KR101027409B1 - Suspension system for a vehicle - Google Patents

Abstract

The suspension system of the present invention pivotally supports a wheel of an automobile. The upper control arm and the lower control arm are interoperable with the spindle supporting the wheel. The vibration damper is interoperable with the upper control arm. The link interacts with one of the lower control arm and the terminal end of the vibration damper to define a common axis that bisects the link. The vibration damper is moved along a common axis to absorb vibrations transmitted through the wheel from the road surface.

Description

Suspension System for Vehicles {SUSPENSION SYSTEM FOR A VEHICLE}

This application claims priority to US Provisional Application No. 60 / 945,613, filed Jun. 22, 2007, and US Provisional Application No. 60 / 952,089, filed July 26, 2007.

The present invention relates to a vehicle wheel suspension system, and more particularly to a vehicle wheel suspension system comprising a vertical damper strut for absorbing vibrations transmitted through the wheel from the road surface.

 Like many systems in automobiles, suspension systems perform complex functions. The suspension system maintains the alignment of the wheels of the car when driving, limits the movement of the car's body during cornering and when bumping, and provides a smooth and comfortable ride for passengers and drivers. Various suspension systems are known in the art. The short-long arm (SLA) suspension system has been common in its vehicles for many years. In the SLA system, each wheel is independently connected to the vehicle's frame by steering knuckles, ball joint assemblies and upper and lower control arms.

The double-wishbone suspension system includes a number of parts such as a vehicle frame, lower arm, upper arm, hubs and dampers for supporting the wheel assembly. The upper and lower control arms serve as locators to fix the position of the suspension system and its components relative to the vehicle and with bushings that allow the wheel assembly to move up and down individually according to uneven road surface. It is attached to the frame.

The prior art includes various suspension systems having at least one yoke or link element for interconnecting with a shock absorber mounted between the vehicle body and the lower arm. These systems are described in US Pat. No. 4,377,298 to Finn et al .; US Patent No. 4,583,759 to Kami et al .; US Pat. No. 5,375,870 to Smith et al. U. S. Patent No. 4,377, 298 to Fin et al. Discloses a vehicle wheel suspension system having a shock absorber mounted between a vehicle body and a lower arm, for example. The clevis or yoke portion is formed from a pair of leg portions and is formed from a back flex double sheet metal form and is connected to the neck or collar to engage the shock absorber. Clevis disclosed in US Pat. No. 4,377,298 to Fin et al. Does not teach or suggest a reinforcing structure formed on clevis and requires a plurality of members to form the clevis.

US Pat. No. 4,583,759 to Cami et al. Teaches an upper suspension arm support structure having, for example, a shock absorber mounted between the vehicle body and the lower arm. The clevis is forged from metal and has a neck for engaging the shock absorber, the pair of legs extending to their respective distal ends and connected to the lower arm by fasteners. Clevis of US Pat. No. 4,583,759 to Cami et al. Does not teach or suggest a reinforcing structure formed on clevis, and a plurality of members are required to form the clevis. In addition, Clevis of US Pat. No. 4,583,759 to Kami et al. Is forged from metal, which negatively affects the overall weight of the system.

Thus, an improved suspension that can reduce the mass of clevis, reduce the effects of vibration and the resulting noise, add structural integrity to the suspension system, and increase the performance of drive line applications with low cost and high volume. There is an opportunity for the system and its manufacturing method.

The suspension system of the present invention maintains the alignment of the wheel assembly of the vehicle with respect to the driving of the vehicle, limits the movement of the vehicle's body during cornering and when traveling over bumps, and provides a smooth and comfortable ride for passengers and drivers. The suspension system has various components such as a frame of the vehicle, a lower control arm, an upper control arm, a hub or spindle for supporting the wheel assembly, and a vibration damper. The upper control arm and lower control arm of the suspension system are capable of interacting with a spindle defining an axis of rotation and interacting with a hub supporting the wheel assembly. The vibration damper has first and second terminal ends, one of which is capable of interacting with the upper control arm.

The link or clevis is a monolithic structure and generally has a uniform thickness. The link interconnects the lower control arm and the second terminal end of the vibration damper. The link and vibration damper define a common axis that bisects the link and extends in a direction different from the direction of the rotation axis. The vibration damper is movable along a common axis and absorbs vibrations transmitted through the wheel from the road surface. The links are stamped from blanks formed from metals, metal alloys, and combinations thereof. The link includes a neck having a generally circular cross section for receiving a vibration damper and a pair of spaced leg portions.

The reinforcing rib is deformed inside each leg portion to prevent the leg portion from bending as a vibration damper that absorbs the vibration transmitted from the road surface through the wheel. The reinforcing ribs are also tapered and deformed from the distal end into the neck to increase the strength of the link. The reinforcement ribs provide a first width portion in which the reinforcement ribs extend from the distal end to the neck, a second width portion in which the leg portion is converted into the neck portion, and a third width portion in which the reinforcement rib is further tapered over the neck portion. The neck includes a terminal edge and a seam extending therebetween. The seam receives a connector for securing the link to the vibration damper. Each leg portion provides a face portion with opposed peripheral edges extending outwardly from the face portion, and is tapered near the distal end to provide a distal end that generally has a flat cross section.

It is an advantage of the present invention to provide an improved link for a suspension system that is stamped from sheet metal that provides a lightweight alternative to steel casting links known in the art.

Another advantage of the present invention is to provide an improved link for a suspension system that reduces the mass of the improved link.

Another advantage of the present invention is to provide an improved link that prevents the leg portion from flexing with a vibration damper having at least one reinforcing rib deformed inside each leg portion of the link to absorb vibrations transmitted through the wheel from the road surface. It provides the structural integrity of the link and the entire suspension system.

Another advantage of the present invention is to provide an improved mounting structure for mounting the right and left suspension assemblies as one unit to the vehicle body.

It is clear that other advantages of the present invention can be better understood by reference to the following detailed description when considered in connection with the accompanying drawings.

Referring to the drawings in which like reference numerals designate like or corresponding parts, the suspension system of the present invention is generally shown at 10 in FIGS. 1 and 2. The suspension system 10 maintains the alignment of the wheel assembly 12 of the car (not shown) with respect to the progression of the car, limits the movement of the car's body during cornering and when traveling over bumps, for passengers and drivers Provides a smooth and comfortable ride. The suspension system 10 supports the frame 14 of the vehicle (partially only shown in FIG. 1), the lower control arm 16, the upper control arm 18, the wheel assembly 12 and define the axis of rotation A. And a plurality of parts such as a hub or spindle 20 and a vibration damper or strut 22. The upper and lower control arms 18, 16 function as locators to fix the position of the suspension system 10 and its components relative to the vehicle, and allow the wheel assembly 12 to move up and down individually according to the unevenness of the road surface. Is attached to the frame 14 with a bushing. For those in the automotive industry, the suspension system 10 described above and in more detail below does not depart from the scope of the short-long arm (SLA) suspension system, the double wishbone suspension system and the present invention common to its own vehicle for many years. It will be apparent that there may be other types of suspension systems.

The vibration damper 22 has first and second terminal ends 24, 26, and the second terminal end 26 interacts with the upper control arm 18. A link or clevis, generally indicated at 30 in FIGS. 1-3, interconnects the vibration damper 22 and the lower control arm 16, as shown in FIG. As disclosed in US Provisional Application No. 60 / 945,613, filed Jun. 22, 2007, the entire content of which is incorporated herein by reference, and US Provisional Application No. 60 / 952,089, filed July 26, 2007, link 30 ) Is stamped from the blank of the metal, metal alloy and combinations thereof while the blank passes through the progressive die tool, the line die tool or the transfer die tool.

The link 30 has a monolithic structure and is generally of uniform thickness, as best shown in Figure 3b. The link 30 interconnects the lower control arm 16 and the second terminal end 26 of the vibration damper 22. As best shown in FIG. 2, the link 30 and the vibration damper 22 define a common axis B which bisects the link 30 and extends in a direction different from the direction of the rotation axis A. As shown in FIG. The vibration damper 22 is movable along the common axis B to absorb vibrations transmitted from the road surface through the wheel assembly 12.

With reference to FIG. 3A, the link 30 is also defined by a neck 32 having a circular cross section and a pair of opposing leg portions 34, 36 extending from the neck 32 to the distal ends 38, 40. A plurality of welding openings 41 are defined at the neck 32 so as to weld the neck 32 to the vibration damper 22 and are formed at the periphery. Each distal end 38, 40 defines an opening 42, 44 to receive a fixture 46 to secure the link to the lower control arm 16. The neck 32 extends from the terminal edges 50, 52 and the respective terminal edges 50, 52 and circumscribes the neck 32 as best shown in FIGS. 1 and 2 and vibrating dampers 22. And a pair of lip portions 54, 56 for receiving a connector 58 extending to engage the terminal end of the.

Referring again to FIGS. 3A and 3B, each leg portion 34, 36 generally has a periphery, indicated at 58 and extending to a common flange 60 to reinforce the link 30. . The common flange 60 also extends to enclose a pair of lip portions 54, 56. The flange 60 is tapered (not shown) close to the distal ends 38, 40 of the respective leg portions 34, 36. Optionally, as shown in FIG. 3A, without limiting the scope of the invention, the flange 60 partially circumscribes the distal ends 38, 40. Peripheral portion 58 generally defines a curved portion 62, as shown in FIG. Peripheral portion 58 generally defines a straight portion (not shown).

A pair of reinforcing ribs 62, 64 are formed inside each leg portion 34, 36. As shown in FIG. Ribs 62 and 64 also extend to neck 32 and taper in opposite directions from distal ends of each leg 34 and 36 to increase the strength of link 30. Reinforcing ribs 62, 64 span the neck 32 and leg portions 34, 36. The reinforcing ribs 62 and 64 have a first width 66 where the reinforcing ribs 62 and 64 extend from the distal end to the neck 32 and the respective leg portions 34 and 36 are converted to the neck 32. The second width portion 68 is formed, and the reinforcing ribs 62 and 64 have a third width portion 70 which is further tapered at the neck portion 32.

4 depicts a first alternative embodiment of the link of the invention, generally indicated at 100. Without limiting the scope of the present invention, reference numerals are reflected to distinguish the embodiment of the link shown in FIG. 3A from the first alternative embodiment shown in FIG. The link 100 is defined by a neck 102 having a circular cross section and a pair of opposing leg portions 104, 106 extending from the neck 102 to the distal ends 108, 110. A plurality of welding openings 111 defined at the periphery of the neck 102 are formed to weld the neck 102 to connect the neck 102 to the vibration damper 22. The neck 102 includes terminal edges 112 and 114 spaced apart from each other to form a seam. All other parts of the link 100 are identical to the link 30 shown in FIGS. 3A and 3B.

Figure 5 shows a second alternative embodiment of the link of the present invention, indicated generally at 200. The reference numerals are reflected to distinguish the embodiment of the link shown in FIGS. 3A and 4 from the second alternative embodiment shown in FIG. 5 without limiting the scope of the present invention. Referring to FIG. 5, the link 200 is defined by a neck 202 having a circular cross section and a pair of opposing leg portions 204 and 206 extending from the neck 202 to the distal ends 208 and 210. In order to connect the neck 202 to the vibration damper 22, a plurality of welding openings 211 defined at the periphery of the neck 202 is formed. Each distal end 208, 210 defines an opening 212, 214 for receiving a fixture 46 for securing the link to the lower control arm 16. The neck 202 accommodates terminal edges 216 and 218 and a connector 58 that extends to circumscribe the neck 202 and engage with the terminal end of the vibration damper 22 as best shown in FIG. A pair of ribs 220, 222 extending from each terminal edge 216, 218.

Referring again to FIG. 5, each leg portion 204, 206 is generally indicated at 224 and has a periphery extending to the common flange 226 to reinforce the link 200. The common flange 226 also extends to enclose a pair of lip portions 220, 222. Periphery 224 generally defines linear feature 228. A pair of reinforcing ribs 230, 232 is formed inside each leg portion 204, 206. Reinforcing ribs 230, 232 also extend to neck 202 and taper in opposite directions from distal ends of each leg 204, 206 to increase the strength of link 200. The reinforcing ribs 230, 232 span the neck 202 and the leg portions 204, 206. Reinforcing ribs 230, 232 have a uniform width or a variable width.

FIG. 6 shows a third alternative embodiment of the link of the invention, generally indicated at 300. Without limiting the scope of the present invention, reference numerals are reflected to distinguish the embodiment of the link shown in FIG. 3A from the first alternative embodiment shown in FIG. When the link 300 is formed by joining a neck 306 having a circular cross section, it is generally formed of two parts, indicated by reference numerals 302 and 304, and the pair of opposing leg portions 308, 310 are necked. It extends from 306 to distal ends 312 and 314. A plurality of welding openings 315 defined at the periphery of the neck 306 are formed to connect the neck 306 and the vibration damper 22. The neck 306 includes terminal edges 316A-B and 318A-B spaced apart from each other to form a seam. As the parts 302, 304 circumscribe the terminal end 26 of the vibration damper 22, the parts 302, 304 are welded thereto. All other parts of the link 300 are identical to the link 30 shown in FIGS. 3A and 3B.

Suspension system 10 of the present invention is disclosed in US Pat. US Patent No. 4,583,759 to Cami et al .; It offers a number of advantages over prior art such as US Pat. No. 5,375,870 to Smith et al. The improved links 30, 100, 200, 300 are stamped from lightweight sheet metal in place of steel casting links known in the art. Another advantage of the improved link for the suspension system 10 is the reduction of the mass of the link. The improved links 30, 100, 200, 300 are vibration dampers that deform into each leg portion of the link and absorb vibrations transmitted from the road surface through the wheel, and have at least one reinforcing rib that prevents the leg portion from bending. To provide structural integrity for the link and the entire suspension system 10.

While the present invention has been described with reference to exemplary embodiments, it will be apparent to those skilled in the art that various changes may be made and elements may be replaced by equivalents without departing from the scope of the present invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the basic scope thereof. Thus, while the invention is not intended to be limited to the specific embodiments disclosed as the best mode contemplated for carrying out the invention, the invention will include all embodiments falling within the scope of the appended claims.

1 is a perspective view of a suspension assembly having an upper arm, a lower arm, and a link interactable with the vibration damper and connected to the lower arm;

Figure 2 is a partially exploded perspective view of the suspension assembly of Figure 1;

Figure 3a illustrates a link of the present invention having a monolithic structure and generally of uniform thickness.

3B is a cross sectional view taken along line 3B-3B of the link shown in FIG. 3A;

4 is a diagram of a first alternative embodiment of a link of the present invention;

5 is a view of a second alternative embodiment of a link of the present invention;

Figure 6 is a diagram of a third alternative embodiment of the link of the present invention.

Claims (22)

A suspension system comprising a lower control arm pivotally supporting a wheel of a vehicle and an lower control arm defining an axis of rotation and interacting with a spindle supporting the wheel, wherein the suspension system comprises: A vibration damper having first and second terminal ends, the first terminal end being capable of interacting with the upper control arm; And A link having a monolithic structure and uniform thickness and interconnecting the lower control arm and the second terminal end of the vibration damper; Including, The vibration damper defines a common axis that bisects the link and extends in a direction different from the rotation axis direction, The vibration damper is movable along the common axis to absorb the vibration transmitted through the wheel from the road surface, The link includes a reinforcing rib in each leg portion, the strut device absorbing vibrations transmitted through the wheel from the road surface, the suspension system preventing each leg portion from bending. The suspension system of claim 1, wherein the link is stamped from a blank formed from a metal, a metal alloy, and a combination thereof. 3. The linkage of claim 2 wherein the link is defined by a neck having a circular cross section and a pair of opposing leg portions extending from the neck to the distal end, the distal end receiving a fixture for securing the link to the lower control arm. Suspension system for defining an opening for. 4. The suspension system of claim 3 wherein the neck comprises a terminal edge and a pair of ribs extending from the terminal edge to receive a connector that the neck is external and engages the terminal end of the vibration damper. 5. A suspension system according to claim 4, wherein each of the leg portions defines a periphery having a flange for reinforcing the link, and the flange is tapered close to the distal end of each leg portion. 6. The suspension system of claim 5 wherein one of the perimeters defines a linear shape. 6. The suspension system of claim 5 wherein one of the perimeters defines a curved feature. 6. The suspension system of claim 5 comprising reinforcement ribs formed inside said leg portion and extending from said neck portion to said distal portion. The suspension system of claim 8, wherein the reinforcing rib is further formed inside the neck to taper in an opposite direction from the distal end to increase the strength of the link. 10. The reinforcing rib of claim 9, wherein the reinforcing rib spans the neck and the leg, a first width portion in which the reinforcing rib extends from the distal end to the neck, a second width portion in which the leg portion is converted into the neck portion, and the reinforcement. Suspension system having a third width portion wherein the rib is further tapered on the neck. delete The suspension system of claim 1 wherein the link defines a neck having a circular cross section for receiving the vibration damper. delete delete 4. The suspension system of claim 3 wherein the neck comprises a terminal edge and a seam extending therebetween, wherein the seam is for receiving a connector for securing the link to the vibration damper. 10. The suspension system of claim 1 wherein each leg portion has a face portion having opposing peripheral edges extending outwardly and tapered near the distal end to provide a distal end with a flat cross section. 17. The suspension system of claim 16 wherein the peripheral edges are parallel to each other. 17. The suspension system of claim 16 wherein one of the peripheral edges is linear. The suspension system of claim 1 wherein the face portion of the leg portion is curved. The suspension system of claim 1 wherein the face portion of the leg portion is non-flat. The suspension system of claim 1, wherein the reinforcing rib is further deformed into a tapered neck spaced apart from the distal end of each leg portion to increase the strength of the link. 2. The reinforcing rib of claim 1, wherein the reinforcing rib further comprises: a first width portion in which the reinforcing rib extends from the distal end of each leg portion to the neck; a second width portion in which the leg portion is converted into the neck portion; and the reinforcing rib is further on the neck portion. Suspension system having a third width tapered.

Images