WO2011036274A1 - Système de suspension - Google Patents

Système de suspension Download PDF

Info

Publication number
WO2011036274A1
WO2011036274A1 PCT/EP2010/064188 EP2010064188W WO2011036274A1 WO 2011036274 A1 WO2011036274 A1 WO 2011036274A1 EP 2010064188 W EP2010064188 W EP 2010064188W WO 2011036274 A1 WO2011036274 A1 WO 2011036274A1
Authority
WO
WIPO (PCT)
Prior art keywords
suspension system
arm
chassis
trailing arm
suspension
Prior art date
Application number
PCT/EP2010/064188
Other languages
English (en)
Inventor
Eanna Pronsias Timoney
Original Assignee
Technology Investments Limited
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 Technology Investments Limited filed Critical Technology Investments Limited
Publication of WO2011036274A1 publication Critical patent/WO2011036274A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/02—Resilient suspensions for a single wheel with a single pivoted arm
    • B60G3/12—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle
    • B60G3/14—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle the arm being rigid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/422—Driving wheels or live axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/46—Indexing codes relating to the wheels in the suspensions camber angle
    • 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
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/129—Damper mount on wheel suspension or knuckle
    • 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
    • B60G2204/143—Mounting of suspension arms on the vehicle body or chassis
    • 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
    • B60G2204/19—Mounting of transmission differential
    • 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
    • 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
    • B60G2206/10—Constructional features of arms
    • B60G2206/124—Constructional features of arms the arm having triangular or Y-shape, e.g. wishbone
    • 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
    • B60G2206/10—Constructional features of arms
    • B60G2206/16—Constructional features of arms the arm having a U profile and/or made of a plate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/02—Trucks; Load vehicles
    • B60G2300/026—Heavy duty trucks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/14—Buses

Definitions

  • This invention relates to a suspension system.
  • the invention particularly relates to a truck rear driven suspension system suitable for twin road wheels, and primarily to vehicles having a rear axle weight of 15,000 lbs (6,800 kg) upwards, typically class 6, 7 and 8 trucks, tour and intercity buses and large recreational vehicles.
  • Conventional truck rear suspensions typically comprise a beam axle and twin road wheels and tyres.
  • Such beam axle suspension systems are generally chosen because of the space constrains which arise from the legislated maximum width of such trucks of approximately 2,500 mm.
  • Chassis rail spacing is also relatively standardised at approximately 850 mm.
  • the distance between the inside of the twin tyres and the outside of the chassis rail is in the order of only 200 mm. This provides a very small space in which to accommodate the necessary mechanisms of a suspension system.
  • the present invention is directed towards providing an improved suspension system which gives improved performance while at the same time is able to operate in such a confined mounting space.
  • a suspension system for mounting twin road wheels on a vehicle chassis characterised in that the suspension system is an independent suspension system comprising a trailing arm, or a semi-trailing arm on which the twin road wheels are mounted, said road wheels being mounted at a lower end of the arm, and a pivot assembly for pivotally mounting the arm on the vehicle chassis being provided at an upper end of the arm.
  • a pivot axis of the pivot assembly of the arm is angled positively or negatively relative to a transverse axis of the chassis in a horizontal plane.
  • the pivot axis of the pivot assembly of the arm is angled positively or negatively relative to the horizontal in a vertical plane.
  • the pivot assembly of the arm is mounted flexibly on the chassis allowing the pivot axis of the pivot assembly to angulate in the horizontal and vertical planes as a function of the load imposed on the wheels.
  • the trailing arm is torsionally flexible allowing it to deform angularly under load inducing camber change in the wheels.
  • the trailing arm is of U-section. Conveniently a spring and associated damper unit is nested within the arm.
  • the trailing arm is of two part construction, namely an upper part for mounting on the chassis and a lower part on which the wheels are mounted, the lower part being attached to the upper part by a swivel connector allowing the lower part to swivel relative to the chassis mounted upper part to allow the wheel equalise tyre loads thus maintaining a generally vertical orientation to the ground throughout the suspension stroke.
  • means is provided for restraining the relative swivelling movement of the two parts of the trailing arm - for example bonded rubber compounds or rubber parts in compression.
  • the road wheels have a drive system comprising a hub reduction gear system, universally jointed propshafts and a differential gearbox mounted to chassis rails of the vehicle.
  • system in another embodiment includes a drive comprising an electric motor mounted either in the hub or on the chassis.
  • hub is a non reduction direct drive type.
  • Fig. 1 is an underneath plan view of a vehicle suspension system according to the invention
  • Fig. 2 is an elevational view of the suspension system of Fig.1 ;
  • Fig. 3 is an underneath plan view of another suspension system;
  • Fig. 4 is a plan view of the suspension system of Fig.3;
  • Fig. 5 is an elevational view of the suspension system of Fig.3.
  • the suspension system 1 includes a pair of trailing arms 2 each having twin driven road wheels 3 mounted at an outer end 4 thereof.
  • An upper inner end 5 of each trailing arm 2 is rotatably mounted by a pivot assembly 6 to a mounting bracket 7.
  • This mounting bracket 7 is in use mounted to an underside of chassis rails 8 of a vehicle.
  • the pivot assembly 6 allows the trailing arm 2 to swing in a generally vertical plane.
  • the suspension trailing arm 2 is an open generally U-section member which envelops a spring 10 and associated damper unit 11 which are nested within the arm 2, as can be best seen in Fig. 2.
  • the invention is not limited to this specific trailing arm 2 configuration, however, an open section as illustrated has advantages for the purposes of the invention as it permits a designer to design an arm strong in resisting loading in the vertical plane, yet suitable for providing the required amount of torsional flexibility to achieve the desired control of camber change characteristics which is an object of the invention.
  • a hub assembly 12 mounted at the outer end 4 of each trailing arm 2 is offset from the centre line of the trailing arm 2 in the horizontal plane as best seen in Fig. 1. It will be apparent that as the load on the tyres 3 is increased an increasing torsional moment is imposed on the trailing arm 2 such as to cause an increasing negative camber of the wheels 3 relative to the chassis 8.
  • the pivot assembly 6 for each arm 2 comprises a set of bearings 16 supporting pivot pins which engage upper forked ends of the arm 2 for pivoting about a pivot axis 15.
  • the pivot axis 15 of bearings 16 of the pivot assembly 6 is angled in the horizontal plane relative to a transverse axis 17 of the chassis 8.
  • the angle is +13°, but for the purposes of this invention it may be at any chosen angle positively or negatively in relation to the chassis axis depending on the precise geometrical suspension characteristics the designer wishes to achieve in any particular application.
  • the angulation of the bearing axis relative to the chassis axis in this case +13° is such as to create increasing negative camber of the wheel relative to the chassis as the wheel moves from rebound to bump. If a negative bearing axis angle relative to the chassis is chosen, the wheel develops a positive camber relative to the chassis as the wheel moves from rebound to full bump.
  • the trailing arm 2 bearing axis 15 is positioned horizontally in the elevational view.
  • the camber change from rebound to bump can be arranged to be positive or negative to varying degrees depending on the amount of angulation.
  • this invention enables a designer to optimise the camber change of the twin tyred road wheel independent suspension to most closely match the design and performance specifications of the vehicle.
  • the trailing arm bearings 16 may be fitted on flexible mountings, the stiffness of which is so designed as to permit the bearing axis 15 to adopt varying angles in both the vertical and horizontal planes as a function of increasing load to further optimise the camber angle change with the increasing wheel load, thus permitting different relatively camber change to be achieved in the roll and the bounce modes.
  • a differential gearbox 20 mounted to the chassis rails 8 with universally jointed propshafts 21 connected to a hub reduction gear system.
  • Fig.'s 3 to 5 there is shown another suspension system according to a second embodiment of the invention, indicated generally by the reference numeral 30. Parts similar to those described previously are assigned the same reference numerals.
  • a two part trailing arm 32 comprising an upper or inner part 33 pivotally mounted on the chassis 8 to swing the trailing arm 32 in a generally vertical plane and an outer part 34 connected to the inner part 33 by a rotatable joint 35 whose axis is parallel to the centre line of the arm axis and passing through the wheel hub 12 axis centrally between the tyre/wheel assemblies.
  • this rotatable joint 35 the wheel 3 is permitted to angulate in camber mode and remain perpendicular to the ground throughout the suspension movement as a function of the balancing of the equal vertical forces on the two tyres.
  • This rotation may be free using a suitable bearing or restricted as for example by using a bonded rubber or other such synthetic compound in sheer or compression between the two rotating surfaces.
  • the present invention resolves the compromises necessary between packaging constraints and relative camber changes in bump and role modes.
  • the suspension of the invention comprises a trailing arm in which the rotational axis of the arm may be at right angles to the chassis or in some cases at either a positive or negative angle to the chassis in the horizontal plane.
  • the ninety degree geometry is designated a trailing arm whilst the other positive or negative angled arms are designated semi trailing arms.
  • the present invention provides a rear driven twin wheel suspension system which is able to package the differential, propshafts, universal joints, brakes and twin wheels within the width constraint whilst still controlling camber change within acceptable limits for a high speed on highway commercial truck or bus. It is widely accepted in the truck industry that independent suspension provides superior performance. It is also widely accepted that an independent rear suspension would confer more benefit than an independent front suspension. Whilst independent front suspensions are now commonly used, especially in buses, there is as yet no twin wheel, driven independent rear suspensions on the market for these types of heavy vehicle, despite the known benefits. It is evident from this fact alone that there are inherent difficulties associated with the application and installation of twin wheel, driven, independent rear suspension to highway trucks and buses. These technical difficulties have now been overcome by the present invention.

Landscapes

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

Abstract

La présente invention concerne un système de suspension indépendant (1) pour le montage de roues motrices porteuses jumelées (3) sur un véhicule (8). Le système de suspension (1) comporte un bras d'articulation (2) sur lequel sont montées les roues porteuses jumelées (3). Les roues porteuses (3) sont montées à une extrémité inférieure (4) du bras (2). Un ensemble de pivotement (6) pour le montage pivotant du bras (2) sur le châssis du véhicule (8) est prévu à une extrémité supérieure (5) du bras (2).
PCT/EP2010/064188 2009-09-24 2010-09-24 Système de suspension WO2011036274A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IES2009/0741 2009-09-24
IES20090741 2009-09-24

Publications (1)

Publication Number Publication Date
WO2011036274A1 true WO2011036274A1 (fr) 2011-03-31

Family

ID=43416966

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2010/064188 WO2011036274A1 (fr) 2009-09-24 2010-09-24 Système de suspension

Country Status (2)

Country Link
IE (1) IE86170B1 (fr)
WO (1) WO2011036274A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202016103196U1 (de) 2016-06-02 2016-07-06 Ford Global Technologies, Llc Zweiteilige Radaufhängungseinheit
DE102016209689A1 (de) 2016-06-02 2017-12-07 Ford Global Technologies, Llc Zweiteilige Radaufhängungseinheit
DE102016209691A1 (de) 2016-06-02 2017-12-07 Ford Global Technologies, Llc Zweiteilige Radaufhängungseinheit
JP2022147151A (ja) * 2021-03-23 2022-10-06 本田技研工業株式会社 サスペンション構造

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3773348A (en) * 1972-05-08 1973-11-20 Peerless Mfg Co Vehicle suspension assembly
US6086076A (en) * 1995-03-31 2000-07-11 Bhp Coal Pty Ltd. Large dump truck suspension
EP1348587A2 (fr) * 2002-03-27 2003-10-01 ArvinMeritor Technology, LLC Système de suspension pour un véhicule à plancher rabaissé
US20050253352A1 (en) * 2004-05-14 2005-11-17 Ziech James F Semi-trailing arm high cube rear suspension

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3773348A (en) * 1972-05-08 1973-11-20 Peerless Mfg Co Vehicle suspension assembly
US6086076A (en) * 1995-03-31 2000-07-11 Bhp Coal Pty Ltd. Large dump truck suspension
EP1348587A2 (fr) * 2002-03-27 2003-10-01 ArvinMeritor Technology, LLC Système de suspension pour un véhicule à plancher rabaissé
US20050253352A1 (en) * 2004-05-14 2005-11-17 Ziech James F Semi-trailing arm high cube rear suspension

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202016103196U1 (de) 2016-06-02 2016-07-06 Ford Global Technologies, Llc Zweiteilige Radaufhängungseinheit
DE102016209689A1 (de) 2016-06-02 2017-12-07 Ford Global Technologies, Llc Zweiteilige Radaufhängungseinheit
DE102016209691A1 (de) 2016-06-02 2017-12-07 Ford Global Technologies, Llc Zweiteilige Radaufhängungseinheit
DE102016209689B4 (de) 2016-06-02 2024-05-29 Ford Global Technologies, Llc Zweiteilige Radaufhängungseinheit
JP2022147151A (ja) * 2021-03-23 2022-10-06 本田技研工業株式会社 サスペンション構造

Also Published As

Publication number Publication date
IE86170B1 (en) 2013-04-10
IE20100618A1 (en) 2011-04-13

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