GB702454A - Improvements in or relating to independent spring suspension of wheels of motor vehicles - Google Patents

Abstract

702,454. Spring suspensions. BASTOW, D., and MORGAN, H. R.' June 11, 1951 [June 12, 1950], No. 14611/50. Class 108(2), In a mounting for an independently sprung vehicle wheel which is driven by a prime mover on the vehicle, wherein the transmission from the prime mover to the wheel comprises a rotary transmission shaft coupled at one end through a first universal coupling to the prime mover, and at the other end, through a second universal coupling to the wheel, the transmission shaft constitutes a link, which acts, together with other restriction means, to restrict movement of the wheel, relative to the vehicle, to the appropriate up and down movement and.the wheel is permitted to swivel, for steering about an axis which passes through the second universal coupling. In the arrangement shown in which an upper wishbone link 8 is pivotally connected to a wheel-bearing carrier 5 and a frame 10, the wheel is carried on a spindle 3 and is driven by a " live " halfaxle 6 which constitutes a lower link of the suspension. Links 17 pivotally connected to the lower ends of the carriers 5 on opposite sides of the vehicle, extend forwardly or rearwardly of the wheels and are connected by an anti-roll bar 18 which is carried in rubber bushes 19 on the frame 10. In a modification, Figs. 4, 5 and 6 (not shown), the upper link 8 is replaced by a leaf spring pivotally connected to the upper end of the carrier 5 and secured at its other end to the frame 10. A telescopic shock absorber is located between the pivotal connection of the spring and the frame. A brake drum may be attached to a part driving the half axle 6. In another arrangement, Figs. 7, 8 and 9 (not shown), in which the carrier 5 is connected to the frame through an upper rigid link as in the Fig. 1 arrangement, additional links are pivotally connected to the upper and lower ends of the carrier respectively and to points on the frame forwardly or rearwardly of the wheel. In a modification, the additional links may be pivoted to the frame on a common pivot and these links may be formed at an integral unit. In another arrangement, Figs. 10, 11 and 12 (not shown), the carrier 5 is extended to form a. king-pin which is swivalable in a steering head having trunnion pins by which the head is hinged to the top link 8. The suspension spring may be a torsion spring and the links 8 on opposite sides of the vehicles may be interconnected by an anti-roll bar. The king-pin and steering head may be in screw-thread engagement at the upper part of their length and a steering pin may be attached to the top of the king-pin or otherwise. The link 8 may be hinged to the frame by metal to metal bearings or through rubber bushes which may constitute the suspension spring. In a modified arrangement, Fig. 13 (not shown), the wheel is driven from the axle 6 through a pinion and gearwheel, both of which are located on bearings carried within the carrier 5. In an application of this arrangement. Figs. 14 and 15 (not shown), the wheel is driven by upper and lower live half axles which are geared to a common driving member on the frame and the carrier is pivotally connected to the frame by upper and lower links 17, extending forwardly or rearwardly of the wheel. According to the Provisional Specification, modifications of the arrangements described above are applicable to non- steerable wheels. - -