282 through each of them, around its circumference. Fastenings (not shown), such as bolts, can be located through the through-holes for ^stening the bearing and thus the suspension arrangement to a vehicle. The bearing has a central shank 284, with a through-hole through it, through which the axle of the hub is located. The support member is rotatably mounted, by means of bearings 286, 288 and bearing supports 292, 294, on the shank.
As an alternative to linking elements in the form of balls described above, sliders 400 of the type illustrated in Figure 8A could be used. The sliders are each made from a pair of elements 402,404 pivotably connected together. In the example of Figure 8. the elements are shown perpendicular to one another. From the side, each element is rectangular in shape with rounded or semi-circular ends 406, a so-called obround. One of the elements of each slider is located in one guide of a pair of guides (for example, in a guide 208 of the support member 202) and one of the elements is located in the other guide of the pair (for example, in a guide 204 of the suspended member 210). As the suspended member rotates relative to the hub and the support member, the angle between the guides of each pair of guides changes (as shown in Figure 9A) and the two elements of each slider can pivot relative to each other to accommodate the change in angle.
Further alternative linking elements are illustrated in Figures 8B and 8C. The linking element of Figure 8B is in the form of a pin 410 with a flange 412 around the middle. One end of the pin rests in each guide 204,208 (shown dashed in Figure 8B) of the pair being linked together. The flange rests in between the members linked together (for example a support member 202 and a suspended member 210).
The linking element of Figure 8C is in the form of a pin 420 with caps 422 at both ends. The caps project radially outwardly beyond the edge of the pin. This linking element links together guides 204, 208 in the form of open slots through neighbouring members (for example a support member 202 and a suspended member 210). The pin extends through both guides of the pair and one cap rests on the outer sur^ce of one of the members being linked together and the other cap rests on the outer surface of the other member being linked together.
In the suspension arrangement 200, the linking elements tend, or are urged, to be centralised within the guides. This can be done in a number of ways, which are described below.
One example is illustrated in Figures 9A and 9B that uses compression springs 500, 502 to centralise the linking arrangements within the guides. In this arrangement a pair of compression springs 500,502 in the form of coil springs are located in each guide (a guide 208 of the hub and a guide 204’ of the suspended member 210 are illustrated). One compression spring 500,502 of each pair is located on either side of each linking element in this example, an obround slider 400 as described above and illustrated in Figure 8. In use, as shown in Figure 9A, as the centre of the suspended member is moved from the axis of rotation 209 as, for example, the suspended member hits a bump in the road, and/or as the suspended member rotates reiative to the hub as, for example, a torque is applied to the hub, one of the compression springs 500 of the pair is compressed and the other 502 is extended as the slider slides in its guides. As the suspended member continues to rotate, both of the compression springs tend to centralise the slider in its guide as they tend to return to their neutral position as shown in Figure 9B. The movement of the suspended member is damped by the viscous fluid in the cavity 219.
Alternatively, compressed air, or other gas, could be used to apply a force to the linking arrangements to tend to centralise the linking arrangements in their guides. Other fluids or hydraulics could alternatively or additionally be used to apply a force to the linking arrangements to tend to centralise the linking arrangements in their guides. An active control system could be used to control the force acting on the linking arrangements provided by the fluid. Such an arrangement may include sensors to measure the position of the linking arrangements to be provided to the control system.
Another example of a system to centralise the linking elements within the guides is illustrated in Figures 10A to IOC. The suspension arrangement of Figure 10A to IOC is similar to the suspension arrangement of Figures 7A to 7L and like features have been given like reference numerals.
In this system a torque is applied between the support member 202 and the hub 206 to cause the linking elements 400 to centralise within the guides. This can be achieved in principle by to braking or accelerating the rotation of the support member relative to the hub.
The suspension arrangement of Figures 10A to 10C includes a brake disc 500 connected to the support member 202 as follows. A boss 502 is located between the support member and the brake disc. The brake disc is connected to the boss by bolts (not shown) passing through through-holes 504 circumferentially spaced around brake disc and tightened to threaded holes in the boss. The boss is connected to the support member by bolts 506 passing through through-holes 508 circumferentially spaced around the support member and tightened to threaded holes in the boss 510.
In the arrangement of Figures 10A to 10C, the drive shaft 207 is connected to the hub 206 by a boss 512 as follows. The boss is located on the hub and connected to it by bolts 514 passing through through-holes 516 circumferentially spaced around the hub and tightened to threaded holes 518 in the boss. The boss is connected to the drive shaft by a bolt 520 passing through a through-hole 522 in the centre and tightened to a threaded hole in the end of the drive shaft.
The example of Figures 10A to IOC includes linking elements in the form of sliders 400 with an obround configuration as described above and illustrated in Figure 8.
In contrast to the arrangement of Figures 7A to 7L, the guides of the suspended member 204,204' of Figures 10A to IOC are in the same orientations on both sides of the suspended member.
In use, brake callipers (not shown) act on the brake disc 500, which applies a torque to the support member 202 relative to the hub 206. The torque causes an angular displacement between the support member and the hub, and so the torque urges the linking elements 400 to centralise within their guides.
The system to centralise the linking elements 400 within the guides by producing a torque between the support member 202 and the hub 206 may advantageously be used at relatively low vehicle travel speeds only (for example, less than lOmph (16km/h), less than 20mph (32km/h), less than 30mph (48km/h), or less than 40mph (64km/h)). At higher speeds, above the example speeds, hydraulics or other fluids acting on the linking elements, as described above, may be used to urge the linking elements to centralise within the guides as the vehicle’s wheels roll. As vehicle travel speed increases, the hydraulics or other fluids acting on the linking elements may thus be introduced to act in combination with the braking arrangement. As vehicle travel speed becomes yet higher, the hydraulics or other fluids acting on the linking elements may be used alone to urge the linking elements to centralise within the guides. A suitable control system is provided to control the braking and hydraulics or other fluids as required. The control system includes sensors to measure vehicle travel speed and a computer controller implementing a control algorithm in software or hardware or a combination of software and hardware.
An alternative suspension arrangement to that shown in Figures 10A to 10C is shown in Figure 11 and like features to those in Figures lOAto IOC have been given like reference numerals. In the example of Figure 11, the linking elements 600 extend between guides in the support member 202 and guides in the hub 206. The linking elements extend through guides in the suspended member 210, in the form of through-holes through the suspended member. The linking elements are each in the form of a rod.
Figures 12A and 12B illustrate an alternative example configuration of the guides of the hub, support member and suspended member of the suspension arrangement. Like features to those in Figures 5A to 5C have been given like reference numerals.
In this example, the hub 206 and support member 202 each have the same arrangement of guides. They each have guides extending radially along their respective member. Like the example of Figures 5A to 5C, the guides are spaced apart, equally, circumferentially around the hub and the support member, but, in this example, eight guides are spaced around the hub and the support member at 45° intervals.
The suspended member 210 has guides 204 which extend tangentially to the suspended member. That is to say, the guides extend perpendicular to radii of the disc spaced apart, equally, around the hub, in this example at 45° intervals. In other words, the hub and the suspended member have a plurality of pairs of guides; the suspended member and support member have a plurality of pairs of guides; and guides of each pair are linked together by linking elements.
Figures 12A and 12B also show a bearing 250 located inwardly of the support member 202 for supporting the axle 207 of the hub and to attach the suspension arrangement to a vehicle. The bearing 250 is a disc having a flanged through-hole 252 through its centre. The flange projects outwardly towards the support member, through the through-holes in the centres of both the support member 202 and the suspended member 210.
The bearing 250 is pivotally connected to the chassis of a vehicle (not shown), such that the entire suspension arrangement can be turned to steer the vehicle.
Figures 13A and 13B illustrate a further alternative example configuration of the suspension arrangement and like features to those in Figures 5A to 5C have been given like reference numerals.
In this example, the hub 206 and support member 202 have the same arrangement of guides as those of Figures 5A to 5C. However, the suspended member 210 has guides 204 which extend tangentially to the suspended member. That is to say, the guides 204 extend perpendicular to radii of the hub spaced equally around the hub, in this example at 90° intervals.
Like the example of Figures 12A and 12B, the example of Figures 13A and 13B also includes a bearing 250 located inwardly of the support member 202 to carry the axle 207 of the hub 206 of the suspension arrangement and to attach the suspension arrangement to a vehicle. The bearing 250 is a disc having a through hole 252 through its centre through which the axte 207 extends. The surfaces 254,256 of the bearing and support member facing one another include a guide 258 or groove extending circumferentially all the way around each of the members. Linking elements 260, in this example, balls are located in and between the guides 258 such that the bearing bears the support member and allows relative rotation between the bearing and the support member about the axis 209.
The examples of Figures 14A to 14D illustrate many configurations of a steering system for a vehicle 300 using the compact, independent suspension arrangements described above. Figure 14A iilustrates that the wheeis 302 of the vehicle can all be aligned with the longitudinal axis of the vehicle, such that the vehicle moves in a straight line in the direction of the longitudinal axis of the vehicle (the normal or usual direction of travel). Figure 14B illustrates that a pair of front wheels of the vehicle can steer in one direction and a pair of rear wheels can steer in the opposite direction to give a small turning circle. Figure 14C illustrates that the outer edges 304 of all the wheels can be turned inwardly and the inner edges 306 of the wheels can be turned outwardly so that the vehicle turns about an axis extending upwardly from the centre of the vehicle. Finally, Figure 14D illustrates that the wheels can all be aligned with the transverse axis of the vehicle, such that the vehicle moves in a straight line in the direction of the transverse axis of the vehicle, for example to park in a parking space.
Examples have been described in which torque is provided directly to the hub, for example from axle 207 connected to an electric motor. Torque could be provided directly to any of the elements or members of the suspension arrangement, such as the support member or suspended member, through an electric motor or any other means, or by applying a braking torque. The suspension arrangement may also be applied to a wheel that is not driven. For example, the suspended member may rotate as it rolls along the ground or “free-wheels”, for example, if the wheel of the suspension arrangement is unpowered, but another wheel or wheels of the vehicle are powered.
Advantageously, a driving torque is presided to the suspended member, and a control torque, to urge the linking elements to be centralised within the guides, is provided to the support member only or to the support member and to the hub.
While linkages or linking elements between guides have been described in the form of spherical elements, such as balls, alternatively, the linking elements could comprise pins or rods or any other suitable structure.
In the examples described, four and eight guides are described in the hub, support member and suspended member. However, other numbers of equally spaced guides are possible.
The hub, suspended member and support member are described as comprising a plurality of pairs of guides, wherein the guides of each pair are at an angle to one another and are linked together by linking elements so that the suspended member is radially moveable relative to the hub, and the suspended member is rotatable with the hub and rotatable relative to the hub within predetermined angular limits.
However, other arrangements for achieving this could be used.
Examples have been described with particular reference to use with individual electric motors for each wheel. However, the suspension arrangement could be used in vehicles powered by a single motor or an internal combustion engine.
Examples have been described in which damping is provided by one or more viscous elements. The viscosity of the viscous element or elements may be such that it may be varied by varying an applied electric field or magnetic field, for example, through an electrode or electrodes applied to the viscous element or elements in a known way.
The use of a ball as a linking element is particularly suitable for use in low weight devices, which experience only light bumping, such as wheelchairs, trolleys, or wheeled suitcases. For devices with higher weights, such as cars, linking elements such as the obround element of Figure 8A, the pin with the flange in the middle of Figure 8B, or the pin with capped ends of Figure 8C are more suitable.
The linking elements and arrangements for urging the linking elements to be centralised within the guides described herein can be used in combination in the same suspension arrangement. Preferably, arrangements for urging the linking elements to be centralised within the guides in the form of springs, electrical arrangements, or variable oil and air pressure as described above are used at low vehicle speeds. Preferably, arrangements for urging the linking elements to be centralised within the guides in the form of hydraulics or other fluids such as air or fixed oil pressure as described above are used at higher speeds.
Embodiments of the present invention have been described with particular reference to the examples illustrated. However, the skilled person would appreciate that variations and modifications may be made to the examples described within the scope of the present invention.
Claims (48)
1. A suspension arrangement comprising; a hub rotatable about an axis; and a Suspended member radially moveable relative to the hub; wherein radial movement of the suspended member relative to the hub is damped.
2. A suspension arrangement according to claim 1, wherein the suspended member tends to centralise about an axis of rotation of the hub as the suspended member rotates.
3. A suspension arrangement according to claim 1, wherein a restoring force urges the suspended member towards a centralised position about an axis of rotation of the hub.
4. A suspension arrangement according to any preceding claim, wherein the hub and the suspended member comprise a plurality of pairs of guides, wherein the guides of each pair are at an angle to one another and are linked together by linking elements.
5. A suspension arrangement according to claim 4, wherein the guides of the hub extend generally tangentially to the hub.
6. A suspension arrangement according to claim 4, wherein the guides of the suspended member extend generally tangentially to the suspended member.
7. A suspension arrangement according to claim 4 or 6, wherein the guides of the hub extend generally radially to the hub.
8. A suspension arrangement according to claim 4 or 5, wherein the guides of the suspended member extend generally radially to the suspended member.
9. A suspension arrangement according to any preceding claim, wherein the suspension arrangement comprises a support member for supporting the suspended member.
10. A suspension arrangement according to claim 9, wherein the support member comprises a brake.
11. A suspension arrangement according to claim 9 or claim 10, wherein the support member and the suspended member comprise a plurality of pairs of guides, wherein the guides of each pair are at an angle to one another and are linked together by linking e ements.
12. A suspension arrangement according to claim 11, wherein the guides of the support member extend generally tangentially to the support member.
13. A suspension arrangement according to claim 11, wherein the guides of the support member extend generally radially to the support member.
14. A suspension arrangement according to any of claims 4 to 13, wherein at least some of the guides comprise slots.
15. A suspension arrangement according to any of claims 4 to 13, wherein at least some of the guides comprise grooves.
16. A suspension arrangement according to any of claim 4 to 15, wherein the linking elements are urged towards the centre of their guides.
17. A suspension arrangement according to any of claims 4 to 15, wherein the linking elements are urged away from at least one end of their guides.
18. A suspension arrangement according to any of claim 4 to 17, wherein the linking elements comprise substantially spherical members.
19. A suspension arrangement according to any of claims 4 to 17, wherein the linking elements comprise pins.
20. A suspension arrangement according to any of claims 4 to 17, wherein the linking elements comprise sliders.
21. A suspension arrangement according to any preceding claim, wherein the suspended member comprises a wheel.
22. A suspension arrangement according to any preceding claim, wherein the suspended member comprises a carrier for a wheel.
23. A suspension arrangement according to claim 21 or claim 22, wherein the wheel comprises a solid tyre.
24. A suspension arrangement according to any preceding claim, wherein the diameter of the suspended member is greater than the diameter of the hub-
25. A suspension arrangement according to any preceding claim, wherein the hub and the suspended member are spaced aiong the axis of rotation of the hub.
26. A suspension arrangement according to any preceding ciaim, wherein the radial movement of the suspended member relative to the hub is damped by an element between the hub and the suspended member.
27. A suspension arrangement according to any preceding claim, wherein the radial movement of the suspended member relative to the hub is viscously damped by a viscous element and/or coil spring and/or electromagnetic unit which can be controlled by a central computer.
28. A suspension arrangement according to claim 27 where a central computer can use inbuilt sensors to pick up on surface irregularity’s and soften to reduce the impact. Central computer could be linked to an advanced satellite navigation system where the hardware can analyse the current speeds and conditions then calculate If the vehicle should be slowed or suspension stiffened for upcoming corners.
29. A suspension arrangement according to claim 27, wherein the viscous element comprises at least one of a polymer, a hydraulic fluid or oil.
30. A suspension arrangement according to claim 27 or claim 28, wherein a cavity, between the hub and the suspended member, is radially displaceable relative to an axle supporting the hub and contains the viscous element, coil spring or/and electro-magnet.
31. A suspension arrangement according to claim 29, wherein the cavity is defined by the hub, the suspended member and another member.
32. A suspension arrangement according to claim 29 or claim 30, wherein the cavity has a movable seal.
33. A suspension arrangement according to claim 1, wherein the suspension arrangement is arranged such that torque is provided to the rotatable hub to rotate the hub.
34. A suspension arrangement according to claim 1, wherein the suspension arrangement is arranged such that torque is provided to the suspended member to rotate the hub.
35. A suspension arrangement according to claim 9, wherein the suspension arrangement is arranged such that torque is provided to the support member to rotate the hub.
36. A suspension arrangement according to claim 32 or claim 34, wherein the torque is provided by an electric motor.
37. A suspension arrangement according to any preceding claim, wherein the suspended member is rotatable with the hub.
38. A suspension arrangement according to any preceding claim, wherein the suspended member is rotatable relative to the hub within predetermined angular limits.
39. A method for suspending a susoended member, the method comprising: rotating a hub about an axis; and damping radial movement of a suspended member relative to the hub.
40. A method for suspending a suspended member according to claim 38, wherein a restoring force urges the suspended member towards a non rotated or central position relative to the hub.
41. A suspension arrangement as substantially hereinbefore described with reference to and as illustrated by the accompanying drawings of Figures 3A to 14D.
42. A method for suspending a suspended member as substantially hereinbefore described with reference to and as illustrated by the accompanying drawings of Figures 3A to 14D.
43. With the use of hydraulic, electromagnets and/or coil spring systems, an energy recovery system (ERS) may be integrated.
44. A ERS arrangement according to claim 42 will absorb the energy generated within the cavities 209 charging an on-board battery, where the recovered energy stored within a battery could be distributed between each independent motor or individual suspension unit or the power could be directed straight back into the wheel within a wheel unit
45. A suspension unit according to claim 42 may generate energy by the following events: cornering due to the weight transfer, braking, acceleration, irregularities within the road surface and changes in gradient.
46. Research and development will occur on the tyres used. Harder tyres will generate more vibration therefore generating more energy that the Wheel within a wheel can absorb.
47. At stationary the suspension unit would naturally compress, to prevent this, the hub 206 may be rotated against one another, tightening onto the central suspended member 210, holding the centre of the wheel at a consistent height and release once the vehicle begins to move.
48. Each wheel may be steered, braked, accelerated or height adjusted independently, allowing perfect wheel alignment and creating the perfect cornering wheel radius as shown in figure 14A, B and C. Acceleration and braking can be fully adjustable to suit the road surface and conditions.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB1502140.5A GB2539866A (en) | 2015-02-09 | 2015-02-09 | Wheel within the wheel |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB1502140.5A GB2539866A (en) | 2015-02-09 | 2015-02-09 | Wheel within the wheel |
Publications (3)
Publication Number | Publication Date |
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GB201502140D0 GB201502140D0 (en) | 2015-03-25 |
GB2539866A true GB2539866A (en) | 2017-01-04 |
GB2539866A8 GB2539866A8 (en) | 2017-01-18 |
Family
ID=52746366
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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GB1502140.5A Withdrawn GB2539866A (en) | 2015-02-09 | 2015-02-09 | Wheel within the wheel |
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GB (1) | GB2539866A (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2019081664A1 (en) * | 2017-10-26 | 2019-05-02 | Super Wheel System Ltd | An energy transfer system |
US12017498B2 (en) | 2021-06-07 | 2024-06-25 | Apple Inc. | Mass damper system |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
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EP0344923A1 (en) * | 1988-05-16 | 1989-12-06 | Bose Corporation | Vehicle suspension system |
US6257604B1 (en) * | 1998-11-13 | 2001-07-10 | Conception Et Developpement Michelin S.A. | Assembly containing a wheel and a suspension integrated with the wheel |
US20060012144A1 (en) * | 2004-06-15 | 2006-01-19 | Massachusetts Institute Of Technology | Wheel-embedded suspension |
EP1906039A1 (en) * | 2005-07-11 | 2008-04-02 | Bridgestone Corporation | Shaft coupling and in-wheel motor system using the same |
-
2015
- 2015-02-09 GB GB1502140.5A patent/GB2539866A/en not_active Withdrawn
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0344923A1 (en) * | 1988-05-16 | 1989-12-06 | Bose Corporation | Vehicle suspension system |
US6257604B1 (en) * | 1998-11-13 | 2001-07-10 | Conception Et Developpement Michelin S.A. | Assembly containing a wheel and a suspension integrated with the wheel |
US20060012144A1 (en) * | 2004-06-15 | 2006-01-19 | Massachusetts Institute Of Technology | Wheel-embedded suspension |
EP1906039A1 (en) * | 2005-07-11 | 2008-04-02 | Bridgestone Corporation | Shaft coupling and in-wheel motor system using the same |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2019081664A1 (en) * | 2017-10-26 | 2019-05-02 | Super Wheel System Ltd | An energy transfer system |
US11485448B2 (en) | 2017-10-26 | 2022-11-01 | Super Wheel System Ltd. | Energy transfer system |
US12017498B2 (en) | 2021-06-07 | 2024-06-25 | Apple Inc. | Mass damper system |
Also Published As
Publication number | Publication date |
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GB2539866A8 (en) | 2017-01-18 |
GB201502140D0 (en) | 2015-03-25 |
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