WO2005056308A1 - Systeme de reglage de voie - Google Patents

Systeme de reglage de voie Download PDF

Info

Publication number
WO2005056308A1
WO2005056308A1 PCT/SG2004/000405 SG2004000405W WO2005056308A1 WO 2005056308 A1 WO2005056308 A1 WO 2005056308A1 SG 2004000405 W SG2004000405 W SG 2004000405W WO 2005056308 A1 WO2005056308 A1 WO 2005056308A1
Authority
WO
WIPO (PCT)
Prior art keywords
wheel
swing
vehicle
assembly
wheel track
Prior art date
Application number
PCT/SG2004/000405
Other languages
English (en)
Inventor
Chong Guat Pek
Tat Chong Teng
Hock Huat Kok
Swam Wui Lim
Jiunn Kann Ho
Original Assignee
Singapore Technologies Kinetics Ltd
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 Singapore Technologies Kinetics Ltd filed Critical Singapore Technologies Kinetics Ltd
Publication of WO2005056308A1 publication Critical patent/WO2005056308A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/003—Steerable axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/02—Dead axles, i.e. not transmitting torque
    • B60B35/10—Dead axles, i.e. not transmitting torque adjustable for varying track
    • B60B35/1036—Dead axles, i.e. not transmitting torque adjustable for varying track operated with power assistance
    • B60B35/1054—Dead axles, i.e. not transmitting torque adjustable for varying track operated with power assistance hydraulically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/02—Dead axles, i.e. not transmitting torque
    • B60B35/10—Dead axles, i.e. not transmitting torque adjustable for varying track
    • B60B35/1072—Dead axles, i.e. not transmitting torque adjustable for varying track by transversally movable elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/12—Torque-transmitting axles
    • B60B35/14—Torque-transmitting axles composite or split, e.g. half- axles; Couplings between axle parts or sections
    • 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
    • B60G3/185—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram the arms being essentially parallel to the longitudinal axis of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/40—Variable track or wheelbase vehicles

Definitions

  • This invention relates generally to the field of vehicles and vehicle wheel tracks and, in particular, to the field of adjustable vehicle wheel track widths, for instance as part of a suspension system.
  • the track width of a vehicle refers to the lateral distance between the centres of the outer opposing wheels on opposing sides of the vehicle.
  • the larger the wheel track width relative to the height of the vehicle centre of gravity above the ground the better the vehicle stability and hence, the better the vehicle's off-road mobility.
  • a larger track width is desirable.
  • the suspension system of a vehicle connects the wheels to the chassis or body shell of the vehicle.
  • the suspension system isolates the vehicle from irregularities from the road, thereby providing a more comfortable to vehicle passengers.
  • the members of the suspension assembly are linked and connected in a certain manner such that their interaction with each other provides certain desired ride and handling characteristics during vehicle movement and articulation.
  • Systems for altering the height of the suspension in a car have been known for some time. In particular Citroen cars of France have been providing such systems for years. However, changing the height of the suspension tends only to be of use in changing the clearance above and below the body of the car.
  • United States Patent No. 6,036,201 issued on 14 March 2000, to Pond et al., describes an adjustable vehicle suspension.
  • Two generally parallel control arms are angled downwards and connected at one end to a frame and at the other to a vehicle kingpin to provide a parallelogram linkage.
  • a hydraulic actuator is pivotally attached to a mid-point on the lower control arm. Pulling the lower control arm upwards from an initial position opens the parallelogram up slightly, before collapsing it with the two control arms generally vertical and the wheel raised in a stowed position. Because the downward angle of the control arms at the initial position is less than their upward angle at the stowed position, the wheel extends horizontally further out in the initial position than in the stowed position. Thus the wheel track width is reduced as the vehicle clearance is reduced.
  • the wheel track adjustment system comprises an adjustment assembly comprising swing means and actuator means and a wheel assembly comprising a main wheel axis.
  • a first end of the swing means is pivotally mounted to the wheel assembly.
  • a first end of the actuator means is mounted relative to the swing means and to the wheel assembly such that the actuator means is operable to pivot the swing means and the wheel assembly away from a second end of the actuator means, in a first plane to a first position, and to pivot the swing means and the wheel assembly towards the actuator second end, in the first plane to a second position.
  • the wheel track adjustment system is arranged such that at a third position, between the first and second positions, a straight line defined between the first and second ends of the swing means is orthogonal to the main wheel axis.
  • a vehicle comprising a plurality of such wheel track adjustment systems.
  • a vehicle comprising a vehicle body and at least two wheel track adjustment systems.
  • Each wheel track adjustment system comprises a wheel assembly and an associated adjustment assembly mounted on the wheel assembly.
  • Each wheel assembly comprises a main wheel axis for mounting a wheel on which the vehicle is to travel.
  • Each adjustment assembly comprises support means mounted on said vehicle body, swing means and actuator means.
  • a first end of the swing means is pivotally mounted to the wheel assembly with which the adjustment assembly is associated and a second end of the swing means is pivotally mounted to the support means.
  • the actuator means is operable to pivot the swing means and associated wheel assembly away from the vehicle body to a first position, and to pivot the swing means and associated wheel assembly towards the vehicle body to a second position.
  • the swing means pivots in a first plane of the wheel track adjustment system, which first plane, at a first loading of the vehicle, is substantially parallel to a second plane defined as containing a plurality of main wheel axes of the vehicle.
  • a method of adjusting the wheel track of a vehicle comprising operating one or more wheel track adjustment systems of the first aspect or the at least two wheel track adjustment systems of the other aspects.
  • a preferred embodiment provides a wheel track adjustment system which moves a wheel towards and away from the side of a vehicle, thereby changing the wheel track width.
  • Two parallel swing arms are pivotally mounted at one of their ends on a support bar at a fixed position relative to a vehicle body. At their other ends the swing arms are pivotally mounted to a wheel assembly.
  • An actuator is pivotally mounted at one end at a fixed position relative to the vehicle body. At its other end the actuator is pivotally mounted to a mid-point along one of the swing arms. The actuator is operable to pivot the swing arms towards and away from the vehicle and in doing so moves the wheel assembly towards and away from the vehicle, thereby changing the wheel track width.
  • the swing arms extend and pivot in a flat first plane. At a particular loading of the vehicle, this first plane is parallel to a second plane containing the wheel axes of the vehicle, which is generally horizontal.
  • Figure 1 is an isometric view of a wheel track adjustment system of a first exemplary embodiment in an extended position
  • Figure 2 is an isometric view of the wheel track adjustment system of Figure 1 in a retracted position
  • Figure 3 is a front view of the wheel track adjustment system of Figure 1 in the extended position
  • Figure 4 is a front view of the wheel track adjustment system of Figure 1 in the retracted position
  • Figure 5 is a top plan view of the wheel track adjustment system of Figure 1 in the extended position
  • Figure 6 is a top plan view of the wheel track adjustment system of Figure 1 in the retracted position
  • Figure 7 is an isometric view of a wheel track adjustment system of a second exemplary embodiment in an extended position
  • Figure 8 is an isometric view of the wheel track adjustment system of Figure 7 in a retracted position
  • Figures 9 A and 9B are top plan views of a vehicle outline, with wheels in an extended position and wheels in a retracted position, respectively.
  • Figures 1 to 6 show various views of a wheel track adjustment system of a first embodiment.
  • Figures 1, 3 and 5 are an isometric view, a front view and a top plan view, respectively, of the wheel track adjustment system in an extended position.
  • Figures 2, 4 and 6 are an isometric view, a front view and a top plan view, respectively, of the wheel track adjustment system in a retracted position.
  • the wheel track adjustment system in Figures 1 to 6 is for the front right of a vehicle.
  • Equivalent views of the corresponding vehicle wheel track adjustment system for the front left of the vehicle would be mirror images. For a rear steering vehicle, this embodiment would be used at the rear left, with the rear right mirrored.
  • Figures 1 to 6 show a wheel track adjustment system 10, with a wheel assembly 12, an adjustment assembly 14 and a first vehicle mount 16.
  • the first vehicle mount 16 is shown here as a small plate, but is part of or solidly attached to a vehicle, such as a car or truck.
  • a damper 18, in the form of a compression spring bar, extends between the first vehicle mount 16 and the wheel assembly 12.
  • a first end of the adjustment assembly 14 is attached to the wheel assembly 12.
  • a second end of the adjustment assembly 14 is separately directly attached to the vehicle at a second vehicle mount 20, which is also part of or solidly attached to the vehicle.
  • a drive shaft 22 runs from the drive train (not shown) of the vehicle to the wheel assembly 12.
  • a tie rod 24 also runs from a steering control (not shown) of the vehicle to the wheel assembly 12.
  • the drive shaft 22 is telescopic, having an outer portion slidable over an inner portion, with a spline and keyway to transmit torque between them.
  • the length of the tie rod 24 does not vary. Instead, the position of the inner end (not shown), that is the end of the tie rod 24 nearer the steering control can vary.
  • a pin 28 extends from the front face of first vehicle mount 16.
  • a first end of the damper 18 is mounted on the pin 28 by way of a ball joint.
  • the wheel assembly 12 mounts the wheel 30 for the wheel to rotate about a wheel axis.
  • the wheel assembly 12 includes the wheel 30 (although other embodiments may have the wheel absent) and a generally cylindrical wheel hub 32 on which the wheel 30 is mounted.
  • the wheel hub 32 extends inwardly from the wheel 30.
  • the wheel hub 32 includes a brake (not shown), as well as a swivel connector (not shown) between the drive shaft 22 and the wheel 30.
  • the brake requires brake fluid tubes or other control lines to it, but these are not shown.
  • the wheel hub 32 incorporates a steering knuckle, including a knuckle lever 34.
  • the outer end of the tie rod 24 is pivotally mounted to the knuckle lever 34.
  • the steering knuckle portion of the wheel hub 32 is pivotally mounted to an end of an adjustment assembly mount 36, between two opposing knuckle holders 38 A, 38B, which are spaced apart arms extending from the end of the adjustment assembly mount 36.
  • the two opposing knuckle holders 38A, 38B overlap sides of the steering knuckle.
  • the knuckle holders 38 A, 38B and steering knuckle are arranged such that a straight line between the pivot points between the knuckle holders 38 A, 38B and the steering knuckle passes through the rotation axis of the wheel hub 32.
  • the adjustment assembly mount 36 is made up of two opposing, upper and lower plates 40 A, 40B, which are extensions of the knuckle holders 38 A, 38B, connected by various side plates.
  • the adjustment assembly mount 36 is hollow, with the drive shaft 22 running between the upper and lower plates 40A, 40B and the side plates to the wheel hub 32.
  • the adjustment assembly mount 36 extends inwardly from the wheel hub 32.
  • the second end of the adjustment assembly 14 is mounted on the adjustment assembly mount 36.
  • a damper mount 42 is fixed at the top of the adjustment assembly mount 36 and a second end of the damper 18 is mounted on the damper mount 42 by way of a ball joint.
  • the adjustment assembly 14 has a support means, where may be elongate, here exemplified by a torsion support bar 44 extending outwardly from the second vehicle mount 20, in a direction generally parallel to the rotation axis of the wheel 30, in the relative orientations shown in Figures 1, 3 and 5.
  • the support bar 44 is fixedly mounted at one end on the second vehicle mount 20.
  • a first swing arm 46 and a second swing arm 48 extend between a second end of the support bar 44 and the adjustment assembly mount 36, as part of a parallelogram linkage.
  • the swing arms 46, 48 extend in a shared first plane, in this embodiment the first plane runs along the middle lines of the swing arms 46, 48.
  • the angle of the first plane (relative to a fixed plane containing the support bar 44) varies according to the loading in the vehicle to which the wheel track adjustment system 10 is attached. The heavier the loading, the lower the vehicle body is (or the higher the wheels 30 are relative to the body). Thus, according to the loading and the suspension, the first plane of a wheel track adjustment system 10 may angle upwards or downwards from the adjustment assembly mount 36 to the support bar 44.
  • the maximum angle in this embodiment is usually no more than 45 degrees either side of the horizontal, otherwise the support bar 44 may take too much vertical force when the wheel goes over a bump.
  • the maximum may be reduced to no more than 30 or even 15 degrees or less, either side of the horizontal.
  • a four-wheeled vehicle would have four such contact points.
  • the first and second swing arms 46, 48 are mounted on the support bar 44 by way of first and second swing arm rings 50, 52, respectively, at the first ends of the first and second swing arms 46, 48.
  • the swing arm rings 50, 52 are located within recesses in the first ends of the swing arms 46, 48.
  • the first and second swing arms 46, 48 are themselves pivotally mounted on the first and second swing arm rings 50, 52, respectively.
  • the first and second swing arm rings 50, 52 are rotatably mounted at fixed positions along the length of the support bar 44.
  • the first and second swing arms 46, 48 are able to pivot and rotate relative to the support bar 44, in this embodiment each one rotating in a separate vertical plane when the support bar 44 is horizontal.
  • the first and second swing arms 46, 48 are pivotally mounted on the adjustment assembly mount 36, at the second ends of the first and second swing arms 46, 48, but are otherwise fixed relative thereto.
  • the adjustment assembly mount 36 is located within recesses at the second ends of the swing arms 46, 48, such that the swing arms 46, 48 are separately attached to both the upper and lower plates 40 A, 40B.
  • the distance between the first ends of the first and second swing arms 46, 48 is the same as the distance between the second ends of the first and second swing arms 46, 48.
  • the heights of the swing arms 46, 48 are greater at their second ends than at their first ends, to accommodate the adjustment assembly mount 36.
  • the first and second swing arms 46, 48 are of the same length and extend in parallel between the support bar 44 and the adjustment assembly mount 36.
  • the first and second swing arms 46, 48, the portion of the support bar 44 that extends between the first and second swing arms 46, 48, and the portion of the adjustment assembly mount 36 that extends between the first and second swing arms 46, 48 form a parallelogram linkage in the same first plane, and the swing arms 46, 48 pivot relative to the adjustment assembly mount 36 in this same first plane.
  • the first plane also contains the wheel axis.
  • Actuator means in this exemplary embodiment in the form of a linear actuator such as a hydraulic actuator 54 extend, between the support bar 44 and an attachment portion 56 on the first swing arm 46, around one third of the way along the first swing arm 46 from its first end to its second end.
  • a first end of the actuator 54 is pivotally mounted on the first swing arm 46, but is otherwise fixed relative thereto.
  • a second end of the actuator 54 is mounted on the support bar 44 by way of an actuator ring 58.
  • the actuator ring 58 is rotatably mounted at a fixed position on the support bar 44.
  • the actuator 54 is able to pivot and rotate relative to the support bar 44.
  • the wheel assembly 12 is in the extended position, that is it is distanced further from the vehicle, more particularly from the first vehicle mount 16, than when it is in the retracted position.
  • the first and second swing arms 46, 48 are at an angle of about 60 degrees relative to the support bar 44, being angled outwards.
  • the actuator 54 is in an extended position.
  • the damper 18 is also angled outwards.
  • the drive shaft 22 is telescoped out. From this position, the only adjustment to the wheel track width can be to narrow it, which means retracting the wheel assembly 12 towards the retracted position, as shown in Figures 2, 4 and 6. However, the adjustment may not need to be all the way to the retracted position in all cases.
  • the actuator 54 is operable in provide a force in both directions. To enact retraction, the actuator 54 retracts. In this embodiment, the piston of the hydraulic actuator 54 is pushed (and/or pulled) into the cylinder of the hydraulic actuator 54. This action pulls the first swing arm 46 towards the actuator 54, and therefore towards the vehicle. Because the first end of the first swing arm 46 is fixed along the length of the support bar 44, the pulling of the attachment portion 56 of the first swing arm 46 pivots the first swing arm 46 inwards about the first end of the first swing arm 46. This tends to pull the second end of the first swing arm 46 inwards.
  • the adjustment assembly mount 36 is kept parallel to the support bar 44 by the second swing arm 48. This is because the distance between the first ends of the first and second swing arms 46, 48 is fixed, as is the distance between the second ends of the first and second swing arms 46, 48. Those distances are also the same and the first and second swing arms 46, 48 remain in parallel. Thus the wheel assembly 12 does not turn. Instead, since the adjustment assembly mount 36 is a component part of the wheel assembly 12, and the wheel assembly 12 is movable towards the vehicle, the wheel assembly 12 is pulled in to the vehicle.
  • the wheel rotation axis This also involves some movement of the wheel rotation axis. It moves in a parallel direction, without changing direction (unless there is a steering force from the tie rod 24), in a second plane, parallel to the first plane containing the swing arms 46, 48. During this motion the telescoping of the drive shaft 22 is reduced. Tolerances in the joint between the drive shaft 22 and the wheel 30 allow for the movement of the wheel in the direction parallel to the wheel rotation axis. If the retraction process continues as far as it can, the wheel track adjustment system 10 ends up as it appears in Figures 2, 4 and 6, at which point a straight line joining the first and second ends of the first swing arm 46 is substantially orthogonal to the main wheel axis, as is a straight line joining the first and second ends of the second swing arm 48. Since the first and second swing arms 46, 48 are straight in this embodiment, the arms themselves are orthogonal to the main wheel axis.
  • the main wheel axis here is the axis when the wheel is going straight, rather than being
  • the wheel assembly 12 is in the retracted position, that is it is distanced closer to the vehicle, more particularly to the first vehicle mount 16, than when it is in the extended position.
  • the first and second swing arms 46, 48 are at an angle of about 90 degrees relative to the support bar 44.
  • the actuator 54 is in a retracted position.
  • the damper 18 is also angled outwards, but less so than in the extended position.
  • the drive shaft 22 is not telescoped out. From this position, the only adjustment to the wheel track width can be to increase it, which means extending the wheel assembly 12 towards the extended position, as shown in Figures 1, 3 and 5. However, the adjustment may not need to be all the way to the extended position in all cases.
  • the process of extension is the opposite of the retraction process.
  • the actuator 54 pushes the attachment portion 56 of the first swing arm 46 away, thereby pivoting the first swing arm 46 away, which causes the second swing arm 46 to pivot away too, and pushing the wheel assembly 12 away.
  • the wheel rotation axis moves in a parallel direction, without changing direction, in the second plane, parallel to the first plane containing the swing arms 46, 48.
  • the wheel 30 can be turned by the pushing or pulling of the tie rod 24, which pivots the wheel hub relative to the adjustment assembly mount 36.
  • the exemplary arrangement of the wheel track adjustment system 10 is for steering wheels. However, modifications can readily be made for non-steering wheels, for instance if the wheel hub were fixed to the adjustment assembly mount 36, rather than pivotable thereto.
  • Figures 7 and 8 are isometric views of a wheel track adjustment system 110 according to a second exemplary embodiment, for a non-steering wheel. Where the same reference numerals are used as in the first exemplary embodiment they refer to the same or similar components.
  • This non-steering wheel system 110 of the second embodiment is mostly the same as that of the first embodiment and the relevant description of that first embodiment and its operation is applicable to the second embodiment.
  • the second embodiment differs in the arrangement of the wheel hub 132 and the adjustment assembly mount 136.
  • the wheel hub 132 lacks the knuckle lever 34 and the tie rod 24. Instead a second pair of knuckle holders 134, in the vertical plane in the orientation as shown, are rigidly mounted onto the adjustment assembly mount 136 of the second embodiment and pivotally mounted onto the wheel hub 132.
  • the pivot mounting between the second pair of knuckle holders 134 and the wheel hub 132 is not in the same axis as the first pair of knuckle holders 38A, 38B and the wheel hub 132, the second pair of knuckle holders 134 prevents pivoting of the wheel hub 132 about the first pair of knuckle holders 38A, 38B.
  • the adjustment assembly mount 136 of the second embodiment has the opposing second knuckle holders 134 extending forwards, between the opposing upper and lower plates 40A, 40B, at the same level along the length of the adjustment assembly mount 136 as the first pair of knuckle holders 38A, 38B.
  • the second pair of knuckle holders 134 is orthogonal to the first pair of knuckle holders 38A, 38B.
  • FIG. 9A is a top plan view of the outline of a vehicle 60, with four wheels 30 each with a wheel track adjustment system and all in the extended position.
  • Figure 9B is a top plan view of the same vehicle outline, but with the four wheels 30 all in the retracted position.
  • the front two wheel track adjustment systems 10 are steerable, as in the first exemplary embodiment.
  • the rear two wheel track adjustment systems 110 are non- steerable, as in the second exemplary embodiment.
  • the vehicle 60 is shown in outline only.
  • the distance between the outsides of opposing wheels 30, which is the wheel track width, in the extended positions is WT1.
  • the distance between the outsides of opposing wheels 30, the wheel track width, in the retracted positions is WT2.
  • the difference between WT1 and WT2 is twice the distance through which each wheel extends from its retracted position to its extended position.
  • Figures 9A and 9B show all four wheels being in the extended position and in the retracted position at the same time, they can be operated independently if desired (that is any one or more of them can be extended whilst the rest are retracted, or vice versa). While the maximum extension and retraction positions are the same in the Figures as shown, in a further alternative embodiment, the limits may be different between the front and rear wheels.
  • the suspension performance is substantially the same in both the extended and retracted positions. Moreover, the underneath vehicle clearance is substantially the same in both positions.
  • the main change is in the wheel track width and thereby in the stability (as well as space needed).
  • extension and retraction of the wheel assemblies normally takes place on the move, as the effects of friction, between the wheels and road, on the extension and retraction would then be negligible.
  • extension and retraction can take place whilst the vehicle is stationary
  • the damper 18 compresses or extends, as appropriate, whether the wheel assembly 12 is extended or retracted.
  • the torsion bar 44 also provides some kind of damping. This makes the ride somewhat smoother.
  • the damper 18 may be removed, augmented or replaced.
  • the torsion in the torsion bar 44 may be removed, augmented or replaced. For instance, rather than having both a damper 18 and support bar 44 with continuously bias the wheel assembly 12 to a first height, one could have a purely damping function.
  • the angle between the centre lines of the swing arms 46, 48 and the axis of the support bar 44 can vary, during retraction and extension from about 90 degrees to about 60 degrees.
  • the angles at the extreme positions can be more extreme, for instance, at about 40 degrees at the fully extended position and/or for instance at 130 degrees or more at the fully retracted position.
  • the extreme angles are limited by the construction, for instance the distance between the two swing arms 46, 48 in the present embodiment (which limits how far out they can swing before they come into contact) and how far back the second swing arm 48 is from the wheel 30 (which limits how far in beyond the orthogonal the wheel assembly 12 can come before it comes into contact with the second swing arm 48.
  • Extreme angles may also be limited by a desire to reduce movement of the wheel axis along the length of the vehicle.
  • the swing arms 46, 48 do not need to be straight or even the same, as long as they are sufficiently rigid and the same length between their two ends (that is between their points of contact between support bar 44 and the adjustment assembly mount 36).
  • the second swing arm 48 is curved away from the wheel assembly 12
  • the first swing arm 46 is bowed out, away from the second swing arm 48, it may be possible to extend the wheel assembly 12 further.
  • Another arrangement has the first and second swing arms in different planes so that, as they pivot, they cannot come onto contact with each other, for example with one above the support bar 44 and the adjustment assembly mount 36 and the other below the adjustment assembly mount 36.
  • the exemplary arrangement of the wheel track adjustment system 10 has a parallelogram arrangement between the support bar 44, the two swing arms 46, 48 and the adjustment assembly mount 36. While a straight line between the two first ends of the swing arms 46, 48 should be parallel to a straight line between the two second ends of the swing arms 46, 48, for there to be a parallelogram linkage, this does not mean that the support bar necessarily needs to be parallel to the adjustment assembly mount 36. They could be angled relative to each other. Alternatively, other mechanical structures (for instance with gear wheels or other non-slip contact surfaces) could be used during extension and retraction whilst maintaining the direction of the wheel rotation axis.
  • the first end of the actuator 54 is mounted on the first swing arm 46, 146. However, it could be mounted elsewhere, for instance on the second swing arm 48, 148 or the adjustment assembly mount 36, 136 or, in the second exemplary embodiment at least, on the wheel hub 132.
  • the second end of the actuator 54 is mounted on the support bar 44. However, it could alternatively be mounted directly onto the vehicle.
  • the mounting may include a ball-joint, so that the actuator 54 can pivot to allow for both vertical movement of the wheel assembly 12 and horizontal movement of the wheel assembly 12.
  • the mounting of the second end of the actuator 54 on the first swing arm 46 (or elsewhere) may be a ball joint, to allow for rotation of the swing arms 46, 48 on the support bar 44.
  • the actuator is shown as being in the same plane as the swing arms, which may be most efficient. However, in other embodiments, it may extend and push and pull in a different plane.
  • the actuator means is exemplified by a linear actuator, more particularly an hydraulic actuator.
  • Other actuator means may be used, whether pneumatic or mechanical means such as cams, whether powered by motors or manually, and whether involving linear motion only or also rotation.
  • the wheel track adjustment system 10 is shown with a drive shaft 22 for the wheel 30, which passes through the first vehicle mount 16. This is for a driven wheel. For a non-driven wheel there would be no need for the external drive shaft 22.
  • an electric drive unit is used to power the wheel, the electric drive unit being disposed either within the wheel hub 32 or inboard.. As such there would also be no need for the external drive shaft 22 even for a driven wheel.
  • the maximum amount of extension and retraction mainly depends on the actuator 54 and the swing arms 46, 48. These can readily be changed on a vehicle to vary the possible extension and retraction. Whilst the swing arms 46, 48 have been shown as solid, they also may be telescopic. Pivoting of the wheel assembly 12 in such case can be prevented by a mechanism within the adjustment assembly 14 or between the first vehicle mount 16 and the wheel assembly 12.
  • the described embodiment and variations on it can be used to provide a vehicle with an adjustable wheel track width, such that it can be reduced for transportation in a narrow enclosure or narrow road and widened for improved stability, mobility, ride and handling.
  • the described embodiment and variations on it allow constant ground clearance, whether extended or retracted.
  • the described embodiment and variations on it use a suspension assembly that is compatible with either conventional drive from a central engine or localised drive units associated with individual wheels.
  • the described embodiment and variations on it require a minimal amount of lateral intrusion into the vehicle compartment.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un système de réglage de voie (10) qui rapproche et éloigne une roue (30) d'un côté d'un véhicule, modifiant ainsi la largeur de la voie. Deux bras oscillant parallèles (46, 48) sont montés pivotant au niveau d'une des extrémités du système sur une barre support (44) au niveau d'une position fixe par rapport au corps du véhicule. Au niveau de son autre extrémité, les bras oscillants (46, 48) sont montés pivotant sur un ensemble de roues (12). Un actionneur (54) est monté pivotant au niveau d'une extrémité dans une position fixe par rapport au corps du véhicule. Au niveau de l'autre extrémité, l'actionneur (54) est montant pivotant sur une partie de fixation (56) le long d'un des bras oscillants (46). L'actionneur peut être utilisé afin de faire pivoter les bras oscillants vers le véhicule ou dans la direction opposée afin de permettre le déplacement de l'ensemble roues (12) vers et en direction opposée du véhicule, changeant ainsi la largeur de voie. Les bras oscillants (46, 48) s'étendent et pivotent dans un premier plan plat. Lors d'un chargement particulier du véhicule, le premier plan est parallèle au second contenant les axes de roues du véhicule, qui sont généralement horizontales.
PCT/SG2004/000405 2003-12-11 2004-12-10 Systeme de reglage de voie WO2005056308A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SG200307545 2003-12-11
SG200307545-4 2003-12-11

Publications (1)

Publication Number Publication Date
WO2005056308A1 true WO2005056308A1 (fr) 2005-06-23

Family

ID=34676097

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SG2004/000405 WO2005056308A1 (fr) 2003-12-11 2004-12-10 Systeme de reglage de voie

Country Status (1)

Country Link
WO (1) WO2005056308A1 (fr)

Cited By (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008020861A1 (fr) * 2006-08-18 2008-02-21 Oshkosh Truck Corporation Véhicule modulaire métamorphosable
WO2008067926A1 (fr) * 2006-12-07 2008-06-12 Goldhofer Aktiengesellschaft Véhicule
WO2008155587A2 (fr) * 2007-06-19 2008-12-24 Fairfield Worldwide Ltd. Véhicule routier à écartement variable ayant plus de trois roues
WO2009134254A1 (fr) * 2008-04-30 2009-11-05 Bombardier Recreational Products Inc. Système de suspension de véhicule ayant une largeur d'écartement des roues réglable
ITMI20081453A1 (it) * 2008-08-04 2010-02-04 Marabese Design S R L Sistema di pendolamento delle ruote ad ingombro trasversale ridotto per veicoli a tre o più ruote
EP2374635A1 (fr) 2010-04-09 2011-10-12 Haulotte Group Système d'essieu, module d'essieu comprenant au moins un tel système d'essieu et véhicule comprenant au moins un tel module
US8376077B2 (en) 2005-08-19 2013-02-19 Oshkosh Corporation Modular metamorphic vehicle
EA018272B1 (ru) * 2008-08-20 2013-06-28 Дир Энд Компани Устройство и способ уменьшения износа шин на сельскохозяйственном транспортном средстве
CN103231625A (zh) * 2013-04-08 2013-08-07 浙江吉利汽车研究院有限公司杭州分公司 一种伸缩装置以及具有这种伸缩装置的车辆
EP2641860A1 (fr) * 2012-03-19 2013-09-25 JLG Industries Inc. Système d'essieu pivotant
AT513539A1 (de) * 2012-10-16 2014-05-15 Eibl Mario Fahrzeug mit verstellbarer Radachse
US9174488B2 (en) 2012-03-19 2015-11-03 Jlg Industries, Inc. Pivoting axle system
BE1022805B1 (nl) * 2015-02-18 2016-09-09 Cnh Industrial Belgium Nv Steunframe voor landbouwvoertuig
WO2017099576A1 (fr) * 2015-12-07 2017-06-15 Koi Moto Sdn Bhd Véhicules
WO2018130475A1 (fr) * 2017-01-13 2018-07-19 Triggo S.A. Système de suspension de véhicule
EP3206887A4 (fr) * 2013-10-14 2018-08-29 City Transformer Ltd. Véhicule pliable, système et ensemble de réglage associés pour régler la largeur d'un véhicule
CN109249755A (zh) * 2018-10-30 2019-01-22 苏昶 一种独立悬挂辅助伸长装置
CN111634167A (zh) * 2020-05-14 2020-09-08 东风汽车集团有限公司 一种悬架系统的轮距调整装置及悬架系统
FR3101602A1 (fr) * 2019-10-07 2021-04-09 Commissariat à l'Energie Atomique et aux Energies Alternatives Convoi automobile routier à tenue de route améliorée, formé de véhicules attelables
FR3101575A1 (fr) * 2019-10-07 2021-04-09 Commissariat à l'Energie Atomique et aux Energies Alternatives Véhicule automobile routier attelable et convoi automobile routier formé de véhicules à tenue de route améliorée
CN113272242A (zh) * 2018-11-05 2021-08-17 奥斯克什公司 用于提升装置的调平系统
WO2022106280A1 (fr) * 2020-11-20 2022-05-27 Teupen Maschinenbau Gmbh Châssis et son utilisation
US11661117B2 (en) 2021-07-08 2023-05-30 City Transformer Ltd. Foldable vehicle

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3306390A (en) * 1962-07-02 1967-02-28 Jamme Andre Georges Four-wheel-driven-and-steered vehicle with wheel gage adjusting means
US3899037A (en) * 1973-07-16 1975-08-12 Paul A Yuker Chassis apparatus for all terrain vehicles
EP0364002A2 (fr) * 1984-11-15 1990-04-18 C. van der Lely N.V. Tracteur
GB2311967A (en) * 1996-04-10 1997-10-15 Bateman Engineering Ltd A variable-track, four wheel steering agricultural vehicle with active suspension
BE1009973A4 (nl) * 1996-01-03 1997-11-04 Verstraete Eric Terreinvoertuig om over waterlopen en oneffen terrein grond- en onderhoudswerken uit te voeren.
US6036201A (en) * 1998-02-23 2000-03-14 General Dynamics Land Systems Adjustable vehicle suspension
US6311795B1 (en) * 2000-05-02 2001-11-06 Case Corporation Work vehicle steering and suspension system
WO2004024541A1 (fr) * 2002-09-10 2004-03-25 Jean-Marie Obry Vehicule universel de transport a voie, empattement et garde au sol variables

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3306390A (en) * 1962-07-02 1967-02-28 Jamme Andre Georges Four-wheel-driven-and-steered vehicle with wheel gage adjusting means
US3899037A (en) * 1973-07-16 1975-08-12 Paul A Yuker Chassis apparatus for all terrain vehicles
EP0364002A2 (fr) * 1984-11-15 1990-04-18 C. van der Lely N.V. Tracteur
BE1009973A4 (nl) * 1996-01-03 1997-11-04 Verstraete Eric Terreinvoertuig om over waterlopen en oneffen terrein grond- en onderhoudswerken uit te voeren.
GB2311967A (en) * 1996-04-10 1997-10-15 Bateman Engineering Ltd A variable-track, four wheel steering agricultural vehicle with active suspension
US6036201A (en) * 1998-02-23 2000-03-14 General Dynamics Land Systems Adjustable vehicle suspension
US6311795B1 (en) * 2000-05-02 2001-11-06 Case Corporation Work vehicle steering and suspension system
WO2004024541A1 (fr) * 2002-09-10 2004-03-25 Jean-Marie Obry Vehicule universel de transport a voie, empattement et garde au sol variables

Cited By (40)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8376077B2 (en) 2005-08-19 2013-02-19 Oshkosh Corporation Modular metamorphic vehicle
WO2008020861A1 (fr) * 2006-08-18 2008-02-21 Oshkosh Truck Corporation Véhicule modulaire métamorphosable
WO2008067926A1 (fr) * 2006-12-07 2008-06-12 Goldhofer Aktiengesellschaft Véhicule
WO2008155587A2 (fr) * 2007-06-19 2008-12-24 Fairfield Worldwide Ltd. Véhicule routier à écartement variable ayant plus de trois roues
WO2008155587A3 (fr) * 2007-06-19 2009-03-19 Fairfield Worldwide Ltd Véhicule routier à écartement variable ayant plus de trois roues
WO2009134254A1 (fr) * 2008-04-30 2009-11-05 Bombardier Recreational Products Inc. Système de suspension de véhicule ayant une largeur d'écartement des roues réglable
US8517135B2 (en) 2008-04-30 2013-08-27 Bombardier Recreational Products Inc. Vehicle suspension system having adjustable track width
US20110048833A1 (en) * 2008-04-30 2011-03-03 Bombardier Recreational Products Inc. Vehicle suspension system having adjustable track width
ITMI20081453A1 (it) * 2008-08-04 2010-02-04 Marabese Design S R L Sistema di pendolamento delle ruote ad ingombro trasversale ridotto per veicoli a tre o più ruote
WO2010015986A1 (fr) * 2008-08-04 2010-02-11 Marabese Design S.R.L. Système d'inclinaison de roue avec dimensions transversales réduites pour des véhicules ayant au moins trois roues
EA018272B1 (ru) * 2008-08-20 2013-06-28 Дир Энд Компани Устройство и способ уменьшения износа шин на сельскохозяйственном транспортном средстве
EP2374635A1 (fr) 2010-04-09 2011-10-12 Haulotte Group Système d'essieu, module d'essieu comprenant au moins un tel système d'essieu et véhicule comprenant au moins un tel module
FR2958579A1 (fr) * 2010-04-09 2011-10-14 Haulotte Group Systeme d'essieu, module d'essieu comprenant au moins un tel systeme d'essieu et vehicule comprenant au moins un tel module
AU2013201562B2 (en) * 2012-03-19 2015-07-09 Jlg Industries, Inc. Pivoting axle system
EP2641860A1 (fr) * 2012-03-19 2013-09-25 JLG Industries Inc. Système d'essieu pivotant
CN103552618A (zh) * 2012-03-19 2014-02-05 Jlg工业公司 一种枢转轴系统
US8888122B2 (en) 2012-03-19 2014-11-18 Jlg Industries, Inc. Pivoting axle system
US9174488B2 (en) 2012-03-19 2015-11-03 Jlg Industries, Inc. Pivoting axle system
AT513539A1 (de) * 2012-10-16 2014-05-15 Eibl Mario Fahrzeug mit verstellbarer Radachse
AT513539B1 (de) * 2012-10-16 2022-11-15 Mario Eibl Fahrzeug mit verstellbarer Radachse
CN103231625A (zh) * 2013-04-08 2013-08-07 浙江吉利汽车研究院有限公司杭州分公司 一种伸缩装置以及具有这种伸缩装置的车辆
EP3206887A4 (fr) * 2013-10-14 2018-08-29 City Transformer Ltd. Véhicule pliable, système et ensemble de réglage associés pour régler la largeur d'un véhicule
US10603955B2 (en) 2013-10-14 2020-03-31 City Transformer Ltd. Foldable vehicle, system and adjustment assembly thereof for adjusting width of a vehicle
BE1022805B1 (nl) * 2015-02-18 2016-09-09 Cnh Industrial Belgium Nv Steunframe voor landbouwvoertuig
EP3075569A1 (fr) * 2015-02-18 2016-10-05 CNH Industrial Belgium nv Cadre de support de véhicule agricole
US9930821B2 (en) 2015-02-18 2018-04-03 Cnh Industrial America Llc Agricultural vehicle support frame
WO2017099576A1 (fr) * 2015-12-07 2017-06-15 Koi Moto Sdn Bhd Véhicules
WO2018130475A1 (fr) * 2017-01-13 2018-07-19 Triggo S.A. Système de suspension de véhicule
US11117434B2 (en) 2017-01-13 2021-09-14 Triggo S.A. Vehicle suspension system
CN109249755A (zh) * 2018-10-30 2019-01-22 苏昶 一种独立悬挂辅助伸长装置
CN109249755B (zh) * 2018-10-30 2023-11-14 苏昶 一种独立悬挂辅助伸长装置
CN113272242A (zh) * 2018-11-05 2021-08-17 奥斯克什公司 用于提升装置的调平系统
FR3101602A1 (fr) * 2019-10-07 2021-04-09 Commissariat à l'Energie Atomique et aux Energies Alternatives Convoi automobile routier à tenue de route améliorée, formé de véhicules attelables
FR3101575A1 (fr) * 2019-10-07 2021-04-09 Commissariat à l'Energie Atomique et aux Energies Alternatives Véhicule automobile routier attelable et convoi automobile routier formé de véhicules à tenue de route améliorée
WO2021069480A1 (fr) * 2019-10-07 2021-04-15 Commissariat à l'Energie Atomique et aux Energies Alternatives Convoi automobile routier à tenue de route améliorée, formé de véhicules attelables
WO2021069477A1 (fr) * 2019-10-07 2021-04-15 Commissariat à l'Energie Atomique et aux Energies Alternatives Véhicule automobile routier attelable et convoi automobile routier formé de véhicules à tenue de route améliorée
CN111634167A (zh) * 2020-05-14 2020-09-08 东风汽车集团有限公司 一种悬架系统的轮距调整装置及悬架系统
CN111634167B (zh) * 2020-05-14 2021-11-09 东风汽车集团有限公司 一种悬架系统的轮距调整装置及悬架系统
WO2022106280A1 (fr) * 2020-11-20 2022-05-27 Teupen Maschinenbau Gmbh Châssis et son utilisation
US11661117B2 (en) 2021-07-08 2023-05-30 City Transformer Ltd. Foldable vehicle

Similar Documents

Publication Publication Date Title
WO2005056308A1 (fr) Systeme de reglage de voie
US7377522B2 (en) Vehicle with movable and inwardly tilting safety body
US20180162464A1 (en) Suspension and lock-out systems for a partially tracked vehicle
JP3370662B2 (ja) 車輌用サスペンション装置
US20060151968A1 (en) Steering suspension having steering adjusted camber for McPherson and double linkage suspension
WO2005058620A1 (fr) Vehicule muni d'une carrosserie de securite mobile et basculant vers l'interieur
CN110234522A (zh) 车辆悬架系统
JP2006264510A (ja) 自動車
CN102892597A (zh) 运载工具悬架系统
GB2425511A (en) Suspension retraction arrangement for an amphibious vehicle
US20040051269A1 (en) Four wheel drive stationary body vehicle with controlled wheel and passenger compartment lean, with independent steering
JP7398454B2 (ja) 車両用サスペンション、及び仮想ステアリングピボットを用いた駆動機構
US5088570A (en) Steerable rear dual axle system for large trucks
US5839750A (en) Leaf spring wheel suspension system
US5163700A (en) Dual rear axle assembly for large vehicles
US20200055359A1 (en) Suspension system
JPH06510721A (ja) 商業車両用の車軸構造
US20230027448A1 (en) Frame Steered Vehicle
JP2569933B2 (ja) 車両の後輪操舵装置
WO2013115922A1 (fr) Suspension inclinée décalée
JPS6332051Y2 (fr)
US11999324B2 (en) Wheel assemblies, apparatuses, and related methods for a kneeling vehicle or trailer chassis
WO2018015942A1 (fr) Configuration de joint d'articulation de roue de véhicule
JP2024504415A (ja) 小型車両サスペンションシステム
GB2265874A (en) Vehicle steering system.

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BW BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE EG ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NA NI NO NZ OM PG PH PL PT RO RU SC SD SE SG SK SL SY TJ TM TN TR TT TZ UA UG US UZ VC VN YU ZA ZM ZW

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): BW GH GM KE LS MW MZ NA SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LT LU MC NL PL PT RO SE SI SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
122 Ep: pct application non-entry in european phase