WO2005058620A1 - Vehicule muni d'une carrosserie de securite mobile et basculant vers l'interieur - Google Patents

Vehicule muni d'une carrosserie de securite mobile et basculant vers l'interieur Download PDF

Info

Publication number
WO2005058620A1
WO2005058620A1 PCT/US2004/042672 US2004042672W WO2005058620A1 WO 2005058620 A1 WO2005058620 A1 WO 2005058620A1 US 2004042672 W US2004042672 W US 2004042672W WO 2005058620 A1 WO2005058620 A1 WO 2005058620A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
tie
ofthe
stracture
relative
Prior art date
Application number
PCT/US2004/042672
Other languages
English (en)
Inventor
William L. Macisaac
Original Assignee
Macisaac William L
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 Macisaac William L filed Critical Macisaac William L
Priority to DE112004002483T priority Critical patent/DE112004002483T5/de
Publication of WO2005058620A1 publication Critical patent/WO2005058620A1/fr
Priority to GB0614030A priority patent/GB2424214B/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D33/00—Superstructures for load-carrying vehicles
    • B62D33/06—Drivers' cabs
    • B62D33/0604—Cabs insulated against vibrations or noise, e.g. with elastic suspension
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/16—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dynamic absorbers as main damping means, i.e. spring-mass system vibrating out of phase
    • 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
    • B60G17/015—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 the regulating means comprising electric or electronic elements
    • B60G17/016—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 the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—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 the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/007—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces means for adjusting the wheel inclination
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/01—Resilient suspensions for a single wheel the wheel being mounted for sliding movement, e.g. in or on a vertical guide
    • 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
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/008—Attaching arms to unsprung part of vehicle
    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D37/00—Stabilising vehicle bodies without controlling suspension arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B62K25/28—Axle suspensions for mounting axles resiliently on cycle frame or fork with pivoted chain-stay
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B62K25/28—Axle suspensions for mounting axles resiliently on cycle frame or fork with pivoted chain-stay
    • B62K25/286—Axle suspensions for mounting axles resiliently on cycle frame or fork with pivoted chain-stay the shock absorber being connected to the chain-stay via a linkage mechanism
    • 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
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B60G2200/144—Independent suspensions with lateral arms with two lateral arms forming a parallelogram
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
    • B60G2204/1484—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle on an intermediate upright strut upon which the stub axle is pivoted
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/30—In-wheel mountings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/422—Links for mounting suspension elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/422—Links for mounting suspension elements
    • B60G2204/4222—Links for mounting suspension elements for movement on predefined locus of, e.g. the wheel center
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/62—Adjustable continuously, e.g. during driving
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/50—Constructional features of wheel supports or knuckles, e.g. steering knuckles, spindle attachments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G99/00—Subject matter not provided for in other groups of this subclass
    • B60G99/002—Suspension details of the suspension of the vehicle body on the vehicle chassis

Definitions

  • the present invention relates to suspension systems for vehicles, and more particularly to suspension systems that counteract the lateral forces imposed on a vehicle during cornering and/or the longitudinal forces imposed on a vehicle during braking and acceleration.
  • body vehicle body and associated chassis
  • the foregoing loading changes on the vehicle wheels caused by cornering and braking will occur simultaneously when the vehicle's brakes are applied while cornering, thereby potentially causing even greater imbalance on the weights on the vehicle wheels than caused by cornering alone or braking alone.
  • This imbalance may result in the loss of substantially all ofthe traction of one or more wheels.
  • the lateral force tending to cause a vehicle to pivot about its outer wheels, i.e., roll jacking effect acts through the portion of the vehicle known as the roll reaction center.
  • the longitudinal forces tending to cause a vehicle to pitch about its forward or rearward wheels acts through the pitch reaction center.
  • the roll reaction center coincides with the roll center and the pitch reaction center coincides with the pitch center.
  • the magnitude of the roll jacking effect is a function of the magnitude of the centrifugal force and the elevation of the roll reaction center above the ground
  • the magnitude ofthe pitch jacking effect is a function ofthe magnitude ofthe longitudinal braking/acceleration force and the elevation of the pitch reaction center above the ground.
  • the height of the roll reaction center above the ground is commonly known as the roll jacking couple
  • the height ofthe pitch reaction center above the ground is commonly known as the pitch jacking couple.
  • the present invention seeks to reduce the detrimental effects on vehicle handling caused by braking, by acceleration, by simultaneous cornering and braking, and by simultaneous cornering and acceleration.
  • the present invention constitutes an improvement ofthe vehicle suspension system disclosed in applicant's prior U.S. Pat. No. 4,550,926 which simply concerns suspension systems for counteracting cornering forces imposed on vehicles.
  • Enhanced vehicle handling is achieved by the present improved suspension system, in which not only do the roll couple and roll jacking couple oppose each other, thereby causing the body roll to counteract the roll jacking effect, but also the pitch couple and the pitch jacking couple oppose each other, thereby causing the body pitch to counteract the pitch jacking effect, thus improving the cornering traction of the vehicle, the braking traction of the vehicle, the acceleration traction of the vehicle (especially in a front-wheel-drive-vehicle), the simultaneous cornering and braking traction of the vehicle, and the simultaneous cornering and acceleration traction of the vehicle.
  • a singular tie structure extends along the lower portion of the vehicle to span between the front- wheel mounting members and the rear-wheel mounting members.
  • the tie structure is interconnected to the body about transverse and longitudinal axes located at elevations above the center of gravity of the vehicle so that when cornering and at the same time braking or accelerating, the resultant forces imposed on the body acting through the center of gravity cause the body to tilt downwardly about the axes relative to the tie structure in the direction opposite to the direction of the resultant forces acting on the body by virtue ofthe cornering and the braking or acceleration ofthe vehicle.
  • the tie structure is interconnected to the vehicle support means by suspension arms. Load control devices are utilized with the suspension arms to permit controlled relative movement therebetween.
  • the tie structures may instead be located in separate sections at the front and rear ofthe vehicle or separately adjacent each of the wheel hub carriers of the vehicle.
  • Such individual tie structure components may be vertically elongate and may be interconnected to the hub carrier by parallel arms or other means and also may be interconnected to the body by parallel, vertically spaced-apart arms or other means that are aligned with the roll center of the vehicle so that, when cornering, the forces tending to jack the vehicle pass through the roll center and the tie structure connecting arms.
  • the vehicle does not utilize a tie structure per se, but rather, a strut or slide assembly or other component integrated into, mounted on, or carried by the wheel hub carrier, serves as the tie structure.
  • a separate tie structure is located at each wheel hub carrier.
  • the body may be supported on the hub earners through the use of body springs.
  • Relatively stiff struts, spring/slide assemblies, etc. are coupled between the hub carrier structure and the body at an orientation so that a line extending through the slide/spring assembly extends to the roll center ofthe body.
  • an "active" suspension system may be utilized between the body and the wheel hub carriers.
  • Such active suspension system may include powered actuators and sensors that sense cornering forces as well as braking and acceleration forces thereby to shift the body somewhat laterally outwardly during cornering, forwardly during braking, and rearwardly during acceleration, so that the roll center does not serve as a roll reaction center when cornering and/or so that the pitch center does not serve as a pitch reaction center during braking or accelerating, thereby reducing the roll jacking effect and/or the pitch jacking effect on the vehicle.
  • FIGURE 1 is a side elevational view of an embodiment ofthe present invention
  • FIGURE 2 is a top view of FIGURE 1 with portions broken away
  • FIGURE 3 is an enlarged fragmentary view of the portion of the suspension system ofthe embodiment of FIGURES 1 and 2
  • FIGURE 4 is a top view of a further embodiment ofthe present invention
  • FIGURE 5 is a side elevational view of FIGURE 4
  • FIGURE 6 is an enlarged fragmentary view of portions ofthe embodiment shown in FIGURES 4 and 5
  • FIGURE 7 is a front view of a further embodiment ofthe present invention
  • FIGURE 8 is a front view of another embodiment ofthe present invention
  • FIGURE 9 is an enlarged fragmentary view of a portion of FIGURE 18
  • FIGURES 10, 11 and 12 illustrate a further embodiment ofthe present inventions in front elevational view, top view and fragmentary side elevation view
  • FIGURE 13 is a front elevational view of a further embodiment of the present invention
  • FIGURE 14 is another front elevational view of a further embodiment of the present invention
  • a vehicle 50 having a body 52 is shown as mounted on the suspension system 54 of the present invention, which in turn is supported on forward wheel assemblies 56 and rearward wheel assemblies 58.
  • An elongated singular tie structure 60 is interposed between the vehicle body 52 and the wheel assemblies 56 and 58.
  • the tie structure 60 may extend longitudinally along the lower elevation of the vehicle 50 and is interconnected to the body 52 through a slide assembly 62 to enable the body to slide longitudinally relative to the tie structure as well as pivot about a longitudinal axis 64 which is located at an elevation above the center of gravity 66 of the vehicle 50.
  • the tie structure 60 is also connected to the wheels 56 and
  • the term "body” is intended to include a relatively rigid structure that may include a chassis, frame and/or the body thereof, and any additional supports and members attached thereto for accommodating the suspension system ofthe present invention.
  • the body 52 has a forward portion 52F and a rearward portion 52R.
  • the body 52 may be constructed with a conventional body shell and an underlying chassis, may be in the form of a unibody having an integral chassis, or may be constructed in other manners without departing from the spirit or scope ofthe present invention.
  • the suspension system 54 includes load support and control devices in the form of combination spring/shock absorber assemblies 70 for supporting the vehicle body 52.
  • the upper ends of the spring/shock absorber assemblies 70 are coupled to a body structure member 72 utilizing a ball joint connection 74.
  • the lower ends ofthe spring/shock absorber assemblies 70 are interconnected to forward hub carriers 76 of the wheel assemblies 56.
  • the forward hub carriers are connected to the forward end portions of the tie structure 60 by pivot arm assemblies 68 through ball joints 78 located at the distal ends ofthe pivot arm assemblies.
  • Spring/shock absorber assemblies, such as assemblies 70 are well known in the art and are commonly refened to as MacPherson struts. MacPherson struts are widely used in conjunction with both front-wheel and rear-wheel drive vehicles. Referring to FIGURE 3, at the forward comers the tie structure 60 is connected to the hub carriers 76 by the pivot arm assemblies 68.
  • Each pivot arm assembly includes a generally triangular-shaped pivot arm 68A composed of a longitudinal member 68B, a transverse member 68C1, and a diagonal member 68C, which cooperatively form the triangular shape.
  • the pivot arm may be adapted to pivot relative to the forward end of tie structure 60 about a transverse axis.
  • the end of each pivot arm longitudinal member 68B extends beyond the transverse member 68C1 to be closely receivable between a pair of mounting ears 68D extending longitudinally from the forward end of the tie structure 60.
  • the stub shaft 68H may engage within a close-fitting bushing 68J pressed within a bore formed in a mounting bracket 68K, which is secured to the adjacent face ofthe tie structure end member.
  • the mounting bracket 68K which may be composed of a standard, commercially available pillow block, is mounted on the tie structure member by any appropriate means, such as by hardware members 68L, extending through openings formed in the flange portions of the mounting bracket and into engagement with the end of the tie structure. It will be appreciated that, by this construction, the pivot arm 68 A is adapted to freely pivot about its transverse axis.
  • Each pivot arm assembly 68 also includes a spring-type directional control device in the form of a torsion bar 68M having a splined end 68N for anti-rotational engagement with the correspondingly splined interior of a stub shaft 68H.
  • the opposite end of the torsion bar extends through the close-fitting bushing 680 pressed within a mounting bracket 68P.
  • the mounting bracket 68P is secured to the adjacent face of the tie structure 60 by any appropriate method, for instance, by hardware members 68Q extending through holes formed in the flange portions of the mounting bracket 68P to threadably engage the tie structure.
  • the mounting bracket 68P may be composed ofa standard, commercially available pillow block.
  • the location of the bearing plate is adjusted by rotation of the lead screw 68T.
  • the forward wheels 56 of vehicle 50 are steerable.
  • Such steering may be carried out by any number of conventional steering systems which may include typical steering arms (not shown) extending from the forward hub carriers 76 to interconnect with a transfer steering rod assembly (not shown).
  • the steering rod assembly may extend outwardly from a rack and pinion assembly (not shown) mounted on the tie structure 60.
  • the interconnection between the steering rod assemblies and the rack and pinion assembly permits the steering rod to pivot in response to the up-and-down and other movement to the front wheels relative to the tie structure.
  • a plurality of intermediate crossmembers 112 may be utilized for reinforcing purposes. Additional reinforcing members (not shown) may be added to the tie structure 60, if needed.
  • the tie structure 60 may be constructed from many appropriate materials, such as tubing or channel stock. Moreover, the tie structure may be constructed in other configurations without departing from the spirit or scope ofthe present invention.
  • the slide system 62 extends longitudinally between body 52 and tie structure 60, and is supported above the tie structure by forward and rearward assemblies 114 and 116 that may be in the form of A-arms or other structure. As shown in FIGURES 1 and 2, the arm assembly 114 includes opposed arm Sections 118 and 120 interconnected with crossarms 121 A and 121B to form a rigid assembly stracture.
  • the slide 132 together with the body is capable of tilting about longitudinal axis 64 (defined by stub shaft 130 and gimbal 128) relative to arm assembly 114.
  • the slide 132, together with the body is capable of pitching movement relative to the arm assembly 114 at an axis 135 extending transversely through the gimbal assembly 128 to pitch about a pitch center PC defined by the intersection of lines 135 A and 135B extending from arm assemblies 114 and 116 as shown in FIGURE 1.
  • the rear arm assemblies 116 may be constructed similarly to the forward arm assemblies 114. Thus, the construction of the rearward arm assembly 116 will not be repeated here.
  • the slide assembly 62 includes an elongate, rectangular, slide member 132 extending through and capable of sliding relative to an exterior longitudinal collar-type slideway 136 that may encase the entire, or at least a portion of, the slide 132 extending between the forward arm 114 and rearward arm assemblies 116.
  • the slideway 136 may be attached to vehicle body 52 by attachment brackets 138 or by other convenient technique.
  • the slide system 62 enables the body 52 to move longitudinally relative to the tie structure 60.
  • the centrifugal force imposed on the body 52 acts at the center of gravity 66, which is below the elevation of gimbals 128, resulting in the outward lateral movement of the center of gravity, thereby causing the body to tilt about the longitudinal axis 64 or roll center at the gimbals 128, rather than imposing a roll jacking effect on the vehicle.
  • the body 52 is tilted inwardly about axis 64 in the direction towards the center of the curve along which the vehicle 50 is traveling. The body, as thus tilted, thereby compresses the inside springs 70 and 80 and causes extension of the outside springs.
  • stop or limit members 140 may be imposed between the arms 118 and 120 and the tie structure 60 to limit the angular movement of the arms, at least in the direction toward the tie stracture.
  • stops 140 may be composed of resilient blocks mounted to the underside ofthe A-arms to press against the adjacent portion ofthe tie stracture when the A-arni pivots about its connection to the tie structure towards the tie stracture.
  • the resilient block may be configured to impose a progressively higher rate of resistance with increased deformation of the blocks, thereby providing a rising rate of resistance materials for blocks exhibiting these characteristics, including natural or synthetic rubber.
  • numerous other systems could be utilized to limit the tilt or movement of the A-arms toward (and also away from) the tie structure, as desired.
  • stops 140 between arms 118 and 120 and the tie structure 60 stops may also be employed to limit the amount of roll or pitch ofthe body relative to the tie stracture.
  • roll and/or pitch stops 142 may be mounted on the upper end of posts or similar structures 144 extending upwardly from the forward and rearward ends of the tie stracture.
  • the body stops 142 so that the roll of the body terminates before the roll of the tie structure terminates during cornering. It is desirable to allow the shifting of the tie stracture to occur over a time period longer than it takes for the body roll or pitch to be completed, thereby to reduce, to the extent possible, the rate of centrifugal force transfer between the body and tie structure, since during this shifting movement the full roll jacking effect caused by the centrifugal force imposed on the vehicle during cornering is not brought to bear on the vehicle. It will also be appreciated that the present invention advantageously helps keep the body relatively level when a wheel hits a hole or depression or hits a bump in the road.
  • the conesponding portion ofthe tie stracture lowers. Since the roll center is above the center of gravity, the body will swing up about the roll center at the location that the tie structure lowers. As such, the body tends to stay relatively level, even when the wheel and associated portion of the tie stracture drop due to the pothole. It will be appreciated that if the wheel assembly hits a bump, the tie structure will raise and the body will tend to lower relative to the raised portion ofthe tie structure, thereby tending to keep the body relatively level.
  • the attachment brackets 138 used to attach the body to the slide assembly may be replaced with a transverse slide assembly permitting transverse movement of the body relative to the tie structure.
  • Such transverse slide assembly can be of many constructions, including rods that slide within collars, slides that slide within a slideway, etc.
  • electric motors may be incorporated within the wheel assemblies 56 and/or 58 to provide motive force to the vehicle.
  • the electric motors may be of many constructions, for example as shown and described in U.S. Patent No. 5,438,228, which is incorporated herein by reference.
  • Body 52 may be detachably mounted to the tie stracture 60.
  • fasteners or connectors such as threaded connectors 146, may be used to secure body structural member 72 to the slide assembly brackets 138.
  • Detachably attaching the body to the tie stracture results in numerous advantages. For instance, if the body is damaged, it can be easily removed and replaced.
  • multiple body configurations could be utilized with a particular tie structure and chassis.
  • the vehicle owner can convert the vehicle into different uses or for example as a passenger vehicle, enclosed load carrying vehicle, or an open box load carrying vehicle, perhaps similar to a pickup track.
  • electrical connections can be incorporated between the body and the tie stracture that automatically connect the electrical lines when the body is mounted on the tie structure and conespondingly automatically disconnect the electrical lines when the body is detached from the tie stracture.
  • the steering ofthe vehicle can be accomplished through electrical servo motors, linear actuators, etc., rather than through mechanical linkages. In this manner it will not be necessary to separately connect and disconnect steering linkages that may extend between the body and the tie structure, the vehicle frame or the hub carrier.
  • a conventional steering wheel can be replaced with a "steering stick," perhaps similar to the control stick of aircraft.
  • FIGURES 4 and 5 disclose a further embodiment ofthe present invention wherein vehicle 50C includes a body 52C mounted on a suspension system 54C, which in turn is supported by forward wheel assemblies 56C and rearward wheel assemblies 58C.
  • a singular tie structure 60C is inte ⁇ osed between the vehicle body 52C and the wheel assemblies 56C and 58C.
  • the tie structure 60C extends longitudinally along a lower elevation of the vehicle 50C and is interconnected to the body through a plurality of pivoting arm assemblies 302 to enable the body to roll and pitch relative to the tie structure 60C.
  • the tie structure may be of generally rectangular construction having forward and rearward panel sections 284 and 286 interconnected by longitudinal side panel sections 288.
  • the tie structure 60C may be constructed by tubular components, plates or other appropriate structural members and materials.
  • the tie structure may be connected to hub carriers 76C of the forward and rearward wheel assemblies 56C and 58C in a manner described above with respect to FIGURES 1, 2, and 3. As such, the construction and operation of the pivot arm assembly 68C will not be repeated here.
  • an anti-roll bar 289 or other device can be used between the pivot arm assemblies and the tie structure of simply between the pivot arms themselves. Such anti-roll bar 289 is shown at the rear ofthe vehicle. A similar anti-roll bar can be used on the front ofthe vehicle.
  • Such anti-roll bar includes a central length 289A that is mounted to the rear of the tie structure 60C and end arms 289B that extended rearwardly and outwardly from the central section to be attached to corresponding hub assemblies of rear wheel assemblies 58C.
  • the body 52C may be supported from the wheel hub assemblies by forward spring/shock absorber assemblies 70C and rearward spring/shock absorber assemblies 80C in a manner similar to that shown in FIGURES 1 and 2.
  • the upper ends of the spring/shock absorber assemblies are connected to a stractural member(s) 72C of the body.
  • the structural member 72C may be of tubular or other type of construction, thereby to minimize its weight while still providing sufficient structural integrity to carry the loads imposed thereon, not only by the static weight of the vehicle 50C, but also to carry the dynamic loads imposed on the vehicle during travel, including during cornering, as well as during acceleration and braking.
  • the suspension system 54C may utilize forward and rearward steering assemblies 290 and/or 292 to steer the forward and rearward wheels.
  • the forward and rearward steering assemblies may be of similar constraction, and thus, only the constraction of the forward steering assembly will be described with the understanding that the rear steering assembly is of similar construction and operation.
  • the forward steering assembly 290 may include a rack and pinion subassembly 294.
  • the outer ends of the rack 296 are connected to the adjacent hub carrier 76C by steering links 298 in a manner well known in the art.
  • the rack and pinion subassembly 294 is mounted on the forward portion of the tie stracture 60C by a pair of forward-extending mounting brackets 300.
  • steering can be carried out by connecting the steering components electrically rather than using a rack and pinion.
  • a linear actuator may be used to power the rack 296.
  • the body 52C may be mounted to the tie stracture 60C by four arm assemblies 302, located at each of the four corner portions of the tie structure 60C.
  • Each of the arm assemblies 302 may include a generally triangularly shaped arm structure 304 coupled to the tie stracture by a pivot shaft 306 that closely engages through the interior of a tubular base member 307 to engage aligned clearance holes provided in mounting ears 308 fixed to the tie structure.
  • the pivot shaft 306 defines a pivot axis 309 about which the arm structure 304 is able to pivot relative to the tie structure.
  • the arm structure 304 also includes a pair of arms 310 that extend from the ends of the base 307 towards the apex of the arm structure.
  • the distal apex ends of the arms 310 intersect a tubular collar 312 oriented substantially perpendicularly to cylindrical base member 307 but in planar alignment with the base member so that the central axis of collar 312 is in the same plane as the central axis of base member 307.
  • the collar 312 may be sized to receive a close-fitting cylindrical bushing 314 having a plurality of diametric cross-holes 316 formed along the bushing and spaced apart to correspond with the spacing of corresponding diametric cross-holes 318, provided in collar 312.
  • Crossbolts 319 extend through the bushing cross-holes 316 and through conesponding collar cross-holes 318 to retain the bushing 314 in engagement with collar 312 at a desired relative position therebetween. It will be appreciated that the effective length ofthe arm structures 304 may be varied depending on which ofthe cross- holes 316 are in alignment with the cross-holes 318. It will also be understood that the extent of relative engagement between bushing 314 and collar 312 may be controlled by other structures. For instance, the bushing 314 can be formed with external threads (not shown) to mate with internal threads (not shown) formed in collar 312.
  • the arm assembly 302 also includes an end connection knuckle 320, having a stub shaft portion 322 sized to closely and rotatably engage within a radial bearing or bushing 324 disposed within the adjacent end of bushing 314.
  • the stub shaft is allowed to rotate relative to the bushing 324, but not move longitudinally relative to the bushing, being held captive by a snap ring or other well-known means (not shown).
  • the connection knuckle 320 also includes a collar section 326, disposed transversely to stub shaft 322 and having an aperture therein for receiving a crosspin 328 that engages through close-fitting openings formed in mounting ears 330 fixed to the body structural assembly 72C.
  • An elastomeric bushing 331 may be interposed between the crosspin 328 and the mounting bar ears 330 to provide some insulation therebetween. Similar bushings can be used between pivot shaft 306 and mounting ears 308 or at other joint locations ofthe arm assembly 302.
  • the two forward arm assemblies 302 are oriented in a rearward and inward direction relative to the vehicle 50C, and likewise, the two rearward arm assemblies 302 are oriented in the forward and inward direction.
  • the forward arm assemblies 302 are oriented such that the central axis 329 extending through collar 312 and the apex ofthe arm assemblies (and perpendicular to pivot shafts 306 and shafts 328) will intersect substantially at the longitudinal centerline 332 of the body 52C and tie structure 60C.
  • the rear arm assemblies 302 are positioned in a similar orientation. It is to be understood that the arm assemblies can be positioned at angles other than as shown in plan view on FIGURE 4, thereby to change the location of the pitch center and/or roll center of the vehicle.
  • the arm assemblies can be positioned so that their central axes all intersect at a common point along the longitudinal center line 332.
  • the body 52C may be supported relative to the forward and rearward wheel assemblies 56C and 58C by forward spring/shock absorber assemblies 70C and rearward spring/shock absorbers 80C in a manner similar to that shown in FIGURES 1 and 2. As such, the stracture and operation of the forward and rearward spring/shock absorber assemblies will not be repeated here.
  • the vehicle 50C may be driven by an engine 88C through a transmission 90C and drive shaft 92C in a manner similar to that shown in FIGURES 1 and 2. Accordingly, the construction and operation of these components will also not be repeated here.
  • the engine 80C and transmission 90C may be carried instead by the body 72C without departing from the spirit or scope of the present invention.
  • mounting the engine and transmission on the body rather than on the tie stracture might be advantageous to the construction and performance of the vehicle. For example, it may be easier to obtain access to the engine and transmission if located on the body rather than on the tie stracture.
  • the body 52C when the vehicle 50C rounds the comer, the body 52C will pivot about longitudinal axis 332 in the direction inwardly of the curve (towards the center of curvature of the curve), in a manner similar to the embodiment of the present invention described above. Also, as will be appreciated, the arm assemblies 302 enable the body 52C to pitch relative to the tie stracture 60C during braking or accelerating in the manner of previous embodiments of the present invention described above.
  • the tie stracture 60C is capable of swinging slightly outwardly due to the pivoting ofthe pivot arm assemblies 68C, thereby reducing the rate of force transfer of the centrifugal force through the tie structure, thereby delaying the time that the roll jacking effect fully acts on the body.
  • the effective roll reaction center of the vehicle 50C is at an elevation below the elevation of longitudinal axis 332, resulting in a lower roll jacking effect being imposed on the vehicle during cornering.
  • the construction of vehicle 50C can provide the same advantages when cornering as provided by the vehicles described above, including vehicles 50 and 150.
  • the arm assemblies 302 can independently move relative to each other.
  • Control arm assemblies 985 extend outwardly from the sides ofthe tie structure to the underside of hub assemblies 986 of wheel assemblies 984.
  • the control arm assemblies 985 may be torsionally loaded relative to the tie stracture 983 in a manner as described above.
  • Swing arm assemblies 987 extend upwardly from tie stracture 983 to pivotally couple through the adjacent portions of body 982.
  • the swing arm assemblies 987 may consist of A-arm assemblies similar to those shown in FIGURES 4, 5 and 6.
  • the swing arm assemblies 987 may be positioned to extend upwardly towards the longitudinal center of the body 982 and also the forward swing arm assemblies may extend towards the rear of the vehicle 981, whereas the rear swing arm assemblies may be oriented to slope forwardly towards the forward end of the vehicle 981.
  • vehicle 981 also provides the advantage of positive dynamic camber when cornering.
  • the body 982 is tilted upwardly at the side thereof toward the outside of the curve while the tie stracture 983 is tilted somewhat downwardly relative to the outside of the curve, with the tilt ofthe tie structure being less than the tilt of the body due to the relative greater stiffness of the control arm assemblies 985 vis-a- vis the strut assemblies 988.
  • the upward tilt of the body will tend to move the upper portion of the inside wheel inwardly into the curve as well as move the upper portion of the outside wheel inwardly relative to the curve.
  • both the wheels of the vehicle tend to tilt inwardly relative to the curve providing positive dynamic camber, thereby improving the traction ofthe vehicle during cornering..
  • control sliders 1306 may be mounted below the tie structure/axle 1304 by use of brackets 1310 thereby to lower the pitch center and/or roll center 1312 as low as possible.
  • the pitch center and/or roll center is defined by the intersection of lines constituting extensions ofthe control sliders 1306.
  • the control sliders 1306 are illustrated in FIGURE 9 as constituting an adjustable hydraulic or fluid spring-loaded actuator assembly having a cylinder portion 1314 housing a piston 1316 which is connected to a piston rod 1318 which extends outwardly from the cylinder.
  • a relatively stiff spring 1320 or other type of resilient means loads the piston 1306 against stop 1322 thereby dividing the cylinder 1314 into first and second chambers 1324 and 1326.
  • control sliders can be of variable spring rates, perhaps having a softer spring rate when accommodating road discontinuities but having a much stiffer spring rate when the body rolls during cornering or pitches during acceleration or hard braking.
  • Sensors can be utilized on the vehicle to sense road bumps as well as the body roll during cornering and body pitching during braking and acceleration. In response thereto, the characteristics of the control slider 1306 are automatically adjusted so as to react to the particular external force being applied to the vehicle, whether road bumps or comer rolling or pitching due to braking or accelerating.
  • the rate of centrifugal force transfer through the vehicle 390 is reduced relative to if the tie stracture were not capable of such movement.
  • the nominal location of the lower A-arms 410 can be varied relative to cross tube 402, thereby to alter the ride height ofthe vehicle.
  • the nominal location of the lower A-arms 410 relative to the cross tube 402 can be used to vary the relative loads carried by the cross tube and the body springs 427.
  • the embodiments ofthe present invention shown in FIGURES 10, 11 and 12 may be modified to provide an "active" suspension system.
  • the tie structure 654 is interconnected to body 654 by diagonally oriented link arms 658 that are pinned at the lower ends to a tie stracture 654 and pinned at their upward, inward ends to the body 652.
  • the link arms 658 are oriented so that if extended in the inward direction they would intersect each other at a point 660 along the transverse centerline of the vehicle 650 conesponding to the roll center of the vehicle, which is located above the roll center of gravity of vehicle 662.
  • the tie stracture 654 is interconnected to the wheel assemblies 656 by trailing arms 664 which are pinned at their outward ends to wheel hub assembly 666 and also pinned at their inward ends to lateral portions of the tie structure.
  • crank arm 668 that is fixedly attached to the inward end portion ofthe trailing arm 664 so as to rotate about the inward connection point 667 of the trailing arm 664.
  • the distal end of the crank arm 668 is coupled to the distal end of a rod 670 projecting from the cylinder portion 672 of a double-acting linear control member 674.
  • a push rod 676 extends upwardly from a pivot connection 677 on a trailing arm 664 to pivotally interconnect with the laterally outward end of a crank arm 678 which is pivotally attached to a lateral portion of the body 652.
  • crank arm 678 is coupled to a relatively soft linear control member 680, with the opposite end ofthe linear control member coupled to a location on the body 652.
  • the body 652 is also supported by an upper trailing arm 682 pinned at its inward end to the body 652 and pinned at its outward end to an upward strut extending upwardly from the wheel hub assembly 666.
  • vehicle 650 operates similarly to other vehicles of the present invention as illustrated and described herein, including vehicle 390 illustrated in FIGURES 10-12. In this regard, during cornering, the centrifugal force on the vehicle 650 acts through the center of gravity 662, which is located below the roll center 660 of the vehicle, thereby causing the body 652 to tilt inwardly into the curve being negotiated.
  • the tie stracture 444 may be adapted to be retrofit in different vehicles.
  • the vehicle 440 operates in a manner similar to vehicles 346 and 390 discussed above and results in substantially the same advantages provided by such vehicles, including the tilting of the vehicle body inwardly while cornering instead of outwardly in the manner ofa traditional vehicle.
  • FIGURE 15 A further embodiment of the present invention is illustrated in FIGURE 15, wherein vehicle 520 may be constructed somewhat similarly to vehicles 50 and 150, described above, but with the following differences.
  • Vehicle 520 includes a body 522 supported by and earned above an underlying tie structure 524 which in turn is supported by wheel assemblies 526.
  • top side members 532 and bottom side members 534 are transversely interconnected by crossmembers 539 that may be similar to crossmembers 108 and 110 of FIGURES 1 and 2. Also, as in FIGURES 1 and 2, a plurality of intermediate crossmembers (not shown) such as crossmembers 112 shown in FIGURES 1 and 2 may also be utilized for reinforcing purposes. Further, additional reinforcing members (not shown) may be employed in the constraction of the forward tie stracture section 24F and rearward tie stracture section 24R, as needed.
  • the forward tie stracture section 524F and rearward tie structure 524R may be constructed from any appropriate materials, such as tubing or channel stock.
  • the body 522 may be supported above tie stracture 524 by a forward set of pivot arm assemblies 544 mounted on the tie structure center section 534C at laterally spaced- apart locations as well as rearward pivot arm assemblies 545 also mounted on the tie structure center section 524C at laterally spaced-apart locations.
  • pivot arm assemblies may be similar in construction to pivot arm assemblies 302, discussed above.
  • the upper ends of the pivot arm assemblies 544 and 545 may be incorporated into a slider 546 that slidably engages within a slideway 548 incorporated into the lower portion of body 522.
  • Slider 546 and slideway 548 may be of various well-known constructions, some of which have been described above.
  • the tie stracture forward section 524F may telescopically engage further within tie stracture center section 524C to absorb some of the impact energy, thereby reducing the effect of the crash on vehicle passengers as well as reducing the potential damage to the vehicle from the crash.
  • the body 522 can move rearwardly relative to the tie stracture center section 524C by virtue ofthe movement ofthe slides 546 within slideway 548.
  • the vehicle 560 includes a body 562 supported by an underlying tie stracture 564 which may be in the form of a generally rectangular structure having longitudinal side members 566 and transverse end members 568.
  • the body 562 may be supported above the tie structure 564 by A-arm assemblies 570 having base portion 572 pivotally mounted on the tie stracture and angled so that a line extending perpendicularly to the base portion and through the apex 576 of the arm assemblies will intersect at the pitch center 574 and roll center 575 of the vehicle, which may be at different elevations, but both of which are above the center of gravity 580 of the vehicle.
  • Longitudinal slide assemblies 594 allow for relative longitudinal motion between the tie structure 564 and the rear axle assembly 589.
  • the longitudinal slide assemblies include an outer tubular member 596 supported by the tie stracture transverse end member 568 for receiving a slide shaft 598 extending transversely from the tube stracture 590. Again, springs or other means may be utilized to limit the relative movement between the slide shaft 598 and its conesponding tube 596.
  • the structure at the forward end ofthe vehicle 560 is similar to that just described with respect to the rear end ofthe vehicle.
  • transverse slide assemblies 600 extend transversely outwardly from a king pin 601 mounted on a central forward subframe assembly 602 that extends forwardly from tie stracture transverse member 568.
  • FIGURES 18 and 19 illustrate vehicle 700, wherein the hub carrier 704 serves as an interconnection between the body 702 and a transverse tie structure 706. This interconnection is accomplished by utilizing a slide rod or pillar 708 that is fixed to hub carrier 704 in an upright orientation.
  • the tie stracture 706 is coupled to a slide collar 710 that closely engages over the slide pillar 708 through the use of a pivot joint or similar means 712 to allow relative angular movement between the tie stracture and the collar 710.
  • swing arms 724 may be interposed between the tie stracture 706 and the body 702 to restrict longitudinal relative movement between the body and the tie structure, as well as carrying part of the weight of the body on the tie structure in a manner similar to several of the embodiments of the present invention described above. It will be appreciated that the interconnection of lines extending upwardly from the diagonal swing arms define the roll center 726 of the body which is elevationally above the center of gravity 728 of the vehicle. As such, in the manner of the other vehicles described above, during cornering body 702 will tilt inwardly toward the center of curvature ofthe curve rather than outwardly in the manner of a traditional vehicle. It is to be understood that the swing arms 724 may be replaced with alternative structures, for example A-arms.
  • this would reduce the bending load that hub canier 740 would have to cany.
  • stracture may limit the amount of travel of springs 714 and 722.
  • Another advantage of this embodiment is the achievement of positive dynamic camber. Positive dynamic camber is achieved because during cornering the tie structure 706 tilts outwardly relative to the curve while the body 702 tilts inwardly into the curve to a greater extent than the outward tilt of the tie stracture. As a result of such tilting of the tie stracture and body, and the interconnection of the body and side rod at ball joint 720 above the roll center, the side rods tilt inwardly into the curve while providing positive dynamic camber. This improves the traction of the vehicle during turning and cornering.
  • FIGURE 20 illustrates another vehicle 742 that utilizes another sliding pillar anangement 744 that serves as a tie stracture.
  • the sliding pillar/tie structure 744 may be integrally constructed with hub carrier 746 to which the vehicle wheel 748 is attached, thus, a separate tie stracture is associated with each vehicle wheel.
  • the vehicle body 750 is supported in part by the lower A-arm assembly 752 that is coupled to a slide collar 754 that closely engages a lower portion ofthe pillar 744 through the use of a pivot joint 756 or similar means to allow relative angular movement between the A-arm 752 and the collar 754.
  • Relatively stiff spring 758 is interposed between the bottom of slide collar 754 and a stop 760 affixed to the lower end of the slide pillar 744.
  • the opposite ends of the A-arm assembly 752 are coupled to the lower portion of body 750 at pivot joints 762 and 764 which allow relative angular movement between the A-arm assembly and the body.
  • the upper portion of body 750 is supported by springs 766 that are relatively softer than springs 758. Such springs engage over the upper portion of sliding pillar 744, with a lower end of the springs supported by a collar stop 768 engaged over a sliding pillar 744.
  • the upper end ofthe softer upper spring 766 presses against the underside of the horizontal arm 770 that extends horizontally outwardly, and is rigidly attached to body 750.
  • a diagonal brace 772 extends upwardly and inwardly from an outer, distal portion of arm 770 to intersect with body 750.
  • the outer end of arm 770 may be attached to a slide collar 774 which allows relative angular motion between the distal end of the arm 770 and the sliding pillar 744. In this instance, the softer spring 766 bears upwardly against the underside ofthe slide collar 774.
  • Upright control members 776 may be interposed between the wheel hub canier
  • Such control members may be in the form of control springs of the type used in other embodiments ofthe present invention, as described above.
  • the hub canier 746 may be inco ⁇ orated into a driven axle to drive the vehicle wheels 748. Such drive may be accomplished through hydraulic motors inco ⁇ orated into the hub caniers or through torque shafts extending through the hub carriers in a manner well known, for example as utilized in the front wheels ofa four- wheel drive vehicle.
  • vehicle 742 is capable of providing the same advantages as provided by the vehicle 700 as described above, including tilting the body 750 inwardly when negotiating a curve, or pitching the body rearwardly when braking.
  • the A-arm assembly 752 can be oriented so that the pitch center of the vehicle as defined by the A-arm assemblies may be at an elevation that is different from the roll center of the vehicle.
  • the A-arm assemblies can be mounted on the vehicle to be adjustable in orientation and position so as to be able to change the location of the pitch and/or roll centers during vehicle operation.
  • the present invention as shown in FIGURE 34 also provides positive dynamic camber to the wheels 748.
  • FIGURES 21 and 22 depict a further sliding pillar system used in conjunction with vehicle 780. As shown in the figures, a double sliding pillar/tie structure is utilized with each of the vehicle wheels 782.
  • the vehicle 780 includes a hub assembly 784 having a wheel hub section 786 and a slider frame section composed of upper diagonal arms 788 that extend upwardly and diagonally outwardly from the central hub section 786.
  • the slider frame section also includes relatively shorter lower am s 790 that extend diagonally downwardly and outwardly from the hub section 786.
  • the distal ends of each of the arms 788 and 790 are in the form of a horizontal pad or boss 791 for supporting the upright pillars 792.
  • the lower ends of the pillars 792 may rest on the upper portion of the conesponding pads 791 of the arms 790, whereas upright clearance openings 794 may be formed in the pads 791 of the arms 788 for reception of the pillars 792 therethrough.
  • the tie structure 796 may be coupled to the pillars 792 in a manner similar to that utilized in the embodiments of the present invention shown in FIGURES 18 and 19.
  • relatively stiff lower springs 798 may be inte ⁇ osed between the underside of slide collars 800 of the tie structure 796 and the upper side of the pads 791 of the lower arms 790.
  • the body 802 of vehicle 780 may be coupled to the pillars 792 in a manner similar to that employed with the embodiment of the present invention shown in FIGURES 18 and 19.
  • upper, relatively softer springs 804 are disposed between the underside of body slide collars 806 and the upper surface of the upper pads 791 located at the distal ends ofthe upper arms 788.
  • the hub assembly 784 is specially designed to be used in conjunction with drive axle 807 connected to wheel drive shaft 808 through the use of universal joint 809.
  • Spaced apart bearings 810 are disposed between the drive axle 808 and the inside diameter of hub section 786 to anti-frictionally support the drive axle in a manner well known in the art.
  • the embodiment of the present invention shown in FIGURES 21 and 22 provide the same advantages as provided in the embodiments shown in FIGURES 18, 19 and 20, including the inward tilt of body 802 and outward tilt of tie structure 796 during cornering as well as the rearward tilt of body 802 and the forward tilt of tie structure 796 during hard braking.
  • FIGURE 23 illustrates a front elevational view of a vehicle 811 in a further embodiment of the present invention, wherein vehicle 811 includes two roller cams 812 rotatably mounted on the outer ends of an axle shaft 814 extending transversely outwardly from a connector bracket 815 located along the sides at the forward and rearward end portions of body 816.
  • the roller cams 812 ride within arcuate sideways or cam grooves 817 formed in the longitudinal tie structure 818L extending along the left-hand side of body 816, shown in FIGURE 23.
  • a right-hand tie structure 818 extends along the right-hand side ofthe body 816.
  • a longitudinal cam roller 820 is mounted on the outer end portion of the stub shaft 822 that extends longitudinally from the connector bracket 815, to engage within a close-fitting follower slot 824 formed in body 816.
  • a connector bracket (not shown) similar to bracket 815, shown in FIGURE 23, is disposed on the laterally opposite side of the body at the front and rear of the body so that a connector stracture is positioned adjacent each comer of the body.
  • FIGURE 24 illustrates a further embodiment of the present invention wherein a vehicle 880 utilizes roller cams to allow the vehicle body 882 to roll relative to an underlying tie stracture 884 when a side force is applied to the vehicle, for example, during cornering.
  • the tie stracture 884 is carried by wheel assemblies 886 through the use of arm assemblies 888.
  • the arm assemblies may be resisted by a relatively torsion bar or linear resistor in a manner described herein.
  • the body 882 may be supported by softer control springs 890 which are mounted on the wheel assemblies 886. The upper ends of the control springs 890 may be coupled to an overhead portion ofthe body 882.
  • An arcuate cam slot 892 is formed in brackets 894 located at the rearward and forward ends of the tie stracture along the sides thereof.
  • the cam slots are sized to receive cam rollers 896 mounted on the body by any convenient means, for example, utilizing stub shafts or axles (not shown).
  • the cam slots 892 and cam rollers 896 are positioned along a circle path 898 so that the cam rollers will smoothly roll within the cam slots without binding up. It will be appreciated that the center ofthe circle path 898 coincides with the roll center 900 of the body 882.
  • the center of gravity 902 of the vehicle is below the roll center, when the vehicle negotiates a comer, the centrifugal force imposed on a vehicle will act through the center of gravity, thereby tending to pivot the body about the roll center. As a consequence, the body will tilt toward the inside of the comer rather than towards the outside as in a typical vehicle. Moreover, as in other vehicles described above, the tie stracture will tilt somewhat toward the outside of the comer (though not to the extent that the body tilts to the inside of the comer) thereby causing the roll center to also move somewhat in an outward direction and preventing the vehicle from jacking about the roll center.
  • the outward ends of the drive axle 1058 are held captive within an upright slide retainer 1060, of a rear slide assembly 1061, which serves the function of a tie structure as described in other embodiments ofthe present invention.
  • the axle 1058 is vertically "centered" in the slide retainer by upper and lower compression springs 1062 and 1064, which also react against upper and lower portions of the slide retainer 1060.
  • Each of the laterally spaced apart slide retainers 1060 are coupled to the rear portion of body 1052 by upper and lower links 1066 and 1068 which are pinned to the upper and lower end portions of the slide retainer, respectively, and also pinned to vertically spaced apart locations on the rear portion ofthe body 1052.
  • FIGURE 27 illustrates a further embodiment ofthe present invention inco ⁇ orated into a semi tractor trailer 1150.
  • the vehicle 1150 includes a tractor 1152 composed of a cab 1154 mounted on a tractor frame 1156 which also serves as a tie stracture of the tractor.
  • the tractor may be supported by conventional front steerable wheels 1158 and rear drive wheels 1160.
  • the cab 1154 may be supported on the tie stracture 1156 by four diagonally disposed links 1162 which may be connected at their upper and lower ends to the cab and tie structure, respectively, by pivot joints, ball joints, universal joints or other types of joints.
  • the links 1162 may be oriented so that if extended in the upper direction the links would intersect at a common point, which common point conesponds to the roll center and pitch center 1164 of the body. As illustrated in FIGURE 23, the roll/pitch center 1164 is at an elevation above the center of gravity 1166 ofthe tractor.
  • the cab 1154 is also supported by adjustable front control members 1168 supported by a front wheel hub assembly 1169 and rear control members 1170, which are supported by an axle frame assembly 1171 which in turn is carried by axle members 1172.
  • a fifth wheel assembly 1173 includes a base portion 1176 that is directly supported by relatively stiff adjustable spring/slider control members 1177 as well as by relatively soft linear control members 1178.
  • a standard plate portion 1179 is supported by the base portion 1176.
  • the spring/slider control members extend upwardly from the tractor tie structure to be pivotally coupled to the underside ofthe fifth wheel base portion near the fore and aft center thereof.
  • the longitudinal force acts on the tractor at the center of gravity, which is at an elevation below the pitch center 1164, thereby tending to cause the rearward portion of the cab to impose a downward force on the tie structure, thereby to maintain significant load on the rear tractor wheels 1160.
  • the tie structure 1156 is allowed to tilt outwardly of the curve somewhat, but not to the extent that the cab tilts inwardly.
  • the roll center is shifting, so it does not serve as the reaction center of the tractor, thereby reducing the roll jacking effect imposed on the tractor then cornering.
  • the tie stracture tilts somewhat in the forward direction, but not nearly to the extent that the cab 1154 tilts in the rearward direction.
  • the pitch center 1164 is shifting so as to reduce the rate of feree transfer through the tractor 1152, thereby reducing the pitch jacking effect imposed on the vehicle.
  • the combined result ofthe rearward tilting of the cab 1154 and the somewhat forward tilting of the tie structure/tractor frame 1156 during hard braking allows for a significant load to be maintained on the rear wheels 1160 without imposing a high pitch jacking effect on the tractor. This can result in quicker and safer braking ofthe tractor 1152.
  • the relatively stiff spring/slider assemblies 1177 and 1192 are angled upwardly and diagonally rearwardly and forwardly, respectively, so that lines extending colinearly of the length of such members would intersect at the pitch center 1196 of the trailer 1196 which is above the center of gravity of the trailer 1198. It will be appreciated that by the foregoing constraction, the trailer 1180, with a load thereon, would function in a manner very similar to the cab 1152 during cornering as well as during braking and accelerating. As a result, a much more stable semi-tractor trailer is achieved than the standard semi-tractor trailers cunently being utilized. Semi trailer 1150 is illustrated and described as having a tractor with a tandem rear axle.
  • the forward and rearward torsion bars 1230 and 1232 are relatively stiff in comparison to the body springs 1220 and 1222. Also, other types of structures can be used in place of torsion bars 1230 and 1232, for example, a crank arm and linear control member as described herein. Also, a dampener can be used in conjunction with connection arm assemblies 1226 and 1228; for example, a dampener similar to that dampener 95 shown in FIGURE 1.
  • the motor 1234 ofthe motorcycle 1201 may be mounted within and supported by the tie structure 1202. The motor can be coupled to the rear wheel 1218 ofthe cycle in a manner well known in the art. Alternatively, an electric motor may be inco ⁇ orated into the rear and/or front wheel hubs to power the motorcycle.
  • the tie structure may be able to continue moving during braking after the shifting ofthe body has ceased.
  • the pitch center 1212 is shifting, thus reducing the rate of force transfer through the cycle during braking, thereby reducing the tendency of the cycle to pivot about its pitch reaction center
  • the torsion bars 1230 and 1232 allow the tie stracture to tilt somewhat downwardly in a rearward direction.
  • the pitch center 1212 does not serve as the pitch reaction center of the cycle.
  • the cycle 1201 is capable of braking and accelerating in a relatively safe manner, especially in comparison with standard, typical motorcycles.
  • the outward end of the piston rods 1291 are pinned to the lower outboard ends ofthe hydraulic sliders 1288.
  • the hydraulic sliders 1288 are oriented so that lines extending colinear thereto intersect at the lateral center of the rail car at an elevation conesponding to the roll center 1292 of the rail car, which is above the center of gravity 1294 of the rail car.
  • the vertical location of the roll center 1292 may be varied as desired, including during actual operation of the rail car.
  • centrifugal force imposed on the vehicle 1450 acts through the center of gravity 1482, which is below the roll center 1480, thereby tending to cause the body 1456 to rotate inwardly during cornering about the roll center.
  • the centrifugal force on the body is transmitted to the wheel assembly 1458 through the roll center 1480 and through the spring/slider assembly 1478, thereby causing compression ofthe spring/slider assembly and thus allowing a certain amount of lateral and downward movement of the body 1456 toward the outside of the curve.
  • orienting the A-arm assemblies in this manner allows the vehicle to pitch about its pitch center during acceleration and braking, but in the opposite direction of a standard vehicle.
  • Relatively soft springs 1524 and 1526 extend between the inward hub portion 1528 of the hub canier/slider assembly 1524 and one or both of the arms of the A-arm assemblies 1508 and 1510. The springs 1524 and 1526 are able to support the inward ends of the A-arm assemblies relative to the slideway 1520 while allowing the A-arm assemblies to move up and down wthin the slideway.
  • the arm structure 1712 can be in the form of an A-arm, a double arm, or a slider arm, or other structure.
  • the pu ⁇ ose of the arm stracture 1712 is to transfer force between the lower portion of the body and the lower end portion of the upright link 1708 as the body pivots or tilts during cornering, as discussed below.
  • a relatively stiff slider assembly 1714 interconnects the tie stracture with an intermediate elevation location on the body.
  • the slider assembly 1714 is connected to the body with the ball joint, pin, or other connection that allows relative angular motion between the slider assembly and the body.
  • the slider assembly 1714 may be coupled to the tie stracture at the same location that the upright link 1708 is coupled to the tie stracture.
  • the links that achieve positive dynamic camber are located at a relatively low elevation with respect to the height of the vehicle, thereby enabling such links to be more readily inco ⁇ orated into the construction of a vehicle.
  • the arm stracture 1712 is well below the roll center of the vehicle, and is also below the center of gravity of the vehicle.
  • the upper link arm 1706 can be connected to various connection locations 1726 on the tie structure, as well as connected to various locations on the upright link 1708, to thereby control the amount of positive camber generated in proportion to the amount of roll ofthe body 1702 relative to roll center 1720.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

Cette invention concerne un système de suspension conçu pour un véhicule (50c) comprenant une carrosserie (52c) et une pluralité d'ensembles support de roues (50c), lequel système de suspension comprend une structure de traverse (60c) intercalée entre la carrosserie et les ensembles support de roues. Un premier système d'interconnexion (68c) relie la structure de traverse aux ensembles support de roues et un deuxième système d'interconnexion (302) relie la structure de traverse à la carrosserie. Le deuxième système d'interconnexion comprend une pluralité de structures d'articulation (304, 320) connectées pivotantes au niveau d'une extrémité à la structure de traverse et connectées pivotantes à la carrosserie au niveau de l'autre extrémité. Ces structures d'articulation sont orientées par rapport à la structure de traverse de façon à s'étendre en direction d'un point commun le long d'un axe longitudinal (33b) de la structure de traverse.
PCT/US2004/042672 2003-12-17 2004-12-17 Vehicule muni d'une carrosserie de securite mobile et basculant vers l'interieur WO2005058620A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112004002483T DE112004002483T5 (de) 2003-12-17 2004-12-17 Fahrzeug mit beweglicher und nach innen kippender Sicherheitskarosserie
GB0614030A GB2424214B (en) 2003-12-17 2006-07-17 Vehicle with movable and inwardly tilting safety body

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US53040003P 2003-12-17 2003-12-17
US60/530,400 2003-12-17

Publications (1)

Publication Number Publication Date
WO2005058620A1 true WO2005058620A1 (fr) 2005-06-30

Family

ID=34700135

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2004/042672 WO2005058620A1 (fr) 2003-12-17 2004-12-17 Vehicule muni d'une carrosserie de securite mobile et basculant vers l'interieur

Country Status (4)

Country Link
CN (1) CN1922042A (fr)
DE (1) DE112004002483T5 (fr)
GB (1) GB2424214B (fr)
WO (1) WO2005058620A1 (fr)

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1944228A1 (fr) * 2005-10-07 2008-07-16 Toyota Jidosha Kabushiki Kaisha Véhicule
US9045015B2 (en) 2013-03-07 2015-06-02 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
US9090281B2 (en) 2013-03-07 2015-07-28 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
US9145168B2 (en) 2013-03-07 2015-09-29 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
US9248857B2 (en) 2013-03-07 2016-02-02 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
US9283989B2 (en) 2013-03-07 2016-03-15 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
CN106274864A (zh) * 2016-08-28 2017-01-04 天津嵩山挂车有限公司 一种带有极限提醒并缓慢制动的轻量化挂车
US9821620B2 (en) 2014-09-01 2017-11-21 Ford Technologies Corporation Method for operating a tilting running gear and an active tilting running gear for a non-rail-borne vehicle
US9845129B2 (en) 2014-08-29 2017-12-19 Ford Global Technologies, Llc Stabilizing arrangement for a tilting running gear of a vehicle and tilting running gear
CN107572007A (zh) * 2017-09-01 2018-01-12 江苏集萃智能制造技术研究所有限公司 一种防止月球车俯仰的机械结构
US9925843B2 (en) 2015-02-24 2018-03-27 Ford Global Technologies, Llc Rear suspension systems for laterally tiltable multitrack vehicles
US10023019B2 (en) 2015-02-24 2018-07-17 Ford Global Technologies, Llc Rear suspension systems with rotary devices for laterally tiltable multitrack vehicles
US10076939B2 (en) 2014-11-26 2018-09-18 Ford Global Technologies, Llc Suspension systems for laterally tiltable multitrack vehicles
CN110254461A (zh) * 2019-07-02 2019-09-20 株洲时代新材料科技股份有限公司 抗侧滚扭杆上的刚度可调的横向弹性止档及刚度调节方法
US11135886B2 (en) 2018-11-22 2021-10-05 Kawasaki Jukogyo Kabushiki Kaisha Vehicle
DE102021125332B3 (de) 2021-09-30 2023-04-20 Schaeffler Technologies AG & Co. KG Antriebs- und Bremssystem für ein Kraftfahrzeug

Families Citing this family (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009048218A1 (de) * 2009-10-05 2011-04-14 Eberhard Wilsmann Kraftfahrzeug mit einer Vorrichtung zur Steuerung des Sturzwinkels der Räder und des Neigungswinkels des Fahrzeugkörpers
DE102009053139A1 (de) * 2009-11-05 2011-05-12 Rehau Ag + Co. Fahrzeug mit aktiv verlagerbarem Batteriekasten
CN102303521B (zh) * 2011-06-28 2014-07-02 上海瑞尔实业有限公司 单宽胎驱动桥用独立悬架
CN102673630A (zh) * 2012-05-14 2012-09-19 浙江工业大学 转向装置
CN103009946B (zh) * 2012-12-21 2015-01-21 徐州燕大传动与控制技术有限公司 全天候轮式焊接工程车
DE112016000022B4 (de) * 2016-02-29 2018-01-04 Komatsu Ltd. Arbeitsfahrzeug
US10464578B2 (en) * 2016-11-14 2019-11-05 Progress Rail Locomotive Inc. Weight shifting mechanism for a powered locomotive bogie
CN106678278B (zh) * 2017-03-28 2019-04-26 新昌县玮康电子科技有限公司 一种防侧翻紧固装置用调节器
FR3065208B1 (fr) * 2017-04-14 2021-04-16 Exotec Solutions Chariot a guidage automatique pour le transport et/ou la manutention d'une charge
CN107116987B (zh) * 2017-05-16 2023-07-21 重庆交通大学 车用主动横向稳定杆
CN107458481B (zh) * 2017-06-29 2023-09-26 南京航空航天大学 一种平衡锥筒式汽车防侧翻装置及方法
CN107878140B (zh) * 2017-10-11 2020-12-08 北汽福田汽车股份有限公司 一种车辆
CN110936781A (zh) * 2019-12-09 2020-03-31 盐城工业职业技术学院 一种适用于拖拉机的多自由度悬架
CN111098961B (zh) * 2019-12-18 2021-04-30 南京航空航天大学金城学院 一种双摇杆防侧倾车辆转向系统及其转向方法
CN213973487U (zh) * 2020-08-30 2021-08-17 深圳市普渡科技有限公司 独立摆臂式悬架的底盘及机器人
CN112441257B (zh) * 2020-11-30 2022-08-23 哈尔滨工业大学 一种星球探测车
CN112959865A (zh) * 2021-03-26 2021-06-15 上海擎朗智能科技有限公司 机器人底盘
CN112829536B (zh) * 2021-04-09 2022-05-20 安徽工程大学 一种具有防侧翻功能的无人驾驶系统

Citations (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR967710A (fr) * 1948-06-11 1950-11-10 Procédé pour combattre la force centrifuge, dans les virages, sur un véhicule à trois ou quatre roues; et châssis oscillant à centre de gravité déplaçable lors des virages
US3089710A (en) * 1958-02-21 1963-05-14 Daimler Benz Ag Mechanism for controlling outward inclination of a vehicle body in curves
FR2400147A1 (fr) * 1977-08-09 1979-03-09 Sardou Max Suspension a modules
US4550926A (en) 1984-03-28 1985-11-05 Macisaac William L Vehicle suspension system
US4573702A (en) * 1982-03-23 1986-03-04 Klem Richard H Anti-pitch suspension
WO1989000512A1 (fr) * 1988-01-20 1989-01-26 Moog Inc. Systeme de suspension de vehicules et son procede d'actionnement
WO1992016387A1 (fr) * 1991-03-14 1992-10-01 Josef Nusser Vehicule avec mecanisme de roulement
US5580089A (en) * 1994-10-11 1996-12-03 Kolka; David B. Vehicle stabilization system and method
US5873586A (en) * 1996-03-04 1999-02-23 Krimmell; John Rocking beam suspension
JPH1178457A (ja) * 1997-09-01 1999-03-23 Toyota Motor Corp 車両用懸架装置
EP0908368A1 (fr) * 1997-10-09 1999-04-14 MOOG GmbH Dispositif d'inclinaison.
GB2344796A (en) * 1998-12-19 2000-06-21 Rover Group Vehicle suspensions
US6113119A (en) * 1997-05-16 2000-09-05 Conception Et Developpement Michelin S.A. Assembly comprising a wheel and a suspension integrated into the wheel
WO2002058949A1 (fr) * 2001-01-23 2002-08-01 Societe De Technologie Michelin Dispositif de suspension d'une roue de vehicule
FR2833233A1 (fr) * 2001-12-12 2003-06-13 Michelin Soc Tech Dispositif de suspension d'une roue

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1191743A (fr) * 1958-03-12 1959-10-21 Daimler Benz Ag Suspension de roue pour véhicules, en particulier pour voitures automobiles
NL129378C (fr) * 1959-12-21
GB1213795A (en) * 1966-12-15 1970-11-25 Norbert Hamy Improvements in vehicle suspension systems

Patent Citations (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR967710A (fr) * 1948-06-11 1950-11-10 Procédé pour combattre la force centrifuge, dans les virages, sur un véhicule à trois ou quatre roues; et châssis oscillant à centre de gravité déplaçable lors des virages
US3089710A (en) * 1958-02-21 1963-05-14 Daimler Benz Ag Mechanism for controlling outward inclination of a vehicle body in curves
FR2400147A1 (fr) * 1977-08-09 1979-03-09 Sardou Max Suspension a modules
US4573702A (en) * 1982-03-23 1986-03-04 Klem Richard H Anti-pitch suspension
US4550926A (en) 1984-03-28 1985-11-05 Macisaac William L Vehicle suspension system
WO1989000512A1 (fr) * 1988-01-20 1989-01-26 Moog Inc. Systeme de suspension de vehicules et son procede d'actionnement
WO1992016387A1 (fr) * 1991-03-14 1992-10-01 Josef Nusser Vehicule avec mecanisme de roulement
US5580089A (en) * 1994-10-11 1996-12-03 Kolka; David B. Vehicle stabilization system and method
US5873586A (en) * 1996-03-04 1999-02-23 Krimmell; John Rocking beam suspension
US6113119A (en) * 1997-05-16 2000-09-05 Conception Et Developpement Michelin S.A. Assembly comprising a wheel and a suspension integrated into the wheel
JPH1178457A (ja) * 1997-09-01 1999-03-23 Toyota Motor Corp 車両用懸架装置
EP0908368A1 (fr) * 1997-10-09 1999-04-14 MOOG GmbH Dispositif d'inclinaison.
GB2344796A (en) * 1998-12-19 2000-06-21 Rover Group Vehicle suspensions
WO2002058949A1 (fr) * 2001-01-23 2002-08-01 Societe De Technologie Michelin Dispositif de suspension d'une roue de vehicule
FR2833233A1 (fr) * 2001-12-12 2003-06-13 Michelin Soc Tech Dispositif de suspension d'une roue

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 1999, no. 08 30 June 1999 (1999-06-30) *

Cited By (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1944228A1 (fr) * 2005-10-07 2008-07-16 Toyota Jidosha Kabushiki Kaisha Véhicule
EP1944228A4 (fr) * 2005-10-07 2009-11-04 Toyota Motor Co Ltd Véhicule
US8050820B2 (en) 2005-10-07 2011-11-01 Toyota Jidosha Kabushiki Kaisha Vehicle
US9045015B2 (en) 2013-03-07 2015-06-02 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
US9090281B2 (en) 2013-03-07 2015-07-28 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
US9145168B2 (en) 2013-03-07 2015-09-29 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
US9248857B2 (en) 2013-03-07 2016-02-02 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
US9283989B2 (en) 2013-03-07 2016-03-15 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
US9845129B2 (en) 2014-08-29 2017-12-19 Ford Global Technologies, Llc Stabilizing arrangement for a tilting running gear of a vehicle and tilting running gear
US9821620B2 (en) 2014-09-01 2017-11-21 Ford Technologies Corporation Method for operating a tilting running gear and an active tilting running gear for a non-rail-borne vehicle
US10076939B2 (en) 2014-11-26 2018-09-18 Ford Global Technologies, Llc Suspension systems for laterally tiltable multitrack vehicles
US9925843B2 (en) 2015-02-24 2018-03-27 Ford Global Technologies, Llc Rear suspension systems for laterally tiltable multitrack vehicles
US10023019B2 (en) 2015-02-24 2018-07-17 Ford Global Technologies, Llc Rear suspension systems with rotary devices for laterally tiltable multitrack vehicles
CN106274864A (zh) * 2016-08-28 2017-01-04 天津嵩山挂车有限公司 一种带有极限提醒并缓慢制动的轻量化挂车
CN107572007A (zh) * 2017-09-01 2018-01-12 江苏集萃智能制造技术研究所有限公司 一种防止月球车俯仰的机械结构
CN107572007B (zh) * 2017-09-01 2023-11-10 江苏集萃智能制造技术研究所有限公司 一种防止月球车俯仰的机械结构
US11135886B2 (en) 2018-11-22 2021-10-05 Kawasaki Jukogyo Kabushiki Kaisha Vehicle
EP3656587B1 (fr) * 2018-11-22 2022-06-01 Kawasaki Jukogyo Kabushiki Kaisha Véhicule
CN110254461A (zh) * 2019-07-02 2019-09-20 株洲时代新材料科技股份有限公司 抗侧滚扭杆上的刚度可调的横向弹性止档及刚度调节方法
CN110254461B (zh) * 2019-07-02 2024-04-05 株洲时代新材料科技股份有限公司 抗侧滚扭杆上的刚度可调的横向弹性止档及刚度调节方法
DE102021125332B3 (de) 2021-09-30 2023-04-20 Schaeffler Technologies AG & Co. KG Antriebs- und Bremssystem für ein Kraftfahrzeug

Also Published As

Publication number Publication date
CN1922042A (zh) 2007-02-28
GB2424214B (en) 2007-06-13
DE112004002483T5 (de) 2006-10-26
GB2424214A (en) 2006-09-20
GB0614030D0 (en) 2006-08-30

Similar Documents

Publication Publication Date Title
US7377522B2 (en) Vehicle with movable and inwardly tilting safety body
WO2005058620A1 (fr) Vehicule muni d'une carrosserie de securite mobile et basculant vers l'interieur
EP3241691B1 (fr) Module de suspension comportant un ensemble de chassis auxiliaire
EP0439476B1 (fr) Systeme de suspension pour vehicules
US6719313B2 (en) Steering controlled anti-roll automobile suspension
JP6084968B2 (ja) 車両
US5845918A (en) All terrain vehicle with semi-independent rear suspension
EP0163382A1 (fr) Système de suspension de véhicule
EP3705321B1 (fr) Système de suspension
WO2022081613A1 (fr) Système de suspension
US11571939B2 (en) Suspension system
CN210149098U (zh) 一种用于电动车的后悬架系统
GB2279047A (en) Banking suspension
EP3708467B1 (fr) Ensemble ayant un module de plaque de protection
WO2001015919A1 (fr) Suspension independante decalee
US6676160B2 (en) Rear frame rail that incorporates leaf spring clearance zone
WO1999047372A1 (fr) Suspension et systeme de commande pour un vehicule s'inclinant
JPH05162518A (ja) 車両のサスペンション装置
GB2607124A (en) Pneumatic actuator for shock absorbing suspension retraction
Pal et al. Optimized Suspension Design of an Off-Road Vehicle
CN218662013U (zh) 底盘轮端模块和具有其的车辆
CN218858097U (zh) 基于滑板底盘的主动悬架系统和车辆
KR100412712B1 (ko) 듀얼 어퍼아암을 갖는 후륜 멀티 서스펜션
JP2024504415A (ja) 小型車両サスペンションシステム
EP1527912B1 (fr) Suspension à essieu rigide pour un véhicule, notamment véhicule utilitaire

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): 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
DPEN Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed from 20040101)
WWE Wipo information: entry into national phase

Ref document number: 1120040024838

Country of ref document: DE

WWE Wipo information: entry into national phase

Ref document number: 0614030.5

Country of ref document: GB

Ref document number: 0614030

Country of ref document: GB

WWE Wipo information: entry into national phase

Ref document number: 200480041769.2

Country of ref document: CN

122 Ep: pct application non-entry in european phase