US2760785A

US2760785A - Sway bar operated banking car with banking motion center located near the height of the center of gravity of the superstructure

Info

Publication number: US2760785A
Application number: US382412A
Authority: US
Inventors: Kolbe Joachim
Original assignee: Individual
Current assignee: Individual
Priority date: 1953-09-25
Filing date: 1953-09-25
Publication date: 1956-08-28
Anticipated expiration: 1973-08-28

Description

Aug. 28. 1956 KOLBE 2,760,785

SWAY BAR OPERATED BANKINg CAR WITH BANKING MOTION CENTER LOCATED NEAR THE HEIGHT OF THE CENTER OF GRAVITY OF THE SUPERSTRUCTURE Filed Sept. 25, 1953 5 Sheets-Sheet 1 IN V EN TOR. JOACHIM KOLBE Attorneys 2,760,785 SWAY BAR OPERATED BANKING CAR WITH BANKING MOTION CENTER LOCATED NEAR THE HEIGHT OF THE CENTER OF GRAVITY OF THE SUPERSTRUCTURE F1 led Sept. 25, 1955 J. KOLBE Aug. 28. 1956 5 Sheets-Sheet 2 INVENTOR. 'JOACHIM KOLBE m MM Attorneys Aug. 28, 1956 J. KOLBE 2,760,785

SWAY BAR OPERATED BANKING CAR WITH BANKING MOTION CENTER LOCATED NEAR THE HEIGHT OF THE CENTER OF GRAVITY OF THE SUPERSTRUCTURE Filed Sept. 25, 195:5 5 Sheets-Sheet s FIG. 3.

IN VEN TOR. JOAOHIM KOLBE Attorneys 28. 1956 J. KOLBE 2,760,785

SWAY BAR OPERATED BANKING CAR WITH BANKING MOTION CENTER LOCATED NEAR THE HEIGHT OF THE CENTER OF GRAVITY OF THE SUPERSTRUCTURE} Filed Sept. 25, 1953 5 Sheets-Sheet 4 INVENTOR. JOACHIM KOLBE J Aug. 28. 1956 J. KOLBE 2,760,785 SWAY BAR OPERATED BANKING CAR WITH BANKING MOTION CENTER LOCATED NEAR THE HEIGHT OF THE CENTER OF GRAVITY OF THE SUPERSTRUCTURE Fi led Sept. 25, 1953 v 5 Sheets-Sheet 5 IN V EN TOR. JOAGHIM KOLBE United Joachim Kolbe, Menomonee Falls, Wis.-

Application September 25, 1953, Serial No..382,412

6 Claims. (Cl. 280-112) This invention relates to banking vehicles having a superstructure supported by two or more correlated pairs of Wheels upon the road to turn during banking about both on effective longitudinally extending axis located in or near its center of mass as a banking motion center and a standard longitudinally extending effective axis located near the road as an oscillation deflection motion center.

It is known to mount the superstructure of a vehicle in such a manner upon the running gear that the centrifugal force causes the center of mass of the superstructure to shift laterally relative to the running gear turning thereby the superstructure into a position inclined towards the inside of a curve. United States Patents Nos. Re. 21,605 and Re. 21,840, disclosing link mountings, and Nos. 2,576,686 and 2,580,558 disclosing banking arm mountings, all granted to the present inventor, are referred to by way of example.

The present application is an improvementof theearlier filed application of the present inventor: U. .8. Serial No. 286,514, filed May 7, 1952, which describes a suspension method to facilitate the turn of the superstructure about its banking motion center by placing it near its center of mass and the use of power means to secure the turn.

The present invention is directed to the specific use of forces available in modern passenger cars, but heretofore not made use of, for the operation of the banking turn of the superstructure, and to the control and distribution of th as forces with regard to wheel oscillation.

A principal-object of the invention is to greatly simplify banking car structures and to retain more of the parts and operations of present day cars.

A second principal object of the invention is to employ forces accumulating during curve ride .in .presentday automobiles but heretofore not taken advantage of-and thereby exclude the employment of additional forces heretofore introduced or created for the single purpose of securing the banking turn of the superstructure.

Another object is to have both curve ride banking and opposition to unwanted banking positions during straight-ahead ride or resulting from one-sided loading of the superstructure secured by the oscillation spring system itself.

Another object of the invention is to substantially reduce the lateral shift of the superstructure necessary to effect the banking turn of the superstructure about its effective longitudinally extending banking motion center axis by locating the axis substantially in the height of the center of mass for the superstructure.

Another object is to secure stability for'the superstructure both during wheel oscillation and one-sidedloading within a structure otherwise designed to allow the superstructure to roll freely about its center of banking motion whenever the vehicle negotiates a curve.

Another object is to rearrange parts used in present day vehicles and place themin a position favorable to fulfill additional functions and increase the improvements basic to the invention.

rates atent O 2,760,785 Patented Aug. 28, 1956 Another object is to bring greater rigidity into the banking 'carstructure and to increase its safety especially under 'high speed driving conditions.

Another object .is to secure wheel rates during oscillation of the wheels similar to those used in present day passenger automobiles.

Another object is to secure banking of the superstructure by employing oscillation movement of the wheels typical for curve ride without influence of the oscillation movement of the wheels on the position of the super-= structure during straight ahead ride.

Another object of the invention is the reduction in exterior width and drive shaft sway and the increase in interior width for a vehicle rolled into a banking position without the use of engine power assist units.

Another object is the use of inclined links for assistance in securing the banking turn without forced change .in

height of the center of mass of the superstructure during the banking turn.

Another object is to increase the margin'of safety for the vehicle against turning over during curve ride.

Another object is to reduce the weight of the parts required for effecting the banking action.

The structure of the vehicle to which the present invention has been applied in general may include banking supports of any kind and as shown specifically, combines ,banking :arm mountings described in some of the U. S. patentsreferred toabove-constructed to have a geometry layout securing a banking motion center located substantially in the height of the center of mass of the superstructure, with resilient oscillation mountings of the kind wherein individual wheel oscillation is resisted by two separate springs, a main spring supporting also the superstructure and a so-called sway bar as used inmost present day American automobiles.

The term banking arm has been defined in the present inventors U. S. Patent No. 2,576,686 referred to above to include in effect the methodof operation of the banking vehicle supported by such banking arms, by stating that .the location of the banking motion center should be substantiallyabove the center of mass of the superstructure to provide an effective lever arm for the center of :mass in actuating the banking structure.

The structure according to the present invention differs from the banking arm supported vehicle referred to above in that& lever arm for the center of mass is substantially avoided by the application of a corresponding geometry layout .change. The superstructure will not swing pendulum-like outwardly during the banking turn but will roll about its own center of mass similar to the roll of a wheel about its spindle. Since the arrangement of parts is substantially identical to the arrangement defined under the termbanking arm, the difference in method of operation typical for this invention is expressed by the use of the terms roll bankingarms and roll banking in the'following description.

Transverse sway bars, used as needed components of the banking structure described hereinafter, are in use in present day cars to increase the resistance against an individual wheel upward or downward oscillation movement compared to the same wheel moving upwardly or downwardly in unison with the other wheel of a pair of wheels. The difference in resistance is secured by keeping the sway bar substantially inoperative Whenever both wheels of either the front pair of Wheels or the rear pair of wheels--assuming a sway bar is also used in the rear of the vehicle-oscillate in unison. Although other methods are known and will be applicable to this invention, the most common arrangement to fulfill the described mechanical requirement is the use of a torsion rod or bar extending transversely of the vehicle and supported in a bearing on each side of the frame or superstructure which allows a free rolling motion within the bearings for the torsion rod. Each end of the rod is shaped to form a substantially longitudinally and horizontally extending lever. Each free end of the lever is connected by means of a substantially vertically extending shackle to the outer end of the corresponding lower or upper suspension arm in case of independent wheel suspension and to the outer end of the axle where a rigid axle is used as part of the running gear.

It is a characteristic of sway bars that both the resistance against the individual wheel oscillation is greater than against wheel pair oscillation and the resistance against a single wheel movement is additionally increased when accompanied by a wheel oscillation movement of the other wheel of the pair in the opposite direction. The last-named dinerence in resistance is the result of an additional loading of the torsion sway bar and occurs especially during curve ride. This loading constitutes a dormant force in present day automobiles and a force made use of in banking cars built according to this invention.

The drawings furnished herewith illustrate the best mode of carrying out the invention as presently contemplated and set forth hereinafter.

In the drawings:

Fig. 1 is a perspective view of the vehicle mounting including roll banking arms and showing the arrangement of suspension means which forms the basis of this invention;

Fig. 2 is a perspective view of a vehicle mounting using standard upper suspension arms and showing the arrangement of the suspension means according to this invention;

Fig. 3 is a plan view of the vehicle mounting of Fig. 2;

Fig. 4is a side elevation of the vehicle mounting of Fig. 2;

Fig. 5 is a front end elevation of the structure shown in Figs. 2 to 4;

Fig. 6 is a front end elevation of the structure shown in Figs. 2 to 5 as it appears during curve ride;

Fig. 7 is a schematic perspective view of a sway bar operated from one end;

Fig. 8 is a schematic perspective view of the sway bar operated from both ends in opposite directions;

Fig. 9 is a side elevation of the left front wheel suspension with the suspension parts shown in the wheel down position; and

Fig. 10 is a side elevation of the left front wheel suspension with the parts shown in a wheel up position.

The drawings in general illustrate a vehicle of the passenger automobile type having a superstructure or body shown in broken outline and represented more positively as the chassis frame 1 in full lines supported by the wheels 2 on the road. The wheels 2 are arranged in two pairs, one pair at the front end and the other pair at the rear end of the superstructure. The Wheels of each pair are disposed on opposite sides of the superstructure and are equally spaced from the longitudinal center line of the superstructure.

The wheels 2 are secured to the superstructure 1 by the wheel or axle carriers 3 which provide for vertical oscillation of each wheel relative to the superstructure. The wheel or axle carriers 3 are arranged in pairs similar to the wheels and each pair is employed for connecting the corresponding pair of wheels 2 to the superstructure.

The front wheels 2 and their corresponding wheel carriers 3 form a front pair of roll banking arms which support the front end of the superstructure. Each front wheel carrier 3 consists of alower suspension arm 4, an upper control arm 5 and a wheel supported member 6.

The lower suspension arm 4- is pivoted at its inner end by a substantially horizontal hinge 7 to a banking hinge support member 8 which in turn is pivoted to the superstructure 1 by an inclined roll banking hinge 9. The outer end of the lower suspension arm 4 is pivotally connected to the lower end of the wheel support member 6. The outer ends of the front wheel carriers 3 are interconnected by a suitable tie rod 10 to compel the carriers to operate in unison during banking.

The upper control arm 5 of each wheel carrier extends between the superstructure and the wheel support member 6 to which it is connected by means of the ball and socket joint 11.

The rear wheels of the embodiment are carried by a rigid axle housing structure 12. The rear axle carriers 3 are in the form of roll banking arms to support the rear end of the superstructure for banking. Each rear car rier 3 has a lower suspension arm 13 pivoted at its for ward end by a substantially horizontal hinge 14 to a roll banking hinge support member 15 which in turn is piv-- oted to the superstructure by an inclined roll banking hinge 16. The rearward end of each lower rear suspension arm 13 is pivoted to the axle housing structure 12 by means of a universally movable ball joint 17.

As a means of resilient support for the superstructure torsion springs 18 extend from the center part of the frame 1 to the front roll banking arms on each side of the superstructure. The torsion springs 19 extend from the center part of the frame 1 to the rear roll banking arms on each side of the superstructure. The rear end of each front torsion spring 18 and the front end of each rear torsion spring 19 is rigidly secured to the superstructure. The front ends of the torsion springs 18 and the rear ends of the torsion springs w are rotatably supported by the frame l in

bearings

29 and 21 respectively and shaped to form transversely and horizontally extending

lever arms

22 and 23 respectively. The inner end of each front torsion spring lever arm 22 is connected to a shackle 24 by a lower ball joint like connection 25. The shackle 24 has an upper ball joint like connection 26 to the cantilever arm 27 extending rearwardly from the lower front suspension arm 4. The inner end of each rear torsion spring lever arm 23 is connected to a shackle 23 by a lower ball joint like connection 29. The shackle 28 has an upper ball joint like connection 30 to the cantilever arm 31 extending forwardly from the lower rear suspension arm 13.

The length and position of the

shackles

24 and 23 and the travel path of the roll banking arm supported end of each shackle relative to its spring supported end during the turn of the respective roll banking arm about its corresponding roll banking hinge is a co-detertnining factor for the banking geometry system as set forth in applicants co-pending application U. S. Serial No. 742,496, filed April 19, 1947, and now Patent No. 2,657,067, dated October 27, 1953. Any spring deflection resulting from a change in wheel loading during curve ride can be maintained during the roll banking turn if so desired or compensated for by repositioning the roll banking hinge itself.

The front pair of roll banking arms is correlated in its lateral movement to the rear pair of roll banking arms by providing some suitable connecting means such as connecting rod 32 between one roll banking arm in the front and one roll banking arm in the rear of the vehicle. The rod 32 is pivo-tally supported in the front by the ball and socket join-t 33 carried by the hinge support member 8. In the rear the connecting rod 32 is pivotally supported by the ball and socket joint 34 carried by the rear hinge support member 15.

The vertical resilient support of the superstructure upon the running gear is secured by the longitudinally extending torsion springs 18 and 19 on each side of the frame.

The superstructure remains free to turn about its newly introduced roll banking mot-ion center located in the height of its center of mass in response to unsymmetrical loading of the superstructure since unsymmetrically placed load provides a lever arm relative to the banking motion center and both load and lever arm combine to form a turning moment.

Sway bars are proposed according to this invention to overcome unsymmetrical loading. Sway bars are in use in present day automobiles to resist turning of the superstructure about the standard oscillation deflection motion center usually located near the road, as described above. In connection with the roll banking structure here described, such sway bars can easily be arranged to serve as a means of control of the turn of the superstructure about the roll banking motion center in response to uneven load, and to serve additionally to efiect the roll banking turn whenever the vehicle negotiates a curve. Sway bars'are a new means and source of power for securing roll banking, and the main subject matter of this invention.

The drawings illustrate the front sway bar 35 extending transversely and rotatably supported by the frame 1 in

bearings

36 and 37 with

sway bar arms

38 and 39 extending rearwardly in a substantially horizontal plane. The free ends of the

arms

38 and 39 are connected to the

front shackles

42 and 43 by universally movable pivotal or

rubber bearings

40 and 41 respectively. The

shackles

42 and 43 are in turn connected by similarly constructed universally

movable bearings

44 and 45 to the lower suspension arms 4.

In the rear the sway bar 46 extends transversely of and is rotatably supported by the frame 1 in

bearings

47 and 48 with the

sway bar arms

49 and 50 extending rearwardly in a substantially horizontal plane. The free ends of the

arms

49 and 50 are connected to the rear shackles 53 and 54 by the universally

movable joints

51 and 52 respectively. The shackles 53 and 54 are in turn connected by universally movable bearings 55* and 56 to the axle housing 12.

The drawings vary in the arrangement of the upper suspension arms for guiding the front wheels 2.

Fig. 1 shows an upper control arm arrangement as disclosed in applicants U. S. Patent No.- 2,580,558 issued January 1, 1952, and designed to secure both caster and camber control during banking of the superstructure. The control arm 5 is connected at its inner end by means of a ball and socket joint 57 to the frame 1. The ball and socket joint 57 is positioned relative to the axis of the banking hinge 9 in such a way that a controlling fore and aft movement for the upper end of the wheel support member 6 is secured. Torque forces to be transmitted from the wheel to the frame are carried exclusively by the lower suspension arm 4 which is connected to the wheel support member 6 by means of a universal joint with a vertical shaft 58 and a substantially horizontal shaft 59. The axis of the vertical shaft 58 extends through the center of the ball and socket joint 11 and constitutes the king pin axis for the wheel steering mechanism. The horizontal shaft 59- constitutes one of the axes placed to form the quadrangle for wheel oscillation.

In the rear,

upper torque rods

60 and 61 extend longitudinally of the vehicle and are each connected at the forward end to the frame 1 by ball and socket joint 62 and connected at the rear end to the rear axle housing 1 2 by ball and socket joint 63.

Fig. l discloses in dash-dot lines the main axes 64 of the steering shaft and steering rod outlines placed similarly to those disclosed in applicants U. S. Patent No. 2,581,030, issued January 1, 1952, and shown to serve as an indication only for the proper placing of the related parts for the steering mechanism.

Figs. 2 to 4 show a new upper control arm arrangement wherein advantage has been taken of the fact that the roll banking geometry places the roll banking motion center in the height of the center of mass of the superstructure which is generally located not much higher than the upper wheel suspension. arms. The arc of travel for the outer end of the upper suspension arm 5 therefore is nearly identical during oscillation and during roll banking. By coordinating the travel are for the lower suspension arm 4 the king pin axis can be kept substantially in its vertical position in side elevation and caster disturbance can be avoided. The upper wheel suspension arm 5 is hingedly connected to the frame 1 to swing about the hinge axis line 65. The Wheel support member .6 is connected by ball and socket joint 66 to the lower suspension arm 4 to allow the member 6 which in this case becomes in effect the king pin to absorb slight diiferences in arc travel which will occur both during roll banking and oscillation.

The tie rod 10 described above as interconnecting the outer ends of the front wheel carriers 3 is shown more specifically as connected by means of ball and socket joints 67 to the outer ends of the lower suspension arms 4.

A vehicle roll banking arm as employed in this specification and in some of the claims may now be defined as that part of the supporting structure of a roll banking vehicle constituting one of at least a pair of inter-connected supports between the superstructure and either the road or rigid axle, comprising a universally movable joint at one end guided in its banking movement relative to the opposite end of the arm structure in efiect by an inclined hinge at said opposite end to thereby move along a predetermined path whereby the plane of the arm con taining the center of the universally movable joint and the inclined hinge axis intersects the median vertical longitudinal plane in static position in a line passing near (instead of substantially above) the center of gravity of that part of the superstructure supported by said pair of supports at the point of intersection of the line with a transverse vertical plane containing the universally movable joints of the pair of supports, said roll banking arm structure constituting also the vertical oscillation mechanism for guiding the superstructure for vertical oscillaa transverse vertical plane containing the universally movable joint being furnished by the tire to road contact in the case of an independent wheel suspension.

The definition is identical to the one established for banking arms with the exception of defining the position of the intersecting line for the planes as being near instead of substantially above the center of mass of the superstructure.

Applied to the embodiments of the present invention as shown in the drawings, the roll banking axis 68 extends longitudinally of the superstructure at approximately the center of mass thereof and is established by the effective inclined banking axes of the corresponding roll banking arms. The effective inclined banking axis for each front banking arm is established as a resultant of the hinge axis 9 and the ofiset connection 57, in case of Fig. l, and the axis 65, in the case of Figs. 2 to 5, inclusive, determining the arcuate travel line for the universally movable joint furnished by the tire to road contact point. Similarly the effective inclined banking axis for each rear banking arm is established as a resultant of the hinge axis 16 and the offset connection 62, determining the arcuate travel line for the universally movable joint 17 between the banking arm and the rear axle structure 12. Roll banking arms as shown in Figs. 2 to 4 give greater strength and more favorable load distribution on the frame of the forces guided from the wheels by means of the suspension mechanism to the frame.

A superstructure supported by roll banking arms constitutes a mechanism wherein the superstructure can be caused to roll about its center of mass axis by applying a force outside its center of mass. Since the centrifugal force will act upon the center of mass directly no banking turn will occur from centrifugal force unless a separate force is applied outside the center of mass of the superstructure. Such a force is available where sway bars are embodied between the superstructure and the wheel suspension elements of a vehicle.

Figs. 7 and 8 schematically illustrate a sway bar without load application and load applied to one end only, and without load application and load applied to both ends in opposite directions, respectively. Where one end is loaded only the torsional deflection to carry the load is distributed over the full length of the sway bar. Where both ends are loaded in opposite direction the torsional deflection for each load will be carried by onehalf of the length of the sway bar only, and twice as much resistance will occur on each end for any given displacement of the end of the sway bar lever, since one wheel moving upwardly relative to the frame lifting the sway bar lever on that side is not only resisted by the sway bar but also by the fact that the location of the other end of the sway bar does not remain stationary relative to the frame but is shifted downwardly at that time.

The dilference in resistance between the two conditions: one wheel up only, and one wheel upthe other wheel down, as applied to a Vehicle constitutes a force available for operation of the roll banking arm supported superstructure.

Fig. 6 illustrates in dot-dash outline 69 the frame position and a sway bar 79 as deflected during curve ride typical for standard cars. This deflection is caused by the lowering of the curve outside part of the frame and superstructure towards the road and the lifting of the curve inside part of the frame and superstructure away from the road under the influence of the centrifugal force turning the vehicle about its oscillation deflection motion center located near the road.

By providing by means of roll banking arms freedom for the superstructure to turn easily about its own center of mass the sway bar will find little resistance to take or maintain its original non-deflected position turning thereby the superstructure about its roll banking motion center. This turn is accompanied by a lateral shifting of the

sway bar bearings

36 and 37 in the front and 47 and 48 in the rear simultaneously with the front and rear end of the frame 1 extending below the turning axis for the banking motion. The sway bars 35 and 46 are also shifted laterally. Where the

shackles

42 and 43 in the front and the shackles 53 and 54 in the rear are arranged vertically, the corresponding sway bars 35 and 4.6 and with them the superstructure will remain in a horizontal position after completion of the turn of the superstructure about its banking motion center, because the distance from the outer ends of the sway bar arms to the road remains substantially unchanged.

This distance can be made to diflfer between the two sides of the vehicle, by arranging the

shackles

42 and 43 in the front and 53 and 54 in the rear inclined to each other, while still placing the front and the rear pair of shackles each in a vertical transverse plane. Any lateral shift of the lower part of the superstructure towards the outside of the curve during the turn of the superstructure about its oscillation center near the road and its own center of mass will result in a shift of the sway bars into an inclined position since the curve outside operating arm of the sway bar will be lifted and the curve inside operating arm will be lowered effecting an increased turn of the superstructure about its banking motion center. As the sway bar is positioned so the superstructure will stay relative to the road. The

shackles

42, 43 and 53, 54, function only as guide links and not as support links. The weight of the superstructure will still be carried by the main support springs 13 and 19.

Thus, the banking turn can be increased and accelerated by arranging the shackles 42, 4-3 and 53, 54 inclined towards each other and locating them lower than the roll banking center for the superstructure.

The return of the superstructure from the banked position to the level position is secured by the release of the unsymmetrical loading of the main springs tending to deflect the sway bars which in turn find relief from that deflection by rolling the superstructure into its normal upright position.

The freedom of the

sway bars

35 and 46 to turn in their

respective support bearings

36, 37 and 47, 48 allows the superstructure to roll into its banked position without being pulled downwardly simultaneously by the shackles, although the upper end of the shackle on the curve inside will always move downwardly more than the shackle on the curve outside will lift its upper end during the lateral shift of the two ends.

A banking of the superstructure therefore is secured during curve ride since the roll banking hinges provide freedom to bank and the sway bars cause the banking.

As stated above, any unsymmetrical load application upon the superstructure will tend to roll it about its roll banking axis and since the main support springs of the vehicle are attached to the superstructure, reaction loads resulting from wheel shock loads and other unsymmetrical wheel loadings will tend to cause the superstructure to roll about its newly created roll banking motion center, unless the forces are guided in a direction which excludes a lever arm relative to said motion center. Here again the sway bars, constituting a second spring opposing each wheel in its oscillation travel in addition to the main support spring which also opposes such oscillation travel, may be employed to eliminate rather than increase the roll effect of single wheel oscillation upon the superstructure by reversing the direction of turn initiated by the main springs.

In Figs. 9 and 10, wheel 2 is shown in its Down position and Up position respectively relative to the frame 1. In both cases, the reaction on the superstructure caused by the loading of the sway bar 35 is in a direction opposite to the reaction on the superstructure caused by the subtractional or additional loading respectively of the main support spring 18. Since, expressed in wheel rate, both springs cause substantially equal, about lbs. per inch travel rate, and the reaction points on the frame have equal distances from the roll banking motion center, single wheel oscillation in general will not cause the superstructure to roll.

Only where one-wheel-up and the other wheel-down position develops and especially where it develops on both ends of the vehicle simultaneously and for a greater length of time, will the increase in the loading of the sway bars during that particular loading cause the superstructure to bank. Figs. 5 and 6 illustrate the position of the superstructure in straight ahead ride and during banking respectively.

Present-day spring resistance against oscillation of a wheel is usually composed of a main support spring resistance of 80 lbs. per inch which is efiective during both wheels of a pair up movement. If one wheel only moves upwardly, the sway bar adds another lbs. per inch to the resistance resulting in a lbs. per inch resistance of travel. If one wheel moves up while the other wheel moves downwardly, the sway bar adds another 100 lbs. per inch resistance against such movement on each side causing a total resistance of 280 lbs. per inch per wheel during curve ride. While in the initial stage of banking only the last-named 100 lbs. per inch per wheel resistance can be counted upon for operating the roll banking mechanism, once the resistance resulting from the main support spring has been fully absorbed and the lower suspension arms rest against their stops, the full 200 lbs. sway bar resistance times 4 inch wheel travel times 4 wheels giving 3200 lbs. which will be available to be operative on a 20 inch lever arm (half the distance between bearings 36 and 37) and roll the superstructure into the banked position.

Since in banking cars of the pendulum type the lever arm of operation or distance between the center of banking motion and the center of gravity is for practical reasons kept shorter than 20 inches a greater banking initiating moment is available in the roll banking mechasarcomas nism according to this invention than in vehicles of the pendulum kind.

Various modes of carrying out the invention are contemplated as within the scope of the following claims particularly pointing out and distinctly claiming the subject matter which is regarded as the invention.

I claim: v

I. A vehicle comprising a superstructure adapted to bank on turns, a plurality of sets of banking arms disposed to support said superstructure and spaced longitudinally of the same, each set of banking arms being connected to the superstructure and constituting at least a pair of opposed banking arms spaced laterally apart on opposite sides of the longitudinal center line of the superstructure and extending from the superstructure to the effective road support therefor with the ends of the arms for each pair of banking arms embodying in effect a universally movable joint at one corresponding end of each arm and a skew pivotal banking axis at the other end of each arm, means interconnecting the banking arms of each pair to retain said effective universally movable joints for the corresponding pair in substantially constant spaced relation, the plane of each banking arm of a pair of opposed arms containing the corresponding banking axis and the center of the universally movable joint therefor meeting the plane of the other arm of the pair in a banking motion center line for the pair passing near the height of the efiective center of mass for the portion of the superstructure supported by the pair of arms at the point where that banking motion center line crosses over the effective transverse road line at the outer ends of the arms, said banking arms each comprising a banking hinge support member free to turn about said skew pivotal banking axis to allow banking of the superstructure relative to the road, resilient means associated with each banking arm and disposed to provide for relative vertical oscillation between the superstructure and the point of effective road support for the corresponding banking arm, additional resilient means associated with each banking arm and disposed to provide free parallel wheel pair oscillation and to resist single wheel oscillation and provide increased resistance against oppositely directed wheel pair oscillation whereby the increased resistance is utilized to lift the curve outside of the superstructure and lower the curve inside turning the superstructure about said banking motion center while the vehicle negotiates a turn, each lower suspension arm extending beyond its inner hinge longitudinally to carry said first-named resilient means for the support of the superstructure, and a tie rod connecting at least one banking arm disposed in the front of the vehicle to one banking arm disposed in the rear of the vehicle to induce the front and rear pairs of banking arms to move laterally in unison during the banking of the superstructure.

2. A vehicle comprising a superstructure adapted to roll bank on turns, a plurality of sets of front and rear wheel carriers disposed to support said superstructure and spaced longitudinally of the same, each set of carriers together with the wheels associated therewith constituting at least a pair of opposed roll banking arms arranged to secure a roll banking motion center located in the height of the center of gravity of the superstructure, resilient means associated with each carrier and disposed to provide for relative vertical oscillation between the superstructure and the point of effective road support for the corresponding banking arm, said roll banking arms each including a roll banking hinge support member having an axis located inclined towards the median plane and the vertical transverse planes for the vehicle intersecting the wheel centers and securing freedom for the superstructure to roll about an effective motion center located approximately in the height of its center of mass, additional resilient means in the form of a sway bar carried by the superstructure at at least one end and connected to the outer ends; of the wheel carriers by means of shackles arranged to secure roll banking about the banking motion center, saidwheel carriers resiliently supporting the superstructure and resisting wheel oscillation with a reaction load on the superstructure substantially equal and in a direction opposite to that caused by said sway bars, and a tie rod connecting at least one front. roll banking arm to one rear roll banking arm.

3. A vehicle comprising a superstructure adapted to roll bank on turns, a plurality of sets of wheel carriers for the structure, each set of wheel carriers constituting at least a pair of opposed roll banking arms, each said roll banking arm including a roll banking hinge support member having a roll banking hinge axis inclined to the vertical and longitudinal center planes of the superstructure so as to secure in effect a roll banking motion center located substantially in the height of the center of mass of the superstructure, resilient means including two transversely extending torsion sway bars hingely connected one at each end to the superstructure with operating arms extending therefrom at their outer ends in a longitudinal direction, inclined shackles pivotally connected to the operating arms and to said wheel carriers and arranged to secure increased and accelerated roll banking of the superstructure during curve ride, said carriers comprising. lower suspension arms cantilevering longitudinally beyond their inner hinge attachments, the ends of the cantilever arms carrying shackles and resilient means constituting the main support springs for the support of the superstructure, the shackles for operation of the sway bars being positioned to. cooperate with the correspondingly positioned shackles between the main support springs and the cantilever arms to secure a banked position of the superstructure during curve ride, and a tie rod connecting at least one roll banking arm disposed in the front of the vehicle to one roll banking arm disposed in the rear of the vehicle to induce the front and rear pairs of roll banking arms to move laterally substantially in unison during the roll banking of the superstructure.

4. A vehicle comprising a superstructure and paired front and rear wheels and wheel carriers therefor mounted at opposite sides of the superstructure, front and rear pairs of hinges connecting said wheel carriers to the superstructure by means of roll banking hinge support members, the axis of each hinge being inclined both laterally and longitudinally of the vehicle and intersecting the axis of the opposite hinge in the longitudinal median plane of the vehicle and arranged to provide freedom for the turn of the superstructure about its center of mass for roll banking of the same, said front and rear wheel carriers each comprising a wheel suspension arm articulated relative to the superstructure to pivot about two axes one of which constitutes the roll banking hinge axis, the front wheel carriers each comprising in addition a Wheel suspension arm connected by a universally movable connection to the superstructure at a point spaced from said inclined axis and being hingedly connected at the outer end by means of a ball and socket joint to a wheel support member, resilient means comprising sway bars resisting at an increased rate oppositely directed wheel oscillation of a pair of wheels as compared to single wheel oscillation while not resisting parallel wheel oscillation of the pair, the increased resistance being utilized to secure the desired roll banking during curve ride, each lower suspension arm extending longitudinally beyond its inner hinge to resiliently carry the superstructure, and guiding means disposed to induce the front and rear wheel carriers to move laterally in unison as the superstructure rolls into its banked position.

5. In a vehicle having a superstructure, front and rear wheels and Wheel carriers including spindle carriers and resilient means mounted at opposite sides of the superstructure, roll banking hinges connecting each of said wheel carriers to the superstructure, the axis of each of said roll banking hinge being upwardly inclined towards the longitudinal axis of the vehicle and towards the Wheel with which it is associated, whereby lateral forces acting upon the superstructure will tend to rotate the same about a longitudinal axis located in the height of its center of gravity to cause it to roll bank into a direction opposite to that of such force and will shift the center of gravity of the superstructure in the direction of such force during deflection of said resilient means, said front wheel carriers including upper and lower suspension arms, each upper suspension arm being hingedly attached to the superstructure and attached by means of a ball and socket joint to the corresponding wheel spindle carrier, each lower suspension arm being hingedly attached to a member carrying said roll banking hinge and being connected by a ball and socket joint to said wheel spindle carrier, resilient means comprising sway bars resisting at an increased rate oppositely directed wheel oscillation of a pair as compared to single wheel oscillation and leaving free parallel wheel oscillation of a pair of wheels, said increased resistance being utilized to secure roll banking during curve ride, each lower suspension arm extending beyond its inner hinge longitudinally, additional resilient means carried by said lower arm extensions for the support of the superstructure, and guiding means disposed to induce the front and rear wheel carriers to move laterally in unison as the superstructure rolls into its banked position.

6. A motor vehicle comprising a superstructure supported by wheels and corresponding wheel carriers spaced laterally apart on both sides of the longitudinal center plane of the vehicle and constituting parts of roll banking arms connected by means of inclined hinges to the superstructure to provide freedom for the superstructure to roll about its center of mass during curve ride, said carriers each comprising upper and lower suspension arms, and resilient means including torsion bars carried by the superstructure and disposed to provide for vertical oscillation of the outer end of each roll banking arm, the lower suspension arms cantilevering rearwardly in the front and forwardly in the rear to operate by means of shackles said torsion bars carrying the superstructure, resilient means including two transversely extending torsion sway bars hingedly connected one at each end to the superstructure with operating arms extending therefrom at their outer ends in a longitudinal direction, inclined shackles pivotally connected to the operating arms of said sway bars and to the lower suspension arms of said carriers and arranged to secure increased and accelerated roll banking of the superstructure during curve ride, each suspension arm being resiliently opposed in its oscillation movement by said first and second named resilient means, said first named resilient means tending to roll the superstructure in one direction about its center of mass during single wheel oscillation and said second named resilient means tending to roll the superstructure in the opposite direction so as to establish balance for the superstructure during single wheel oscillation, and guiding means disposed to induce the front and rear Wheel carriers to move laterally in unison as the superstructure rolls into its banked position.

References Cited in the file of this patent UNITED STATES PATENTS 1,423,002 Mercier July 18, 1922 2,341,726 Kolbe Feb. 15, 1944 2,517,611 Utz Aug. 8, 1950 2,580,558 Kolbe Jan. 1, 1952