NZ757295B2 - Vehicle suspension with common hub and/or knuckle assembly - Google Patents
Vehicle suspension with common hub and/or knuckle assembly Download PDFInfo
- Publication number
- NZ757295B2 NZ757295B2 NZ757295A NZ75729518A NZ757295B2 NZ 757295 B2 NZ757295 B2 NZ 757295B2 NZ 757295 A NZ757295 A NZ 757295A NZ 75729518 A NZ75729518 A NZ 75729518A NZ 757295 B2 NZ757295 B2 NZ 757295B2
- Authority
- NZ
- New Zealand
- Prior art keywords
- wheel mounting
- wheel
- spindle
- hub
- adapter
- Prior art date
Links
- 239000000725 suspension Substances 0.000 title claims abstract description 73
- 230000000875 corresponding Effects 0.000 abstract description 9
- 238000004519 manufacturing process Methods 0.000 abstract description 4
- 238000004806 packaging method and process Methods 0.000 abstract description 4
- 239000000789 fastener Substances 0.000 description 6
- 241000239290 Araneae Species 0.000 description 4
- 230000000712 assembly Effects 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 239000011295 pitch Substances 0.000 description 4
- 230000023298 conjugation with cellular fusion Effects 0.000 description 2
- 230000013011 mating Effects 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- 230000021037 unidirectional conjugation Effects 0.000 description 2
- 230000037250 Clearance Effects 0.000 description 1
- 229910001141 Ductile iron Inorganic materials 0.000 description 1
- 241000549194 Euonymus europaeus Species 0.000 description 1
- 229910052782 aluminium Inorganic materials 0.000 description 1
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminum Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- 239000004568 cement Substances 0.000 description 1
- 230000035512 clearance Effects 0.000 description 1
- 229910001092 metal group alloy Inorganic materials 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000006011 modification reaction Methods 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
- 230000001755 vocal Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B27/00—Hubs
- B60B27/0047—Hubs characterised by functional integration of other elements
- B60B27/0052—Hubs characterised by functional integration of other elements the element being a brake disc
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B27/00—Hubs
- B60B27/0047—Hubs characterised by functional integration of other elements
- B60B27/0057—Hubs characterised by functional integration of other elements the element being a brake drum
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B27/00—Hubs
- B60B27/0047—Hubs characterised by functional integration of other elements
- B60B27/0063—Hubs characterised by functional integration of other elements the element being a brake caliper mount
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B27/00—Hubs
- B60B27/02—Hubs adapted to be rotatably arranged on axle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
- B60B35/02—Dead axles, i.e. not transmitting torque
- B60B35/025—Dead axles, i.e. not transmitting torque the wheels being removable
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
- B60B35/12—Torque-transmitting axles
- B60B35/14—Torque-transmitting axles composite or split, e.g. half- axles; Couplings between axle parts or sections
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/10—Road Vehicles
- B60Y2200/14—Trucks; Load vehicles, Busses
Abstract
wheel hub can be used to transfer loads from a rotating wheel into a spindle through connected bearings. It is typical for an axle of a specific capacity to use an industry standard spindle size, bearing size, hubcap size, and wheel mounting surface dimensions. These sizes all vary according to a weight capacity of the axle. That is, axles with different capacities typically have corresponding differently dimensioned spindles, bearings, hubcaps and wheel mounting surfaces. In addition, different capacities of steerable axles traditionally use corresponding different knuckles, with the different knuckles having varying feature sizes. These feature sizes then affect various other wheel end components that interface with the knuckle. Additionally, some desired features of lower capacity axles may drive packaging constraints. This includes track and desired wheel mount face, wheel size with associated wheel stud pitch circle, and brake size. Improvements are continually needed in the arts of designing, manufacturing, assembling and maintaining vehicle suspensions. In accordance with the present disclosure, a vehicle suspension can include an adapter mounting face, a spindle rigidly mounted relative to the adapter mounting face, a wheel mounting hub including a hub body rotatably mounted on the spindle by bearings, and an adapter that spaces a brake component away from the adapter mounting face. Another vehicle suspension can include a spindle, bearings, and a wheel mounting hub rotatably mounted on the spindle by the bearings, the wheel mounting hub can include a hub body and a wheel mounting flange, the hub body and the wheel mounting flange being separate components of the wheel mounting hub. A system for adapting a vehicle suspension to different suspension capacities can include multiple wheel mounting hubs including a same hub body internal configuration configured to be rotatably mounted on the spindle by the bearings, but the wheel mounting hubs including respective different wheel mounting flanges. weight capacity of the axle. That is, axles with different capacities typically have corresponding differently dimensioned spindles, bearings, hubcaps and wheel mounting surfaces. In addition, different capacities of steerable axles traditionally use corresponding different knuckles, with the different knuckles having varying feature sizes. These feature sizes then affect various other wheel end components that interface with the knuckle. Additionally, some desired features of lower capacity axles may drive packaging constraints. This includes track and desired wheel mount face, wheel size with associated wheel stud pitch circle, and brake size. Improvements are continually needed in the arts of designing, manufacturing, assembling and maintaining vehicle suspensions. In accordance with the present disclosure, a vehicle suspension can include an adapter mounting face, a spindle rigidly mounted relative to the adapter mounting face, a wheel mounting hub including a hub body rotatably mounted on the spindle by bearings, and an adapter that spaces a brake component away from the adapter mounting face. Another vehicle suspension can include a spindle, bearings, and a wheel mounting hub rotatably mounted on the spindle by the bearings, the wheel mounting hub can include a hub body and a wheel mounting flange, the hub body and the wheel mounting flange being separate components of the wheel mounting hub. A system for adapting a vehicle suspension to different suspension capacities can include multiple wheel mounting hubs including a same hub body internal configuration configured to be rotatably mounted on the spindle by the bearings, but the wheel mounting hubs including respective different wheel mounting flanges.
Description
VEHICLE SUSPENSION WITH
COMMON HUB AND/OR KNUCKLE ASSEMBLY
TECHNICAL FIELD
This disclosure relates generally to vehicle suspensions and, in one
example described below, more ularly provides for use of a common hub
and/or knuckle assembly with various vehicle suspension capacities.
OUND
A wheel hub can be used to transfer loads from a rotating wheel into a
spindle through connected bearings. It is typical for an axle of a specific capacity
to use an industry standard spindle size, bearing size, hubcap size, and wheel
mounting surface dimensions. These sizes all vary ing to a weight capacity
of the axle. That is, axles with ent capacities typically have corresponding
differently dimensioned spindles, bearings, hubcaps and wheel mounting
surfaces.
In addition, different capacities of steerable axles traditionally use
corresponding ent es, with the different knuckles having varying
feature sizes. These feature sizes then affect various other wheel end
components that interface with the knuckle. Additionally, some desired features
of lower capacity axles may drive packaging constraints. This includes track and
desired wheel mount face, wheel size with associated wheel stud pitch circle, and
brake size.
It will be appreciated that improvements are ually needed in the arts
of ing, manufacturing, assembling and maintaining vehicle sions.
The present disclosure provides such improvements to the arts for use with a
variety of different vehicle suspension types, such as, steerable and non-
steerable, different axle types and capacities, etc.
BRIEF DESCRIPTION OF THE GS
is a representative side view of an example of a vehicle which can
embody principles of this disclosure.
FIGS. 2 & 3 are representative partially cross-sectional views of an
e of a vehicle suspension that may be used with the vehicle of and
which can incorporate the principles of this disclosure.
FIGS. 4A & B are representative cross-sectional views of a portion of the
vehicle suspension, with different wheel mounting hub configurations.
is a entative cross-sectional view of another example of the
e suspension, with a two-piece wheel mounting hub.
is a representative sectional view of another example of the
vehicle suspension, with an increased thickness brake component mounting
adapter.
FIGS. 7 & 8 are representative side and rear views of a steering knuckle
that may be used with the vehicle suspension.
FIGS. 9-11 are representative side, rear and cross-sectional views of the
steering knuckle with another example of the brake component mounting
adapter.
FIGS. 12 & 13 are representative side and cross-sectional views of the
adapter, with being taken along line 13-13 of .
2018/028379
is a representative side view of another example of the adapter.
FIGS. 15 & 16 are representative side and cross-sectional views of
another e of the adapter, with being taken along line 16-16 of FIG.
DETAILED DESCRIPTION
Representatively illustrated in accompanying drawings is a vehicle
suspension, including components thereof, and an associated method, which can
embody principles of this disclosure. However, it should be clearly understood
that the e suspension and method are merely one e of an
ation of the principles of this disclosure in practice, and a wide variety of
other examples are possible. Therefore, the scope of this disclosure is not limited
at all to the details of the vehicle suspension and method described herein and/or
depicted in the gs.
Representatively illustrated in is a vehicle 10. The vehicle 10 in this
example is a cement transport truck, but other types of vehicles (such as,
passenger vehicles, buses, tractors, trailers, etc.) may incorporate the principles
of this sure.
The vehicle 10 depicted in includes a steerable auxiliary
suspension 12. In this e, the suspension 12 is lowered into contact with a
road surface when desired to distribute a load carried by the vehicle 10 over
more axles, comply with bridge laws, etc. However, the scope of this disclosure is
not limited to use with steerable auxiliary suspensions.
The suspension 12 is ed to a longitudinally extending frame
28 of the vehicle 10. In other es, the suspension 12 could be attached to a
body, combined body and chassis, or another component or combination of
vehicle components. Thus, the scope of this disclosure is not limited to any
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particular s of the vehicle 10 or the suspension 12 as depicted in or
as described herein.
COMMON HUB
Instead of requiring a different hub for each different suspension capacity,
examples described herein can standardize spindle diameter, bearing inner and
outer diameter, and hubcap across a variety of different suspension capacities.
The examples described herein are used for auxiliary steerable axle
configurations, but other axle configurations could also benefit from the
improvements described herein. For example, other ations could include
commercial truck and trailer axles, passenger es, and vocational truck and
trailer axles.
The common hub designs described herein reduce complexity and allow
for more flexible and modular configurations. Axles and spindles can remain
dimensionally cal for different suspension capacities. The wheel end
components (e.g., a brake drum, wheel, etc.) for different suspension capacities
are interchangeable onto a common spindle and bearing.
ln specific examples described herein, three different sion
capacities can be standardized, so that they use the same e and bearings.
The examples include 8,000 lb (8k, or ~3600 kg), 10,000 lb (10k, or ~4500 kg),
and 13,000 lb (13k, or ~5900 kg) capacity axles. These are currently the three
most common axle capacities offered in the US auxiliary lift axle . Other
suspension capacities may be used, within the scope of this disclosure.
In these examples, a rd “FF” type spindle as classified by the
Society of Automotive Engineers (SAE) and mating bearing is used for all three
capacities. The fitment to different brakes and wheels/tires can be achieved by
the use of a uniquely ured hub.
Two example designs for this hub described herein are: one-piece and
two-piece. Both s can be comprised of (but not limited to) a cast metal
alloy, such as ductile iron or aluminum. A main body of the hub can
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accommodate industry standard “FF” type bearings and hubcap for fitment to an
“FF” type e.
Two configurations of the one-piece hub example are described herein--
one of each for use with an 8k and 10k wheel stud hole n on a wheel
mounting flange. In the described examples, this wheel mounting flange and
hole pattern is cast into a main shape of the hub body.
For the two-piece hub example, all configurations can share a same
common hub body containing the “FF” type gs. A removable wheel
mounting flange or body can be attached to the hub body by the use of fasteners
in combination with a splined mating surface between the two components to
ensure ent.
Referring additionally now to FIGS. 2 & 3, a portion of the suspension 12 is
representatively illustrated. The suspension 12 may be used with the vehicle 10
of or it may be used with other suspensions.
As depicted in FIGS. 2 & 3, the suspension 12 includes an axle 14, a
knuckle 16, a king pin 18, a spindle 20, bearings 22, a wheel ng hub 24,
brake shoes 26, a brake drum 30 and a brake backing plate 32. A wheel 34 and
a tire 36 are mounted to the hub 24 using conventional wheel studs (not shown)
that extend through d holes 38a-c in the hub 24, brake drum 30 and wheel
34.
As mentioned above, the spindle 20 and bearings 22 in this example are
ry rd “FF” type. However, other types may be used in keeping with
the scope of this disclosure.
An adapter 40 spaces the brake mounting plate 32 (and, thus, the brake
shoes 26 and various other brake components) an appropriate distance away
from the knuckle 16. The adapter 40 can be provided with a variety of different
lateral thicknesses Tto accommodate various different brake dimensions
corresponding to different suspension capacities.
For example, an 8k suspension will have different brake shoe 26 and
brake drum 30 sizes, as compared to a 10k suspension. For one or more
suspension capacities (such as, a 13k suspension), the adapter 40 may not be
used, or may have a minimal thickness T.
Referring additionally now to FIGS. 4A & B, additional examples of the
suspension 12 are representatively illustrated, without the brake components,
wheel or tire. In , an 8k capacity n of the suspension 12 is depicted,
and in , a 10k capacity version of the suspension is depicted. The hub 24
is a single integral component in the FIGS. 4A & B examples.
Note that the same spindle 20, bearings 22 and hub cap 42 are used with
both of the 8k and 10k capacity versions of the suspension 12. A body 24a of the
hub 24 is the same in FIGS. 4A & B, so that the interfaces between the hub and
each of the spindle 20, bearings 22 and hub cap 42 are the same for both of the
8k and 10k ty versions of the sion 12. Thus, the same hub body
24a uration (e.g., at interfaces between the hub body 24a, the spindle 20
and the bearings 22) can be used, even though the suspension capacities are
different.
However, note that a wheel mounting flange 24b is not the same in FIGS.
4A & B. The flange 24b in the 8k ty version of the suspension 12 is
different from the wheel mounting flange in the 10k capacity version. Thus, a
different hub 24 is used for each of the different capacities, although the hub
body 24a internal configuration (e.g., at interfaces between the hub body 24a, the
spindle 20 and the bearings 22) is the same.
ing additionally now to another example of the suspension
12 is representatively illustrated. In this example, the hub 24 is not a single
integral component, but instead comprises a separate hub body 24a and wheel
ng flange 24b.
Splines 44 are used to rotationally secure the wheel mounting flange 24b
to the body 24a. Fasteners 46 may also, or atively, be used to secure the
flange 24b to the body 24a.
Note that the flange 24b as depicted in is configured similar to the
flange 24b in the 8k ty version of the suspension 12 depicted in .
Instead of this flange 24b, another flange configured similar to the flange in the
10k capacity version of the suspension 12 as depicted in could be
secured to the hub body 24a to thereby provide for mounting a 10k brake drum
(see . The wheel mounting flange 24b can be drilled to accommodate
different numbers of wheel studs and/or different bolt circle diameters or pitches.
Thus, in the example, the same hub body 24a can be used for
different capacity versions of the sion 12. Only the wheel mounting flange
24b is changed to adapt the hub 24 itself to a ular capacity version of the
sion 12. In addition, a different adapter 40 may be used to mount the
corresponding different brake components for the respective ent suspension
capacities.
If disc brakes are used, a disc brake rotor could also be secured to the hub
body 24a (such as, using splines). In some examples, the disc brake rotor and
the wheel mounting flange 24b could be integrally formed as a single component
that is secured to the hub body 24a with the splines 44.
Referring additionally now to another configuration of the
suspension 12 is representatively illustrated. In this uration, the adapter 40
has an increased thickness Tas compared to the adapter depicted in FIGS. 2 &
This increased thickness Tof the adapter 40 spaces the brake backing
plate 32 and other brake components r from the steering knuckle 16, to
odate reduced widths of the brake shoes 26 and brake drum 30. Thus,
the common hub body 24a can be used with the same spindle 20 and bearings
22, even though different brake components are used.
Other brake components that can be spaced apart from the steering
e with an adapter include a brake spider (similar to a cast backing plate), a
torque plate (used with disc brakes) and brake shoes (for example, the adapter
could e a desired spacing between the brake shoes and a backing plate or
brake spider). Note that a brake spider can be cast as an integral ent of a
steering knuckle.
KNUCKLE ASSEMBLY
In examples described herein, certain es of the steering knuckle 16
are standardized around those of the 13k capacity, thereby increasing the
component durability of the 8k and 10k capacity axles, while taking advantage of
the economy of scale. At the same time, packaging aints of the lower
capacity interfacing components can be satisfied to enable a standardized 13k
ng knuckle to be used with 8k and 10k wheel end components.
ing additionally now to FIGS. 7 & 8, side views of an example of a
steering knuckle assembly 48 are representatively illustrated. The steering
knuckle assembly 48 may be used with the suspension 12 described above, or it
may be used with other suspensions.
As depicted in FIGS. 7 & 8, the steering knuckle assembly 48 includes a
knuckle ne 50, a seal boss 52, the spindle 20 and bearing journals 54.
The backbone 50 has bores 56 therein for receiving the king pin 18. The seal
boss 52 is sealingly engaged by a seal pressed into the hub 24 (see . The
bearing journals 54 support the bearings 22 (see .
In this example, an adapter mounting face 58 is formed on the backbone
50. Threaded holes 60 are machined into the mounting face 58 for securing the
adapter 40 (see to the ne 50. The spindle 20 is rigidly mounted
relative to the adapter mounting face 58 (for example, the spindle could be press-
fit into the knuckle backbone 50, welded thereto, or integrally formed therewith).
ing additionally now to FIGS. 9-11, side and sectional views of
the knuckle assembly 48 with another configuration of the adapter 40 are
representatively illustrated. In this example, ers 62 are threaded into the
holes 60 in the backbone 50 to secure the adapter 40 to the backbone.
The FIGS. 9-11 adapter 40 configuration es a brake mounting face
64 and holes 66 for mounting brake components (such as, the brake backing
plate 32) to the adapter 40. An anti-lock g system (ABS) sensor mounting
hole 68 can also be provided in the adapter 40. A brake pilot diameter 70 can be
formed on the adapter 40 to engage the braking components and ensure that
they are appropriately centered relative to the e 20.
The adapter 40 can be configured to interface with different brake
geometries, so that the knuckle backbone 50 can be used with different
suspension capacities. As mentioned above, a width or thickness of the adapter
40 can be changed to accommodate different brake components. In the FIGS. 9-
11 examples, the brake mounting holes 66 (such as, a hole diameter and bolt
circle diameter) may also, or atively, be changed to accommodate different
brake components. Thus, the spindle 20, bearings 22 and hub body 24a can
remain the same, even though the brake components vary between different
suspension capacities.
Referring additionally now to FIGS. 12 & 13, the adapter 40 is
representatively illustrated in side and cross-sectional views. Note that the
adapter 40 has holes 72 formed therethrough for the fasteners 62 to mount the
adapter to the mounting face 58 on the backbone 50. An inner diameter D of the
adapter 40 is sized to fit closely on the seal boss 52 (see ).
Referring additionally now to , another configuration of the r
40 is representatively rated. In this example, a cutout 74 is provided to
accommodate a brake cam (not shown) of the type well known to those skilled in
the art. This configuration may be used with an 8k capacity suspension.
In some examples, the separate r 40 may not be used, or the brake
mounting face 64 could be integrally formed with the steering knuckle 16. In
these examples, the cutout 74 could be formed in the steering e 16 (e.g., in
the brake ng face 64, as part of a brake spider, or in a torque plate if disc
brakes are used).
Referring additionally now to FIGS. 15 & 16, r configuration of the
adapter 40 is representatively illustrated in side and sectional views. In this
example, a recess 76 is provided in the adapter 40, thereby shortening the
adapter mounting holes 72. In addition, note that the thickness T is r than
that depicted for the configuration. The recess 76 can permit the hub
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body 24a to be received partially in the adapter 40 when the thickness T is
increased substantially.
When used in the suspension 12, the knuckle assembly 48 (including the
adapter 40 configurations of FIGS. 9-16) can e for use of a variety of
different bolt-on brake components. The adapter 40 can be supplied with different
mounting holes 66 (e.g., different s, different hole diameters, different
pitches or bolt circle diameters, etc.) and different widths or thicknesses Tas
needed to accommodate the ent brake components. Thus, the same spindle
, gs 22 and hub body 24a can be used with different suspension
capacities, even though bolt-on brake components differ for the respective
different suspension capacities.
Note that several standardized brake mount hole ns exist in the
industry, in which brake mounting fasteners that engage holes 66 are on different
brake fastener pitch diameters. rly, these ent brake assemblies may
require different brake pilot diameters 70. These hole patterns may not
conveniently overlay onto the same e backbone 50. onally, clearance
required for cam tubes of the lower capacity (e.g., 8k) brake assemblies often
eclipses the required brake fastener mounting holes 66 of higher capacity (e.g.,
13k) brake assemblies, thereby making it desirable, in this example, to have a
knuckle backbone 50 that is narrow in width (see and provided with
separate unique brake adapters 40 for the different capacities.
VEHICLE SUSPENSION, SYSTEM AND METHOD EXAMPLES
In some examples, 8k and 10k capacity wheels 34 and brake components
can be mounted to 13k capacity spindle 20 and bearings 22.
In some es, a common knuckle assembly 48 (including spindle 20)
can be used with several different brake assemblies, wheels, etc.
In some examples, a common two-piece hub 24 can be used with different
brake mounting configurations.
In some examples, a common hub 24 can be machined differently (e.g., to
produce a ular wheel mounting configuration, or to accommodate a
particular brake configuration), depending on the ty of the suspension 12 in
which it is to be used.
In some examples, a common two-piece hub 24 can be ed with
ent wheel mounting flanges 24b.
In some examples, a flange adapter 40 may be used with a common hub
24 to enable use of the common hub in different sion 12 ty
configurations.
In some examples, a common hub 24 can be drilled for different s
of wheel mounting studs (e.g., 6, 8 or 10 studs), and a different adapter/spacer
40 can be used for each of several corresponding ent suspension 12
capacities.
In some examples, the flange adapter 40 may not be used. In these
examples, another adapter or spacer could be used to space the brake shoes 26
away from the backing plate 32, or no adapter may be used at all.
It may now be appreciated that the above disclosure provides significant
advancements to the arts of designing, manufacturing, assembling and
maintaining vehicle suspensions. ln examples described above, a same spindle
20, bearings 22 and hub body 24a can be used with a variety of differently
configured wheels 34 and brake components. Different wheel mounting flanges
24b can be provided for accommodating respective different capacity wheels,
and different adapters 40 can be provided for accommodating respective different
ty brake components.
The above disclosure provides to the art a vehicle suspension 12. In one
example, the suspension 12 can include an adapter mounting face 58, a spindle
2O rigidly mounted relative to the adapter mounting face 58, a wheel mounting
hub 24 including a hub body 24a rotatably mounted on the e 20 by
bearings 22, and an adapter 40 that spaces a brake component away from the
WO 95320
adapter mounting face 58. The brake component may comprise a brake backing
plate 32.
A wheel mounting flange 24b may be integrally formed as part of the
wheel mounting hub 24. The wheel mounting flange 24b may be separately
formed from a body 24a of the wheel mounting hub.
The spindle 20 may be rigidly mounted to a steering knuckle backbone 50.
The adapter ng face 58 may be formed on the steering e backbone
The above disclosure also provides to the art a vehicle suspension 12
comprising a spindle 20, bearings 22, and a wheel mounting hub 24 rotatably
mounted on the spindle 20 by the bearings 22. The wheel mounting hub 24 can
comprise a hub body 24a and a wheel mounting flange 24b, the hub body 24a
and the wheel mounting flange 24b being te components of the wheel
mounting hub 24.
The vehicle suspension 12 may also include an adapter mounting face 58,
and an adapter 40 that spaces a brake component away from the r
mounting face 58. The spindle 20 may be rigidly mounted relative to the adapter
mounting face 58. The brake component can comprise a brake backing plate 32.
A system for adapting a vehicle sion 12 to different suspension
capacities is also described above. In one example, the system can comprise a
spindle 20, bearings 22, and multiple wheel mounting hubs 24 configured to be
rotatably mounted on the spindle 20 by the bearings 22. The wheel mounting
hubs 24 can including a same hub body 24a configuration (e.g., at interfaces
between the hub body 24a, the spindle 20 and the bearings 22) configured to be
rotatably mounted on the spindle 20 by the gs 22, but the wheel ng
hubs 24 include respective different wheel mounting flanges 24b.
The system can also include an adapter mounting face 58, and an adapter
40 that spaces a brake ent away from the adapter mounting face 58.
The wheel mounting flanges 24b may be integrally formed as parts of the
respective wheel mounting hubs 24. The wheel mounting flanges 24b may ne
separately formed from the respective hub bodies 24a.
The spindle 20 may be rigidly mounted to a steering e backbone 50.
An adapter mounting face 58 may be formed on the steering knuckle backbone
50. The system can include multiple brake mounting adapters 4O configured to
space a brake component away from the adapter mounting face 58, the brake
mounting adapters 40 having respective different thicknesses T.
gh various examples have been described above, with each
example having certain features, it should be tood that it is not necessary
for a particular feature of one example to be used exclusively with that example.
lnstead, any of the features described above and/or depicted in the drawings can
be combined with any of the examples, in addition to or in substitution for any of
the other features of those examples. One example’s features are not ly
exclusive to another example’s features. Instead, the scope of this disclosure
asses any combination of any of the features.
Although each example described above includes a certain combination of
es, it should be tood that it is not necessary for all features of an
e to be used. lnstead, any of the es described above can be used,
without any other particular e or features also being used.
It should be understood that the various embodiments described herein
may be utilized in various orientations, such as inclined, inverted, horizontal,
vertical, etc., and in various urations, without departing from the principles
of this disclosure. The embodiments are described merely as examples of useful
applications of the principles of the disclosure, which is not limited to any specific
s of these embodiments.
In the above description of the representative examples, directional terms
(such as “above,” “below, ” H upper,” “lower,” etc.) are used for convenience in
referring to the accompanying drawings. However, it should be clearly
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understood that the scope of this disclosure is not limited to any particular
directions bed herein.
The terms “including, ” ludes, ” II comprising, H II comprises,” and similar
terms are used in a non-limiting sense in this specification. For example, if a
system, method, apparatus, device, etc., is described as “including” a n
feature or element, the system, method, apparatus, device, etc., can include that
feature or element, and can also e other features or elements. Similarly, the
term “comprises” is considered to mean “comprises, but is not limited to.”
Of course, a person skilled in the art would, upon a careful consideration
of the above description of representative embodiments of the disclosure, readily
appreciate that many modifications, additions, substitutions, deletions, and other
changes may be made to the specific ments, and such changes are
contemplated by the principles of this disclosure. For example, structures
disclosed as being separately formed can, in other examples, be integrally
formed and vice versa. Accordingly, the foregoing detailed description is to be
clearly understood as being given by way of illustration and example only, the
spirit and scope of the invention being limited solely by the appended claims and
their equivalents.
Claims (8)
1. A system for adapting a vehicle suspension to different suspension capacities, the system comprising: 5 a spindle; gs; and multiple wheel mounting hubs configured to be rotatably mounted on the spindle by the bearings, the wheel mounting hubs including a same hub body internal configuration configured to be rotatably d on the spindle by the 10 gs, but the wheel mounting hubs including respective different wheel mounting flanges.
2. The system of claim 1, further sing: an adapter mounting face; and 15 an adapter that spaces a brake component away from the r mounting face.
3. The system of claim 2, in which the brake component comprises a brake backing plate.
4. The system of claim 1, in which the wheel mounting flanges are integrally formed as parts of the respective wheel mounting hubs.
5. The system of claim 1, in which the wheel mounting flanges are 25 separately formed from the respective hub bodies.
6. The system of claim 1, in which the spindle is rigidly mounted to a steering knuckle backbone.
7. The system of claim 6, in which an adapter mounting face is formed 5 on the steering knuckle backbone.
8. The system of claim 7, further comprising multiple brake ng adapters configured to space a brake component away from the adapter ng face, the brake mounting adapters having respective different 10 thicknesses. 2/12 m‘ ‘01“:7 38c I 38,, 'I ’5 c..¢§;57§ :4 Ej'. \‘. ““‘\{‘\%E‘_I/A\'“9““3?\ '\K 7T af§fl>dlg ' \ l '- -l l ;i=l A Asafla ., __ IN! E’fl'fik ' AE‘I yh\\\ I l -7: ‘m- r s ‘ ' ’o’I///////////// F192 3/12 ’|‘\~ \\ 5/ 1—4:II/A."VAl‘V J“.A V a H _‘ §-§(“a .i' V .l ““\\\\\\‘=‘l i IL V‘ \“}\\\\\‘- ‘ ‘1 \ _‘ rk—\\I \a Hiya/$5 , " , L‘
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US201762487767P | 2017-04-20 | 2017-04-20 | |
US62/487,767 | 2017-04-20 | ||
PCT/US2018/028379 WO2018195320A1 (en) | 2017-04-20 | 2018-04-19 | Vehicle suspension with common hub and/or knuckle assembly |
Publications (2)
Publication Number | Publication Date |
---|---|
NZ757295A NZ757295A (en) | 2021-02-26 |
NZ757295B2 true NZ757295B2 (en) | 2021-05-27 |
Family
ID=
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