USRE20833E

USRE20833E - Spring suspension for automobiles

Info

Publication number: USRE20833E
Authority: US
Priority date: 1935-08-12
Publication date: 1938-08-16
Also published as: US2069399A

Description

1938. F. M. WHITE Re. 20,833

SPRING SUSPENSION FOR AUTOMOBILES Original Filed Aug. 12, 1935 3 Sheets-Sheet 1 15M x f i K s &

3 Sheets-Sheet 2 F. M. WHITE Y SPRING SUSPENSION FOR AUTOQIOBILES Original Filed Aug. 12, 1935 Aug. 16, 1938.

Aug. 16, 1938. wHlTE Re. 20,833

SPRING SUSPENSION FOR AUTOMOBILES 0riginal.Fi1ed Aug. 12, 19:55 a Sheets-Sheet s Aug. 16, 1938 fourth to John K. Shuger, one-fourth to Elmer E. Colby, and one-fourth to Robert 8. Smith.

.lllofcllimmnl.

Original No. 2,009,399, dated February 2,- 1937,

f Serial No. 35,894, August 12.18.

Iicaflon for reissue March 21, 1938, SerialNo. 197,235

The present invention is related to spring suspension for automobiles and other wheeled vehicles.

The main and primary object of the invention is to provide a spring suspension which is applicable to individual wheels, whereby each wheel is capable of free movement independently of the others in order to absorb shock without imparting the latter to the other wheels or transmitting the same to the chassis or body of the vehicle.

A further object of the invention is the provision of a spring suspension of the character mentioned designed to supportthe body of the vehiclethroughout its length without change of equilibrium, whether under load or not, and by which the riding qualities of the vehicle are unaffected by the position of the seats or the load.

The invention also aims to provide a spring suspension in which the jolts and vibrations set up-by inequalities of the roadbed are dissipated before reaching the chassis or body. thus preventing disturbance of the even balance thereof, as well as preventing catapulting of the body as inequalities in the road surface are reached.

Furthermore, the invention also contemplates a spring. suspension the parts of which are so organized and related as to eliminate warping of the springs and to maintain the wheel in a vertical plane, thereby to insure even wear on the parts.

A still further object of the invention is the provision of a spring suspension 'for automobiles by which listing of the vehicle body in making sharp turns is prevented. A still further object of the invention is to so construct and adapt a spring suspension to a motor vehicle that the frame or chassis thereof to which the suspension is applied, as well as the body of the vehicle, will be free from being warped or twisted and thrown out of normal aligned position of its parts. Due to this characteristic of the present invention the heavy reinforcing bracings, such as the so-called X-frarnes and the like now used, may be eliminated, thereby economizing in the cost of the -chassis.

Other objects and advantages will appear as the nature of the improvements is better understood, the' invention consisting substantially in the novel construction, combination and arrangement of parts hereinafter fully described, illustrated in the accompanying drawings, and finally pointed out in the appended claims.

While the form of the invention herein shown and described presents a practical embodiment 15 0m (01., zen-19) thereof, it will be understood that the same is susceptible to change, modification and variation,

so that the present disclosure is to be considered from the illustrative standpoint and not as imriosing restriction or limitation upon the inven- In the drawings: Fig. 1 is a longitudinal sectional view of a conventional automobile into which the spring suspension of the present invention has been incorporated;

Fig; 2 is a top plan view thereof Fig. 3 is a transverse sectional view, as on the line 3-4, Fig. 2:

Fig. 4 is a sectional elevation illustrating a slightly modified form of the invention; 9

Fig. 5 is a top plan view of the construction illustrated in Fla. 4;

Fig. 6 is a detail elevation of the axle-clamping bracket employed with the embodiment of the invention appearing in Figs. 1 and 2, the parts thereof being separated;

Fig. 7 is a-similar view of the axle-clamping bracket employed with the embodiment of the invention appearing in Figs. 4 and 5; and

Fig. 8 is a top plan view of the axle-clamping bracket shown in Fig. 7.

Referring now in detail to the drawings, the numerals Ill and II designate the side frame members'of the chassis of a motor vehicle. The forward end of each of these side frame members is provided with an upwardly-bowed portion l2, while the rear end has an upwardly inclined arm I! from which projects a horizontal extension I! that terminata in a downwardly-inclined arm I. Thus, each end of each of the side frame members is fashioned so as to provide clearance for the axles of the wheels, and thereby to permit free up and down movement of the axles as the wheels ride over inequalities in the roadbed.

that in the following description it will be understood that the spring suspension set forth therein applies to all of the wheels.

Having reference particularly to the front or steering wheels of the vehicle, designated by the tri ofboltsllthatpassthroughthei'langesandenend of the side frame member II or II with which the clamping bracket 22 is associated. A hinge rod 2| is received by the forward ends of thesideframemembers II and |l,saidrodpass-' ing through suitable openings in the frame members and being of suillcient length so that its ends will project beyond the frame member. Each of the plates ll of the clamping bracket 22 has a bearing sleeve 2' formed transversely of its forward end. the sleeves 2! of the two plates II being fitted about and receiving one end ofthehingerod2l,andbyreason ofthisconstruction it will be understood that the clamping bracket fiishingedlyconnectedtotherodll andwillswingupanddown thereoninaecordance with the movement of the steering wheel associated with the bracket as that wheel passes over inequalities in the roadbed.

Duetothe fact thattheforwardendsoithe side frame members are received by the notches ll oftheclampingbrackctsll therewillbeno movement of the clamping brackets lengthwise cithehingerod, butinordertoretainthebrackets on the rodthe latterhasahesd II at one endandanutll screwthreadedtotheother end. the rod II, the brackets II, and the forward endsofthesideframemembers lland lithus beingheldtogetherbutpermittingthefree movement of'the clamping brackets" as de-' scribed.

I'or cushioning the movement of the wheel tocontactofthewheelwithinequsiities'ofthe roadhed,apairoi'sprlngsl2and liisemplcyed.

springilandispositionedinrearoratcneside 'Ihe spring 83 convenlower spring.

Bypositioningthespringsflandilinthe vertically oflset with This ail'ords a close-couthe center of each spring, with or inner ends of the longest leaves in relatively close proximity. The butts or outerblocks I is a pair of U-shaped fastening clips II, the butts of the springs 82 and II being receivedbysaid ciipsandbeingheldtherein'by clamping plates 8' mounted at the lower ends of the clips II and securely held thereon by nuts I1. Inthismannerthebuttsofthesprings I! and 38 are held rigidly in position on the side frame members. but the free ends of the springs are capable of ready yielding.

It is the purpose of the present invention to utilise the action of the springs 32 and It for equalizing the distribution of the shock and the stresses imposed upon the wheel as the latter encounters inequalities in the roadbed. and to thisendanequalizinglinktlisinterposedbetween the free ends of the springs 31 and SI. One end of said link 38 is hingedly connected, as at Bl, to the free end of the longest leaf of the spring II, the other end of the equalizing link ll being connected to a suspensorylink ll which has a hinged connection with an attaching lug ll carried by the axle housing ll. At a point midway the ends of the equalizing link 3| is hingedly connected the lower end of a supporting link I, the upper end of said link I! being hingedly connected, as at II, to the free end of the longest leaf of the upper spring 32. Thus the axle II is yielding supported by the springs 32 and II.

80 long as the surface of the roadbed is smooth the parts'remain in the relative positions in which they appear in the drawings. If, however, the wheel encounters any inequalities in the roadbed over which the wheel is compelled to pass, or into which the wheel may dip, it will be apparent that the axle ll may rise or fall, and during this movement of the axle the links 3|, I and 42 will swing at their respective hinge connections so as to take up the movement of the wheel imposed by the inequalities of the rcadbed, which swinging movements of the links will be communicated to the springs 32 and I3 and cause the latter to flex to the required extent for abmrbing the shock due to the distorted movements of the wheel, and dissipate-this shock to such an extent as to preclude thesamepassingtothechassisorbodyofthe vehicle.

manifestly, since each wheel has its independent spring suspension. and therefore, is not susceptible to the movements of the other wheels, there is no transmission of shock or-iar from one wheel toanother,norisanyonewheelaiiectedbytheao,ass

shock or iar that may be imposed upon'any of the other wheels.

It has been pointed out that the spring suspension is the same for each wheel, and the description heretofore given with reference to the steering wheels II and I1 applies with equal force to the driving wheels 44 and 45. The clamping brackets 22, however, of the spring suspensions of the driving wheels are connected to a hinge bar 46 which passes transversely of the side frame members Ill and II, and is positioned in the upwardly inclined arms I; of 'said side frame members. The hinge bar it is of the same construction as the hinge bar 28, and the spring suspensions oi' the driving wheels function in precisely the same manner as the spring suspensions of the steering wheels.

In adapting the present invention to the driving axle of a motor vehicle it is necessary that articulated sections 41 be incorporated in the driving axle between the differential and the axles ll of the wheels 44 and in order to permit independent movement of these wheels, and also to provide for the rise and fall of the same without disturbing the driving connection with the differential. The construction referred to is illustrated in Fig. 3, the articulated sections 41 including universal joints 4! which afford the relative movements between the driving wheels and the diflerential to which reference has been made.

The shafts II, in the case of the rear axle construction, are received by housings 40 wherein roller bearings lll are located which surround the axles ll.

As is apparent from Figs. 1 and 6, the plates 23 of the clamping brackets 22 have their bodies slightly inclined, which permits the axles II to occupy positions relatively nearer to the ground. In the construction illustrated in Figs. 4 and 7 the plates 23 of the clamping brackets 22 are devoid of such inclination and are in the same plane throughout their length. This permits the axles II to be positioned in a relatively higher plane than in the construction illustrated in Figs. 1 and 6.

It will be understood that the knuckles l 9 may be caused to operate in unison by the usual conventional steering mechanism found in the present-day motor vehicle. This mechanism is not shown as it forms no part of the present invention and it is omitted for purposes of clearness of disclosure of the structural features of the invention.

By the employment of the present invention the jolts and road vibrations are dissipated between the

springs

32 and 33, both of which operate instantly in opposite direciions, and each takes one-half of the force exerted by the wheel, thus preventing disturbance of the even balance of the chassis and body. These springs support the body throughout its full length without change of equilibrium, whether with or without load, and the position of the seats and that of the load does not affect the riding quality of the vehicle. Moreover, due to the present invention, the body of the vehicle is prevented catapulting. The construction is such, particularly with reference to the relatively broad clamping brackets 22 l and their clamping relation with respect to the axles, as to prevent warping of the springs and maintain the wheels in vertical planes, thereby assuring even wear on the parts. The use of the invention also eliminates the employment of shock absorbers, and solid tires with flexible treads maybe substituted for the universally-employed pneumatic tires, th their attendant disadvantages. By the use 0 the invention body listing, in making sharp turns, is'also prevented.

I claim:

i. In a spring suspension of the class described, the combination with a wheel and an axle to which the wheel is connected, of a support for said axle hingedly connected to the frame of the vehicle and permitting said axle and its wheel to move relatively to said frame, a pair of resilient devices arranged in different horizontal planes on the vehicle frame but vertically offset with respect to each. other for absorbing the movement of the wheel relatively to the vehicle frame, and an equalizing device connected to stress said resilient devices inopposite directions simultaneously and connecting said axle to said resilient devices for transmitting movement of the axle to said resilient devices to permit the latter to absorb and dissipate the shock of the wheel movement.

2. In a spring suspension of the class described, the combination with a wheel and an axle, of a support for said axle hingedly connected to the frame of the vehicle and permitting said axle and its wheel to move relatively to said frame, a pair of resilient devices arranged in different horizontal planes on the vehicle frame but vertically offset with respect to each other for absorbing the movement of the wheel relatively to the vehicle frame, an equalizing device connected to the lower of said resilient devices and also to said axle, and a connection between said equalizing device and the upper of said resilient devices, whereby movement of the axle is transmitted to said resilient devices to permit the latter to absorb and dissipate the shock of the-wheel movement.

3. In a spring suspension of the class described, the combination with a wheel and an axle to which the wheel is connected, of a support for said axle hingedly connected to the frame of the vehicle and permitting said axle and its wheel to move'relatively to said frame, a pair of oppositely-disposed resilient devices arranged in different horizontal planes on the vehicle frame for absorbing the movement of the wheel relatively to the vehicle frame, one of said devices being arranged above and over the axle and the other being arranged at one side of the axle and spaced therefrom, the adjacent ends of saidresilient devices being free, an equalizing device connected to the free end of one of said resilient devices and also to said axle, and a connection between said equalizingdevice and the free end of the other of said resilient devices, whereby movement of the axle is transmitted to said resilient devices to permit the latter to absorb and dissi- Date the shock of the wheel movement.

4. In a spring suspension of the class described, the combination with a wheel and an axle to which the wheel is connected, of a support for said axle hingedly connected to the frame of the vehicle and permitting said axle and its wheel to move relatively to said frame, a pair of oppositelydisposed .resilient devices arranged in different horizontal planes on the vehicle frame for absorbing the movement of the wheel relatively to the vehicle frame, one of said devices being arranged above and over the axle and the other being arranged at one side of the axle and spaced therefrom, the adjacent ends of said resilient devices being free, an equalizing device connected to the freeend of the lower of said resilient de vices and also to said axle, and a supporting link hingedly connected to the equaiisingdevice intermediateitsendsandalsotothelreeendofthe upperofsaid resilient devices, whereby movement oftheaxleistransmittedtosaidresilientdevices topermitthelattertoabsorbanddissipatetbe shock of the wheel movement.

5. maspringnispensionoftheclassdescribed, thecombinatlon wlthsside frame member ofa mofasupmhingedlyconnectedtosaid and movable vertically thereon, a wheel connected to said hinged support for vertical movement with the latter, a pair of oppositelydisposedsprinsscarriedbythesideframemember andarrsngedindifferent horisontalplanesbut vertically'oifsetwithrespecttoeachother for absorbingthemovementofthewheelasitmovea withsaidhingedsupport, anequalisingdevice himedlyconnectedtothelowerspringandto thesupportforthewheeLandaconnecflonbetween said equalizing device and the upper spring, wherebymovementofthewheeiistransmitted tosaidspringstopermittheiattertosbsorband dissipatetheshockofthewheelmovement.

tlnaspringsuspensionoftheclassdescribed, thecombinationwithaside framememberofa clnssiaof asupporthingedlyconnectedtosaid member andmovable vertically thereon, a wheel connectedtosaidhingedsupportforvertieal movement withtheiatter,apairofoppositelydisposedspringsassoclatedwiththesideframe member and arranged in different horizontal planes but vertically offset withrespecttoeach other,theinnerendsofsaidspringsbeingfree andtheouterendsheingr it dlyconnectedtothe sidefrsmemember,saidspringsservingtoabsorb the movement of the wheelasitmoveswith said hinged support, an equalizing device hingedly connected to the inner free end of the lower spring and also to the support for the wheel, and a connection between said equalizing device and theinnerfreeendoftheull'llel'sill'llls.Wlm' l movement 'of the wheel is transmitted to said springstopermitthelattertoabsorbanddi-ipatetheshock of the wheel movunent.

chassis,ofasupporthingedlyconnectedtosaid mber and movable vertically thereon, awheel connected to said hinged support for vertical movement with the latter, a pair of reverselydisposed springs associated with the side frame member and arranged in diiferent horizontal planesbutvertieailyoffsetwlthrespecttoeach other,theinnerendsofsaidspringsbeingfree andtheirouteremhbeingrigidlyccnnectedto the side frame member,saidspringsservingto absorb the movement of the wheel as it moves with saidhinged support,an equalisinglinkhavingoneofitsendshingedlyconnectedtothe lnnerfreeendofthelowerspringanditsopposite endhingedly conneetedtothe wheel support, andasupportinglinkhingedlyconnectedtothe equalizinglinkintermediate its ends,theupper endofthesupportinglinkbeinghingedlyconnectedtotheinnerfreedoftheupperspring, whereby movement of the wheel is transmitted to saidsprlngstopermitthehttertoabsorband dissipatetheahockofthewheel movement.

8.1naspringmspeosionoftheclassdescribed, theeombinationwithaaidefrsme-memberofa connectedatone ao,sss

vertically withsaidhingedsuppoitapairof oppositely-disposed -springsassociated with the side frame member and arranged in different horizontal planes but vertically offset with respect toeachother,the innerendsofsaidsprlngsba im free and their outer ends being rigidly connected to the side frame member, said springs serving to absorb the movement of the wheel as it mova with said hinged support, an equalizing device hingedly connected to the inner free end of the lower spring and also to the support for the wheel, and a connection between said equalising device and the inner free end of the upper spring, whereby movement of the wheel is transmitted to saidsprings to permit the latter to absorts and dissipate the shock of the wheel movement.

9. In a spring suspension of the class described, the combination with a side frame member of a chassis, of a support hingedly connected to said member and movable vertically thereon, a wheel connected to said hinged support for vertical movement with the latter, a pair of oppositelydisposed springs carried by the side frame memher and arranged in diflerent horizontal planes for absorbing the movemt of the wheel as it moves with said hinged support, each of said springs comprising a plurality of leaves including a relatively long leaf disposed at the center and with an equal umber of leaves disposed at each side of the ce leaf and shorter than the latter, where end of the center leaf projects beyond the side leaves, an equalizing device hingediy connected to the projecting end of the center leaf of the lower spring and to the support for the wheel, and a connection between said equalizing device and the projecting end of the center leaf of the upper spring, whereby movement of the wheel is transmitted to said springs to permit the latter to absorb and dissipate the shock of the wheel movement.

10. In a spring suspension of the class described. the combination with a side frame member of a chassis, of a support hingedly connected to said member and movable vertically thereon,

a wheel connected to said hinged support for vertical movement with the latter, a pair of oppositely-disposed springs carried by the side frame member and arranged in different horizontal planes but vertically oifset with respect to each other for absorbing the movement of the wheel as it moves with said hinged support, each of said springs comprising a plurality of leaves including a relatively long leaf disposed at the center and with an equal number of leaves disposed at each side of the center leaf and shorter than the latter, whereby one end of the center leaf projects beyond the side leaves, an equalizing device hingedly connected to'the projecting end of the center leaf of the lower spring and to the support for the wheel, and a connection between said equalizing device and the projecting end of the center leaf of the upper spring, whereby movement of the wheel is transmitted to said springs to permit the latter to absorb and dissipate the shock of the wheel movement.

ii. In a vehicle spring suspension, the combination with a wheel and an axle to which the wheel is connected, of means by which the axle is engaged with the frame of the vehicle, permitting said axle and its wheel to move vertically with respect to said frame. a pair of resilient devices secured to the vehicle frame at horizontally spaced parts thereof, and an equalizing device connected to stress said resilient devices in oppoao,sss

site directions simultaneously and connecting said axle to said resilient devices for transmitting movement of the axle to said resilient devices to permit the latter to absorb and disssipate the shock of the wheel movement.

12. In a vehicle spring suspension, the combination with a frame member, a wheel and an axle to which the wheel is connected, of means by which the axle is engaged with the frame member of the vehicle, permitting said axle and its wheel to move vertically with respect to said frame, a pair of oppositely disposed springs associated with the frame and secured thereto in vertically offset relation with respect to each other, the oppositely extending ends of said springs being free and their other ends being rigidly connected to said frame at horizontally spaced points thereon, and an equalizing member pivotally connected to the free end of one of said springs and also to the axle of the wheel, together with means connecting the free end of the other spring to said member at a distancethereon from its connection to the first mentioned-spring, whereby movement of the wheel is transmitted to said springs to permit the latter to absorb and disssipate the shock of the wheel movement.

13. In a vehicle spring suspension, the combination with a frame member, a wheel and an axle to which the wheel is connected, of means by which the axle is engaged with the frame member of the vehicle, permitting said axle and its wheel to move vertically with respect to said frame, a pair of oppositely disposed springs associated with the frame and secured thereto in vertically oflset relation with respect to each other, the oppositely extending ends of said springs being free and their other ends bein rigidly connected to said frame at horizontally spaced points thereon, each of said springs comprising a plurality of leaves including a relatively long leai disposed at the center and with an equal number of leaves disposed at each side of the center leaf and shorter than the latter, whereby one end of the center leaf projects beyond the side leaves, and an equalizing member pivotally connected to the projecting end of the center leaf of one of said springs and having pivotal connection with the axle, together with means pivotally connecting the projecting end of the center leaf of the other spring to said equalizing member at a point thereon spaced from its connection to the first mentioned spring, whereby movement of the wheel is transmitted to said springs to permit the latter to absorb and dissipate the shock of the wheel movement.

14. In a vehicle spring suspension, the combination with a wheel and an axle to which the wheel is connected, of means by which the axle is engaged with the frame of the vehicle, permitting said axle and its wheel to move vertically with respect to said frame, a pair of springs secured to the frame, each of said springs comprising a plurality of leaves including a relatively long leaf, and additional leaves disposed at each side of said long leaf and shorter than the same, whereby one end of the long leaf projects beyond the shorter leaves, an equalizing lever having one end pivotally connected to the projecting end of the long leaf of one of said springs, the other end of the lever having pivotal connection with the axle, together with pivotal means connecting the intermediate portion of said lever to the projecting end of the long leaf of the other spring, whereby movement of the wheel and its axle is transmitted to said springs to permit the latter to absorb and dissipate the shock of the wheel movement.

15. In a vehicle spring suspension, the combination with a frame member, a wheel and an axle to which the wheel is connected,- of means by which the axle is engaged with the frame member of the vehicle, permitting said axle and its wheel to move vertically with respect to said frame, a pair of springs associated with the frame and secured thereto in vertically oil'set relation with respect to each other, one end of each spring being free, an equalizing lever, pivotal means connecting the free end of one of said springs to one end of said lever, pivotal means connecting the other end of the lever to the axle, and pivotal means connecting the free end of the other spring to an intermediate part of said lever, whereby movement of the wheel is transmitted to said springs to permit the latter to absorb and dissipate the shock of wheel movement.

I'RANKH. WHITE.