MXPA98002656A - Suspens system - Google Patents

Abstract

A car includes a plastic body and a steel frame (12) attached to the plastic body. The rear suspension system of the automobile includes a suspension lever (40) coupled to the rear wheel (38). A shaft of the lever (58b) extends transversely into the suspension lever and is fixed in a plastic cartridge (68) pressed to fit within the frame, thus attenuating the movement of the suspension lever. A longitudinally oriented horizontally mounted shock absorber (80) further interconnects the suspension lever and the frame. This orientation of the shock absorber prevents the transfer of the suspension system to the plastic body.

Description

SUSPENSION SYSTEM The present invention generally relates to vehicle suspension systems, and more particularly to suspension systems for light motor vehicles.

As is well known, consumers demand a choice among many different models of automobiles. Depending on the circumstances, some consumers may nevertheless desire a simple, effective car, with the primary consideration and actually counteract that cost. With this in mind, the present invention recognizes that it is possible to provide an effective and useful automobile, at which cost it can be minimized by minimizing the weight of the automobile and using the novel structure disclosed herein.

More specifically, the present invention recognizes that a useful, low-cost, lightweight car can be provided which has a molded plastic body, consisting essentially of a left-side half molded unitarily and attached to a right-side unitarily molded half .

It will be easily appreciated that a molded plastic body is light, compared to body cars REF: 27207 metal, and cheap, compared to, p. ex. , fiberglass body cars.

It is also recognized by the present invention, by manufacturing a lightweight molded plastic body car, weight bearing components such as suspension springs can be simplified vis-à-vis the components supporting the weight of heavier steel body cars. . Consequently, the overall cost of the light car can still be reduced in relation to heavier cars.

It happens, however, that the present invention also still recognizes that by making a plastic body car, additional changes can be made beyond the simplification of the automobile suspension system related to the existing suspension systems. For example, in existing suspension systems, longer shock absorbers are mounted vertically between the suspension springs and the body of the car, with the body providing load support for the shock absorbers. The present invention recognizes that plastic automobiles do not readily provide load support for the shock absorbers.

Actually, it is recognized that the load of the shock absorbers on the plastic body, were the shock absorbers directly connected to the body, could break and thus damage the body. Simply reinforcing the plastic body to support the load to the shock absorber would undesirably increase the cost of the automobile and it would not necessarily be effective to avoid damage to the body during prolonged use of the automobile. Therefore, it is an object of the present invention to support the suspension system with the structure of the shock absorbers instead of the car body.

It is thus an object of the present invention to provide a suspension system for a light car incorporating a relatively simple design. Another object of the present invention is to provide a suspension system for a light car that is effective in stabilizing the automobile. Still another object of the present invention is to provide a suspension system for a light car in which the dampers are not connected directly to the car body.

Still another object of the present invention is to provide a suspension system for a light automobile that is easy to use and cost effective to manufacture.

A suspension system for a car including a rear wheel and a plastic body attached to a steel frame includes a suspension lever coupled to the wheel. The suspension system further includes a longer shock absorber having a rear end connected to the suspension lever and a front end connected to the frame, the shock absorber being oriented substantially horizontally. In addition, the shock absorber is oriented back and forth with respect to the vehicle.

In a preferred embodiment, the suspension lever has a forward end connected to the shock absorber and a rear end connected to the wheel. In this embodiment, the suspension system includes a rigid hollow frame lever connected to the frame and a flexible cartridge disposed on the frame lever. A lever shaft is connected to the suspension lever, preferably slotted, close to the shock absorber and spaced from the rear end of the suspension lever. Additionally, this axis of the lever is fixed in the flexible cartridge and engages therewith to attenuate the rotational movement of the axis of the lever relative to the cartridge. Preferably, the flexible cartridge is pressed to match the lever of the frame, and the axis of the lever is linked to the flexible cartridge by means of vulcanization.

In another aspect of the present invention, an apparatus includes a motor vehicle having a molded plastic body, a rear wheel, and a frame. A suspension system couples the suspension wheel to the frame. In accordance with the present invention, the suspension system includes a damper substantially horizontally disposed coupled to the rear wheel and connected directly to the frame.

In yet another aspect of the present invention, a method of coupling a frame of a car to a rear wheel of the automobile includes coupling a rear end of the damper to the rear wheel. As discussed in detail below, the shock absorber is oriented horizontally and directly attached to the frame.

The details of the present invention, as well as its structure and operation, can be better understood with reference to the accompanying drawings, in which reference numeration refers to the parts, and in which: Figure 1 is a perspective view of a car incorporating the novel suspension system of the present invention, with the frame shown in dotted lines; Ficura 2 is a perspective view of the plastic body and steel frame, with the suspension system removed for clarity; Figure 3 is a perspective view of the components of the left side of the suspension system of the present invention in engagement with the frame, with the portions removed for clarity; Figure 4 is a cross-sectional view seen along line 4-4 in Figure 3; Y Figure 5 is a cross-sectional view seen along line 5-5 in Figure 3.

Referring initially to Figures 1 and 2, a car body 10 is shown attached to a steel frame car 12 for inclusion in a car, generally designated 100, having a motor 102 operably coupled thereto. Preferably, the automobile body 10 is made of a plastic composite material by means of injection molding. In a particularly preferred embodiment, the automobile body 10 is made of fiberglass reinforced with polyethylene plastic (PET), such as the material that is available in Hoechst-Celanese under the trade name of Celstran PET-15 having 15% fiberglass in weight.

As fully set forth in the above reference of U.S. patent applications. and better shown in Figure 2, in the current preferred embodiment the body 10 is made of four molded parts. Specifically, the body 10 is made of unitarily molded left and right panels 14, 16 which are joined together. The body 10 is also made of unitarily molded exterior left and right panels 18, 20 which are joined to their respective internal panels 14, 16. As is intended by means of the present invention, the left internal and external panels 14, 18 establish a left shell relatively rigid molded, while the internal and external right panels 16, 20 establish a relatively rigid molded right shell.

Each of the outer panels 16, 20 is formed with a lower engagement edge 22, 24, and as it is fully exposed then each of the edges 22, 24 is adhesively bonded to the frame 12. In addition to attaching the body to the frame 12 , the adhesive also reduces the unwanted noise transmission of the frame 12 the body 10. Additionally, a plurality of, preferably six, anti-detach steel screws 26a, b, 28a, b, 30a, b keep the body 10 close to the frame 12 coupling the respective threaded receptacles 32-36 in the frame 12 to prevent the body 10 from detaching from the frame 12.

While FIG. 2 shows a four-piece body 10, it is understood that the present invention could be incorporated in automobiles having plastic bodies configured differently from the body 10.

Now referring to Figure 3, a left rear wheel 38 of the automobile 100 is shown by reference in cooperation with the frame 12. A longer rigid steel suspension lever 40 is coupled to the wheel 38 and the frame 12, as set forth completely after. It is understood that a suspension lever (not shown) that in all essential considerations is identical to the suspension lever 40 shown in Figure 3 couples the right rear wheel of the automobile 100 to the frame 12.

In the specific embodiment shown, the suspension lever 40 has a rear end segment 42 integrally formed with or generally welded to a rim, generally parallelepiped-shaped clamping lever 44, and the clamping lever 44 is screwed to a wheel of additionally configured subject 46 (shown in dotted lines). In contrast, the clamping wheel 46 is downwardly dependent on and fixedly attached to or integrally formed with the impeller recess of the wheel 48 (also shown in dashed lines) circumscribing a rear axle 50 of the automobile 100. It is understood that the The impeller recess of the wheel 48 does not rotate with the wheel 38. Instead of this, the impeller recess of the wheel 48 engages with a rod (not shown) by means well known in the automotive art, to prevent rotational movement of the impeller shaft 48.

As shown, the suspension lever 40 is extended, and extends longitudinally forward relative to the automobile 100 (eg, in the direction indicated by the arrow 52) to end in a segment of the front end 54. As shown , the suspension lever 40 could not be configured as a straight bar in the form of a parallelepiped, but could instead be configured with a slight curved segment 56 if necessary to avoid interference with other components of the automobile 100.

However, it is understood that the suspension lever of the present invention, in an elementary embodiment, is a rigid, elongated, longitudinally disposed suspension lever, apart from the incidental configurations that might be necessary, depending on the model of the automobile 100, for clarify the interference with other automotive components. Thus, as is intended by the present invention, the suspension lever 40 is different from the current suspension springs having flexible materials that can flex under load. In contrast, the suspension lever 40 does not flex substantially.

Figure 3 shows that a shaft of the solid steel suspension lever 58 is fixedly engaged with the suspension lever 40 in a perpendicular relation thereto. Stated differently, the shaft 58 is connected to the suspension lever 40 and extends transversely therefrom.

To engage the shaft 58 with the lever 40, a segment of the lever 58a of the shaft 58 is slotted, eg. ex. , the segment of the lever 58a is not circular. In cross reference to Figures 3, 4 and 5, the segment of the lever 58a is to some degree square in cross section (with respect to the shaft 58), with the vertices of the square that slightly rounded, although other slotted configurations could be used. In any case, the suspension lever 40 is formed with a receptacle cavity 60 (best shown in Figure 5) to receive near the segment of the slotted lever 58a of the axis of the lever 58 therein. Additionally, a tight screw 62 could be threadedly engaged with the suspension lever 40 and rotated to urge strongly against the lever segment 58a with the suspension lever 40.

Referring to Figures 3 and 4 above, the frame 12 includes a rigid steel longitudinal lever 66. As can be seen with reference to Figure 3, the levers 64, 66 of the frame 12 are fixedly coupled together, e.g. ex. , welding the levers together.

An elongated flexible plastic cartridge 68 is pressed to match the transverse lever 66. In accordance with the present invention, the cartridge 68 establishes a flexible non-metallic absorbent member torca. In a current preferred embodiment, the cartridge 68 is made of a natural plastic type ASTM of specification M4AA624A13B13F17Z1 prepared by Goodyear Tire Co.

In the embodiment shown, the cartridge 68 is hexagonally (with respect to the cartridge 68) in cross-section cross-section. Therefore, the transverse lever 66 is formed with a hexagonally shaped channel 70 to closely receive the cartridge 68 therein, while the outer surface of the transverse lever 66 is square. If desired, the outer surface of the transverse lever 66 may also be hexagonally shaped. It is understood, however, that forms of cartridges other than hexagonal could be used.

Figure 4 shows the dimensions of the cartridge 68.

As shown, the cartridge 68 has a length "L" of about fourteen inches (14"). Also, the distance" "between the opposing faces of the cartridge 68 is approximately three and a half inches (3.5").

As shown in Figures 3 and 4, a solid cylindrical cartridge segment 58b of the shaft lever 58 is fixed in and extends centrally through the cartridge 68. Effectively, the cartridge segment 58b pivotally couples the suspension lever 40. with the cartridge 68. To strongly join the cartridge segment 58b to the cartridge 68, the cartridge segment 58b is vulcanized to the cartridge 68. In the current preferred embodiment, the cartridge segment 58b has a diameter "D" of about one and a half inches (1.5").

With the foregoing in mind, it could now be appreciated that the relative rotational movement between the axis of the lever 58 and the cartridge 68 is substantially prevented. It could further be appreciated that when the wheel 38 moves up and down relative to the automobile 100 (eg, in the directions indicated by the arrow 72), as typically occurs during driving, this movement is transferred via the suspension lever 40 to the axis of the lever 58. On the other hand, the cartridge segment 58b of the axis of the lever 58 is driven to rotate, but due to the vulcanized connection between the segment 58b and the flexible cartridge 68, and the flexibility of the cartridge material 68, rotational movement of the lever axis 58 (and, hence, movement up and down of the suspension lever 40 and the wheel 38).

If desired, lateral movement of the suspension lever 40 (eg, in the direction indicated by arrow 74) can be limited by a mechanical seal. In the embodiment shown in Figure 3 a left side face 76 establishes a mechanical seal, to limit lateral movement inward of the suspension lever 40. Another structure could be used, however, when performing the same function, depending on the configuration particular of the frame 12. For example, a mechanical seal (not shown) could be welded to the frame 12 to limit lateral movement of the suspension lever 40. The external lateral movement of the suspension lever 40 can similarly be limited by a mechanical seal.

Figure 3 shows better that a shock mount 78 is formed integrally with or welded to the front end of the segment 54 of the suspension lever 40. As shown, the impact support 78 preferably includes two support tracks 78a, 78b.

An elongated, longitudinally oriented, automotive pneumatic cushion (with respect to automobile 100) 80 has a rear mount 82 connected to shock mount 78 by means well known in the art. In the specific embodiment shown, the rear mount 82 of the shock absorber 80 is established by means of a rod 84 of the shock absorber 80, and the rod 84 is coupled with a bolt 86 which in turn engages the axes 78a, b of the support shock 78 by means well known in the art, in a current preferred embodiment, the shock absorber 80 is a Monroe X68565 type shock absorber.

Additionally, a cylinder 88 of the shock absorber 80 establishes a front mount of the shock absorber 80 which is connected to the frame 12 by means of connection well known in the art such that the shock absorber 80 is mounted substantially horizontally on the automobile 100. In the embodiment shown, a threaded shaft 90 extends forward of cylinder 88 and through a clamping frame 92 which is fixed, by welding, to longitudinal lever 64 of frame 12. A nut 94 engages shaft 90 and fits against clamping frame 92 for coupling the shock absorber 80 to the frame 12.

Therefore, as shown the damper 80 of the present invention is substantially not vertically oriented relative to the automobile 100, nor is the damper 80 connected directly to the body 10 of the automobile 100, in contrast to the conventional damper arrangements. Instead, the damper 80 is oriented substantially longitudinally and horizontally relative to the automobile 100, and is coupled to the rear wheel 33 by the suspension lever 40 and connected directly to the frame 12 instead of the body 10. Consequently, this is avoided, the load force to the shock absorber 80 is distributed to the frame 12, and the stress to the plastic body 10 induced by the suspension system of the automobile 100. Furthermore, the interior space in the automobile 100 is maximized by the arrangement exposed.

In the embodiment shown, the shock absorber 80 slopes slightly downward and inward from its rear mount to avoid interference with other components of the automobile 100. It is to be understood that other slight variations in the orientation of the shock absorber 80 could be affected to avoid transfer . However, the damper 80 of the present invention is mounted substantially lower and higher relative to the automobile 100, and is connected to the frame 12.

It is noted that in relation to this date, the best method known by the applicant to carry out the aforementioned invention, is the conventional one for the manufacture of the objects to which it relates.

Having described the invention as above, the content of the following is claimed as property.

Claims (12)

1. /; A suspension system for a car including a rear wheel and a plastic body attached to the steel frame, characterized in that it comprises: a suspension lever coupled to the wheel; and an elongated shock absorber having a rear end connected to the suspension lever and a front end connected to the frame, the shock absorber being oriented substantially horizontally.
2. 2. The suspension system of claim 1, characterized in that the damper is oriented substantially down and up relative to the vehicle.
3. 3. The suspension system of claim 2, wherein the suspension lever has a forward end connected to the shock absorber and a rear end connected to the wheel, and the suspension system is characterized in that it further comprises: a rigid hollow frame lever connected to the frame; a flexible cartridge disposed on the lever of the frame; Y a lever shaft connected to the suspension lever near the shock absorber and spaced from the rear end of the suspension lever, the axis of the lever which is fixed in the flexible cartridge and engages therewith to substantially avoid relative to the movement between it in order to attenuate the rotational movement of the lever relative to the cartridge.
4. 4. The suspension system of claim 3, characterized in that the flexible cartridge is pressed to match the lever of the frame and the axis of the lever is attached to the flexible cartridge by vulcanization, the axis of the lever extends through the cartridge.
5. 5. An apparatus, characterized in that it comprises: a car that includes a molded plastic body, a rear wheel, and a frame; Y a suspension system that couples the rear wheel to the frame, the suspension system including a damper substantially horizontally arranged coupled to the rear wheel and connected directly to the frame.
6. 6. The apparatus of claim 5, characterized in that the shock absorber is oriented down and up with respect to the automobile.
7. 7. The apparatus of claim 6, characterized in that the frame includes a lever of the hollow frame, and a flexible cartridge that is pressed to match the lever of the frame.
8. 8. The apparatus of claim 7, characterized by "that the suspension system comprises: a rigid elongated suspension lever having a rear end coupled to the rear wheel and a front end connected to the shock absorber; a lever shaft connected to the suspension lever near the shock absorber and spaced from the rear end of the suspension lever, the axis of the lever is fixed to the flexible cartridge and engages with it to substantially prevent relative movement between the same to attenuate the rotational movement of the axis of the lever relative to the cartridge.
9. 9. The apparatus of claim 8, characterized in that the lever of the frame extends transversely through the engine of the vehicle, and the axis of the lever slots to the suspension lever and joins the flexible cartridge by vulcanization, the axis of the lever It extends through the cartridge.
10. 10. A method of coupling a frame of a car to a rear wheel of the automobile, characterized in that it comprises: attach a rear end of a shock absorber to the rear wheel; orient the buffer substantially horizontally; Y Directly attach a front end of the shock absorber to the frame.
11. 11. The method of claim 10, characterized in that it further comprises the step of orienting the damper substantially down and up relative to the automobile.
12. 12. The method of claim 10 characterized in that it further comprises the step: connect a lever of the frame of the rigid hole in the frame; have a flexible cartridge in the lever of the frame; coupling a first end of a rigid elongated suspension lever to the rear wheel; connecting a lever shaft to the suspension lever such that the axis of the lever is distanced from the first end of the suspension lever; Y fixing the suspension lever on the flexible cartridge to substantially avoid relative to movement therebetween so as to attenuate the rotational movement of the lever axis to the cartridge.