WO2019240707A2

WO2019240707A2 - An innovation in vehicle suspension systems

Info

Publication number: WO2019240707A2
Application number: PCT/TR2019/050046
Authority: WO
Inventors: Rahman SIMSEK
Original assignee: Simsek Rahman
Priority date: 2018-02-06
Filing date: 2019-01-22
Publication date: 2019-12-19
Also published as: WO2019240707A3

Abstract

Our invention relates to a system for absorption upward and downward bumping of the vehicles in the potholes and bumps by means of their specially designed components, in principle, utilizing a type of lever mechanism for the car bodies to swing (to be springed) at a minimum or negligible level.

Description

AN INNOVATION IN VEHICLE SUSPENSION SYSTEMS

TECHNICAL FIELD

Our invention relates to a system for absorption upward and downward bumping of the vehicles in the potholes and bumps by means of their specially designed components, in principle, utilizing a type of lever mechanism for the car bodies to swing vertically (to be springed) at a minimum or negligible level. PRIOR ART

Suspension system allows the connection of the wheels to the vehicle. The suspension consists of front and rear suspension systems. The connection elements used in the front and rear suspension can be different.

The road handling capability of the vehicle is very important to ensure driving safety. The suspension system carries the weight of the car and allows the tires to grip the road. The active safety, stability and comfort of the vehicle depend on the healthy operation of the suspension system. The suspension system placed between the vehicle body and the wheels is designed to absorb the vibrations caused by the structure of the road.

Suspension systems comprise of shock absorbers, springs (coil springs, leaf springs, torsion bar springs and hydraulic-pneumatic springs, etc.), stabilizer rod and connecting elements. If the wheels are connected to each other over the axle, they are called fixed suspension, and if the wheels are capable of independent springing, they are called free suspension systems. Active (electronically controlled) suspension systems are also available.

The vehicle mass affects the axon in the connections in which the vehicle traction runs over the spring. In the fixed suspension systems without traction, it affects the wheels and then the road through the hub or the axle head connected to the axle or wishbone. The shock absorber controls the oscillation number and height while trying to brake the oscillations of the springs that start to squeeze and open via the vehicle mass through the bumps. In today's vehicles, the lower end of the axon is mounted on the lower swing arm via the ball joint (spherical joint), while the upper end is connected to the shock absorber body. The swing arm is connected to the traverse in the direction of the vehicle axis (parallel). On the bumps, the ball joint at the swing arm end makes the downward and upward displacement movement on the spring which has its center on the swingarm cartridges (bearing). As long as the contact of the wheel with the road continues, the mass of the vehicle will spring (downward and upward displacement movement) on the spring. When the steering wheel is turned to the right or left, the front wheels draw an arc around the axis passing which pass through the ball joint and through the shock absorber ball.

Wheels without traction are mounted on the hub. The hub is connected to the vehicle chassis through the axle or swing arm. Axle and swingarm flares are placed perpendicular to the vehicle axis or at close angles. The axle and swing arm are rotatably mounted on the flare-centered spring. The axle or swing arm under the vehicle mass is places parallel to the horizontal or in a close angle to parallel.

In terms of comfort, it is not desirable to change the distance of the vehicle to the road during the springing. Comfort increases due to the damping efficiency of the suspension system.

The moving wheel tends to shift backwards (in the direction parallel to the vehicle axis) as a result of the impact it receives while passing through the bumps. However, the existing connection forms do not allow this movement. For this reason, the suspension connection elements are under the influence of a harder force. The incoming impact is transmitted to the body via the connection points of the connection elements to the chassis. Existing systems effectively dampen the forces in the vertical direction, but do not have the same effect in damping the forces acting in the horizontal direction. The forces acting in the horizontal direction tend to drag the swing arm backwards by breaking the swing flares. Against these forces, rubber wedges and rubber bushings are used and they can make very weak damping.

Magnetic suspension systems between the wheel and the vehicle body may not cause changes in the vehicle body when the impacts from the road are absorbed. From the outside, the vehicle body appears to have never passed over the bump. Vehicle bodies with a normal suspension system, follow the moving suspension system while passing over the bumps. Therefore, level differences occur in the vehicle body according to the straight road driving. Magnetic suspension systems that are managed by the electronic control unit (ECU) are developed for the body of the car that is not affected by the bumps. BRIEF DESCRIPTION OF THE INVENTION

Our invention is about a system for damping upward and downward movement of vehicles for a minimum or negligible level of springing of the vehicle body in the bumps and potholes by means of lever carrier, lever joint, lever fork and lever bar parts in a specially designed form, in principle of a lever mechanism,.

LIST OF FIGURES

Figure 1. Mounted View with Shock Absorber

Figure 2. Mounted View with Shock Absorber

Figure 3. Mounted View with Shock Absorber

Figure 4. Shock Absorber Body

Figure 5. Shock Absorber Shaft

Figure 6. Upper Ball

Figure 7. Lever Fork

Figure 8. Lever Bar

Figure 9. Lever Joint

Figure 10. Lever Carrier

Figure 11. Mounted View without Shock Absorber

Figure 12. Mounted View without Shock Absorber

Figure 13. Mounted View without Shock Absorber

Figure 14. Axon

Figure 15. Spring Shaft

Figure 16. Lower Suspension Arm

Figure 17. Upper Suspension Arm

Figure 18. Slide Lug

Equivalents of the number given in the figures:

1. Shock Absorber Body

2. Shock Absorber Shaft

3. Spring Shaft

4. Axon

5. Lever Carrier

6. Lever Joint

7. Lever Fork 8. Lever Bar

9. Upper Ball

10. Lower Suspension Arm

11. Upper Suspension Arm

12. Suspension Arm Motor

13. Fixed Ball

14. Slide Lugs

15. Suspension Arm Joint

16. Lower Spring Plate

17. Upper Spring Plate

DETAILED DESCRIPTION OF THE INVENTION

In our invention, a type of leverage mechanism is utilized in principle to provide a minimum or negligible springing of the vehicle body in the bumps. Both ends of the shock absorber shaft (2) comes out from the shock absorber body (1 ) that is passing through the center of it which is in a one-piece structure and comprises an upper spring. The upper end of the shock absorber shaft (2) is mounted on the lever fork (7) through the upper sphere (9) so that it can move freely. The lower end of the shaft is connected to at least one of the axons, pylons, swing arms and similar parts, which can follow the movements of the wheel directly or indirectly. In Figure 1 , Figure 2 and Figure 3, a view of the lower end of the shaft connected to the axon piece is given which are not describing any restrictions and for only exemplary purposes. The length of the shock absorber shaft (2) also limits the maximum opening of the suspension spring. On the shock absorber shaft (2), the shock absorber piston is located. This piston permits the hydraulic oil to be displaced between the lower and upper chambers of the piston with the oil passage holes and / or valves on it by showing resistance. This type of operation absorbs the oscillations of the suspension spring in a short time.

The lower end of the lever bar (8) is connected to at least one of the parts like axons, piers, swing arms, so that it can move freely and follow the wheel movements directly or indirectly. The upper end of the lever bar (8) is connected to the lever fork (7) by means of at least one of the free rotating or axis centered rotating bearing methods. One end of the lever fork (7) is connected to the lever joint (6) by means of being rotatable around its own an axis or freely rotatable. The other end of the lever joint (6) is freely rotatably mounted on the lever carrier (5) which is a sliding or rolling bearing. The lever carrier (5) is also mounted to at least one of the vehicle body and the suspension carrying parts.

In the bumps, the shock absorber shaft (2) and the lever bar (8) move upwards while the suspension spring is squeezed upwards. In this type of operation, the vehicle body and the lever carrier (5) act as a fixed point for a short time and do not move. During this compression, the energy stored in the spring will begin to push the vehicle body and the lever carrier (5) upwardly through the wheel. Since the shock absorber shaft (2) and the lever bar (8) follow the movements of the wheel which is acting as a fixed point, they won’t allow the squeezed spring to be opened. This is because the squeezed spring will not only force the vehicle body but also force the lever carrier (5) to move upwardly which is mounted on it. During this, the upper end of the shock absorber shaft (2) acts as a fixed point, the lever joint (6) will remain in a fairly fixed position since there will be no change of position on the lever bar (8). The system which does not allow upward displacement in the vehicle body will provide the shock absorber spring to remain in a squeezed position. Due to the freedom of connection of the lever mechanism, there may be a small displacement during the usage. However, this displacement level is negligible. As the wheel following the road returns to the straight-ahead position, the shock absorber shaft (2) and the lever bar (8) acting under the effect of the squeezed spring will start to move downwards. During this displacement, the lever carrier (5) will act as a fixed point. Under all these operating conditions the vehicle body will remain very stable.

When the wheel falls into the pothole, the shock absorber shaft (2) and the lever bar (8) move downwards while the suspension spring starts to open. In this operating type, the vehicle body and the lever carrier (5) do not move for a short time while acting as a fixed point. During this opening, the stored energy from the vehicle mass in the spring will begin to push the wheel downwards through the vehicle body and the lever carrier (5). Since the shock absorber shaft (2) and the lever bar (8) follow the movements of the wheel that is acting as a fixed point, they won’t let the opened spring to be squeezed by the vehicle mass. Because while the upper end of the shock absorber shaft (2) acts as a fixed point, the lever joint (6) will remain in a fairly constant position since there will be no change in position on the lever bar (8). The system, which does not allow downward displacement in the vehicle body, will provide the shock absorber spring to remain in the open position. In the system subject to our invention, the shock absorber structure have some differences. Compared to existing shock absorbers, the shock absorber shaft (2) comes out from both sides of the body (top and bottom). The shock absorber structure and the lever mechanism in this system can also be used in existing suspension systems.

In the system, the shock absorber may be removed so that the spring can be opened and squeezed more quickly. In other words, the spring that can be opened and squeezed more quickly with the non-absorber structure can make the lever mechanism more effective. In this type of suspension structure, only the spring shaft (14) is connected between the end ports of the shock absorber shaft.

Since the shock absorber is not used in the structure, there is no piston on the spring shaft (3) used instead of the shock absorber shaft (2). The system without a shock absorber mounted to the lever fork (7) through the upper sphere (9) in a way that it can move freely wherein the spring shaft (3) passes through the center of the spring and both ends of it come out from the spring. And the upper end of the spring shaft (3) is out of the upper spring plate (17).

The lower end of the shock absorber shaft (2), the spring shaft (3) and the lever bar (8) are in a spherical form and are mounted to the spherical connection parts on the axon (4) so that they can move freely. The lower suspension arm (10) and the upper suspension arm (11 ) are machined in a spherical form and are fixed to a fixed ball (13) machined in a spherical form. On the outer surface of the fixed ball (13) there are oppositely oriented slide lug (14) grooves. The suspension arm motor (12) is rotatably connected to the fixed ball (13) through the slide lugs (14) running inside the mentioned grooves. The suspension arm motors (12) follow swing movements. The suspension arm motors (12) are rotatably connected to the slide lugs (14). There are gears on top of the lower suspension arm (10) and the upper suspension arm (11 ) so they are able to take rotation from the motor. The movement transmission from the suspension arm motor (12) to the suspension arms is accomplished by at least one of the detachable connecting elements such as wedges, pins, gears and the like. Since the swings are rotatable from the top connection points, the wheels have maneuverability up to 90° when changing the axle distance. The distance between the two wheels does not change during the springs formed in the positions where the motors extend the axle distance by turning the suspension arms. The suspension arm motor (12) can be controlled manually by the driver or by an electronic control unit (ECU). The two suspension arms are connected to each other by the suspension arm joint (15). This joint connection ensures that two swing movements are in the same plane.

Claims

1. A vehicle suspension system characterized in that comprising

- a shock absorber shaft (2) which has its both ends comes out from the shock absorber body (1 ) and passes through the center of it,

- A lever fork (7) where the upper end of the shock absorber shaft (2) is mounted through the upper sphere (9) so that it can move freely,

- A lever bar (8) its lower end connected to at least one of the parts axons, a lower suspension arm (10), an upper suspension arm (11 ) or the like so that it can move freely and follow the wheel movements directly or indirectly, its upper end connected to the lever fork (7) by means of at least one of the free rotating or axis centered rotating bearing methods and its lower end connected to the axon by means of being rotatable,

- A lever joint (6) where the one end of the lever fork (7) is connected by means of being rotatable around its own an axis or freely rotatable,

- A lever carrier (5) mounted to at least one of the vehicle body and the suspension carrying parts where the other end of the lever joint (6) is freely rotatably mounted.

2. The shock absorber shaft (2) of Claim 1 , characterized in that its lower end is in a spherical and threaded form which provides being mounted on the lower spring plate by being threaded in a way that it can move freely on the spherical connection parts on the axon (4) and an upper end provides to be mounted on the lever fork (7) through the upper sphere (9).

3. The lever bar (8) of Claim 1 , characterized in that comprising a lower end in a spherical form which enables to be mounted on the spherical formed connection parts on the axon (4) to move freely.

4. The fixed ball (13) of Claim 1 , characterized in that;

- the upper ends of the lower suspension arm (10) and the upper suspension arm (11 ) are mounted,

- further comprises oppositely oriented slide lug (14) grooves on its outer surface,

- further comprises a suspension arm motor (12) is rotatably connected through the slide lugs (14) running inside the mentioned grooves, - being machined in a spherical form.

5. A vehicle suspension system characterized in that comprising

- a spring shaft (3) which has its both ends comes out from the spring body and passes through the center of it,

- A lever fork (7) where the upper end of the spring shaft (3) comes out from the upper spring table (17) and mounted through the upper sphere (9) so that it can move freely,

- A lever bar (8) that its lower end connected to at least one of the parts axons, a lower suspension arm (10), an upper suspension arm (11 ) or the like by means of being threaded to the lower spring plate so that it can move freely and follow the wheel movements directly or indirectly, its upper end connected to the lever fork (7) by means of at least one of the free rotating or axis centered rotating bearing methods and its lower end connected to the axon by means of being rotatable,

6. The spring shaft (3) of Claim 1 , characterized in that its lower end is in a spherical and threaded form which provides being mounted on the lower spring plate by being threaded in a way that it can move freely on the spherical connection parts on the axon (4) and an upper end provides to be mounted on the lever fork (7) through the upper sphere (9).