WO2021156642A1 - Device of a pair of concentric torsion bars for achieving of interconnection of four-wheeled vehicle wheels suspensions - Google Patents

Device of a pair of concentric torsion bars for achieving of interconnection of four-wheeled vehicle wheels suspensions Download PDF

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Publication number
WO2021156642A1
WO2021156642A1 PCT/GR2021/000010 GR2021000010W WO2021156642A1 WO 2021156642 A1 WO2021156642 A1 WO 2021156642A1 GR 2021000010 W GR2021000010 W GR 2021000010W WO 2021156642 A1 WO2021156642 A1 WO 2021156642A1
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WO
WIPO (PCT)
Prior art keywords
interconnection
torsion bars
concentric
achieving
pair
Prior art date
Application number
PCT/GR2021/000010
Other languages
French (fr)
Inventor
Dimitrios Korres
Original Assignee
Dimitrios Korres
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 Dimitrios Korres filed Critical Dimitrios Korres
Publication of WO2021156642A1 publication Critical patent/WO2021156642A1/en

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Classifications

    • 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
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/18—Resilient suspensions characterised by arrangement, location or kind of springs having torsion-bar springs only
    • B60G11/181—Resilient suspensions characterised by arrangement, location or kind of springs having torsion-bar springs only arranged in a plane parallel to the longitudinal axis of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/025—Spring characteristics, e.g. mechanical springs and mechanical adjusting means the mechanical spring being a torsion spring
    • 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
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/045—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on different axles on the same side of the vehicle, i.e. the left or the right side
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/13—Torsion spring
    • B60G2202/132—Torsion spring comprising a longitudinal torsion bar and/or tube
    • 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
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/81—Interactive suspensions; arrangement affecting more than one suspension unit front and rear unit
    • 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
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/82—Interactive suspensions; arrangement affecting more than one suspension unit left and right unit on same axle
    • 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
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/83—Type of interconnection
    • B60G2204/8302—Mechanical

Definitions

  • the present invention relates to a device of a pair of concentric torsion bars and to the means of achieving an interconnection of four-wheeled vehicle wheels suspensions in a selected known interconnection combination, namely that of opposite lateral and same-direction diagonal, which is characterized in that for this interconnection, a pair of concentric torsion bars is used placed along the floor of the vehicle, so that its application is compatible with the modern way of production of four-wheeled vehicles.
  • the interconnection devices can also be divided into the following categories based on the positions of the wheels that interact and on whether the influence is a same-direction one or opposite, i.e. if the movement of one wheel in relation to the chassis of the vehicle, seeks the movement of another wheel in the same or in the opposite direction:
  • transverse same-direction interconnections i.e. in those that are applied to the wheels of the same axle and seek the same-direction movement between them in relation to the chassis. As a result, these devices reduce twist, do not affect the pitch and reduce roll.
  • the same-direction transverse interconnection is currently applied through torsion bars to all four- wheeled vehicles (antiroll bars or zamfor).
  • Figure 1 (1a & 1b) depicts in perspective the invented interconnection device.
  • Figure 2 depicts the interconnection device installed in a vehicle. Then, enumeration is made of the basic parts of the invented device with reference to a corresponding numbering of these parts in the accompanying drawings, where they are presented in an indicative descriptive depiction, without scale but simply in proportion to the sizes of their parts.
  • the invented device is mechanical and completely satisfies the combination of lateral opposite and diagonal same-direction interconnection.
  • the lateral opposite connection is achieved by two torsion bars (1) parallel to the vehicle drive shaft which are connected to the front transverse arms (2) and near their rear end they are mounted on reinforced areas of the bodywork through bases (3) which allow their free rotation.
  • Each bar (1) at its rear end has a two-ended arm (4) which is connected to its one end through a push rod (5) with an extension of the rear wheel suspension arm (6), so that the relative to the chassis movement of the wheel to be converted into rotational movement of the rod (1) and through the push rod (5) to seek the opposite movement of the other wheel on the same side of the vehicle.
  • the torsion bar (1) is perforated along its entire length.
  • the diagonal same-direction interconnection is achieved with two torsion bars (7) concentric and within the bars (1).
  • Each bar (7) at its front end is embedded to the front end of the perforated bar (1) and its rear end is bent and connected through a push rod (8) to the second end of the arm (4) of the perforated bar (1) located on the opposite side.
  • the desired interconnection is achieved without interventions in the structure, the spatial arrangement and the method of construction of modern vehicles, and all the above with absolute reliability and low cost.
  • the components (1), (3), (4), (7), (8) replace the components used in a conventional suspension, which are usually a) one to two torsion bars (zamfor), b) two up to four push rods connecting the zamfor to the wheels suspension arms, c) four springs, d) eight spring bearing plates.
  • the two groups of components are made of the same type of materials, require similar production processes and are approximately of the same weight.

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

Abstract

A device of a pair of concentric torsion bars for achieving a known combination of interconnection of four-wheeled vehicle wheels suspensions and in particular the type of the lateral opposite in combination with the one of diagonal same-direction according to which the lateral opposite interconnection is achieved by means of two torsion bars (1) parallel to the vehicle drive shaft which are connected to the front transverse arms (2) and supported near their rear end by bases (3) allowing them to rotate freely, while the diagonal same-direction interconnection is achieved by means of two torsion bars (7) which are concentric with the torsion bars (1) therein and embedded to them at their front end and the bent end of which is connected by means of push rods (8) to the arms (4) of the rear ends of the perforated bars (1) located on the opposite side respectively.

Description

DESCRIPTION
DEVICE OF A PAIR OF CONCENTRIC TORSION BARS FOR ACHIEVING OF INTERCONNECTION OF FOUR-WHEELED VEHICLE WHEELS SUSPENSIONS
Technological field The present invention relates to a device of a pair of concentric torsion bars and to the means of achieving an interconnection of four-wheeled vehicle wheels suspensions in a selected known interconnection combination, namely that of opposite lateral and same-direction diagonal, which is characterized in that for this interconnection, a pair of concentric torsion bars is used placed along the floor of the vehicle, so that its application is compatible with the modern way of production of four-wheeled vehicles.
Technical background
The hitherto known technology for the manufacture of such systems has nothing to show for such an object. In particular, the idea of interconnecting the suspensions has been known for many decades, i.e. the influence of the suspension of a wheel on the suspension of another wheel or more wheels of the vehicle, on the basis of which many patent applications of interconnection devices have been registered. These devices can be divided into three main categories depending on the way of transfer of the influence forces from the suspension of one wheel to the suspension of another or more:
A. In hydropneumatic devices where the influence forces are transferred elastically through a combination of liquid and air.
B. in mechanical devices where the influence forces are transferred elastically by means of elastic solid materials (springs, torsion bars, suspension sheets etc.).
C. in devices proposing a combination of both basic categories.
The interconnection devices can also be divided into the following categories based on the positions of the wheels that interact and on whether the influence is a same-direction one or opposite, i.e. if the movement of one wheel in relation to the chassis of the vehicle, seeks the movement of another wheel in the same or in the opposite direction:
A. In the lateral opposite interconnections, i.e. those that are applied to the side wheels and seek the opposite movement in relation to the chassis of the vehicle. These devices have the effect of increasing the adaptability of the wheels to distressed ground (twist), a very large increase in the rotation of the chassis about the transverse axis (pitch), which occurs when the vehicle accelerates or decelerates and as a result this interconnection as autonomous requires a limitation of the influence. This interconnection also reduces the chassis rotation about its longitudinal axis (roll), a phenomenon that occurs when the vehicle turns or is based on a transverse inclined plane.
B. In the transverse same-direction interconnections, i.e. in those that are applied to the wheels of the same axle and seek the same-direction movement between them in relation to the chassis. As a result, these devices reduce twist, do not affect the pitch and reduce roll. The same-direction transverse interconnection is currently applied through torsion bars to all four- wheeled vehicles (antiroll bars or zamfor).
C. In the transverse opposite interconnections, which are applied to the wheels of the same axle and seek the opposite movement in relation to the chassis. These devices result in an increase in twist, a decrease in pitch and an increase in roll.
D. In the diagonal same-direction interconnections, which are applied to the wheels at the diagonal and seek the same-direction movement between them in relation to the chassis. These devices result in an increase in twist, a decrease in pitch and a decrease in roll.
Despite the above categorizations and the numerous approaches to the matter, the interconnections applied in practice were proportionally very few, with the most frequent application being that of the hydropneumatic diagonal same-direction interconnection, which provides very positive results mainly in support of a conventional suspension.
The interconnected suspensions, despite their undoubted advantages, have not been widely used for the following main reasons: Firstly, due to the high cost of their construction and installation, since even the most simplified interconnected suspension devices proposed to date are more expensive than the corresponding spring or coil devices of a conventional suspension. Secondly, due to fact that the main bulk of the applications involved hydropneumatic interconnections (see Citroen) which were unreliable and their repair required specialized vehicle service stations.
Thirdly, due to the fact that the few existing applications of interconnected suspensions focused only on the comfort they provided, an advantage which was covered mainly by the improvement of the road network and the improvement of the shock absorbers.
Fourth, due to the tendency of the car industries to spend on more visible parts of the vehicle, such as the interior design, making vehicles more attractive to consumers.
During the last fifteen years I have doing research and proceeded with the implementation through original vehicles with respect to the interconnected wheel suspensions, exhausting the limits of their potential. In all prototypes the applications are mechanical, different from each other and concern the combination of lateral opposite and diagonal same-direction interconnection. The result of these applications were vehicles with top behavior on and off the road, with a very high level of comfort and all this with absolute reliability. The main disadvantages of these applications that I designed and implemented, were the complexity, the high cost of production and installation and that they required a lot of space, resulting in the need for special design of the vehicle in order to adjust them. All the above disadvantages have prompted me to find a different way to achieve the specific and well-known suspensions interconnection combination and this different way is the object of the present invention.
With the invented interconnection device, all the above disadvantages are eliminated. Because it has as its main characteristics that it is of simple construction and installation, compatible with modern assembly processes of four-wheeled vehicles, it is completely reliable and in addition in terms of cost is comparable to a conventional one.
Disclosure of the invention
In order to make my invention understood by those skilled in the art, reference is made to the accompanying drawings, which illustrate a specific industrial embodiment thereof.
In particular, Figure 1 (1a & 1b) depicts in perspective the invented interconnection device.
Figure 2 depicts the interconnection device installed in a vehicle. Then, enumeration is made of the basic parts of the invented device with reference to a corresponding numbering of these parts in the accompanying drawings, where they are presented in an indicative descriptive depiction, without scale but simply in proportion to the sizes of their parts.
According to the selected indicative embodiment of the invention, the invented device is mechanical and completely satisfies the combination of lateral opposite and diagonal same-direction interconnection.
The lateral opposite connection is achieved by two torsion bars (1) parallel to the vehicle drive shaft which are connected to the front transverse arms (2) and near their rear end they are mounted on reinforced areas of the bodywork through bases (3) which allow their free rotation. Each bar (1) at its rear end has a two-ended arm (4) which is connected to its one end through a push rod (5) with an extension of the rear wheel suspension arm (6), so that the relative to the chassis movement of the wheel to be converted into rotational movement of the rod (1) and through the push rod (5) to seek the opposite movement of the other wheel on the same side of the vehicle. The torsion bar (1) is perforated along its entire length.
The diagonal same-direction interconnection is achieved with two torsion bars (7) concentric and within the bars (1). Each bar (7) at its front end is embedded to the front end of the perforated bar (1) and its rear end is bent and connected through a push rod (8) to the second end of the arm (4) of the perforated bar (1) located on the opposite side. In this way through the pair of concentric torsion bars (1) & (7) respectively, in combination with the push rods (5) & (8) and the arms (4) the desired interconnection is achieved without interventions in the structure, the spatial arrangement and the method of construction of modern vehicles, and all the above with absolute reliability and low cost. The components (1), (3), (4), (7), (8) replace the components used in a conventional suspension, which are usually a) one to two torsion bars (zamfor), b) two up to four push rods connecting the zamfor to the wheels suspension arms, c) four springs, d) eight spring bearing plates. The two groups of components (conventional and proposed suspension) are made of the same type of materials, require similar production processes and are approximately of the same weight.
It must be noted that the object of the invention constitutes an indicative embodiment of the present invention and is not limited to the above- referenced example, whereas its achievement is possible with other similar ways and methods within the scope of the present description.

Claims

1. A device of a pair of concentric torsion bars for achieving a known combination of interconnection of four-wheeled vehicle wheels suspensions and in particular the type of the lateral opposite in combination with the one of diagonal same-direction, characterized in that: -The lateral opposite interconnection is achieved by means of two torsion bars (1) parallel to the vehicle drive shaft which are connected to the front transverse arms (2) and supported near their rear end by bases (3) allowing them to rotate freely, while the diagonal same-direction interconnection is achieved by means of two torsion bars (7) which are concentric with the torsion bars (1) therein and embedded to them at their front end and the bent end of which is connected by means of push rods (8) to the arms (4) of the rear ends of the perforated bars (1) located on the opposite side respectively.
2. A device of a pair of concentric torsion bars for achieving a four-wheeled vehicle wheels suspensions interconnection, according to Claim 1, characterized in that each bar (1) at its rear end has a two-ended arm (4) one of which is connected by means of a push rod (5) with an extension of the rear wheel suspension arm (6) of the vehicle and its other end is connected by means of a push rod (8) to the bent end of the torsion bar (7) which is placed inside the opposite torsion bar (1 ) and is embedded to it at the front, together with the transverse suspension arm of the front wheel of the vehicle in such a way that the relative to the chassis movement of the wheel is converted into rotational movement of the bars and through the push rod (5) to seek the opposite movement of the other wheel on the same side and by means of the push rod (8) the same-direction movement of the diagonal wheel.
3. A device of a pair of concentric torsion bars for achieving a four-wheeled vehicle wheels suspensions interconnection, according to Claim 1, characterized in that the torsion bars (1) are perforated along their entire length.
4. A device of a pair of concentric torsion bars for achieving a four-wheeled vehicle wheels suspensions interconnection, according to Claims 1, 2 and 3, characterized in that the desired interconnection is achieved, without interventions in the structure, the spatial arrangement and the method of construction of modern vehicles.
PCT/GR2021/000010 2020-02-07 2021-02-05 Device of a pair of concentric torsion bars for achieving of interconnection of four-wheeled vehicle wheels suspensions WO2021156642A1 (en)

Applications Claiming Priority (2)

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GR20200100064A GR20200100064A (en) 2020-02-07 2020-02-07 Arrangement of pairs of concentric torsion bars for the interconnection of a four-wheel vehicle's suspensions
GR20200100064 2020-02-07

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20230074504A1 (en) * 2021-09-09 2023-03-09 Oshkosh Corporation Systems and methods for vehicle suspension assemblies

Citations (10)

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Publication number Priority date Publication date Assignee Title
US2941815A (en) * 1955-06-24 1960-06-21 Daimler Benz Ag Equalization spring suspension means for vehicles
GB964594A (en) * 1960-03-26 1964-07-22 Georges D Espinassy De Venel Improvements relating to hydraulic or pneumatic motor vehicle controls
JPS4718232U (en) * 1971-03-31 1972-10-31
DE3928062A1 (en) * 1989-08-25 1990-11-29 Daimler Benz Ag Balancing system for independently suspended wheels - has control unit which carries two oppositely positioned level adjustment members with drive arrangement with worm drive
DE19882525T1 (en) * 1997-06-20 2000-09-28 Kinetic Ltd Vehicle suspension system
GB2360983A (en) * 2000-04-03 2001-10-10 Rover Group Vehicle suspensions
US20020130481A1 (en) * 2001-03-13 2002-09-19 Joe Fader Suspension torsion bar with variable rate adjustment arms
US7625001B2 (en) * 2006-05-12 2009-12-01 Arvinmeritor Technology, Llc Single and tandem shunted torsion bar suspensions
US20120061934A1 (en) * 2010-09-11 2012-03-15 Onofrio Scaduto Anti-roll vehicle suspension
US20130313800A1 (en) * 2012-05-25 2013-11-28 Hyundai Motor Company Anti-roll apparatus for vehicle

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US2083381A (en) * 1934-05-08 1937-06-08 Packard Motor Car Co Motor vehicle
FR2142704B1 (en) * 1971-06-23 1974-10-31 Citroen Sa
FR2185517B2 (en) * 1972-05-26 1976-08-06 Citroen Sa
BE784801A (en) * 1971-06-23 1972-10-02 Citroen Sa SUSPENSION OF A WHEEL GROUP WITH AN ASSEMBLY TIE
GB2294668B (en) * 1992-08-19 1997-02-05 Yorozu Jidosha Kogyo Kk Suspension system for automobile
GB2274816B (en) * 1992-08-19 1997-02-05 Yorozu Jidosha Kogyo Kk Suspension system for automobile

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2941815A (en) * 1955-06-24 1960-06-21 Daimler Benz Ag Equalization spring suspension means for vehicles
GB964594A (en) * 1960-03-26 1964-07-22 Georges D Espinassy De Venel Improvements relating to hydraulic or pneumatic motor vehicle controls
JPS4718232U (en) * 1971-03-31 1972-10-31
DE3928062A1 (en) * 1989-08-25 1990-11-29 Daimler Benz Ag Balancing system for independently suspended wheels - has control unit which carries two oppositely positioned level adjustment members with drive arrangement with worm drive
DE19882525T1 (en) * 1997-06-20 2000-09-28 Kinetic Ltd Vehicle suspension system
GB2360983A (en) * 2000-04-03 2001-10-10 Rover Group Vehicle suspensions
US20020130481A1 (en) * 2001-03-13 2002-09-19 Joe Fader Suspension torsion bar with variable rate adjustment arms
US7625001B2 (en) * 2006-05-12 2009-12-01 Arvinmeritor Technology, Llc Single and tandem shunted torsion bar suspensions
US20120061934A1 (en) * 2010-09-11 2012-03-15 Onofrio Scaduto Anti-roll vehicle suspension
US20130313800A1 (en) * 2012-05-25 2013-11-28 Hyundai Motor Company Anti-roll apparatus for vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20230074504A1 (en) * 2021-09-09 2023-03-09 Oshkosh Corporation Systems and methods for vehicle suspension assemblies
US12122212B2 (en) * 2021-09-09 2024-10-22 Oshkosh Corporation Systems and methods for vehicle suspension assemblies

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