SE541216C2

SE541216C2 - A vehicle suspension arrangement for at least one wheel axle

Info

Publication number: SE541216C2
Application number: SE1751076A
Authority: SE
Inventors: Anders Johansson
Original assignee: Scania Cv Ab
Priority date: 2017-09-06
Filing date: 2017-09-06
Publication date: 2019-05-07
Also published as: SE1751076A1; DE102018006572A1; DE102018006572B4

Abstract

The invention relates to a vehicle suspension arrangement (10), comprising: at least one stabilizer bar (20); at least two torque rods (30) attached to opposite ends of a wheel axle (4), and at least two brackets (40) for attaching each torque rod (30) to a frame beam (6), wherein the stabilizer bar (20) comprises a transverse section (22); a first arm (24’) and a second arm (24”), wherein the first arm (24’) and the second arm (24”) of the stabilizer bar (20) extend essentially in parallel with the torque rods (30). The first arm (24’) and the second arm (24”) is each directly attached to a pivot joint (26) at the wheel axle (4), and in that the stabilizer bar (20) is arranged such that the transverse section (22) extends through a recess (42) in each bracket (40).The invention also relates to a vehicle (1) comprising such an arrangement (10).

Description

A vehicle suspension arrangement for at least one wheel axle TECHNICAL FIELD The present invention relates to a vehicle suspension arrangement for at least one wheel axle. The invention also relates to a vehicle comprising such a suspension arrangement.

BACKGROUND Vehicle suspension arrangement typically comprises at least one device to reduce sideways tilting of the vehicle and thereby increase the roll stability. Such device may be a stabilizer bar, also called anti-roll bar or anti-sway bar. Normally a stabilizer bar comprises an essentially u-shaped cylindrical steel bar connected to the opposite sides of a wheel axle. When one wheel moves vertically the stabilizer bar will be twisted and thereby acts as a torsion spring. This way, the stabilizer bar will resist lateral weight transfer and thus reduce the rolling movement of the vehicle. The vehicle suspension typically also comprises at least one torque rod arranged between the vehicle frame and the wheel axle. So called V-rods or V-bars may be used, specifically on heavy vehicles, to stabilize the wheel axle in lateral and longitudinal directions. How the different components of the suspension arrangement are arranged and connected may vary between vehicles. However, all the different configurations of suspension arrangement typically aim at increasing the stability of the vehicle.

Document WO2012/060745 A1 discloses a multi-axle aggregate suspension arrangement where the stabilizer bar is attached to the wheel axle via a rigid rod, which is pivotally attached to the wheel axle. The stabilizer bar is furthermore attached to a lever unit, which is pivotally attached to a bracket connecting link arms and the vehicle frame.

Document EP3127726 A1 discloses a pneumatic tandem axle suspension comprising stabilizer bars which are attach to the axle via thrust rods and axle brackets. The stabilizer bars are also rotatable supported within pivot bearings mounted between the bottom of the vehicle frame and air bellows.

SUMMARY OF THE INVENTION Despite known solutions in the field, it would be desirable to develop a vehicle suspension arrangement for at least one wheel axle which improves the vehicle stability compared to prior art.

An object of the present invention is thus to achieve an advantageous vehicle suspension arrangement for at least one wheel axle, which improves the vehicle stability.

Another object of the invention is to achieve an advantageous vehicle suspension arrangement for at least one wheel axle, which is compact and comprises less components compared to prior art.

A further object of the invention is to achieve an advantageous vehicle suspension arrangement for at least one wheel axle, which facilitate mounting of the arrangement.

The herein mentioned objects are achieved by a vehicle suspension arrangement for at least one wheel axle and a vehicle comprising such an arrangement according to the independent claims.

Hence, according to an aspect of the present invention a vehicle suspension arrangement for at least one wheel axle is provided. The arrangement comprising: at least one stabilizer bar; at least two torque rods attached to opposite ends of the wheel axle, and two brackets for connecting each torque rod with a longitudinally extending frame beam, wherein the stabilizer bar comprises an elongated transverse section extending in parallel with the wheel axle; a first arm and a second arm, the transverse section being attached at one end to the first arm and at its other end to the second arm, wherein the first arm and the second arm of the stabilizer bar extend essentially in parallel with the torque rods. The first arm and the second arm is each directly attached to a pivot joint at the wheel axle, and the stabilizer bar is arranged such that the transverse section extends through a recess in each bracket.

The vehicle suitably comprises two longitudinally extending frame beams arranged in parallel, wherein the at least one wheel axle extends essentially perpendicularly to the frame beams. On each wheel axle there are at least two wheels, one at each end of the wheel axle. The torque rods extend essentially in parallel with the frame beams and are attached to the brackets at one end and to the wheel axle at the other end. The torque rods are thus adapted to support the wheel axle. There is one bracket arranged on each side of the vehicle, and the brackets are arranged opposite each other. Each bracket is connected to a torque rod in one end and is attached to the vehicle frame beam at the other end. The longitudinal extension of the brackets is essentially perpendicular to the frame beams. The brackets thus extend essentially vertically downwards from the frame beams, in direction towards the ground. The brackets are adapted to carry longitudinal loads from the torque rods. The torque rods are suitably pivotally attached to the brackets. According to an example the torque rods also support air bellows of the vehicle suspension arrangement.

The stabilizer bar according to the invention differs from commonly known stabilizer bars. Stabilizer bars are typically a single unit comprising a tube or pipe bent into a u-shape or similar. Normally, stabilizer bars carry opposite directed vertical loads at their respective ends when rolling. The stabilizer bar according to the invention comprises three different parts attached to each other. The transverse section is suitably a cylindrical bar or a tube whereas the first arm and the second arm suitably are configured as solid link arms. Thus, the three parts of the stabilizer bar are configured in different ways. The arms may be welded, forged or press fitted to the transverse section. The stabilizer bar may alternatively be manufactured in one piece, with a shape of the arms and the transverse section as described above, by forging, casting or as a fibre reinforced plastic/composite.

Compared to prior art solutions where the arms are connected to the wheel axle via different kinds of linkages, the arms according to the invention are attached directly to a pivot joint at the wheel axle. The connection between the arms and the wheel axle is thus designed to allow the arms to carry lateral and longitudinal loads as well as the vertical roll loads. Furthermore, the first arm and the second arm suitably have a thickness which makes them capable of carrying lateral loads. By arranging the stabilizer bar such that the transverse section extends through a recess in the respective bracket the stabilizer bar is able to carry the lateral and the longitudinal loads. Thus, the suspension arrangement according to the invention is configured to carry lateral and longitudinal loads and thereby improves the stability of the vehicle. Furthermore, due to the configuration of the arms of the stabilizer bar and the direct connection to the wheel axle no additional V-rods or load-carrying bars are needed. Also, the same brackets are used to carry both the torque rods and the stabilizer bar. A suspension arrangement is thereby achieved, which comprises fewer components than prior art solutions and which thereby has a lower weight.

According to an embodiment of the invention the stabilizer bar is arranged such that the transverse section extends essentially centrally through the brackets. There are previously known suspension arrangements where the stabilizer bar is mounted to a bracket at the periphery/outer edge of the bracket. The small part of the bracket that partly surrounds the stabilizer bar in such solution is at greater risk to break and be torn apart by the longitudinal loads acting on the bracket. By configuring the suspension arrangement such that the transverse section extends through a recess essentially centrally in the bracket, the bracket will be able to carry the longitudinal loads in a better way with less risk of breaking. Also the central position of the transverse section allows longer stabilizer arms, which improves the kinematics of the suspension.

According to an embodiment of the invention each bracket comprises a first portion to which the torque rod is attached and two arm portions attached to the frame beam, wherein the recess is formed between the arm portions. The two arm portions suitably diverge from the first portion of the bracket. Thus, the brackets may have a Y-shape, V-shape or similar. Alternatively, the first portion of the brackets also comprises arm portions whereby the brackets may have an X-shape. The stabilizer bar is suitably arranged such that the transverse section is at least partially surrounded by the arm portions of the bracket. The combined width of the arm portions may be similar to the width of the first portion. Alternatively, the combined width of the arm portions is larger than the width of the first portion.

According to an embodiment of the invention the first and second arm of the stabilizer bar are arranged outside the vehicle frame beams. Suitably, the brackets and the first and second arm of the stabilizer bar are arranged outside the frame beams. The arms being arranged outside the frame beam/bracket means that the arms are arranged further away from a centre line of the vehicle than the frame beam. This way, better access to the stabilizer bar is achieved and more space is available inside the frame for air tanks and other components.

According to an embodiment of the invention the suspension arrangement further comprises at least two bearing devices for rotatably mounting the transverse section of the stabilizer bar in the recess of the respective bracket. The transverse section of the stabilizer bar is thus attached to the bracket by means of bearing devices. The bearing devices are suitably configured such that the transverse section of the stabilizer bar can rotate around its longitudinal axis.

Each bearing device suitably comprises a clamping device for holding the transverse section in place vertically and in its plane (horizontally). The clamping device is suitably openable. The clamping device may comprise a first and a second half-cylindrical clamping element. The first clamping element is suitably fixedly attached to the bracket and is adapted to receive the transverse section of the stabilizer bar. The second clamping element is suitably adapted to be positioned over the transverse section on top of the first clamping element. The second clamping element may be attached to the first clamping element by fasteners. The second clamping element and the first clamping element may be two separate parts or the second clamping element may be connected to the first clamping element via a hinge. Inside the clamping device a bearing element may be arranged. The bearing element is thus arranged between the clamping device and the transverse section of the stabilizer bar. The bearing element may be a rubber bearing or a sliding bearing or similar. The bearing element may have a shape corresponding to the shape of the clamping device. The bearing element may comprise a first bearing part and a second bearing part. The first bearing part and the second bearing part may be two separate parts or first bearing part and the second bearing part may be connected via a hinge, such as a film hinge or similar. The first bearing part may be arranged in the first clamping element and the second bearing part may be arranged in the second clamping element. By having an openable clamping device the second clamping element can be removed from the transverse section and the bearing elements can be exchanged.

According to an embodiment of the invention bearing devices are positioned on a level below a lower flange of the vehicle frame beams. This means that the bearing devices are positioned closer to the ground on which the vehicle is travelling than the lower flange of the vehicle frame beam. Thus, the transverse section of the stabilizer bar is suitably pivotally attached to the brackets below the frame beam. This way, the roll centre of the vehicle will be just under the vehicle frame which is a preferable height for a truck.

The suspension arrangement according to the invention may be adapted for two wheel axles, such as a bogie or tandem arrangement. In this case, the suspension arrangement may comprise two stabilizer bars; four torque rods and two brackets for connecting each torque rod with a longitudinally extending frame beam. Thus, each bracket will be attached to two torque rods and two stabilizer bars. The brackets are suitably arranged centrally between the two wheel axles on each side of the vehicle.

Further objects, advantages and novel features of the present invention will become apparent to one skilled in the art from the following details, and also by putting the invention into practice. Whereas the invention is described below, it should be noted that it is not restricted to the specific details described. Specialists having access to the teachings herein will recognise further applications, modifications and incorporations within other fields, which are within the scope of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS For fuller understanding of the present invention and further objects and advantages of it, the detailed description set out below should be read together with the accompanying drawings, in which the same reference notations denote similar items in the various drawings, and in which: Figure 1 schematically illustrates a vehicle according to an embodiment of the invention; Figure 2 schematically illustrates a vehicle suspension arrangement according to an embodiment of the invention; Figure 3 schematically illustrate a vehicle suspension arrangement according to an embodiment of the invention, Figure 4a-b schematically illustrate a vehicle suspension arrangement according to an embodiment of the invention; and Figure 5 illustrates a detail of a vehicle suspension arrangement according to an embodiment of the invention.

DETAILED DESCRIPTION OF THE DRAWINGS Figure 1 schematically shows a side view of a vehicle 1 comprising a propulsion unit 2. The vehicle 1 also comprises a number of wheel axles 4 and at least one suspension arrangement 10 for at least one wheel axle 4. The suspension arrangement 10 is attached to two vehicle frame beams 6 extending longitudinally on each side of the vehicle 1. The frame beams 6 extend in parallel, whereby only one of the frame beams 6 is shown in this figure. The suspension arrangement 10 is further described in Figure 2-5. The vehicle 1 may be a heavy vehicle, e.g. a truck or a bus. The vehicle 1 may alternatively be a passenger car or a trailer. The vehicle 1 may be manually operated, remotely operated or autonomously operated.

Figure 2 schematically illustrates a suspension arrangement for at least one wheel axle 4 according to an embodiment of the invention. The suspension arrangement is suitably the suspension arrangement 10 as disclosed in Figure 1. The suspension arrangement 10 comprises at least one stabilizer bar 20; at least two torque rods 30 attached to opposite ends of the wheel axle 4, and two brackets 40 for connecting each torque rod 30 with a longitudinally extending frame beam 6. The stabilizer bar 20 comprises an elongated transverse section 22 extending in parallel with the wheel axle 4; a first arm 24’ and a second arm 24”. In this figure only the first arm 24’ is shown. The transverse section 22 is attached at one end to the first arm 24’ and at its other end to the second arm 24”, wherein the first arm 24’ and the second arm 24” extend essentially in parallel with the torque rods 30. The first arm 24’ and the second arm 24” are both directly attached to a pivot joint 26 at the wheel axle 4. The stabilizer bar 20 is arranged such that the transverse section 22 extends through a recess 42 in each torque rod bracket 40.

The torque rods 30 extend essentially in parallel with the frame beams 6 and the wheel axle 4 extends essentially perpendicularly to the frame beams 6. The torque rods 30 are attached to the brackets 40 at one end and to the wheel axle 4 at the other end. Each bracket 40 is thus attached to a torque rod 30 in one end and to a frame beam 6 at the other end. In this embodiment, the torque rods 30 are arranged below the stabilizer bar 20 but it is to be understood that it could be the other way around. The torque rods 30 are suitably pivotally attached to the brackets 40.

The suspension arrangement 10 also comprises two air bellows 50, which in this example are supported on the torque rods 30 on the respective side of the vehicle 1.

The transverse section 22 of the stabilizer bar 20 is suitably a cylindrical bar whereas the first arm 24’ and the second arm 24” suitably are configured as solid link arms. The arms 24’, 24” may be welded or forged to the transverse section 22. The first arm 24’ and the second arm 24” suitably have a thickness which makes them capable of carrying lateral loads. The first arm 24’ and the second arm 24” may have similar thickness as the torque rods 30.

The brackets 40 comprise a first portion 44 attached to the torque rod 30 and two arm portions 46 attached to the frame beam 6, wherein the recess 42 is formed between the arm portions 46. The two arm portions 46 extend from the first portion 44 of the bracket 40. The arm portions 46 may be symmetrically configured. The stabilizer bar 20 is suitably arranged such that the transverse section 22 extends essentially centrally through the brackets 40, whereby the transverse section 22 is at least partially surrounded by the arm portions 46 of the brackets 40. That is, the recess 42 is formed essentially centrally in the bracket 40. Suitably, the recess 42 is formed essentially centrally sideways, i.e. so that equally sized parts on the bracket 40 surrounds the transverse section 22 to the left and to the right. In this embodiment the brackets 40 have a Y-shape. The brackets 40 are thus adapted to connect both the torque rods 30 and the stabilizer bars 20 to the vehicle frame beams 6.

The first and second arm 24’, 24” of the stabilizer bar 20 and the brackets 40 are suitably arranged outside the frame beams 6. Also, the transverse section 22 of the stabilizer bar 20 is suitably attached to the brackets 40 below the frame beams 6.

The suspension arrangement 10 further comprises at least two bearing devices 60 for rotatably mounting the transverse section 22 of the stabilizer bar 20 in the recess 42 of the respective bracket 40. The bearing devices 60 are suitably configured such that the transverse section 22 can rotate around its longitudinal axis. The bearing devices 60 are further described in Figure 5.

Figure 3 schematically illustrates a suspension arrangement for two wheel axles according to an embodiment of the invention. The suspension arrangement 10 is suitably configured as the suspension arrangement 10 disclosed in Figure 2 with the difference that the suspension arrangement 10 is adapted to two wheel axles 4. Thus, in this embodiment the suspension arrangement 10 comprises two stabilizer bars 20; four torque rods 30 attached to opposite ends of each wheel axle 4, and two brackets 40 for connecting each torque rod 30 with a longitudinally extending frame beam 6. In this figure only one frame beam 6 is illustrated to show the suspension arrangement components on both sides of the vehicle 1. The suspension arrangement 10 also comprises four air bellows 50, one at each end of each wheel axle 4.

To each wheel axle 4 is one stabilizer bar 20 and two torque rods 30 attached. The stabilizer bar 20 and the torque rods 30 are extending away from the wheel axle 4 to which they are attached, in direction towards the other wheel axle 4. The brackets 40 are arranged centrally between the two wheel axles 4, whereby each bracket 40 will be attached to two torque rods 30. The first portion 44 of the brackets 40 is thus attached to two torque rods 30 arranged on the same side of the vehicle 1. The torque rods 30 are suitably pivotally attached to the first portion 44 of the brackets 40. Furthermore, both stabilizer bars 20 are mounted in the recess 42 of the brackets 40. That is, the transverse sections 22 of both stabilizer bars 20 are attached to one and the same bracket 40. The arm portions 46 of the brackets 40 thus surround the transverse sections 22 of both stabilizer bars 20, such that one arm portion 46 is adjacent one of the transverse sections 22 and the other arm 46 is adjacent the other transverse section 22. In this embodiment each bracket 40 is thus adapted to connect two torque rods 30 and two stabilizer bars 20 to the frame beam 6. Each stabilizer bar 20 is attached to the brackets 40 via the bearing devices 60. The suspension arrangement 10 in this embodiment thus comprises four bearing devices 60, one at each end of the transverse sections 22 of the stabilizer bars 20.

Figures 4a and 4b schematically illustrate side views of a suspension arrangement according to an embodiment of the invention. The suspension arrangement 10 is suitably configured as disclosed in Figure 3 and is thus adapted to two wheel axles 4. Only suspension arrangement components for one side of the vehicle 1 are shown. In Figure 4a no frame beam 6 is shown, whereas in Figure 4b the frame beam 6 is shown but the stabilizer bars 20 are not shown. Figure 4b also shows parts of the bearing devices 60 and how they are arranged in the recess 42 of the brackets 40. The bearing devices 60 are further described in Figure 5.

Figure 5 schematically illustrates a detailed view of a suspension arrangement 10 according to an embodiment of the invention. The suspension arrangement 10 is suitably configured as disclosed in Figure 2, 3 or 4a-b. Figure 5 shows an exploded view of a bearing device 60 for mounting the transverse section 22 of the stabilizer bar 20 on the bracket 40.

The bearing device 60 suitably comprises a clamping device 62 for holding the transverse section 22 in place vertically. The clamping device 62 may comprise a first and a second half-cylindrical clamping element 62’, 62”. The first clamping element 62’ is suitably fixedly attached to the bracket 40 and is adapted to receive the transverse section 22 of the stabilizer bar 20. The second clamping element 62” is suitably adapted to be positioned over the transverse section 22 on top of the first clamping element 62’. The second clamping element 62” may be attached to the first clamping element 62’ by fasteners (not shown). Thus, the first clamping element 62’ and the second clamping element 62” may comprise attachment portions for connecting them with each other. Alternatively, the first and second clamping element 62’, 62” are attached to each other by means of snap fit connection or similar. The clamping device 62 is suitably openable, which in this embodiment means that the second clamping element 62” can be removed from the first clamping element 62’.

A bearing element 64 is suitably arranged inside the clamping device 62, abutting the transverse section 22 of the stabilizer bar 20. The bearing element 64 is thus arranged between the clamping device 62 and the transverse section 22 of the stabilizer bar 20. The bearing element may be a rubber bearing, a sliding bearing or any other type of bearing. The bearing element may comprise a first bearing part 64’ and a second bearing part 64’, which are both half-cylindrical. The first bearing part 64’ and the second bearing part 64’ may be connected to each other via a hinge or similar. The first bearing part 64’ may be arranged in the first clamping element 62’ and the second bearing part 64” may be arranged in the second clamping element 62”.

The foregoing description of the preferred embodiments of the present invention is provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to restrict the invention to the variants described. Many modifications and variations will obviously be apparent to one skilled in the art. The embodiments have been chosen and described in order best to explain the principles of the invention and its practical applications and hence make it possible for specialists to understand the invention for various embodiments and with the various modifications appropriate to the intended use.

Claims

1. A vehicle suspension arrangement (10) for at least one wheel axle (4), comprising: at least one stabilizer bar (20); at least two torque rods (30) attached to opposite ends of the wheel axle (4), and at least two brackets (40) for attaching each torque rod (30) to a longitudinally extending frame beam (6), wherein the stabilizer bar (20) comprises an elongated transverse section (22) extending in parallel with the wheel axle (4); a first arm (24’) and a second arm (24”), the transverse section (22) being attached at one end to the first arm (24’) and at the other end to the second arm (24”), wherein the first arm (24’) and the second arm (24”) of the stabilizer bar (20) extend essentially in parallel with the torque rods (30), characterized in that the first arm (24’) and the second arm (24”) is each directly attached to a pivot joint (26) at the wheel axle (4), and in that the stabilizer bar (20) is arranged such that the transverse section (22) extends through a recess (42) in each bracket (40).

2. The arrangement (10) according to claim 1, wherein the stabilizer bar (20) is arranged such that the transverse section (22) extends essentially centrally through the brackets (40).

3. The arrangement (10) according to claim 1 or 2, wherein each bracket (40) comprises a first portion (44) attached to a torque rod (30) and two arm portions (46) attached to the frame beam (6), wherein the recess (42) is formed between the arm portions (46).

4. The arrangement (10) according to any one of the preceding claims, wherein the first and second arm (24’, 24”) of the stabilizer bar (20) are arranged outside the frame beams (6).

5. The arrangement (10) according to any one of the preceding claims, further comprising: at least two bearing devices (60) for rotatably mounting the transverse section (22) of the stabilizer bar (20) in the recess (42) of the respective bracket (40).

6. The arrangement (10) according to claim 5, wherein each bearing device (60) comprises a clamping device (62, 62’, 62”) for attaching the transverse section (22) to the bracket (40).

7. The arrangement (10) according to claim 6, wherein the clamping device (62, 62’, 62”) is openable.

8. The arrangement (10) according to any one of claim 5-7, wherein the bearing devices (60) are positioned on a level below a lower flange of the frame beams (6).

9. A vehicle (1) characterized in that it comprises an arrangement (10) according to any of claims 1-8.