MXPA99005960A - Passive vehicular suspension system including a roll control mechanism - Google Patents

Abstract

A suspension system for a vehicle having a chassis (1) supported on at least one forward pair of laterally spaced wheels (7a, 7b) and at least one rear pair of laterally spaced wheels (7c, 7d), including vehicle support means (4, 5, 6) for supporting the chassis above each said pair of wheels, and roll moment reaction means (10) for providing location of the chassis about a substantially level roll attitude. The roll moment reaction means (10) including a respective roll attitude control mechanism (10a, 11a, 12, 13a) for each pair of at least two said pairs of laterally spaced wheels for passively controlling the position of the wheels relative to each other and the chassis, each roll attitude control mechanism being connected to at least one other roll attitude control mechanism by roll mechanism interconnection means (8, 9). The roll mechanism interconnection means (8, 9) being arranged such that the roll moment reaction means resists roll of the vehicle chassis with respect to the wheels, whilst simultaneously permitting cross-axle articulation motions of the wheels. The vehicule support means (4, 5, 6) for at least one pair of wheels includes at least a first support means (6) for supporting at least a portion of the load on said vehicle support means, said first support means (6) providing substantially zero roll stiffness for the vehicle. The roll moment reaction means (10) being separate from the vehicle support means thereby providing substantially zero load carrying capacity.

Description

PASSIVE VEHICULAR SUSPENSION SYSTEM THAT INCLUDES A TURN CONTROL MECHANISM The present invention generally relates to vehicle suspension systems, and in particular to suspension systems that incorporate turn control mechanisms.

The objectives of many suspension systems are to provide a high level of spin control, independent of the spacing and rebound stiffness rates of all four wheels, and also to provide control over the position of the body while providing minimal stiffness towards the cross shaft articulation movements as the vehicle travels the rough terrain. These systems are especially suitable for use in vehicles that have high centers of mass and consequently experience high turning moments when cornered, to benefit from the combination of control, comfort and traction of the upper or lower provided by the suspension systems that they have the above characteristics.

A way that was tried to achieve the Ref .: 30627 suspension characteristics mentioned above is to use the active suspension systems that use the closed-loop, fast-drive control systems to determine how to modify their characteristics in response to land surface inputs. This allows them to eliminate some of the constraints forced on the designers of conventional passive suspension systems and thus achieve improved dynamic development. The disadvantage of active systems is that they consume large amounts of energy to provide a supply of the fluid under pressure to drive the actuators as dictated by the control systems. The actuators are usually double-acting hydraulic cylinders which are connected via control valves to the pressurized fluid supply or to a return to the tank. A hydro-pneumatic accumulator is frequently provided to reduce the hardness and the need to operate the control valves for each turn for the movement of the smaller wheel. To resist rotation for example, the fluid is supplied to the cylinders on one side of the vehicle. To return to the level of the stroke of the straight line, the fluid must be exhausted from the cylinders on the first side and be supplied to the opposite cylinders.

To reduce the energy consumption requirements of active suspension systems, there is a tendency towards the combination of conventional support that is secured with spring with the control systems of the active turns, such as spiral spring with bar adjustment systems Anti-spin active, motorized. Although these systems reduce the energy requirements of the suspension system, there is still a need to have pumps, supply accumulators, tanks, supply pipes and a control system. The pumps still reduce the energy to provide the pressurized fluid to the control system and can generate noise, such as the valves in the control system. Systems such as those that demand detailed design and development to achieve the levels of refinement required by the vehicle manufacturers, even their performance out of the way is not completely satisfactory as the support springs are compressed into a cross shaft joint, generating Uneven wheel loads and limited performance.

There is set forth in the International Application Number PCT / AU96 / 00528 a stabilization system of the turn-linked front to backward movement to passively resist the movements of the vehicle cylinder, without introducing rigidity of the substantial cross-axle hinge. The above-noted patent application sets out a number of arrangements, some of which are improved turn stabilization systems that can be applied to vehicles to which the suspension is conventionally applied., others include improved support means for suspending the vehicle body, whereby all desirable characteristics discussed above are transported. A potential limitation of the systems discussed in the previous patent application is that the requirements for the packaging of the stabilization of the rotation that articulates the freely combined crossover axis and the support systems could not always be compatible with many designs of efficient space vehicles, typical modern Other mechanical systems with the same drawbacks of the flexible support, rotation control and free cross shaft articulation are set forth in International Application Number PCT / AU95 / 00135 and in US 2099819.

It would therefore be advantageous to provide an improved passive suspension system combining a stabilization system that articulates the cross shaft freely with a separate support system. The individual systems could then be located very separately, giving the designer greater freedom and a greater range of possible packaging wraps for the choice while maintaining all the desirable characteristics discussed above. In addition, the separate rotation support and stabilization systems could be designed to be packaged in areas similar to existing conventional anti-rotation bars and coil springs or torsion bars for example, allowing the improved suspension system to be packaged in the Modern vehicle designs with little alteration needed. Such systems, however, also have applications in other forms of land and sea transport where the packaging requirements are not limiting, such as tractors for agriculture. For ease of reference, throughout the specification, the term chassis will be used for the body of the vehicle. It should be noted that the "chassis" could, for example, be a monocoque or three-dimensional structure.

With this in mind, the present invention provides in one aspect a suspension system for a vehicle having a chassis supported on at least one pair of laterally spaced front wheels and at least one pair of laterally spaced rear wheels, including the support means of the vehicle to support the chassis above each pair of wheels and reaction means of moment of rotation to provide the location of the chassis substantially close to a position of the level of rotation, the reaction means of the moment of rotation includes a control mechanism of Xa respective rotation position for each pair of at least two pairs of wheels spiced laterally to passively control the position of the wheels with respect to each other and the chassis, each The mechanism for controlling the position of the rotation is connected to at least one other mechanism for controlling the position of rotation by means of the interconnection of the mechanism of rotation, the interconnection means of the turning mechanism is arranged such that the reaction means of the moment of rotation resists the cylinder of the vehicle chassis with respect to the wheels, while simultaneously allowing the articulation movements of the wheels, wherein the vehicle support means for at least one pair of wheels includes at least one first support means for supporting at least a portion of the load in the vehicle support means, the first support means provides substantially zero stiffness of the vehicle. turn for the vehicle, the reaction medium of the moment of rotation is separated from the carrier means of the vehicle whereby substantially zero carrying capacity is provided.

The reaction means of the moment of rotation does not provide any form of carrying capacity, and are provided to locate the vehicle body close to its cylinder axis while substantially zero articulation stiffness of the cross shaft is introduced. An advantage of this suspension system is that the support means and the support means and the means of. Reaction reaction momentum of the turn are effectively physically and functionally independent. This allows the vehicle support means to be easily exchanged and used in conjunction with the separately located alternate torque reaction means, giving a wide range of available combinations and packaging alternatives.

It should be noted that the term "wheel" may also refer to other forms of the surface engaging means such as skis, the term that is used herein in this broad manner.

The vehicle support means for at least one pair of laterally spaced wheels could provide substantially zero rotational rigidity.

Alternatively, the vehicle support means for each pair of wheels could provide substantially zero rotation stiffness, whereby substantially equal wheel load is provided for non-dynamic wheel travel,. whatever the cross-axis articulation, up to the limit of the travel of at least one vehicle support means or the reaction medium of the moment of rotation.

It is possible for the vehicle support means for at least one pair of wheels to further include the additional independent secondary support means, the second support means includes resiliency and is arranged to provide a degree of support and a degree of rotation stiffness for the vehicle.

Each rotation position control mechanism could include at least one transverse torsion bar and an adjustment means to allow the position of one of the associated wheels to be adjusted with respect to the position of the other wheel in a direction opposite to that of the other wheel. the same means of adjusting a mechanism for controlling the position of rotation is interconnected with the adjustment means of the other mechanism for controlling the position of rotation by means of interconnecting the mechanism of rotation such that the relative positions of a pair of laterally spaced wheels are adjusted in a direction opposite to the relative positions of the other pair of laterally spaced wheels.

Although the movements of the rotation are resisted and the articulation movements are allowed by the reaction medium of the moment of rotation, the medium can passively differentiate between these two forms and continuously maintain both properties, still providing both forms simultaneously as required.

The support means could be flexible and provide substantially zero rotation rigidity.

According to another aspect of the present invention, there is provided a suspension system for a vehicle having a chassis supported on at least one pair of laterally spaced front wheels and at least one pair of rear wheels spaced apart laterally, including vehicle support means for supporting the chassis above each pair of wheels, the vehicle support means for at least one pair of wheels including at least one first support means for supporting at least a portion of the load in the vehicle. vehicle support means of the first support means providing substantially zero rotation stiffness for the vehicle, and means of moment reaction of the rotation separated from the vehicle support means to provide the location of the chassis substantially close to a position of the level of rotation to thereby resist the cylinder of the chassis with respect to the wheels while simultaneously allowing movements of articulation of the crossed axle of the wheels, the reaction means of moment of turning provides its taacialiaente zero ability to carry cargo for the vehicle. wherein the reaction means of the moment of rotation includes a mechanism for controlling the position of the cylinder for each pair of at least two pairs of wheels spaced laterally, said position control mechanism includes at least one transverse torsion bar and a Adjustment means for allowing the position of one of the associated wheels to be adjusted with respect to the position of the other wheel in a direction opposite thereto, the adjustment means of a position control mechanism is interconnected with the means of adjusting the other mechanism for controlling the position of the turn by means of connecting means of the mechanism, such that the relative positions of a pair of the laterally spaced wheels is adjusted in a direction opposite to the relative positions of the other pair of wheels laterally spaced apart.

The first support means could include a load-bearing device for each wheel, the load-bearing devices for a pair of laterally spaced wheels which are interconnected by means of a support interconnection means such that one of the wheels moves upwards with respect to the chassis, the other wheel is held downwards. The support interconnect means could provide a degree of flexibility such that the first support means provides the flexible support of the vehicle chassis while substantially zero rotation rigidity is introduced. Alternatively, at least one of the loading devices could provide a degree of flexibility such that the first support means provides flexibility to the vehicle chassis support.

The load-bearing devices could be in the form of collapsible or extended fluid containers, the support interconnect means being a conduit interconnecting the fluid containers to provide fluid communication therebetween. The interconnection means of the support could further include an accumulator means in the communication of the fluid with the conduit interconnecting the fluid container, to provide at least part of the flexibility of the first support means, and flow control means between the conduit and the accumulator means for controlling the flow of the fluid therebetween. Alternatively, the support interconnecting means could further include at least one flow control means in the conduit for controlling the fluid of the fluid therebetween, and the flow control means could include an accumulator means for providing at least part of the fluid. the flexibility of the first interconnected support medium.

The suspension system as described above could further include for at least one pair of laterally spaced wheels having the first interconnected support means, the second additional independent support means for each wheel, the second means includes flexibility, thereby providing a rigidity to the turn for the vehicle. The second support means could for example be in the form of a spring.

According to another preferred aspect of the suspension system according to the present invention, the chassis is supported above the respective wheels by the vehicle support means acting on the suspension arms provided for each wheel, the supporting means of the vehicle for at least one pair of laterally spaced wheels including a load-bearing device provided respectively for each suspension arm to support at least a portion of the load on the respective vehicle support means, wherein at least one of the load-bearing devices includes a torsion bar located rotatably at one end of the associated suspension arm, the other end has a support lever arm rigidly connected thereto, a support interconnection means pivotally connected at one end of the arm of lever of support of the device of load support for a wheel of the pair spaced side The other end of the support interconnection means is pivotally connected to a support lever arm included in the load-bearing device of the other laterally spaced wheels.

Each of the load bearing devices could include a substantially longitudinally aligned support torsion bar driven at one end by the associated suspension arm, the other end having a support lever arm rigidly connected thereto, the means of support interconnection which is a connection having its ends pivotally connected to the support lever arms of the load bearing device for each wheel of the laterally spaced pair.

Alternatively, the torsion bar could be rotatably located to the associated suspension arm by a rebound pipe, said rebound pipe connects to and extends toward the associated suspension arm at one end, the other end of the rebound pipe connects rigidly to the torsion bar which is located within the rebound pipe and protruding from the end by the suspension arm, the protruding end of the torsion bar has a support lever arm rigidly connected thereto.

Alternatively, the connection forming the support interconnection means could include the support adjustment means for varying the length of said connection to thereby vary the height of the vehicle. The means for adjusting the support could include a hydraulic cylinder. The support adjusting means could further include an accumulator in fluid communication with the hydraulic cylinder, and could include a flow control means for controlling fluid communication between the hydraulic cylinder and the accumulator.

According to a further preferred arrangement, an additional force resolution connection could be pivotally connected to the support lever arm of each load bearing device, such that the force resolution connection acts parallel to the support interconnection means whereby the resolution of substantially the lateral loads in the support interconnection medium is presented -in the middle of the vehicle's support.

In the suspension systems described above, each adjustment means could include a double-acting hydraulic cylinder, the adjustment means being arranged such that the hydraulic cylinder is adapted to extend and contract as a wheel of the associated laterally spaced pair moves substantially the opposite direction of the other wheel relative to the chassis, and the means for interconnecting the mechanism of rotation between the adjustment means of at least two mechanisms for controlling the position of the cylinder having two fluid passages that are interconnected to the cylinders double-acting hydraulic motors such that the movements of the cylinder tend to generate pressure in one of the fluid conduits per., which transmit the cylinder forces in the transverse torsion bars to react at least a portion of the moment of rotation in the chassis, and articulation movements cause one cylinder to extend and the other to be contracted iga, generating a flow of fluid between the cylinders.

At least one of the communication conduits of the fluid that interconnects the hydraulic cylinders could also include the flow control means for controlling the flow of fluid through said conduit. Alternatively, the hydraulic cylinder of at least one adjustment means is located between the end of the transverse torsion bar and the wheel such that at least one wheel moves in the opposite direction to the other, the cylinder is driven to extend and contract. In addition, the transverse torsion bar could alternatively be interconnected at one end thereof to a wheel, the other end of the torsion bar is connected to the adjustment means which instead interconnects with the other wheel, the adjustment means includes a mounting base that is rotatably connected to the end of the torsion bar and interconnected to the wheel, the hydraulic cylinder is connected between the mounting base and a lever arm formed at the end of the torsion bar, such that the cylinder extends and retracts, one wheel is driven to move substantially in the opposite direction to the other wheel with respect to the chassis.

It is also preferred that the position control mechanism includes two aligned transverse torsion bars, one for each wheel, which has two lever arms at their inner ends which are interconnected by the adjustment means including the pivotally connected hydraulic cylinder. to a lever arm of the torsion bar, a mounting base pivotally connected to the other lever arm of the torsion bar and to the hydraulic cylinder, and a locating connection for locating the mounting base relative to the chassis. The location connection could be of variable length to control the position of the mounting base relative to the chassis.

According to a further preferred arrangement, the cylinder position control mechanism for each pair of wheels could include two transverse aligned torsion bars interconnected by the adjustment means, one associated with each wheel, the adjustment means being in the form of a mechanical joint arrangement for joining the two torsion bars to one end of a cylinder position bar, the other end of the cylinder position bar is connected to the mechanical union arrangement of the other control mechanism of the position of the cylinder, such that the rotation of the transverse aligned torsion bars in a common direction results in the axial displacement of the bar of the cylinder position, and the rotation of the torsion bars aligned in the opposite directions results in an axial rotation of the cylinder position bar. The bar of the cylinder position could include a slotted connection to allow the length of the cylinder position bar to vary such that the movements of the vehicle space are passively allowed. The cylinder position bar could additionally include the flexible cushioning and tilting means to provide a degree of control of the separation coupling.

It will be convenient to further describe the invention with reference to the accompanying drawings which illustrate the preferred embodiments of the present invention. Other embodiments of the invention are possible, and consequently the particularity of the attached drawings is not to be understood as to replace the generality of the preceding description of the invention.

In the drawings: Figure 1 shows a first embodiment of the suspension system according to the present invention.

Figure 2 illustrates an improvement to the system shown in Figure 1, providing vertical flexibility in the suspension.

Figure 3 shows the present invention applied to a six-wheeled vehicle and illustrates an alternative flexible support arrangement.

Figure 4 shows a fourth, more detailed embodiment of the suspension system according to the present invention.

Figure 5 is an enlarged view of one end of a chassis equipped with the fourth embodiment of the suspension system.

Figure 6 illustrates a modification of the suspension system of Figure 5.

Figure 7 shows alternative support arrangements, the front arrangement is fully hydraulic, and the rear is a combined hydraulic and mechanical arrangement.

The Figure shows a sixth completely mechanical embodiment of the suspension system according to the present invention.

Figure 9 is an enlarged view of one end of a chassis equipped with the sixth embodiment of the suspension system.

Figure 10 shows a modification to the sixth mode of the suspension system.

Figure 11 illustrates a possible improvement to the support means shown in Figure 8 according to the present invention.

Figure 12 shows another modification to the support medium in Figure 8.

Figure 13 shows a view of an alternative arrangement of the cylinder position control mechanism applied to the front pair of the laterally spaced wheels.

Referring initially to Figure 1 there is illustrated a vehicle body or chassis 1 pivotally supported above the front and rear axles 2 and 3 respectively such that there is no vertical flexibility and rigidity is not provided by the vehicle support. The front axle fastening part 4 is connected to the front fastening part of the chassis 5 by means of a pin-type gasket 6 having its axis of rotation along the length of the vehicle. A similar arrangement is provided at the rear of the chassis to support the chassis 1 vertically above the wheels 7a, 7b, 7c, 7d without producing any stiffness to the articulation or rotation.

To locate the rotational position of the chassis near the axis of the cylinder, a torque reaction system is provided. This comprises the mechanisms for controlling the position of the cylinder of the rear axle, interconnected to the front and rear by the upper and lower conduits 8 and 9 respectively, to allow the articulation of the cross shaft substantially free and resist the movements of the cylinder.

The control mechanism of the front axle position includes a lateral torsion bar 10a having the arms of the integral U-shaped level, similar to a conventional anti-cylinder bar. The lateral torsion bar 10a is rotatably joined to the chassis by means of the bearings lia and 11b aligned along the main axis of the bar. A descent joint 12 is connected at its upper end to the end of one of the lever arms of the torsion bar. The lower end of the descent joint 12 is connected to the front axle 2 by a rod end, although conventional rubber bearings could be used. The end of the other lever arm of the torsion bar is connected to the shaft by a hydraulic cylinder 13a. Therefore, for the front axle 2 to rotate relative to the chassis 1 and close to the pin-type joint 6, the cylinder 13a must extend or contract and / or the lateral torsion bar 10a must become twisted due to the torsional load exerted by the lever arms.

By providing a control mechanism similar to the position of the cylinder for the rear axle and interconnecting the front and rear hydraulic cylinders 13a and 14b respectively through the conduits 8 and 9, the reaction system of the moment of rotation is formed which differentiates passively between the Cylinder and articulation modes. of the movements of the axes. The upper chambers of the hydraulic cylinders are in communication with the fluid via the upper fluid conduit 8 and the lower chambers of the cylinders are in communication with the fluid by the lower fluid conduit 9. If the hydraulic cylinders are positioned adjacent to the diagonally opposed wheels, the connection sequence must be changed and the cylinder design modified to make the effective piston area of the lower chamber equal to that of the upper chamber.

As a load is added to the left side of the chassis 1, or as the vehicle changes to the right side of the chassis it will attempt to rotate near the pin-like joints 6 such that the left side moves down towards the left side wheels 7a and 7b . This will attempt to compress the hydraulic cylinders 13a and 13b. Because the cylinders are filled with incompressible hydraulic fluid and interconnected from front to back, as the torque is applied to the previous rotation to the chassis, the pressure in the lower chambers and the lower fluid conduit 9 will increase, avoiding any compression in the the cylinder. The movement of the cylinder is possible in the rotation if the ratio of the dimensions of the cylinder from front to back does not equal the ratio of the stiffness of the anti-twist bar from front to back. This could be done to control the timing of the vehicle's turn. With the moment of rotation applied to the chassis produces a change of force in the cylinders 13a and 13b, a pair of turns is produced by the lateral torsion bar in the chassis, with the descent joint 12 being in tension. If the moment of the turn was produced by an eccentric load that is added to the chassis, the total magnitude of the load is reacted by the supports of the vehicle through the joints of pin type 6 with the moment of rotation produced by the eccentricity that it is reacted by a for produced by the reaction system of moment of rotation acting through the bearings lia, 11b, 11c and lid.

The rigidity of the turn can be altered by changing the flexibility of the lateral torsion bars 10a and 10b. Unlike conventional anti-rotation bars, the change in the stiffness of the bar does not change the moment distribution of the rotation of the reaction system at the moment of rotation, only the total rigidity of the rotation provided. The moment of rotation distribution is determined by the ratio between the effective piston areas of the front-to-back cylinder and the amount of mechanical advantage of the frontal cylinder of the front wheels compared to the mechanical rear advantage.

In an articulation movement of the crossover axis, such as for example the left front and right rear wheels, 7a and 7c respectively, moves up towards the chassis 1 and the right front and left rear wheels, 7b and 7d respectively, moves down away from the chassis. In this movement, the fluid is expelled from the upper layer of the front cylinder 13a, along the upper fluid conduit 8 in the upper chamber of the rear cylinder 13b. Similarly the fluid is transferred from the lower chamber of the rear cylinder 13b to the lower cylinder of the front cylinder 13a, along the lower conduit 9. In this way, the front cylinder can be extended and the rear cylinder can be contracted, without substantial changes in the upper and lower pressures and therefore without significantly changing the torsional load on the lateral torsion bars 10a and 10b, leaving the axes free to articulate.

The fully flexible suspension can be obtained by simply replacing the front and rear pivot supports with a single spring at each end as shown in Figure 2. The front and rear springs 15 and 16 could be respectively of any known fluid or mechanical type, spiral springs that are shown for clarity. The shaft may need additional locating joints (not shown), since the spring assembly should not produce any significant rotation stiffness, but needs to locate the chassis (1) transverse and longitudinally with respect to the shafts (2 and 3) . It should be understood that it is not necessary to replace the front and rear supports without deforming with flexible supports. It could be advantageous in some applications to keep one end of the chassis undeformed and the other end flexible.

Figure 3 illustrates a six-wheel embodiment of the invention by adding a third axis 18, having the wheels 7c and 7f, between the front and rear axes 2 and 3. The support 17 shown for this and the other axes is another form of the invention. flexible support with substantially zero stiffness of rotation or articulation, a transverse leaf spring pivotally mounted to the chassis 1. The leaf spring could be connected if pivotally required to the shaft in the center, but it is usually not desirable to load the shaft heavily in the center . The spring can be reversed such that the ends are greater than the center section to improve low packing such as a motor manifold. The turn-torque reaction system can be simply adapted to include a center-axis rotational positioning device similar to those in the front and rear, which includes a lateral torsion bar 10c connected to the shaft 18 by means of a drop-off joint at one end and one hydraulic cylinder 13c in the other. The upper chamber of the hydraulic cylinder 13c is a fluid in communication with the upper chambers of the front and rear cylinders 13a and 13b. by the upper fluid conduits 19a and 19b. Similarly, the lower chamber of the central cylinder 13c is a fluid in communication with the lower chambers of the front and rear cylinders by the lower fluid through the lower fluid conduits 20a and 20b.

An alternative arrangement of torque reaction for a six-wheeled vehicle is to provide two hydraulic cylinders on the central shaft, one connected by conduits 19a and 20a to front cylinder 13a, the other connected by conduits 19b and 20b to the cylinder rear 13b.

Although the invention has heretofore been illustrated in arm axle vehicles, it can equally be applied to suspension vehicles independently.

Referring now to Figure 4 there is shown a chassis 1 that is supported above the ground on four wheels (not shown). The suspension arms locate each wheel on the chassis, the respective suspension arms (25a, 25b, 25c, 25d) that are associated with the left front, right front, right rear and left rear wheels respectively. The vehicle support is provided by conventional airbags (26a, 26b, 26c, 26d), the airbags for the front wheels are connected together by a pipe 27, and the rear airbags are interconnected by a similar pipeline. By connecting the airbags laterally through the pipes of the vehicle 27 and 28, each end of the vehicle is supported at an average height although the wheels are free to move in the turn and the cross shaft hinge movements. The upper structures and shock absorbers have been omitted for clarity.

Again, in order to prevent the body of the vehicle from adopting an uncontrolled list, a turn-of-the-moment reaction system is required. The moment of turn reaction system shown in Figure 4 is very similar to that shown in the previous Figures and is only one of a number of possible arrangements that have the combination required to provide the stiffness of the turn and allow articulation of the cross shaft. pound without essentially changing the load on each wheel in lower speed joint movements. These properties are achieved with a passive moment of turn reaction system, sealed. These systems differ from many prior art systems in that the rigidity of the vehicle's rotation is substally unaffected when the wheels are in the long-stroke crossover hinge positions, ensuring that the vehicle is stable in all situations when the wheels It is on earth. This property is essel when the vehicle support springs are laterally interconnected and provides negligible turn rigidity. The load statically on each wheel should substally not change with even larger scroll movements of the wheels relative to the vehicle body. Dynamically, the inertia of the vehicle body prevents it from being always in such a position that the loads on the wheel remain substally constant as the speed increases.

Referring again to Figure 4, a preferred embodiment of the sealed, passive turn reaction system is illustrated. It includes a mechanism for controlling the position of the front turn that includes a lateral torsion bar 31a disposed between the pair of front wheels and connected to the associated suspension arms 25a and 25b and a mechanism for controlling the position of the rear turn including a lateral torsion bar 32a disposed between the pair of rear wheels and connected to the associated suspension arms 2_5c and 25d. At one end of each lateral torsion bar there is a device for adjusting the position of rotation, denoted by reference numbers 33 on the front and 34 behind, which are interconnected to the front and back by the conduits 35 and 36 such that the movements are resisted and articulation movements of the cross axis are allowed by the mechanisms of control of the position of the turn.

The arrangement of the reaction system of the moment of frontal rotation is shown in more detail in Figure 5. The front lateral torsion bar 31a has at its left end an elbow forming a portion of the lever arm 31b which is used to introduce the force of the left front suspension arm 25a via a descent joint 37a of known design. The opposite end has a rotation position adjusting device 33 that extends forward in a manner similar to the lever arm portion 31b of the torsion bar on the left side and is connected to the suspension arm on the right side 25b by a similar descent joint 37b. The device for adjusting the rotation position comprises a lever arm 38, fixed rigidly to the torsion bar 31 a, a mounting base 39 rotatably fixed to the torsion bar 31 a and supporting one end of a double-acting hydraulic cylinder 40, the other end of the cylinder is pivotally connected to the lever arm 38.

In this arrangement, as shown in Figures 4 and 5, any extension or contraction of the double drive cylinder 40 results in a substantially vertical movement of one front wheel relative to the other. To obtain intelligent passive control of the front turn position adjustment mechanism, a mechanism for controlling the position of the similar turn must be provided between the rear wheels of the vehicle, as shown in Figure 4. Connecting the hydraulic cylinder chambers double front drive with the corresponding chambers of the rear double-drive hydraulic cylinder via ducts 35 and 36, a system is formed that can passively differentiate between the articulation movements of the crossover shaft and the rotation of the front and rear wheels and combine simultaneously the high rigidity of the rotation with the rigidity of the articulation of the cruciate shaft negligible.

The operation of the torque reaction system will now be described with reference to Figure 4. As the vehicle advances to the right for example for a left shift, the suspension arms 25b and 25c on the right side of the vehicle are they press upwards generating pressure in the lower chambers of the front and rear hydraulic cylinders. Since these chambers are interconnected by the fluid conduit 35, as the vehicle attempts to spin, the pressure increases in both lower chambers and along the conduit, providing a moment of restoration to the vehicle body via the turning bar. . When the vehicle is traveling uneven terrain, the suspension system is required to overcome cross-axle articulation movements. For example, the right front wheel may need to move up towards the vehicle body and the left front wheel down. To allow this, the front hydraulic cylinder must be extended. Simultaneously the right rear wheel moves down and the left rear wheel moves up, requiring the hydraulic, rear cylinder to contract. In order for this cross-axis articulation movement to occur, fluid is transferred from front to back along conduit 35 and from back to front along conduit 36. The energy for this fluid transfer is generated by the movement of the wheels in relation to the body and is introduced directly from the wheel to the mechanism controlling the position of the turn by the suspension arm and the descent joint. No additional power is required and little pressure is generated. Significant pressure is only generated in the joint if the reaction system of the moment of rotation is working against the springs of the vehicle support or if the wheels at one end of the vehicle have reached the ends of their crashes.

Additionally, if a shock absorber is found while for example being cornered, the stiffness of a wheel is not determined by a single torsion bar for turning stabilization, but by a combination of the torsion bars stabilizing the front and rear turn in series, with the movement of double-acting hydraulic cylinders. This reduces the disturbance to the vehicle body for a vehicle with this passively interconnected form of spin control from the level of disturbance felt by a vehicle equipped with conventional independent spin stabilization bars and a similar turn rigidity. Similarly, due to the inertia of the body in a single-speed high-speed damper, the rigidity of a wheel due to the support means is reduced on a conventional suspension system. Despite the fact that the body does not move instantaneously with respect to the average of the ground plane, the loads due to compression of the springs of the support are shared between the associated wheels. For example, if the right front wheel accelerates upward with respect to the body, the vertical displacement of the right front wheel is absorbed flexibly by the left and right wheel springs (in this case the airbags 26a and 26b) by means of interconnection (pipe 27). This transforms the reaction of the vehicle support springs from a single-wheel inlet into the rebound stiffness of two wheels to a two-wheel inlet in the middle of the rebound stiffness of two wheels, thereby reducing the hardness and accelerations of the turn (commonly known as "head movement" or "swing of the turn").

Further improvements to the present invention will now be described first with reference to Figure 4.

The freely flowing front and rear air bag interconnecting the pipes 27 and 28 could optionally include variable or closing restriction valves 29 and 30 which can be controlled by the common and individual wheel pair inversely proportional to the motion controllers. For example, to increase the stiffness of the rotation of the suspension system in a simple sporty form or on the road, the valves 29 and 30 could be closed by a switch that operates the actuator. To recover the required free cross shaft hinge out of the way, the closure can be deactivated by restoring free flow along the pipe 27 between the front pair of air bags and along the pipe 28 between the rear pair of the bags of air. Alternatively the valves could individually be controlled variables to influence the front and rear turn ratios in response to the detected oscillation ratio. For example, valves could normally be opened in the straight line stroke of the vehicle and as soon as a first lateral acceleration or oscillation calibration point is reached, the front and rear valves close quickly, the calibration point can be determined by a number of known methods that take any combination of known inputs such as speed and steering wheel angles and comparison to the current lateral acceleration and / or oscillation ratio. The inputs during the turn maneuver could be monitored and compared to a second lateral acceleration or oscillation calibration point (which includes a dead band), with the front and rear valve that is open to changing the dependent oscillation ratio on whether The current oscillation ratio is greater or less than the calculated ratio (or more really a range of acceptable values) given by the other inputs. This can be used to modify the steering balance by changing the moment of rotation that makes the vehicle subduction or override.

Optionally, one of the air bags interconnecting the pipes 27 or 28 could be removed as shown in Figure 6. This is especially desirable when the vehicle support means includes some form of height control such as "leveling the load", since a load leveling system can also be used afterwards to provide a fine degree of leveling of the turn position. The disadvantage of not interconnecting all the support means is that they do not act inversely proportionally to thereby increase the loads of the unequal wheels in the articulation movements.

The locking or variable restriction valves 41 and 42 could be provided in conduits 35 and 36 which interconnect the front and rear turn position adjustment cylinders. These for example can be used to prevent the lifting of a single wheel under extreme cornering combined with braking or severe acceleration. Using the speed position, throttle, brake and wheel signals and / or lateral or longitudinal acceleration inputs, the imminent or current lift of a wheel can be detected and valves 41 and 42 closed to reduce or prevent lifting of the wheel. When such systems are used, the front and rear torsion bars must be dimensioned such that their relative rigidity produces a safe torque distribution, ensuring a controllable control balance. The moment of rotation distribution can be established so that the balance of the vehicle handling changes beneficially when the valves 41 and 42 are actuated. For example, with the valves set to lock the conduits 35 and 36, the individual stiffness of the front and rear torsion bars can be designed to give the carriage a slightly subducted steering balance. When the valves 41 and 42 are opened and the front and rear turning position adjustment cylinders can communicate freely, the ratio of the effective mechanical advantage of the front and rear cylinder can be sized to give the vehicle a neutral driving balance. This combination can be used to ensure that the lifting of the wheel is avoided.

It should be understood that any form of the articulation vehicle support system could freely be combined with any form of the reaction means of the freely articulated torque that provides a degree of location of the body near the position of rotation of the level.

Also, for the reasons described for the suspension system shown in Figure 6, it may be advantageous to combine a torque reaction means having a low cross shaft hinge stiffness with a combination of a pair of supports inversely proportional to one end of the vehicle and the conventional independent supports at the opposite end of the vehicle. In fact, the vehicle support means for one end of the vehicle could comprise two flexible support devices at each station of the wheel, with the support means at the opposite end which is either inversely proportional, independent, or another combination of both. For example, the vehicle support at a wheel station could be a combination of a conventional independent spring and an additional flexible device that is interconnected to an additional flexible device at the laterally adjacent wheel station to give low rotation stiffness . Each additional flexible device, for example, could be an air bag and could be assembled in series or preferably in parallel with the independent spring. Arrangements such as those depicted above, and their equivalents, as long as there is no load on the wheel in the crossover joint, still provide significant comfort benefits and improve traction out of the way, and for which reason it is also considered to fall. within the scope of the present invention. Again, independent and inversely proportional supports could be constructed by any known means, many of which are described herein.

Figure 7 shows an alternative reciprocally proportional support means on the front with the chassis and the front and rear turning position adjusting devices omitted for clarity. The rear support means comprises the conventional independent springs and a combined inversely proportional support means.

The front support means in this case are the hydraulic cylinders 45a and 45b, which are connected to the respective front left and right front suspension arms (25a and 25b) at one end and to the chassis (not shown) at the other. The front hydraulic cylinders are interconnected by a pipe 46 to allow the supports to move freely and articulation movements of the cross shaft and rotation. A hydro-pneumatic accumulator (47a and 47b) is located near each support cylinder to provide flexibility in the support system. These accumulators could be connected directly to the cylinder body, or positioned along the interconnection pipe 46. The closures or more preferably the dampers, which could be multi-stage or limiting tubes, could be located between the accumulator and the pipe 46 The dampers could optionally or additionally be placed in the interconnecting pipe 46, between the accumulator and the cylinder and / or between the accumulator and the opposite side of the vehicle.

The pipe could include a variable or closing restriction valve 48, similar to that described in Figure 4 for the air bag support system for controlling the flow of fluid between the cylinders (45a and 45b). A hydro-pneumatic accumulator 47e could be placed towards the center of the interconnecting pipe. This accumulator could be used as a flexible current electrode source for the front support means, replacing the accumulators 47a and 47b which are located near the hydraulic cylinders. Alternatively, it could be used in addition to the accumulators near the cylinders to provide a softer rebound rigidity of the support means. If used in addition, it may be preferable to close the system accumulator under certain conditions to improve control of the suspension system. For example, because the accumulator adds flexibility to the system, it can be used to give a rebound relation of softness, comfort while the vehicle is traveling at a constant speed. When the acceleration or the brake is being carried out, the descent or pitting could be reduced by stiffening the rebound stiffness of the support means by closing the central accumulator 47e. By monitoring the movements of the space (displacements and / or accelerations, etc) of the vehicle, the accumulator could be temporarily closed as required to improve the control of the spacing of the suspension system. This accumulator 47e could also (or alternatively) be provided with a variable damper or restrictor. The variable restrictor could be used to control the space in a manner similar to the shut-off valve.

The combined support system shown in the back of Figure 7 comprises a pair of interconnected hydraulic cylinders 45c and 45d, similar to those shown on the front, but in this case they are used in parallel with the conventional spiral springs 51c and 51d. The spiral springs could carry, for example, half the rear weight of the vehicle in the condition of no static load. The hydraulic cylinders (45c and 45d) carry the rest of the rear weight. If a leveling system is used in the rear hydraulic cylinders, as more weight is added to the rear of the vehicle and the fluid is supplied to the cylinders (45c and 45d) to maintain the same level, the coil springs (51c and 51d) remain at the same compression, to carry even half the unloaded weight of the back of the vehicle. Therefore the hydraulic cylinders then have to carry all the increase in load in addition to half the unloaded weight of the back of the vehicle. In the design of hydraulic cylinders such that pressures do not reach excessive levels when the vehicle is in operation in full load condition, pressures when unloaded are usually relatively low, which reduces the level of seal friction in the cylinders and therefore improves the mounting of the vehicle in the no-load condition. The dimensioning of the cylinders and the portion of the static weight of the vehicle that it carries, is usually chosen depending on the range of design loads for the vehicle, the acceptable level of friction of the cylinder seal (especially in the most commonly used load condition) and statically and dynamically hydraulic pressures maximum acceptable (for the supply system).

Hydraulic cylinders could be interconnected in the same manner as shown and described for the front of the vehicle. This could include the accumulators 47c and 47d mounted on the cylinders 45c and 45d or the closure by an interconnection pipe 49. The optional damper, the restriction lock or closure 50 is shown corresponding to the front of the numbered unit 48, as the central accumulator 471.

The rear hydraulic system preferably includes some or all of the dampers, restrictors and closures described for the front support means, because the coil springs must be damped. Alternatively, or additionally separated controlled or conventional dampers could be provided for each wheel.

In the above description, the hydraulic cylinders are simple to drive, which is often preferable for reasons of cost, size, weight and friction reduction. However, to obtain better control of increase of the associated portion of the body under reduced load (such as in the rear under brake for example), an equivalent double-acting cylinder arrangement could be used.

Any form of the pivot position control mechanisms set forth herein could be used in combination with the support means described above. The support means could be independent at one end of the vehicle and a combined arrangement at the rear, and could also be constructed in a variety of ways to achieve substantially equivalent results. For example, coil springs could be replaced by leaf springs or torsion bars, and hydraulic cylinders could be replaced by air bags or other fluid or laterally interconnected mechanical arrangements that provide a degree of support with minimum turning rigidity.

Figure 8 shows such an alternative mechanical form of the support means and an alternative moment of rotation reaction medium, in this case mechanical, equipped at the front of a chassis 1 similar to that of the previous figures. The mechanical support means includes the torsion bars of the respective front left and right brackets 54a and 54b, which could be driven directly from the pivot of the suspension arm as shown. Alternatively, the torsion bars of the support could be operated by a lever arm and downward link and out of the pivot point of the suspension arm through a form of universal joint type arrangement that allows the shaft of the bar Torsion differs from the axis of rotation of the suspension arm. If the lever arm and downshift arrangement are used, the position of the joints can be chosen to vary the load input to the torsion bar with the wheel position, which allows a variable speed suspension to be designed by means of the connection geometry. Rigidly connected to the opposite end of the support torsion bars are the lever arms 55a and 55b, said lever arms are interconnected by the front support connecting rod 56. The lever arms 55a and 55b are shown directed towards the ground , which load the front support connection bar 56 in tension. An alternative embodiment is to direct the lever arms upwards whereby the front support connection bar 56 is loaded in compression. To provide an adjustment of the mounting height for the front of the vehicle, the front support connecting the bar 56 could be lengthened or shortened either manually or automatically by any known means. The height adjustment means could similarly be provided for the rear of the vehicle.

Flexibility could be provided in the mechanical front support means described above by any known means such as by making the flexible support torsion bars 54a and 54b and / or by replacing the front support connection bar 56 with a spring arrangement.

The reaction means of the mechanical moment of rotation shown in Figures 7, 8 and 9 is functionally similar to the reaction means of the moment, of hydraulic rotation previously described and similarly includes the control mechanisms of the front and rear turning position. The front rotation position control mechanism shown in detail in Figure 8 includes two lateral torsion bars 58a and 58b, each driven by its associated suspension arm 25a or 25b, via the downlinks 37a and 37b and the lever arms integrally formed on the outer ends of the bars. The inner ends of the lateral torsion bars 58a and 58b are provided with the smaller lever arms 59a and 59b which have the connection joints 60a and 60b rotatably connected thereto. The connection joints are instead connected to a common front turning position bar 61 which is rotatably mounted to the chassis 1 such that it can rotate about its main axis longitudinally aligned along the chassis. As the movements of articulation or rotation cause a front suspension arm to rise with respect to the chassis of the vehicle and the other suspension arm to decrease, the front turning position bar 61 which rotates near its main axis.

Figure 9 shows the control means of the front and rear mechanical turning position equipped to a chassis and connected from the rear by the front and the back of the bars of the turning position 61 and 62 such that the rotational movements are resisted and articulation movements are freely allowed. In order to avoid the reaction medium of the mechanical moment of rotation from the limitation of the tilting movements of the chassis, the overall length of the front and rear swing position rods 61 and 62 must be variable, so that a grooved connection 63 is provided. between the bars that can transmit the torque in the bars.

Figure 10 shows a further modification to the reaction medium of the mechanical moment of rotation. The lateral torsion bars 58c and 58d of the rear turning position control means are repositioned forward of the rear suspension arms 25c and 25d and a spring and damper are added to the slotted connection 63. This provides a degree of control of spacing coupling such that for example as the front wheel is pressed up towards the chassis by a shock absorber, the rear wheel can be pressed down away from the chassis. The level of coupling of the space can be tuned by changing the spring and damper ratio of the slotted connecting unit 63. To ensure that the movements of articulation and rotation of the wheel relative to the chassis are correctly controlled, an inversion mechanism of rotation 64 is also required in one of the pivot position bars 61 or 62. The rotation reversing mechanism 64 shown in Figure 10 is a differential type unit that is slidably mounted to the chassis to allow the bars of the Swivel position 61 and 62 move longitudinally as required.

Figure 11 shows the improvements to the vehicle support means of the interconnected torsion bar introduced in Figures 8 and 9. The support means is introduced in Figures 8 and 9. The support means for only the rear pair is illustrated. of the laterally spaced wheels, are observed from the front of the vehicle, with the other parts such as the mechanism of control of the turning position, the chassis and the wheels are omitted for clarity. The arrangement is very similar to that shown in Figure 9, except that a resolving force of the seal 68 holds the ends of the support torsion bars (54c and 54d) together and the connection seal of the rear support 57 includes a cylinder Hydraulic 67 with an optional accumulator 70. The use of the force-resolving joint 66 allows the lateral forces at the ends of the torsion bars (due to the action of the connecting joint 57.,) to be resolved within the Suspension system and not on the vehicle body or chassis structure. This can reduce the vehicle weight and hardness because the vehicle body does not receive the normal high loads in the conventional torsion bar suspensions needed to react each torsion bar independently.

The hydraulic cylinder assembly 67 could be used to mount the height adjustment as previously described by Figure 8 by changing the length of the connection joint of the support 57.

Also, if the optional accumulator 70 is included, the cylinder assembly could provide additional rebound flexibility in series with the torsion bars 54c and 54d. As with the central accumulator in Figure 7, the accumulator 70 could be used to soften the rebound stiffness of the support system and controlled to provide variable rebound stiffness rates. For example, if the packaging of a vehicle dictates that the torsion bars are too short to be able to provide the desired degree of flexibility with an acceptable level of stress, the addition of the accumulator 70 could allow the desired amount of flexibility to join within. of the packaging envelope available.

Also, the accumulator 70 could be used in conjunction with the cylinder assembly 67 as the source of the flexing current electrode of the associated support system if the torsion bars are effectively omitted. Similarly, the cylinder assembly could be replaced by a purely mechanical system such as a spiral spring actuated by the lever arms actuated by the suspension arms. As above, the torsion bars could be retained or omitted depending on packaging limitations.

The cylinder 67 could be of double or preferably simple operation. As with the arrangement shown in Figure 7 with a hydraulic cylinder on each wheel, a double-drive arrangement has some benefits, especially in the control of bounce movements, but it increases in cost and complexity.

The cylinder assembly 67 could preferably include a damping form such as a restriction between the cylinder barrel 36 and the accumulator 38. The restriction could be variable. Additionally or alternatively, a shut-off valve could be provided to isolate the cylinder from the accumulator, whereby the cylinder is closed at a fixed length. The variable restriction and the shut-off valve could be controlled electronically in dependence on the detected dynamic movements of the vehicle body, the movements of the wheel, the driving and speed signals, the vehicle load or other inputs to a controller. The control could be much simpler such as a switch that operates the actuator to choose between the different levels of comfort to ascend and mainly the control of the body.

Referring now to Figure 12, the alternative mechanical rebound support arrangement applied to the rear pair of adjacent wheels transversely to the vehicle chassis is illustrated and the position control components are omitted for clarity. The right rear structure 25c has a first rebound lever arm 55c rigidly attached close to the axis of rotation of the structure. A bounce tube 74 is rigidly attached to the left rear structure 25d with the rebound torsion bar 73 attached to the tube at one end 75 by any known means such as a groove and extends rearwardly within the tube. The other end of the rebound torsion bar 73 behind the end of the wheel is connected to the second rebound lever arm 55d. The first and second rebound lever arms are interconnected as above by the support connection seal 57.

In this way the torsion bar is loaded by the left wheel at its forward end 75 and is loaded in the opposite direction by the right wheel at its rearward end providing the flexible rebound support of the vehicle body. As the vehicle's wheels move relative to the body in the cross-shaft and pivot joint movements, the bounce lever arms, the tube and the torsion bar rotate, the bracket connection joint moves in a substantially lateral direction so that substantially the same torque is maintained in the rebound torsion bar and the load consistent with the wheels of the vehicle.

The alternative height control means are also shown in Figure 12 in the form of the self-leveling buffers 31 and 32 are shown to help maintain height to ascend to the vehicle under conditions that differ in load.

The torsion bar arrangement has particular application in the rear suspension of vehicles as it is possible to pack the rebound torsion bar only on one side of the vehicle, the rest of the space is frequently occupied by the fuel tanks and components of the vehicle. exhaustive system. It is not necessary to rigidly fix the first rebound lever arm and the rebound tube to the respective structures, these are actuated by the intermediary joints if desired.

The previous "torsion bar" within a "tube" design could be used on both sides of the vehicle, with optionally different lengths of torsion bars from side to side if required. The arrangement of the cylinder 67 shown in the support connection bar 57 in Figure 11 could also be incorporated in the similar support connection bar 57 in Figure 12 as the resolution connection of the force 66, also shown in FIG. Figure 11 Another known alternative arrangement of the rebound support means without substantially stiffening is to provide two lateral torsion bars, usually actuated by the suspension arms via the lever arms and the descending joints, and joined together by some form of device. counter-rotation such as a pair of gear wheels or a differential type unit with its outer cage fixed to the vehicle chassis as in other known suspension systems such as those set forth in no. of the applicant's US application.

There are many other known different forms of vehicle support means laterally interconnected to list within this specification. Any vehicle support means with low turn stiffness could possibly be used in the present invention to achieve the same results. Using any shape of the vehicle support medium having low or negligible turning stiffness, in combination with a separate torque reaction means having the lateral torsion bars interconnected longitudinally to produce low or negligible cross shaft stiffness it is considered to be within the scope of this invention. This concept can be easily packaged in the most modern vehicles and improves the seating comfort, traction and control of the vehicle and on and off the road.

To illustrate the point, another example of an appropriate form of the laterally interconnected support means will be briefly described. One commonly shown in the textbooks of the suspension design on the ZX bar. This is a single torsion bar of the rebound support that runs at an angle through the vehicle, mounted in front of the axle line of a wheel and behind the axis line of the adjacent wheel laterally. The actuation of the lever arms extending from the ends of the bar to the respective wheel assemblies such that the ends of the bar are wound in opposite directions with movements of the respective wheels in the same direction, so that provides the rebound support with substantially no rotational rigidity.

Figure 13 shows an alternative arrangement of the torque reaction means connected to the frontal structures 25a and 25b. The other components that include the support means have been omitted for clarity. The anti-twist bar is divided into two parts, 57a and 57b, the division is shown in the center of the bar. However, it should be appreciated that as with the similar mechanical arrangement shown in Figure 8, the division can be located at any point along the length of the anti-rotation bar.

The outer end of each anti-twist bar is angled forward and connected to a tube (37a and 37c) by a ball joint (77a and 77b). The lower end of each tube is connected to the respective structure by means of a joint 78a and 78b which includes the washers that retain the rubber bearings between the tube and the mounting plate in the structure. To obtain the additional initial turning flexibility, with rigidity with increasing torque, the sheaves could form the plates on which the rubber bearings engage. The rubber bearings could be sized to provide a low rigidity in their initial compression, increasing to a very high rigidity above a certain deflection when compressed to occupy substantially all the available volume in the dimensioned plates. The sheaves could form the dimensioned plates, with the mounting plate in the structure that has a vaulted profile to control the manner in which the rubber bearings deviate under load. Alternatively, the dimensioned plates could be fixed to the mounting plate in the structure with the rollers in the tube to be configured vaulted to be made as desired. This technique is similar to that used for gaskets at the ends of conventional car shock absorbers to reduce hardness.

At the inner end of each half of the anti-twist bar, the respective pivot lever arms 59a and 59b extend substantially perpendicular to the bars. One of the pivot lever arms is pivotally connected to a mounting base 79 and the other is connected to a spin cylinder 80, which is hydraulically connected to a rear turn cylinder in a manner similar to the turn cylinders 13a in Figure 1 and 40 in Figure 5, using an upper and a lower conduit (not shown). The other end of the rotation cylinder 80 is pivotally connected to the mounting base 79 such that the relative movement of the left front structure with respect to the right front structure will cause the rotation cylinder 80 to extend or contract, in this way the The reaction medium of the moment of rotation operates as previously described. The mounting base 79 and the cylinder 80 are free to rotate about an axis through the pivot points in the pivot lever arms (59a and 59b) so a locating joint 81 is provided to position the base Assembly and the cylinder between the anti-turn bars (57a and 57b) and the chassis or body. If the main axis of the cylinder and the mounting base are not positioned perpendicular with respect to the pivot lever arms (59a and 59b), the effects of the geometry cause the mechanical advantage of the rotating cylinder on the front wheels to change , altering the distribution of the moment of rotation of the reaction medium of the moment of rotation. If the locating joint 81 is of the fixed length, such as the vehicle's bounces, the anti-turn bars rotate and the torque distribution changes. This can be used to change the torque distribution with load (if the rebound support means does not include leveling).

Alternatively the locating joint 81 could be of a controlled variable length, such as an electrically operated worm gear, a hydraulic cylinder or any other known means. Since the joint is only used to partially support the mass of the rotation cylinder 80 and the mounting base 79, the load on the joint is low allowing a variety of options to be considered.

The reaction medium of the reciprocating torque that exhibits the same characteristics as the specific embodiments described in detail herein could also be substituted to passively provide the rotational rigidity and allow free articulation of the cross shaft without substantially changing the load of each wheel. in the movements of articulation of low speed (and by which the rigidity of rotation of the vehicle is not affected substantially when the wheels are in the positions of articulation of crossed axis of great displacement).

A basic alternative is to pre-drain the fluid in the turning cylinders and its conduits from front to back. This can increase the turn control and could introduce hardness due to the precision of the pressurized fluid seals. Also, if the turning cylinders are pressurized, it may be preferable that the cylinder rods extend through the end walls of the cylinder, whereby charging of the unequal wheel statically at the ground level is prevented.

Conventional anti-rotation rods could be used with double-acting rotary position cylinders that are repositioned in place of one of the front descending joints and a rear one in a known arrangement.

Lateral twist position torsion bars could be split in two in the center of the vehicle and provided with the lever arms at both ends. The double-acting rotary position cylinders could then be repositioned between the central lever arms of the torsion bars of the rotating position in a known design such as in PCT / AU96 / 00528 to perform the same function as described in FIG. the previous text.

Simultaneously, the actuators or actuators Rotary devices would not be used between a pair of single-acting rotational position torsion bars that replace the down-joints of the front and rear bar in a known arrangement. Each front cylinder is linked to the rear cylinder on the same side of the vehicle. Alternatively this simple drive arrangement could be used for the steering position control mechanism at one end of the vehicle with any form of double drive arrangement that is used at the opposite end, which includes a rotary actuator.

It is noted that in relation to this date, the best method known to the applicant to implement said invention is the conventional one for the manufacture of the objects to which it refers.

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

Claims (2)

1. RE IVINDICATIONS 1. A suspension system for a vehicle having a chassis supported on at least a pair of laterally spaced front wheels and at least one pair of rear wheels spaced apart laterally, characterized in that it includes means of vehicle support to support the chassis above each pair of wheels, and means of reaction of the torque to provide the location of the chassis substantially close to a position of the level of rotation,. -, the torque reaction means includes a control mechanism for each pair of at least two pairs of wheels laterally spaced to passively control the position of the wheels in relation to each other and the chassis, each control mechanism of the rotational position is connected to at least one other rotation position control mechanism by means of the mechanism interconnection means, the interconnection means of the turning mechanism which is arranged such that the torque reaction means resists the rotation of the vehicle chassis with respect to the wheels, while simultaneous movements of the cross-axle articulation of the wheels are allowed, wherein the vehicle support means for at least one pair of wheels includes at least one first support means for supporting at least a portion of the load of the vehicle support means, the vehicle support means provides substantially zero rigidity for the vehicle, the reaction medium of the moment of rotation is separated from the vehicle support means whereby substantially zero carrying capacity is provided.
2. 2. A suspension system according to claim 1, characterized in that the vehicle support means for at least one pair of laterally spaced wheels provides substantially zero rotational rigidity. A suspension system according to claim 1, characterized in that the vehicle support means for each pair of wheels provides substantially zero rotational rigidity, whereby substantially equal load is provided to the wheel for non-dynamic wheel displacements, without taking into account the cross-axis articulation, up to the limit of the travel of at least one vehicle support means or the reaction medium of the moment of rotation. 4. A suspension system according to any of the preceding claims, characterized in that the vehicle support means for at least the pair of wheels further includes the second additional independent support means, the second support means includes flexibility and is arranged to provide a degree of support and a degree of rotation stiffness for the vehicle. 5. A suspension system according to any of the preceding claims, characterized in that each mechanism of control of the rotation position includes at least one transverse torsion bar and an adjustment means to allow the position of one of the associated wheels to adjust with respect to the position of the other wheel in an opposite direction of it, the means for adjusting a mechanism for controlling the rotational position is interconnected with the adjustment means of the other mechanism for controlling the rotational position by the means for interconnecting the turning mechanism such that the relative positions of a pair of wheels laterally spaced are adjusted in an opposite direction with respect to the relative positions of the other pair of laterally spaced wheels. 6. A suspension system for a vehicle having a chassis supported on at least a pair of laterally spaced front wheels and at least one pair of rear wheels spaced apart laterally, characterized in that it includes vehicle support means for supporting the chassis above each pair of wheels, the vehicle support means for at least one pair of wheels including at least one support means for supporting at least a portion of the load in the middle of vehicle support the first support means provides substantially zero rigidity to the vehicle, and torque means separate from the vehicle support means to provide the location of the chassis substantially close to the position of the rotation level whereby the rotation of the chassis with respect to the wheels is resisted while simultaneously allowing the articulation of cross-axis of the wheels, the reaction means of the torque provides substantially zero carrying capacity for the vehicle, wherein the torque reaction means includes a mechanism for controlling the rotational position for each pair of at least two pairs of wheels spaced laterally, the mechanism of control of the rotational position includes at least one transverse torsion bar and an adjustment means for allowing the position of one of the associated wheels to be adjusted with respect to the position of the other wheel in an opposite direction thereof, the adjusting means of the rotation position control mechanism is interconnected with the adjustment means of the other mechanism for controlling the rotational position by means of a connection means of the turning mechanism, such that the relative positions of a pair of wheels laterally spaced are adjusted in a direction opposite to the relative positions of the other pair of wheels spaced laterally. 7. A suspension system according to claim 6, characterized in that the first support means includes a load-bearing device for each wheel, the load-bearing devices for a pair of laterally spaced wheels that are interconnected by an interconnecting means. of support such that one of the wheels moves upwards with respect to the chassis, the other wheel is coupled downwards. 8. A suspension system according to claim 7, characterized in that the support interconnection means provides a degree of flexibility such that the first support means provides the flexible support of the vehicle chassis while substantially zero rotational rigidity is introduced. 9. A suspension system according to claim 7, characterized in that at least one of the load-bearing devices provides a degree of flexibility such that the first support means provides the flexible support of the vehicle chassis while introducing substantially zero stiffness . 10. A suspension system according to claim 7, characterized in that the load bearing devices are in the form of extended or retracted fluid containers, the supporting interconnect means being a conduit interconnecting the fluid containers to provide the communication of the fluid. 11. In addition, it includes an accumulator means in the fluid communication with the conduit interconnecting the fluid containers, to provide at least part of the flexibility of the first support means, and - the flow control means between the conduit and the accumulator means to control the flow of the fluid. 12. A suspension system according to claim 10, characterized in that it also includes at least one flow control means in the conduit to control the flow of the fluid. 13. A suspension system according to claim 12, characterized in that the flow control means includes an accumulator means for providing at least part of the flexibility of the first interconnected support means. 14. A suspension system according to any of claims 6 to 13, characterized in that it also includes at least one pair of the laterally spaced wheels having the first interconnected support means, the second additional independent support means, whereby it is provided a turning stiffness for the vehicle. 15. A suspension system according to claim 14, characterized in that the second support means is in the form of a spring. 16. A suspension system according to claim 6, characterized in that the chassis is supported above the respective wheels by the vehicle support means which is actuated in the respective suspension arms provided for each wheel, the vehicle support means for at least one pair of laterally spaced wheels including a load-bearing device provided respectively for each suspension arm to support at least a portion of the load of the respective vehicle support means, wherein at least one of the load-bearing devices includes a torsion bar located rotatably at one end by the associated suspension arm, the other end has a support lever arm rigidly connected thereto, a support interconnection means pivotally connected at one end of the support lever arm of the load-bearing device for a wheel of the laterally spaced pair, the other end of the interconnection means is pivotally connected to a support lever arm included in the load-bearing device of the other wheels spaced laterally. 17. A suspension system according to claim 16, characterized in that each of the load-bearing devices includes a support torsion bar aligned substantially longitudinally driven at one end by the associated suspension arm, the other end having an arm of support lever rigidly connected thereto, the support interconnection means is a joint having its ends pivotally connected to the support lever arms of the load-bearing device for each wheel of the laterally spaced pair. 18. A suspension system according to claim 16, characterized in that the torsion bar is rotatably located to the associated suspension arm by a rebound tube, the rebound tube connects to and extends from the associated suspension arm at one end, and the other end of the rebound tube is rigidly connected to the torsion bar, said torsion bar is located within the rebound tube and protrudes from the end of the suspension arm, the protruding end of the torsion bar has the lever arm of support rigidly connected the same. 19. A suspension system according to claim 16, characterized in that the joint forming the support interconnection means includes the support adjustment means for varying the length of the joint whereby the height of the vehicle varies. 20. A suspension system according to claim 19, characterized in that the support adjustment means includes a hydraulic cylinder. 21. A suspension system according to claim 20, characterized in that it also includes an accumulator in the fluid communication with the hydraulic cylinder. 22. A suspension system according to claim 21, characterized in that it includes a flow control means for controlling the communication of the fluid between the hydraulic cylinder and the accumulator. 23. A suspension system according to claim 16, characterized in that an additional force resolving joint is pivotally connected to the support lever lever arm of each load bearing device, such that the force resolving joint acts parallel to the support interconnection means whereby the lateral loads in the support interconnection means are substantially resolved within the support means of the vehicle. 24. A suspension system according to any of claims 6 to 23, characterized in that each adjustment means includes a double-acting hydraulic cylinder, the adjustment means is arranged such that the hydraulic cylinder engages to extend and contract like a wheel of the pair of laterally spaced wheels moves in a direction substantially opposite to the other wheels relative to the chassis, and the means for interconnecting the rotation mechanism between the adjustment means of at least two mechanism of control of the position of rotation which are two conduits that interconnect the double-acting hydraulic cylinders such that the turning movements tend to generate pressure in one of the fluid conduits, whereby the rotational forces in the transverse torsion bars are transmitted to react to at least a portion of the torque in the chassis, and the articulation movements cause one cylinder to extend and the other contract, generating a flow of fluid between the cylinders. 25. A suspension system according to claim 24, characterized in that the hydraulic cylinder of at least one adjustment means is located between the end of the transverse torsion bar and the wheel such that as a wheel moves in the opposite direction of the another, the cylinder engages to extend and contract. 27. A suspension system according to claim 24, characterized in that the transverse torsion bar is interconnected at one end thereof to a wheel, the other end of the torsion bar is connected to the adjustment means which instead interconnects to the other wheel, the adjustment means includes a mounting base that is rotatably connected to the end of the torsion bar and interconnected to the wheel, the hydraulic cylinder, is connected between the mounting base and a lever arm formed in the end of the torsion bar, such that as the cylinder extends and retracts, one wheel engages to move substantially in the direction opposite to the other wheel with respect to the chassis. 28. A suspension system according to claim 24, characterized in that the mechanism of control of the rotation position includes two torsion bars aligned transversely, one for each wheel, which have the lever arms at their internal ends, the bars are interconnected by means of adjustment which includes the hydraulic cylinder pivotally connected to a lever arm of the torsion bar, a mounting base pivotally connected to the other torsion bar and to the hydraulic cylinder, and a locating joint to locate the base of assembly in relation to the chassis. 29. A suspension system according to claim 28, characterized in that the locating joint could be of variable length to control the position of the mounting base relative to the chassis. 30. A suspension system according to claim 6, characterized in that the mechanism for controlling the rotational position for each pair of wheels includes two transversely aligned torsion bars interconnected by the adjustment means, one associated with each wheel, the means of adjustment that is in the form of a mechanical joint arrangement to connect the two torsion bars to one end of a turning position bar, the other end of the rod of the turning position connected to the mechanical joint arrangement of the other rotation position control mechanism, such that the rotation of the torsion bars transversely aligned in a common direction results in the axial displacement of the rod from the rotational position, and the rotation of the torsion bars aligned in opposite directions result in an axial rotation of the bar of the turning position. 31. A suspension system according to claim 30, characterized in that the bar of the turning position includes a slotted connection to allow the length of the bar of the turning position to vary such that the tilting movements of the vehicle are passively allowed. 32. A suspension system according to claim 31, characterized in that the bar of the turning position includes the flexible cushioning means and space to provide a degree of control of the coupling of the distance. SUMMARY OF THE INVENTION A suspension system for a vehicle having a chassis (1) supported on at least a pair of laterally spaced front wheels (7a, 7b) and a pair of laterally spaced rear wheels (7c, 7d), which includes the support means of the vehicle (4, 5, 6) to support the chassis above each pair of wheels, and the reaction means of the torque (10) to provide the location of the chassis substantially close to the level of rotation. The reaction means of the moment of rotation (10) includes a mechanism for controlling the respective rotational position (10a, lia, 12, 13a) for each pair of at least two pairs of wheels laterally spaced to passively control the position of the wheels. wheels with relation between one and another and the chassis, each mechanism for controlling the rotational position is connected to at least one other mechanism for controlling the rotational position by means of the interconnection means of the rotation mechanism (8, 9). The means of interconnection of the rotation mechanism (8, 9) is arranged such that the reaction means of the moment of rotation resists the rotation of the vehicle chassis with respect to the wheels, while simultaneous movements of the cross shaft are permitted. of the wheels. The vehicle support means (4, 5, 6) for at least one pair of wheels includes at least a first support means (6) for supporting at least a portion of the load in the vehicle support means, the first Support means (6) provides substantially zero stiffness for the vehicle. The reaction medium of the moment of rotation (10) is separated from the support means of the vehicle whereby substantially zero carrying capacity is provided.