WO1994008806A1 - Suspension arrangement - Google Patents

Suspension arrangement Download PDF

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Publication number
WO1994008806A1
WO1994008806A1 PCT/GB1993/002156 GB9302156W WO9408806A1 WO 1994008806 A1 WO1994008806 A1 WO 1994008806A1 GB 9302156 W GB9302156 W GB 9302156W WO 9408806 A1 WO9408806 A1 WO 9408806A1
Authority
WO
WIPO (PCT)
Prior art keywords
spring
leaf
axle
suspension arrangement
vehicle
Prior art date
Application number
PCT/GB1993/002156
Other languages
French (fr)
Inventor
Ian Robert Bennett
David Anthony Smart
Donald Walter Steel Young
Takeru Okada
Masayoshi Azakami
Hideyuki Takizawa
Original Assignee
Dowty Aerospace Gloucester Limited
Nabco Limited
Railway Technical Research Institute
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Dowty Aerospace Gloucester Limited, Nabco Limited, Railway Technical Research Institute filed Critical Dowty Aerospace Gloucester Limited
Priority to AU52852/93A priority Critical patent/AU5285293A/en
Publication of WO1994008806A1 publication Critical patent/WO1994008806A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/28—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram at least one of the arms itself being resilient, e.g. leaf spring
    • B60G3/285—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram at least one of the arms itself being resilient, e.g. leaf spring the arm being essentially parallel to the longitudinal axis of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
    • B60G11/04—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only arranged substantially parallel to the longitudinal axis of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/027—Mechanical springs regulated by fluid means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B60T1/065—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels employing disc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/36—Arrangements for equalising or adjusting the load on wheels or springs, e.g. yokes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes
    • B61H13/34—Details
    • B61H13/38—Suspension of transmitting mechanisms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D61/00—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern
    • B62D61/12—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with variable number of ground engaging wheels, e.g. with some wheels arranged higher than others, or with retractable wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/02—Undercarriages
    • B64C25/08—Undercarriages non-fixed, e.g. jettisonable
    • B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
    • B64C25/14—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like fore-and-aft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface 
    • B64C25/58—Arrangements or adaptations of shock-absorbers or springs
    • B64C25/62—Spring shock-absorbers; Springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/466—Damping acceleration or deceleration torque on wheel axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/38—Low or lowerable bed vehicles

Definitions

  • This invention relates to a suspension arrangement particularly, but not exclusively, for a train.
  • the invention is applicable to the design of a retractable undercarriage for a magnetic levitation train but may have applications where the undercarriage is fixed or for other vehicles such as aircraft.
  • Conventional design thinking leads to a design of undercarriage which requires torque links or bars to prevent undesirable deflection of the wheels under braking.
  • FIG. 1 A prior art suspension arrangement is shown in Figure 1 and it shows a wheel 1 in broken outline rotatable on an axle 2.
  • a wheel lever 3 is connected to the axle and is connected via a coil spring 4 to the chassis of a vehicle (not shown) .
  • the suspension arrangement Upon braking of the vehicle, the suspension arrangement is subjected to braking forces which provide a torque in either one of the directions indicated by arrow 5 depending on the direction of motion.
  • a torque rod 6 braces the brake flange 7 to the chassis.
  • a vehicle suspension arrangement comprises an axle which rotatably supports a load bearing, surface-engaging member, and a leaf-spring connected to the axle to permit spring motion of the axle in a first plane and offset radially from the axle to resist movement of the axle under acceleration or deceleration of the vehicle, and wherein the arrangement is pivotably connected to the vehicle by one end of the leaf-spring so as to be moveable from a stowed to a deployed position.
  • the leaf-spring thus serves the function of both suspension and resisting torque.
  • the torque rod of the conventional arrangement may therefore be dispensed with completely or made smaller and lighter since at least part of the torque load is taken by the spring.
  • An arrangement in accordance with the invention has at least reduced weight over conventional arrangements and, where the torque rod is eliminated completely, lower component count.
  • the load bearing surface will be the ground or a runway surface and the surface- engaging member a wheel.
  • the surfacese will be a rail and the surface- engaging member a wheel.
  • Other surface-engaging members could include the tracks of tracked vehicles.
  • the spring is pivotably connected to the axle via a pivot point located substantially centrally along its length and located between lateral surfaces of the spring facing in the direction of spring movement.
  • FIGS. 2 to 5 show a retractable undercarriage in accordance with one embodiment of the invention
  • Figure 6 shows a retractable undercarriage in accordance with a second embodiment of the invention.
  • Figure 7 shows a vertical section through the centre of the leaf-springs in Figure 6.
  • Figure 2 shows a suspension apparatus 11 in its deployed maximum static load position.
  • the apparatus comprises a wheel lever arm 12 connected to a train chassis (not shown) by a pivot 13 at one end, and carrying, at a roughly central position, a wheel axle 14 which projects into the plane of the paper.
  • the lever arm 2 is cranked from the central position and tapers to a shock absorber pivot point 15 at its other end.
  • a shock absorber 16 connects the pivot point 15 to one end 17d of a leaf-spring 17, the other end 17c of which is pivotably connected to the chassis so as to extend generally parallel to the lever arm 12.
  • An actuator 18 is pivotably connected at one end to the chassis by a lug 19, and is connected at its other end to the end 17d of the leaf-spring.
  • the leaf-spring 17 is provided with a bore parallel to the axle 14 equidistant from the ends of the spring and midway between lateral faces 17a, 17b facing in the direction of motion of the spring.
  • a pivot pin 20 passes through the bore and is connected to a brake flange 21 fixed to the lever arm 12.
  • the brake flange 21 includes four brake pots 22 which actuate a brake calliper of a well-known type to bring together a set of brake pads and plates to brake the wheel 23.
  • Figure 3 shows the suspension partially assembled. In this condition the leaf-spring 17 is unloaded and sags downwards.
  • the shock absorber 16 By attachment of the shock absorber 16 between the end 17d of the leaf-spring 17 and the end 15 of the lever arm 12, the leaf-spring is loaded to assume the straight configuration shown in Figure 2.
  • the shock absorber serves both to absorb motion and to pre-load the leaf-spring 17.
  • the actuator 18 is shown in its extended position with the train wheel lowered below the bottom of the stowage space 26 in Figures 2 and 3.
  • the wheel 23, may be raised as shown in Figure 4, by pivoting the suspension arrangement about pivot points 13 and 17c in the direction of arrows 24 by retraction of the actuator arm 25.
  • Figure 5 shows the suspension arrangement under maximum dynamic load, that is, the train is moving but the brakes have been applied.
  • a torque is thus applied to the arrangement about axle 14 in the direction of arrow 27.
  • the torque compresses the leaf-spring 17 in a direction 28 along its length.
  • the leaf-spring 17 thus acts as a torque-bar by bracing the suspension arrangement against the chassis. By pre-loading the leaf-springl 7 until it is substantially straight, the torque is resisted with only a negligible deflection.
  • any vertical load causes it to produce a superimposed ' extension force in the leaf-spring which reduces compression stress between pivots 20 and 17c, and reduces the possibility of spring failure under compression.
  • FIG. 6 and 7 An alternative embodiment of the invention is illustrated in Figures 6 and 7 which incorporates a second leaf-spring 29 to increase the spring force.
  • This second leaf-spring 29 extends parallel to, and alongside the first leaf-spring 17, and is pivotally connected at each of its outer ends between respective pairs of lugs 30 pivotally connected to the pivot points 17c,17d of the first leaf-spring 17.
  • This second leaf- spring 29 is spaced away from and beneath the first leaf- spring 17, and the two are connected at their central region by a hinge connection 31, as shown in Figure 7.
  • Connection 31 comprises two sets of inter-engaging lugs 32,33 connected by a transverse bolt 34 passing through aligned bores in the lugs 32,33. This hinge connection 31 and outer pivoted lugs
  • connection between the first leaf-spring 17 and the brake flange 21 is via a vertical link 35 which has a bifurcated upper end that receives the leaf-springs 17, 29 and connection
  • the link 35 is connected to the brake flange 21 at 36 and 37, and receives the axle 14 at an intermediate point therebetween.
  • the lower end of the link 35 extends downwards and carries a guide wheel 38 at its lower end which is adapted to rotate about a vertical axis and cooperate with a side wall of a track on which the wheel 23 runs when lowered in use.
  • the compressive load produced by a braking torque is taken by both leaf- springs 17 and 29 by connecting their ends together by pivotal links 30 as in Figures 6 and 7, but arranging that the shock absorber 16 and actuator 18 are connected to the midpoint of the links 30 at the one end, and the chassis is connected to the midpoint of the links 30 at the other end, and the pivot pin 20 is located at the midpoint of a link connecting the two leaf springs 17,29 at their centres.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

A vehicle suspension arrangement comprising an axle (14) which rotatably supports a wheel (23); a leaf-spring (17) which is supported at opposite ends (17c, 17d) and is connected to the axle (14) at an intermediate point (20) to flex laterally in response to loads applied to the axle (14) in a first plane, and which is offset radially from the axle (14) so as to be loaded longitudinally by rotary acceleration or deceleration of the wheel (23); and an actuator (18) adapted to pivot the leaf-spring (17) about the support (17c) at one end to move the leaf-spring (17) and axle (14) laterally between stored and deployed positions in the first plane. Brake means (22) connects the axle (14) to the leaf spring (17). A pivot arm (12) is pivotally connected to the vehicle at one end (13) and extends parallel to the leaf-spring (17). The pivot arm (12) is connected to the axle at an intermediate point in its length, and is connected at its opposite end by a shock absorber (16) to the adjacent end (17d) of the leaf-spring (17c).

Description

SUSPENSION ARRANGEMENT
TECHNICAL FIELD
This invention relates to a suspension arrangement particularly, but not exclusively, for a train.
The invention is applicable to the design of a retractable undercarriage for a magnetic levitation train but may have applications where the undercarriage is fixed or for other vehicles such as aircraft. Conventional design thinking leads to a design of undercarriage which requires torque links or bars to prevent undesirable deflection of the wheels under braking.
A prior art suspension arrangement is shown in Figure 1 and it shows a wheel 1 in broken outline rotatable on an axle 2. A wheel lever 3 is connected to the axle and is connected via a coil spring 4 to the chassis of a vehicle (not shown) . Upon braking of the vehicle, the suspension arrangement is subjected to braking forces which provide a torque in either one of the directions indicated by arrow 5 depending on the direction of motion. To prevent lateral forces acting on the wheel causing a vertical movement of the wheel, a torque rod 6 braces the brake flange 7 to the chassis. DISCLOSURE OF THE INVENTION
A vehicle suspension arrangement according to the invention comprises an axle which rotatably supports a load bearing, surface-engaging member, and a leaf-spring connected to the axle to permit spring motion of the axle in a first plane and offset radially from the axle to resist movement of the axle under acceleration or deceleration of the vehicle, and wherein the arrangement is pivotably connected to the vehicle by one end of the leaf-spring so as to be moveable from a stowed to a deployed position.
The leaf-spring thus serves the function of both suspension and resisting torque. The torque rod of the conventional arrangement may therefore be dispensed with completely or made smaller and lighter since at least part of the torque load is taken by the spring. An arrangement in accordance with the invention has at least reduced weight over conventional arrangements and, where the torque rod is eliminated completely, lower component count.
Where the arrangement is used in an aircraft, the load bearing surface will be the ground or a runway surface and the surface- engaging member a wheel. Where it is employed in a train or like vehicle, the surfacesewill be a rail and the surface- engaging member a wheel. Other surface-engaging members could include the tracks of tracked vehicles. Preferably, the spring is pivotably connected to the axle via a pivot point located substantially centrally along its length and located between lateral surfaces of the spring facing in the direction of spring movement.
DESCRIPTION OF THE DRAWINGS
A specific embodiment of the invention will now be described by way of example only, with reference to the drawings in which:
Figures 2 to 5 show a retractable undercarriage in accordance with one embodiment of the invention;
Figure 6 shows a retractable undercarriage in accordance with a second embodiment of the invention; and
Figure 7 shows a vertical section through the centre of the leaf-springs in Figure 6.
MODE OF CARRYING OUT THE INVENTION
Figure 2 shows a suspension apparatus 11 in its deployed maximum static load position. The apparatus comprises a wheel lever arm 12 connected to a train chassis (not shown) by a pivot 13 at one end, and carrying, at a roughly central position, a wheel axle 14 which projects into the plane of the paper. The lever arm 2 is cranked from the central position and tapers to a shock absorber pivot point 15 at its other end.
A shock absorber 16 connects the pivot point 15 to one end 17d of a leaf-spring 17, the other end 17c of which is pivotably connected to the chassis so as to extend generally parallel to the lever arm 12. An actuator 18 is pivotably connected at one end to the chassis by a lug 19, and is connected at its other end to the end 17d of the leaf-spring.
The leaf-spring 17 is provided with a bore parallel to the axle 14 equidistant from the ends of the spring and midway between lateral faces 17a, 17b facing in the direction of motion of the spring. A pivot pin 20 passes through the bore and is connected to a brake flange 21 fixed to the lever arm 12.
The brake flange 21 includes four brake pots 22 which actuate a brake calliper of a well-known type to bring together a set of brake pads and plates to brake the wheel 23.
Figure 3 shows the suspension partially assembled. In this condition the leaf-spring 17 is unloaded and sags downwards. By attachment of the shock absorber 16 between the end 17d of the leaf-spring 17 and the end 15 of the lever arm 12, the leaf-spring is loaded to assume the straight configuration shown in Figure 2. Thus the shock absorber serves both to absorb motion and to pre-load the leaf-spring 17.
The actuator 18 is shown in its extended position with the train wheel lowered below the bottom of the stowage space 26 in Figures 2 and 3. However, the wheel 23, may be raised as shown in Figure 4, by pivoting the suspension arrangement about pivot points 13 and 17c in the direction of arrows 24 by retraction of the actuator arm 25.
Figure 5 shows the suspension arrangement under maximum dynamic load, that is, the train is moving but the brakes have been applied. A torque is thus applied to the arrangement about axle 14 in the direction of arrow 27. The torque compresses the leaf-spring 17 in a direction 28 along its length. The leaf-spring 17 thus acts as a torque-bar by bracing the suspension arrangement against the chassis. By pre-loading the leaf-springl 7 until it is substantially straight, the torque is resisted with only a negligible deflection.
Further, because the actuator 18 forms an acute angle with the leaf-spring 17, any vertical load causes it to produce a superimposed' extension force in the leaf-spring which reduces compression stress between pivots 20 and 17c, and reduces the possibility of spring failure under compression.
When travelling and braking in the opposite direction, the leaf-spring will resist an extension force which acts along its length.
An alternative embodiment of the invention is illustrated in Figures 6 and 7 which incorporates a second leaf-spring 29 to increase the spring force. This second leaf-spring 29 extends parallel to, and alongside the first leaf-spring 17, and is pivotally connected at each of its outer ends between respective pairs of lugs 30 pivotally connected to the pivot points 17c,17d of the first leaf-spring 17. This second leaf- spring 29 is spaced away from and beneath the first leaf- spring 17, and the two are connected at their central region by a hinge connection 31, as shown in Figure 7. Connection 31 comprises two sets of inter-engaging lugs 32,33 connected by a transverse bolt 34 passing through aligned bores in the lugs 32,33. This hinge connection 31 and outer pivoted lugs
30 allows relative longitudinal movement of the ends of the second leaf-spring 29 relative to the first leaf-spring 17, the second leaf-spring being free of any compressive load produced by a braking torque, this torque instead being taken exclusively by the first leaf-spring 17.
The connection between the first leaf-spring 17 and the brake flange 21 is via a vertical link 35 which has a bifurcated upper end that receives the leaf-springs 17, 29 and connection
31 and supports the pivot pin 20. The link 35 is connected to the brake flange 21 at 36 and 37, and receives the axle 14 at an intermediate point therebetween. The lower end of the link 35 extends downwards and carries a guide wheel 38 at its lower end which is adapted to rotate about a vertical axis and cooperate with a side wall of a track on which the wheel 23 runs when lowered in use. In yet another embodiment of the invention, the compressive load produced by a braking torque is taken by both leaf- springs 17 and 29 by connecting their ends together by pivotal links 30 as in Figures 6 and 7, but arranging that the shock absorber 16 and actuator 18 are connected to the midpoint of the links 30 at the one end, and the chassis is connected to the midpoint of the links 30 at the other end, and the pivot pin 20 is located at the midpoint of a link connecting the two leaf springs 17,29 at their centres.

Claims

1. A vehicle suspension arrangement comprising an axle which rotatably supports a load-bearing surface-engaging member, and a leaf-spring which is supported at opposite ends and is connected to the axle at an intermediate point to flex laterally in response to loads applied to the axle in a first plane, characterised in that the leaf-spring (17) is offset radially from the axle (14) so as to be loaded longitudinally by rotary acceleration or deceleration of the load-bearing member (23); and an actuator (18) is adapted to pivot the leaf-spring (1)7 about the support (17c) at one end to move the leaf-spring (17) and axle (14) laterally between stored and deployed positions in the first plane.
2. A suspension arrangement as claimed in claim 1 including a pivot arm (12) connected to the axle (14) to guide movement in said first plane.
3. A suspension arrangement as claimed in claim 2 in which the pivot arm (12) and leaf-spring (17) extend generally parallel to one another.
4. A suspension arrangement as claimed in claim 3 in which the pivot arm (12) and leaf-spring (17) are each adapted for pivotal connection to the vehicle at respective ends (13,17c) so as to extend therefrom in generally the same direction.
5. A suspension arrangement as claimed in any one of the preceding claims in which the pivot arm (12) is adapted for pivotal connection to the vehicle at one end (13) and extends therefrom towards the axle (14) in the opposite sense to the normal direction of forward travel of the vehicle.
6. A suspension arrangement as claimed in any one of claims 2 to 4 in which the pivot arm (12) is adapted for pivotal connection to the vehicle at one end (13), and is connected to the axle (14) at an intermediate point in its length, and is connected at its opposite end (15) by a shock absorber (16) to that end (17d) of the leaf-spring (17) opposite said one end (15).
7. A suspension arrangement as claimed in claim 6 in which the leaf-spring (17) and shock absorber (16) are adapted so that the leaf-spring (17) is loaded in bending by the shock absorber (16) in the assembled state.
8. A suspension arrangement as claimed in any one of the preceding claims in which the actuator (18) is connected to the leaf-spring (17) at that end (17d) opposite said one end (17c).
9. A suspension arrangement as claimed in any one of the preceding claims which includes brake means (22) which is operable to brake rotation of the load-bearing member (23) about the axle (14) and which is connected to the leaf-spring (17) to transfer the resultant brake reaction torque to the leaf-spring (17).
10. A suspension arrangement as claimed in claim 8 in which the brake means (22) is connected to a connection (21) between the leaf-spring (17) and the axle (14).
11. A vehicle having a suspension arrangement as claimed in any one of the preceding claims.
12. A vehicle suspension arrangement substantially as herein described with reference to Figures 2 to 5 or 6 and 7 of the accompanying drawings.
PCT/GB1993/002156 1992-10-20 1993-10-19 Suspension arrangement WO1994008806A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU52852/93A AU5285293A (en) 1992-10-20 1993-10-19 Suspension arrangement

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB929222002A GB9222002D0 (en) 1992-10-20 1992-10-20 A suspension arrangement
GB9222002.9 1992-10-20

Publications (1)

Publication Number Publication Date
WO1994008806A1 true WO1994008806A1 (en) 1994-04-28

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB1993/002156 WO1994008806A1 (en) 1992-10-20 1993-10-19 Suspension arrangement

Country Status (4)

Country Link
JP (1) JP2761838B2 (en)
AU (1) AU5285293A (en)
GB (2) GB9222002D0 (en)
WO (1) WO1994008806A1 (en)

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US5860661A (en) * 1995-12-07 1999-01-19 Tooling Technology Centre, Inc. Independent leaf spring suspension for vehicle with lift box
US7703781B2 (en) 2003-10-24 2010-04-27 Aloha, Llc Suspensions for low floor vehicle
CN105416433A (en) * 2015-12-07 2016-03-23 吉林大学 All-terrain vehicle wheel leg walking system
CN105425800A (en) * 2015-12-07 2016-03-23 吉林大学 Unmanned all-terrain vehicle control method based on preview
EP3489137A1 (en) * 2017-11-27 2019-05-29 Airbus Operations Limited Spring assembly
WO2020160270A1 (en) * 2019-01-31 2020-08-06 Tenneco Automotive Operating Company Inc. Leaf spring and actuator control systems and methods

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JP3278346B2 (en) * 1996-03-19 2002-04-30 財団法人鉄道総合技術研究所 Lifting cylinder with leg device and damper
JPH09254779A (en) * 1996-03-19 1997-09-30 Railway Technical Res Inst Spring arranging method for leg device and cylinder
GB9907642D0 (en) 1999-04-06 1999-05-26 British Aerospace An aircraft landing gear
FR2817521B1 (en) * 2000-12-06 2003-04-04 Peugeot Citroen Automobiles Sa IMMOBILIZER FOR A MOTOR VEHICLE
US6951343B2 (en) * 2003-03-06 2005-10-04 Bds Co. Inc. Vehicle suspension apparatus
ES2258374B1 (en) * 2004-01-21 2007-11-16 Automoviles Utilitarios, S.A. SUSPENSION SYSTEM FOR VEHICLES.
GB0804078D0 (en) * 2008-03-05 2008-04-09 Airbus Uk Ltd Landing gear with composite leaf spring
GB2528498A (en) 2014-07-24 2016-01-27 Airbus Operations Ltd Aircraft landing gear
GB2563214A (en) 2017-06-05 2018-12-12 Airbus Operations Ltd Landing gear

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Also Published As

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GB2271747A (en) 1994-04-27
JP2761838B2 (en) 1998-06-04
GB9222002D0 (en) 1992-12-02
AU5285293A (en) 1994-05-09
GB2271747B (en) 1996-03-13
JPH06293258A (en) 1994-10-21
GB9321519D0 (en) 1993-12-08

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