US2887323A - Non-metallic fluid pressure springs for 2-motion center banking cars - Google Patents

Description

May 19;, 1959 Filed July 12, 1956 J. KOLBE 2,887,323 NON-METALLIC FLUID PRESSURE SPRINGS FOR 2-MOTION CENTER BANKING CARS 2 Sheets-Sheet ,1

IN VEN TOR.

JOACHIM KOLBE FIG.6 Q

Attorney:

May 1.9, 1959 J. KOLBE 2,837,323

. NON-METALLIC FLUID PRESSURE SPRINGS FOR Z-MQTION CENTER BANKING CARS Filed July 12, 1956 v 2 Sheets-Sheet 2 INVENTOR.

JOAGHIM KOLBE United States Patent NON-METALLIC FLUID PRESSURE SPRINGS FOR Z-MOTION CENTER BANKING CARS Joachim Kolbe, Menomonee Falls, Wis. Application Jul 12, 1956, Serial No. 597,533

20 Claims. Cl. 280-112) This invention relates to banking vehicles having a superstructure supported by a banking apparatus and two or more correlated pairs of wheels upon the road to turn during banking about both an effective longitudinally extending axis located near its center of mass and an effective longitudinally extending axis located near'the road. The banking apparatus comprises nonmetallic resilient means arranged between wheels and superstruclure.

Vehicles constructed to bank during curve ride are disclosed in a number of U.S. Patents granted to the present inventor. Patent No. Re. 21,605, issued October 22, 1940, disclosing link mountings, Patent No. 2,576,- 686, issued November 27, 1951, disclosing banking arms, as well as copending applications Serial No. 382,412, filed September 25, 1953, now Patent No. 2,760,785, disclosing sway bar operated roll banking arms, and Serial No. 400,313, filed September 24, 1953, :now Patent No. 2,788,986, disclosing force diverters to establish rigidity for the vehicle, are referred to by way of example.

Reference is also made to copending applications Serial No. 448,481, filed August 9, 1954, now Patent No. 2,739,658, disclosing king pin banking hinges for independently suspended front wheel arrangements, Serial No. 286,514, filed May 7, 1952, now Patent No. 2,760,- 786, and Serial No. 289,513, filed May 23, 1952, now Patent No. 2,739,823, both directed to the application of power assist means for control of the oscillation and banking motions of the vehicle superstructure relative to the wheels and to the road, and to Serial No. 519,047, filed June 30, 1955, now Patent No. 2,794,651, and Serial No. 522,434, filed July 18, 1955 now Patent No.

2,794,652, both related to simplified banking apparatus and improvement in wheel and spring rates for such vehicles.

The present application is explained and illustrated as arranged in combination with its preferred guiding mechanism, described in my copending application entitled Dual Turn Shackles for Banking and Non-bankln'g Vehicles, Serial No. 597,474, filed on even date with this application for patent and now Patent No. 2,820,646.

This invention is directed to the combined use of banking mechanism and non-metallic power pressure controlled resilient mechanism, creating complementing advantages for both and overcoming certain shortcomings of each by use of the other.

Non-metallic resilient means, such as pneumatic and hydraulic means are employed in present-day vehicles for reasons of weight, wheel and spring rate characteristics and the easy control thereof, and also for adjustability to the varying load conditions. Soft rides are achieved thereby for even very lightweight automobiles.

A problem common to all these suspensions is the timing of the adjustment devices. Whether they are adjusted to work quickly or slowly, disadvantages result from either method. Where they operate to 'liftthe mass of the superstructure itself, they have to be arranged to ICC operate slowly if the operating mechanism is to be kept small.

The principal object of the invention is to create by means of banking suspension structure a secondary motion center for the vehicle which permits a more favorable control and better timing of the resilient means employed in form of pneumatic and hydraulic means, or any combination thereof in present-day vehicles.

Another object is to bridge the delay necessarily encountered during the operation of pressurized resilient means by quick-acting banking structure to thereby secure improved positioning of the superstructure relative to the road at all times.

Another object is to compensate for the buildup of faulty positions of the superstructure, where, for instance, a vehicle, pressurized into an improved position while driving on one side of a crowned roadbed,is temporarily driven on the other side, adding a by then unfavorable position between superstructure and running gear to an unfavorable positon between running gear and road.

Another object is to replace banking loss due to the pressurizing of the resilient means with banking gain due to the pressurizing of the banking apparatus.

Another object is to provide suitable locations for the non-metallic and pressurized resilient means within the banking structure.

Another object is to fit the resilient means within the geometric system of the banking vehicle avoiding unfavorable changes in length of said means during the banking process.

Another object is to maintain control of the longitudinal position of the superstructure andautomatic adjustment to varying service loads during straight ahead ride as well as during banking of the superstructure while the vehicle negotiates curves.

Another object is to disclose suspension means which fit present-day requirements with regard to space, cost, and simplicity of design and operation.

Another object is to correlate wheel and axle suspension members arranged according to the invention with anchoring means relative to the superstructure for control of track holding and vehicle running gear vibrations.

Another object is to provide control units in the form of temporarily pressurized resilient means.

Another object is to provide valving arrangements for the control and favorable performance of the banking mechanism at all times.

Another object is to provide linkage for the operation of metering valves for both oscillation and banking control.

Another object is control of the amount of lateral banking shifting for banking vehicles.

Another object is to have at least a part of the force needed to operate the banking mechanism supplied, .directly or indirectly, by the engine power of the vehicle.

Another object of the invention is to increase the margin of safety against turning over of the vehicle under the influence of lateral forces.

Another object of the invention is to provide vehicles supported by pressurized non-metallic resilient means with a linkage arrangement which will improve the ride comfort for the passengers.

In the drawings:

Figure l is a perspective schematic view of a single suspension unit constructed in accordance with this invention;

Fig. 2 is a perspective view of a vehicle mounting of the type to which the invention is particularly adapted, showing the superstructure of the vehicle in an upright unbanked position, and pressure controlled air springs for the resilient support of the superstructure and as power assist for the banking mechanism;

N Fig. 3 is a front elevation schematically outlining the superstructure position relative to the running gear during curve ride of the vehicle.

;..Fig. -4 is aperspective schematic view. of the device added to the power pressurized controlled vehicleair combination with resilient means placed according to @the invention.

. The suspension apparatus shown in Fig. 1 illustrates in large scale the basic structural parts of a single effective roll banking arm as arranged for a left rear vehicle suspension and extending between a frame 1 which supports the'vehicle. body or superstructure, and a rigid faxle housing 2 supported by wheels 3.

-A rigid substantially longitudinally and horizontally extending suspension member 4 is connected at its forward end by a support ball joint 5 to the frame 1 and ,connected at its rearward end by a support ball joint 6 to the left outer end of the rigid rear axle housing 2. An arm 7 extends forwardly and outwardly from the rearward end of the suspension member 4 and carries :at its outer end a shackle 8, described in the copending application filed on even date herewith and identified above. The shackle8 comprises a lower universally rno vable or rubber joint 9 connecting the shackle to the arm 7, and a similar upper joint 10 connecting it to the bra cket'll extending upwardly and forwardly from the axle housing 2. The axis line extending between the centers of the support ball joint 6 and the rubber joint 9 extends substantially horizontally, but inclined under approximately 45 to the longitudinally and vertically extending main vehicle center plane. The axis functions as oscillation axis for the suspension member 4.

The axis of the dual turn shackle 8 itself extends parallel to an effective roll banking hinge axis 12 extending through the center of the support ball joint 6. It is the location of this last-named axis which determines the geometry of the effective roll banking arm created by the arrangement illustrated in Fig. 1.

' An arm 13 extends sidewardly and outwardly from the forward end of thesuspension arm 4 and carries the air spring 14 comprising two rubber bellows. The spring 14 is placed between the arm 13 and a bracket 15 which forms a part of an air chamber 16 attached to the frame 1. Air will be supplied to a metering valve 17, attached to the air chamber 16, from a pressurized central reservoir (not shown) by means of conduit 17a. The valve 17 is operated by linkage such as the lever 18 and the rod '19 during change of position of the arm 13 relative to the frame 1.

k. A longitudinally extending upper torque rod 20 is supported at its forward end by a ball and socket joint 21 to the frame 1, and at its rearward end by a ball and socket joint 22 to the axle housing 2.

In the operation of the mechanism illustrated in Fig. 1, anupward movement of the wheel 3, illustrated as supported by the axle housing 2, and the corresponding wheel on the other end of the axle housing 2 relative to the frame 1 will force the suspension member 4 to swing about the axis line extending from support ball joint 6 to the rubber joint 9. This axis line will move upwardly remaining substantially parallel to the road. The center point of the support ball joint 5 will stay in place but any .line extending between said center point and any point located along the axis line 6 to 9 will take an inclined position relative to the road. The arm 13, therefore, will also move into a position inclined to the road with its outer end rising and thereby compressing the air spring "14. Whenever the wheel located at the right side of 4 the axle housing 2 moves downwardly while the left wheel stays in its high position, a further increase in pressure of the air spring 14 will result. This feature of the suspension apparatus described secures a stiffer spring on the outside curve, and a corresponding softer spring on the inside curve during curve ride of the vehicle, and less initial loss in outward lean of the superstructure due to spring deflection. v I

In the following description of Fig. 2, identical reference numbers are used as are used for Fig. l, marking identical parts to facilitate the comparison and understanding of the structures described. Reference is made simultaneously to Figs. 4 and 5 which are enlarged views of control devices shown and described in and for Fig. 2. Fig. 2 illustrates a banking vehicle of the passenger automobile type having a superstructure or body shown in broken outline and having a chassis or body support frame 1 supported by means of an independent-front wheel suspension and a rigid rear axle 2, and by pairs of wheels 3 supported on the road.

The front wheel suspension and the rear axle suspension each comprise a pair of suspension members. The suspension members of each pair are disposed on opposite sides of the superstructure and are equally spaced from the longitudinal vertical center plane of the vehicle.-.;

The front wheels 3 and their corresponding wheel suspension units form a front pair of effective roll-banking arms which support the front end of the superstructure. Each front wheel suspension unitcomprises-an upper control arm 23.pivotally attached to frame l lby a substantially longitudinally extending hinge 24 and con,-

nected by a ball and socket joint 25 to a wheel supported member 26 which also serves as a steering king pin. In addition, each suspension unit has a lower suspension member 27 comprising a transversely extending leg 28 and a longitudinally extending leg 29. Q

The transversely extending leg 28 of each lower suspension arm 27 is pivoted at its outer end by a universally movable ball and socket joint 30 to the wheel supported member 26 and at its inner end by the universally movable ball and socket joint 31 to a longitudinally extending lever 32 pivoted by a substantially vertically placed pivot 33 to the frame 1. Lever 32 serves both transversely extending legs 28 as a common inner end support.

Each longitudinal leg 29 is shaped at its forward end to form a two-bearing support bracket 34 which carries the king pin banking hinge 35.

King pin banking hinges and their functions are disclosed and described in my copending application Serial No. 448,481, now Patent No. 2,739,658, referred to above.

The rearward end of each longitudinally extending leg 29 is connected by a support ball joint 36 to the frame 1 and provided with a sidewardly and outwardly extending arm 37 which carries the air spring 38 shown as comprising two rubber bellows. The upper end of the air spring 38 leans against a bracket 39 which forms a part of an air chamber 40 attached to the frame 1. An air metering valve 41, carried by the air chamber 40,

is arranged to distribute pressurized air to the extended air spring system as described hereinafter.

The shaft of hinge 35 is preferably inclined toward the longitudinal and transverse center planes extending intermediate the pairs of wheels of the vehicleand is rigidly supported by the transversely extending leg 28 to permit a turn of the longitudinally extending leg 29 about the axis of the king pin banking hinge 35.

In the rear of the vehicle illustrated in Fig. 2, suspension units identical to that shown in Fig. 1 support the rear part of the superstructure. The rear axle suspension units each comprise an upper torque rod 20 connected by universally movable joints, such as ball. and socket joints 21 and 22, at its forward end to the frame 1 and at its rearward end to the rigid axle housing .2

respectively. Each suspension unit further "comprises a longitudinally extending suspension member 4 serving as a lower suspension arm and supported at its forward end by a support ball joint 5 and at its rearward end by a support ball joint 6. i

The arm 7 extends forwardly and outwardly from the rearward end of the suspension member 4 and carries at its outer end the dual turn shackle 8. This shackle comprises a lower rubber joint 9 and an upper rubber joint 10 connecting it to the bracket 11 carried by the axle housing 2. An arm 13 extends sideward'ly and outwardly from the forward end of the suspension arm 4 and carries the air spring 14 comprising two rubber bellows. This spring is placed between the arm 13 and the bracket 15, which forms a part of the air chamber 16 attached to the frame 1. The air metering valve 17 carried by the air chamber 16 is arranged to distribute air under pressure to the extended air spring system as described hereinafter. t

A sway bar 42 is attached to frame 1 in the front of the vehicle by hearing 43. The outer ends of the sway bar 42 form longitudinally extending sway bar arms 44 which are connected by pivotal or rubber bearings 45 to inclined sway bar shackles 46. The shackles, 46 are connected by pivotal or rubber bearings 47, which are spaced farther apart than the upper shackle bearings 45, to the outer ends of the transversely extending legs 28 of the lower front suspension arms 27.

In the rear of the vehicle, a similar sway bar 48 may be added and is illustrated as being supported by bearings 49 to the frame 1. Sway bar 48 has longitudinally extending arms 50 on either end, which are connected by upper pivotal or rubber bearings 51 to the inclined shackles 52 with lower pivotal or rubber bearings 53, also spaced farther apart than the upper pivots 51, connecting the shackles 52 to the rear axle housing 2.

The left rear suspension member carries an arm 54 which supports a ball and socket joint 56 placed in the horizontal transverse center axis line connecting the support ba'll joints 5 located on either side of the vehicle. Arm 54 constitutes part of a tie, provided in effect between the front and rear pairs of wheels to secure proper track holding for the vehicle.

A longitudinally extending tie rod 55 carries at its rearward end ball and socket joint 56 and at its forward end a ball and socket joint 57 which is carried by a substantially horizontally and transversely extending lever 58 which is disposed to turn about a substantially vertically extending pivot 59 supported by a housing 60 attached to the frame 1. g

A second longitudinally extending tie rod 61 carrying at its rearward end a ball and socket joint 62 which is also supported by the lever 58, and carrying at its forward end a ball and socket joint 63, interconnects lever 58 with a transversely extending lever 64 which forms a bell crank to the centrally located lever 32 in the front of the vehicle.

The transversely. extending lever 58 is located intermediate the pairs of wheels and forms an integral part with an arm 65 extending into the housing 60 and constituting a cam lever which engages an irreversible worm gear 66 to form a force diverter mechanism, such as disclosed in my application Serial No. 400,313, now Patent No. 2,788,986, referred to above.

The force diverter mechanism also comprises aspeedup train of gears 67 enclosed by the housing 60 and operated by a longitudinally extending lever 68 turning about the vertically extending hinge 69 carried by the housing 60. The weight block 70 is supported by the lever 68 and is free to shift laterally under the influence of centrifugal force preferably against opposition of resilient means.

i The arrangement illustrated serves as a release mechanism for the banking of the superstructure and operates whenever the weight block 70' shifts laterally under the influence of the centrifugal force.

A vehicle constructed and described as illustrated in Fig. 2, resiliently supported by the air springs 38 in the front and 14 in the rear and equipped with effective roll banking arm linkage will perform similarly to banking vehicles described in applicants issued patents and copending applications referred to above. When negotiating a curve, the springs located on the outside curve will be additionally compressed and the springs located on the inside curve will lose some of their initial compression under the influence of the centrifugal force active on the vehicle.

The sway bars 42 and 48,, located in the front and in the rear of the vehicle respectively will transmit any pressure due to deflection immediately to the frame 1 and will exert an upwardly directed pressure onthe frame rail located on the outside curve and exert a downwardly directed pull on the frame rail located on the inside curve. Since by means of the pairs of effective roll banking arms arranged in the front end in the rear of the vehicle, an overall effective banking motion center is created, located approximately at the same height as the center of mass of the superstructure, the respective upward and downward pressures described will cause the superstructure to roll without much resistance about said banking motion center. This inverse roll motion will be accelerated and increased due to the inclination of the sway bar shackles 46 and 52, and the superstructure will be forced into a position inclined towards the inside of the curve.

Where the air springs are part of a leveling system comprising the air metering valves 41 and 17, the levers 18 and rods 19 connecting the valves 41 and 17 to their respective operating arms 37 and 13, and comprising also a storage reservoir of compressed air 71, connected by supply tubes to the valves, the changing loads carried by the springs during curve ride will automatically effect an adjustment process. Added amounts of air will be suppliedto the springs onthe outside curve and air will be released from the springs on the inside curve.

The process will be slow but usefulsince it constitutes a shifting of the mass of the superstructure against the centrifugal force towards the inside curve.

Where the adjustment process is initiated by loa shifting of the superstructure due to travel of the vehicle on one side of a crowned road, the levelizingeffect initially and immediately secured by the banking apparatus will slowly be replaced by the air suspension system. The superstructure itself will at all times remain in a more desirable level position.

This contribution of both the banking apparatus and the spring length adjustment mechanism to an improved position of the superstructure works out as an additional advantage where the vehicle, while passing a car ahead of it, changes its travel from one side of a crowned roadbed to the other side, after having been levelized by means of the spring adjustment mechanism. The resulting load shifting towards the spring on the low side of the vehicle will add the faulty position resulting from the now wrongly levelized springs to the faulty position due to the angle of the roadbed.

The quick compensation effected by the banking apparatus will permit either softer springs or slower levelizing with resulting lighter spring levelizing mechanism and lower device pressures or any combinations of these features. It constitutes not only the combination of two features but an additional feature not common to either system when applied singly.

The banking apparatus relies, in the vehicle illustrated in Fig. 2, for its operational force on the sway bars 42 and 48 which by not participating in the deflection of the vehicle main support resilient means during curve ride of the vehicle, roll the superstructure into the banked position. This banked position. for the vehiele during curve ride is considered a highly desirable feature adding beauty of motion for the passengers and thereby making curve ride a real pleasure instead of a disturbing sensation.

It is the deflection of the vehicle main support resilient means, however, which makes the operation of the sway bars possible. Where leveling mechanisms aflfecting the operational lengths of the springs under varying load conditions are incorporated into the resilient structure, additional mechanism is provided to preserve the desired fully banked position of the superstructure during curve ride.

The additional mechanism includes another air spring 72 including two bellow sections 73 and 74 and illustrated in Figs. 2 and 4. The spring 72 is arranged to assist in rolling the superstructure into the banked position during curve ride to the extent that the sway bars lose their capacity to exert the necessary activating force for the banking turn, whenever the spring levelizing mechanism reduces the oscillation deflection encountered in vehicles without such levelizing mechanism.

The spring 72 can be located between any of the structural members which shift relative to the superstructure during the roll banking turn. In the modification illustrated, the spring is placed to influence the turn of the lever 58 supported by the housing 60. A vertically extending pivot 75 arranged intermediate the length of the'lever 58-carries a spring dividing plate 76 against which the two bellow sections 73 and 74, one on each side, lean. The two sections are each carried at their free ends by brackets 77 and 78 which are in effect superstructure-supported and may form air chambers where greater volume of air is required. I

The device operates as follows:

When entering a curve, the vehicle banks by means of the banking apparatus composed of the two pairs of roll banking arms as described above. The arms 13 for the rear suspension and 37 for the front suspension supporting the main vehicle support air springs 14 and 38, respectively, actuate rods 19 and levers 18 on the curve outside of the vehicle to open the corresponding valve ports 79 located within the air meter valves 17 and 41 on the curve outside. Opening of the valve ports 79 on the curve outside permits air to move into the corresponding air springs 14 and 38, respectively, from the reservoir 71 through conduits 17a and 41a, respectively.

Additional valve ports 80 illustrated as incorporated in the meteringvalves 41 in the front of the vehicle serve only to permit air to slowly pass through conduit 72a on the curve outside into bellows spring 72, pushing and turning the lever 58 into the desired position.

On the curve inside of the vehicle, opening of the corresponding valve ports 79 will permit air to slowly escape from the corresponding springs 14 and 38 and return to the reservoir 71 through the corresponding conduits 17a and 41a on that side of the vehicle. The valve ports 80 may either be arranged to assist in supplying air into the spring section operated by the valve opening on the other side, or not operate at all.

A passage section 81 within the supply line from valve 80 to the device spring 72, as illustrated in Fig. and described hereinafter, is controlled by a side force sensitive sliding weight piston 82, closing the normally open line under the influence of centrifugal force.

When leaving the curve, the vehicle superstructure will quickly roll back into its straight upright position, because the sliding Weight piston controlled passage 81 opens quickly with the return of the piston 82, preferably controlled by resilient means, into its normal center position or beyond and passing thereby over a large enough opening in. the passage to permit release of all air from the corresponding bellow section of the spring 72.

. In a succeeding longer time period, the air springs 14 and 38 adjust their length as follows:

The springs-first snap into-a too long position on substantially closed.

the over-compressed side and into a too short position on the under-compressed side, influencing the position of the valve levers 18 and valve 17 to permit an air supply to pass into the springs on the under-compressed side and to release air from the springs on the over-compressed side, until balance is also slowly achieved forthe air spring system. Under the conditions described in this paragraph, the mechanical banking apparatuswill equalize all spring length differences at all times.

Since the passage section 81 controlled by the sliding weight piston 82 will be open when not influenced by side forces, air pressure from the supply on the inside curve will escape and not move into the corresponding air bellow of the spring 72.

One-sided load on the superstructure operates the mechanism as follows:

Normally, the irreversible worm gear blocks undesirable efiects due to one-sided loading and the sway bars resiliently resist them. If the banking release mechanism comes into operation during unfavorable road conditions,

the banking apparatus permits the superstructure to lower itself on the loaded side. The main vehicle support'air springs on that side will be additionally compressed. Thesprings and the corresponding section of the device spring 72 will now be continuously supplied with air, until the superstructure moves very near to its level position, where the sliding piston 82 is still positioned to keep the passage If the load is taken ofiE, the corresponding over-loaded springs will be operated to lose air simultaneously with Fig. 3 is a front elevation of related outline and structure of the vehicleshownin Fig. 2, illustrated in a banked position. The air spring 38 on the outside curve is compressed, on the inside curve it is decompressed while the superstructure is lifted on the curve outside due to the repositioning of the respective sway bar shackles 46. Identical reference numbers are applied to facilitate comparison between Figs. 2 and 3.

Figs. 4 and 5 illustrate in larger scale the mechanism described for the corresponding parts illustrated in Fig. 2. Corresponding structural members have been given identical reference numbers. Fig. 4 also illustrates the force diverter and release mechanism referred to above.

Fig. 5 shows the passage section 81, the sliding weight piston 82 placed between resilient means 83 within the passage section and the valve opening 84 leading from the passage to the outside. This valve opening will be closed whenever one of the two piston sections 85 or 86 move laterally.

Fig. 6 illustrates a structural combination of the inven tion wherein non-metallic resilient means are placed within a left rear roll banking arm structure, the combination comprising a frame 1 supporting a banking hinge 87 pivotally attached thereto and carrying a banking hinge support member 88. A longitudinally extending suspension member 4 is hingedly carried by the support member 88 at its forward end by a substantially horizontally extending hinge 89, and supported by a univer sally movable joint 90 to the axle housing 2.

The plane 91 comprising the axis of the banking hinge 87 in the center of the universally movable joint 90 constitutes one of the pair of planes for the corresponding roll banking arm which, when intersecting with the re spective plane for the roll banking arm for the other side of the vehicle, establishes the effective roll banking mo tion center for the rear half of the vehicle as explained in Patent No. 2,576,686, referred to above for banking arms, and Patent No. 2,760,785, referred to above for roll banking arms.

A longitudinally extending upper torque rod 20 is connected by a ball and socket joint 21 to the frame 1 ass'aasa and'by a ball and socket joint 22 to the rear axle housing 2.

, Resilient means in form of an air spring 92 represented in the modification illustrated by a pair of air filled rub ber bellows extends between the lower suspension arm 4 and a bracket 93 carried by the hinge support member 88. This bracket constitutes an air chamber where greater air volume is required and carries the metering valve mechanism 94. The outer end of the valve operating lever 18 is connected by the rod 19 to the suspension arm 4. Any change of the lever from a position established to secure level ride for the superstructure will slowly either increase or decrease the air pressure in the spring 92. Any undesirable increase or decrease in the length of the spring 92 by means of the pressurized air supply system connected to the spring 92 by the supply line 95, and effecting the lateral position of the superstructure will be compensated for by the mechanical banking apparatus and, where provided, will be further improved by the corrective air spring device 72 as illustrated in Fig. 4.

The invention shown and described above is capable of functioning with or without the air spring device and corresponding valving mechanism. The application of the air spring device or similar mechanism will result in even greater control and more ideal positioning of the superstructure relative to the road under all driving conditions and directions.

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:

1. A vehicle comprising a superstructure adapted to roll bank on turns, fluid pressure resilient means for the support of the superstructure, pairs of opposed effective roll banking arms disposed to carry the superstructure, the arms of each pair being spaced laterally apart on opposite sides of the longitudinal vertical center plane of the vehicle, each effective roll banking arm extending between the superstructure and the effective road support therefor with the ends of the arms for each pair of elfec' tive roll banking arms embodying in effect a universally movable joint at one corresponding end of each arm and a skew pivotally effective banking axis at the other end of the arm, said universally movable joints of at least one pair of effective roll banking arms each comprising an effective universal joint established by a support ball joint carried by the superstructure and arranged in the point of intersection of the axes of said last-named universal joint and by a spring comprising said resilient means and placed a selected distance away from said support ball joint and constituting a part of said effective roll banking arm, with one axis of said last-named effective universal joint extending substantially horizontally and the other axis extending substantially vertically, said skew pivotally effective banking axes each constituting one axis of an effective universal joint comprising a support ball joint and a dual turn shackle spaced a selected distance away from said support ball joint and carried by the axle, the other axis of said axle supported effective universal joint extending substantially horizontally and inclined toward said center plane of the vehicle and intersecting said center plane at a point located above the road and spaced farther away from the rigid axle than the center point of the corresponding universal joint, said resilient means being so constructed and arranged that a lowering of the frame relative to the axle will increase the stress in the springs and that increase stress in the springs will at least partly be compensated for by an increased amount of pressure fluid delivered to said resilient means by a central pressurized-supply.

2. In a motor vehicle a superstructure, a running gear including wheel support front and rear rigid axles, front and rear linkage means mounting said superstructure to said running gear, said linkage means including elements disposed one to either side of the longitudinal vertical center plane of the vehicle, each element comprising a pair of vertically spaced longitudinally extending arms, one of said arms for the pair being connected at one end by a two axes effective universal joint to the frame with one of the axes of said two axes effective universal joint established by a support ball joint carried by the superstructure and arranged in the point of intersection of the axes of said last-named effective universal joint, and by a fluid pressure controlled non-metallic spring placed a selected distance away from said support ball joint, and with one of the axes of said effective universal joint extending substantially horizontally and transversely and with the other of the axes extending substantially vertically, said arm being connected to the rigid axle at the other end by an effective two-axes universal joint comprising a support ball joint and a dual turn shackle spaced a selected distance away from said support ball joint with one of the axes of said last-named effective universal joint extending substantially horizontally and inclined to said center plane and intersecting that center plane at a point located a greater distance away from the corresponding rigid axle than the center of said lastnamed effective universal joint and with the other axis extending substantially inclined to the road and towards said center plane. t

3. A vehicle comprising a superstructure adapted to roll bank on turns, front independently suspended wheels and a wheel supported rigid rear axle, resilient means for the support of the superstructure upon said wheels and axle and comprising two pairs of effective opposed roll banking arms disposed to carry the superstructure, the arms of each pair being spaced laterally apart on opposite sides of the longitudinal vertical center plane of the vehicle, each effective roll banking arm of one pair being located in the rear of the vehicle including structure extending between said rigid axle and the superstructure. and comprising a pair of vertically spaced longitudinally extending arms, one of said banking arms being arranged on each side of the vehicle, and constituting a suspension member connected at one end by an effective two-axes universal joint comprising a support ball joint and a dual turn shackle spaced a selected distance from said support ball joint to said rigid axle with one of the axes of that effective universal joint extending substantially horizontally and inclined to said center plane and the other axis extending substantially inclined to the road and to said plane, and connected at the other end by an effective two-axes universal joint established by a support ball joint carried by the superstructure and arranged in the point of intersection of the axes for said effective universal joint and by a fluid pressure controlled non-metallic spring placed a selected distance from said support ball joint, to the superstructure with one of the axes extending substantially horizontally and transversely to said center plane and with the other axis extending substantially vertically, said inclined axes intersecting said center plane at points located outside the transversely and vertically extending plane containing the centers of said last-named universal joints, each effective roll banking arm of the other pair located in the front of the vehicle and extending from the superstructure to the effective road support therefor with the ends of the arms for the pair of efiective roll banking arms embodying in effect a universally movable joint at the corresponding end of each arm and a skew pivotally effective banking axis at the other end of the arm, means including a longitudinally extending lever located intermediate the wheels and interconnecting the effective roll banking arms of the pair to retain said effective universally movable joints for the pair in substantially constant spaced relation, each front effective roll banking arm including a wheel suspension arm comprising a transversely and a longitudinally extending leg, a king ranged in the point of intersection of the axes for said last-named effective universal joint, and by a fluid pressure controlled non-metallic spring comprising said resilient means and placed a selected distance away from said support ball joint, said effective'universal joint comprising a vertically and also a horizontally and transvers'ely extending axis, all said horizontally extending axes of all said elfective universal joints being located in the front and in the rear of the vehicle serving predominantly the vertical oscillation movements of the superstructure, and all the corresponding other hinges of all said efiective universal joints serving predominantly the banking motion of the superstructure.

4. The combination of claim 3, wherein a primary or::.oscillation' center of motion located near the road is established by means of said horizontally extending axes and wherein a secondary or banking center of motion located substantially in the height of the center of mass of the superstructure is established by means of said other hinges of all said effective universal joints, and wherein said resilient means have their pressure fluid increased under stress by a central pressurized supply system, with the turn of the superstructure about the secondary motion center compensating for any undesirable variations in the fluid supply for said resilient means.

5. The combination of claim 4, wherein the parts are arranged to provide that the mass of the superstructure moves outwardly when negotiating curves turning about said horizontally extending axes serving predominantly the oscillation movements of the superstructure, and that said mass rolls simultaneously about its own center of mass while turning about said axes arranged inclined to the road and to said vertical center plane, and that the mass moves inwardly during the adjustment of the spring pressure by said supply system, whenever the vehicle turns into the curve.

6. A vehicle comprising a superstructure adapted to roll bank on turns, resilient means, a set of front and a set of rear wheel carriers disposed to support said superstructure and spaced longitudinally of the same, each front wheel carrier comprising a wheel spindle member, an upper wheel suspension arm pivotally connected at its inner end to the superstructure, a ball and socket joint connecting said arm to said wheel spindle member, a lower wheel suspension arm composed of a transversely and a longitudinally extending leg, an effective universal joint established by a support ball joint carried by the superstructure and arranged in the point of intersection of the axes for said last-named effective universal joint and by a fluid pressure controlled nonmetallic spring placed a selected distance away from said support ball joint, said eflective universal joint connecting each longitudinally extending leg at its inner end to the superstructure, an inclined king pin banking hinge connecting each longitudinally extending leg at its outer end to the corresponding transverse leg intermediate the ends of the latter, a pivotal support for the inner ends of said transverse legs pivotally carried by the superstructure, a ball and socket joint connecting the outer end of each transverse leg to the corresponding wheel spindle member, and leverage means, linkage means, and additional resilient means stabilizing the position of said pivotal support to control the banking of the superstructure on turns, said longitudinally extending legs operating thereby said first-named resilient means carried by the superstructure and resiliently supporting it upon said front wheel carriers, each rear wheel carrier including a longitudinally extending lower suspension member connected atone end to the rear axle by an efiective uni versal joint comprising a support ball joint and a dual turn shackle spaced a selected distance away from said support ball joint and connected at the other end by an effective universal joint established by a support ball joint carried by the superstructure and arranged in the point of intersection of the axes for said last-named efliec tive universal joints, and by a fluid pressure controlled non-metallic spring placed a selected distance away from said support ball joints, a front to rear tie connecting at least one wheel carrier disposed in the front of the vehicle to one wheel carrier disposed in the rear of the vehicle to induce the front and rear wheel carriers to move laterally substantially in unison during the roll banking of the superstructure, means connecting the superstructure and said front to rear tie including irreversible gear mech anism and rigidly preventing relative lateral movement between the wheels and the superstructure, and means operatively connected to said front to rear tie and including resilient control means responsive to the control of said spring adjustment mechanism to assist in the banking turn of the superstructure.

7. The combination of claim 6 wherein are provided in combination additional resilient means comprising sway bars and related guiding means comprising sway bar shackles, disposed to roll the superstructure into a banked position during curve ride.

8. The combination of claim 6 wherein the rear end of said front to rear tie is connected to the correspond? ing wheel carrier disposed in the rear of the vehicle by a ball and socket joint located in a transversely extending axis containing the points of intersection of the two axes of the eflective universal joints connecting said suspension members to the superstructure.

9. A vehicle adapted to roll bank during curve ride and comprising wheelsjwheel supporting members, and a superstructure, non-metallic fluid pressure controlled resilient means for the support of the superstructure and disposed to form a part of opposed effective pairs of roll banking arms, the arms of each pair being spaced laterally apart on opposite sides of the longitudinal center plane of the vehicle, each effective roll banking arm extending between the superstructure and the effective road support therefor with at least one end of each arm COmr prising a support ball joint and a dual turn shackle provided by said non-metallic resilient means and spaced a selected distance away from said support ball joint, said dual turn shackle connecting said arm to the superstructure, the other end of each arm of at least one pair of arms comprising a support ball joint and a dual turn shackle spaced a selected distance away from said lastnamed support ball joint and connecting said arm to a rigid axle, said support ball joints and dual turn shackles operating in unison to create effective banking turn axes and effective wheel oscillation axes for the turn of said wheel supporting members relative to the superstructure.

10. The combination of claim 9 wherein the pressure controlled resilient means for the support of the superstructure comprises expansible air chambers, a motor pressurized air storage reservoir, metering valves to supply air to said air chambers, and linkage means connecting said arms to said metering valves to actuate the same in response to movements of the superstructure tending to operate said resilient support means.

11. The combination of claim 10 wherein said pressure controlled resilient means are supplied with air through the metering valves arranged to open the supply line in response to increase in pressure of the springs, to permit loss in pressure during decrease in pressure of the springs and to simultaneously supply air pressure to that section of said receptacle which causes the banking apparatus to maintain the position of the banked super structure during curve ride.

12. The combination of claim 9 wherein an air receptacle is provided comprising two sections and operably connected to the structural banking apparatus to be sup- 13 plied with air simultaneously with the adjustment delivery for the superstructure supporting resilient means to thereby power-assist the banking turn of the superstructure in proportion to the loss in banking occuring during the pressure adjustment process for the superstructure supporting resilient means.

13. The combination of claim 12 wherein said pressure controlled resilient means are supplied with air delivered from an air reservoir through metering valves permitting air to be supplied to said two-section air receptacle, the supply for said air receptacle being regulated by a shifting weight piston controlled passage valve which secures escape of all air from the receptacle during normal straight ahead ride of the vehicle.

14. The combination of claim 9 wherein said nonmetallic pressure controlled resilient means are placed within the geometric running gear linkagelay-out for the vehicle to remain substantially free from change in length due to the roll banking turn of the superstructure about its mass center.

15. The combination of claim 1 wherein are provided in combination additional resilient means comprising sway bars and related guiding means comprising sway bar shackles disposed to roll the superstructure into a banked position during curve ride, and wherein the loss in effectively supplying banking turn force by means of said sway bars due to the forced adjustment of the main vehicle support springs and the resulting repositioning of the sway bars is compensated for by power-assist means supplied from the source of adjustment means for said springs.

1 6. A vehicle embodying a superstructure supported by a plurality of pairs of roll banking arms with separate wheels and corresponding wheel carriers, the banking arms of each pair being interconnected and disposed on opposite sides of the superstructure, separate resilient cushion means disposed between the superstructure and the corresponding wheel carriers providing for vertical support of the superstructure and which cushion means tend to yield under the influence of centrifugal forces upon the superstructure on turns to tilt the superstructure, outwardly about an oscillation center of motion 10- cated near the road, said roll banking arms being disposed to provide rotational movement of the superstructure about a banking center of motion located near the center of mass of the superstructure, and power actuated means connected to said roll banking arms to assist in effecting said rotational movement of the superstructure in a directionopposite to that eifected by the yielding of said cushion means on turns, said power actuated means being operatively connected to said resilient cushion means to increase the resilient resistance thereof on the outside curve and decrease it on the inside curve during banking of the superstructure in curve ride of the vehicle.

17. The combination of claim 16 wherein said power actuated means supply resilient fluid to an additional receptacle arranged to operatively balance gain in resiliency of the vehicle main support springs and loss in banking of the superstructure, including means responsive to lateral forces upon turning of the superstructure from a straight path to control said power actuated means and assist in effecting banking of the superstructure on turns.

18. A superstructure banking vehicle having a running gear including wheel supporting means, pivotal means, linkage means, and resilient means arranged to provide for a wheel oscillation motion center located near the road and about which the vehicle will turn outwardly during curve ride and for a superstructure banking motion center located near the center of mass of the superstructure and about which the superstructure will turn during curve ride in a direction opposite to the first named turn and comprising self-locking gear sets connecting the superstructure and the running gear and constituting a force diverting device to block lateral turn of the superstructure about the banking motion center ini tiated by lateral force components resulting from forces exerted on the wheels, and means to operate said gear sets to permit lateral turn of the superstructure about the banking motion center in response to centrifugal forces exerted on the vehicle, said resilient means being adjustably controlled by power means, and the control mechanism comprising additional containing means arranged to receive a share of said power means to assist in turning of the superstructure about said banking motion center.

, metallic receptacles filled with fluid delivered under the 19. A vehicle comprising a superstructure adapted to bank on turns, a plurality of sets of roll banking arms disposed to support the superstructure and spaced longitudinally of the same, each set of roll banking arms being connected to the superstructure and constituting at least a pair of opposed roll banking arms spaced laterally apart on opposite sides of the longitudinal center line of the superstructure and extending from the superstructure to the eifective road support therefore with the ends of the arms for each pair of roll banking arms embodying in eifect a universally movable joint at one corresponding end of each arm and a skew pivotal banking axis at the other end of each arm, each of said roll banking arms being articulated to provide for vertical oscillation of one end relative to the other upon an effective oscillation pivotal axis, elastic means comprising nonpressure of power means and disposed to bridge the oscillation axis, means interconnecting the banking arms to retain the efiective universally movable joints in substantially constant spaced relation, and a self-locking gear set connecting the superstructure and said banking arms and arranged to block turn of said banking arms relative to said superstructure initiated by forces exerted on the wheels without interfering with turn of said banking arms relative to the superstructure in response to centrifugal forces exerted on the superstructure during curve ride of the vehicle, said self-locking gear set being interposed between the superstructure and a tie connecting the front and rear roll banking arms and comprising longitudinally extending tie rods with a common centrally located support by means of a lever operating said selflocking set, a two section receptacle arranged to influence the position of said lever under the influence of said nonmetallic resilient means delivered under said power pressure. v

20. The combination of claim 19 wherein each section of said receptacle is placed between said lever or any operating plate hingedly attached thereto and a bracket supported by the superstructure.

Thompson Oct. 31, 1944 Kolbe Apr. 20, 1954

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