Abstract
A vehicle suspension for supporting the body or chassis of a vehicle includes suspension arms positioned at opposite sides and at one end of a vehicle and two suspension arms positioned respectively at opposite sides and at one end of a vehicle, each arm mounted for pivotal movement about a respective hinge axis. A balancing hub is attached to the vehicle body or chassis with at least one part of the hub free to rotate relative to the vehicle body or chassis about at least one pivotal position. Each suspension arm is connected to the hub at a position of the suspension arm spaced from a respective hinge axis whereby pivotal movement of the suspension arm applies a force to the hub. In use, the force opposes the force from another suspension arm at at least one of the same side and the same end of the vehicle suspension.
Claims
1-46. (canceled)
47. A vehicle suspension for supporting the body or chassis of a vehicle, said suspension comprising two suspension arms for positioning respectively at opposite sides and at one end of a vehicle and two suspension arms for positioning respectively at opposite sides and at the other end of a vehicle, each said arm being mounted for pivotal movement about a respective hinge axis, the suspension further comprising a balancing hub for attachment to the vehicle body or chassis in a configuration in which at least one part of the balancing hub is free to rotate relative to the vehicle body or chassis about at least one pivotal position, and each suspension arm being connected to the balancing hub at a position of the suspension arm spaced from a respective hinge axis whereby pivotal movement of the suspension arm applies a force to the balancing hub and said force opposes the force from another suspension arm at at least one of the same side and the same end of the vehicle suspension, at least one of the balancing hub and one or more of the connections between the balancing hub and suspension arms comprising resilient material and wherein, in use, vertical movement of one suspension arm is arranged to induce an opposite vertical movement of another suspension arm which is at the same side of the vehicle and another suspension arm which is at the same end of the vehicle.
48. A suspension according to claim 47 wherein at least one suspension arm is connected to the balancing hub by a link which extends from the balancing hub to a position of the suspension arm spaced from the hinge axis of the suspension arm and wherein at least one link comprises a resilient member.
49. A suspension according to claim 47 wherein at least one suspension arm is connected to the balancing hub by a link which extends from the balancing hub to a position of the suspension arm spaced from the hinge axis of the suspension arm and wherein said at least one link is extendable.
50. A suspension according to claim 47 wherein at least one suspension arm is connected to the balancing hub by a link which extends from the balancing hub to a position of the suspension arm spaced from the hinge axis of the suspension arm and wherein said at least one link is flexibly connected to the balancing hub and or to a suspension arm.
51. A suspension according to claim 50 wherein the link is connected to the balancing hub by at least one of a hinge, ball joint, universal joint or elastomeric joint.
52. A suspension according to claim 47 wherein at least one suspension arm is connected to the balancing hub by a link which extends from the balancing hub to a position of the suspension arm spaced from the hinge axis of the suspension arm and wherein at least one link is flexibly connected to a respective suspension arm.
53. A suspension according to claim 47 wherein the balancing hub is adapted for pivotal mounting relative to a vehicle body or chassis about an axis which, in use of the suspension, is substantially vertical.
54. A suspension according to claim 47 wherein the balancing hub comprises a solid body of elastomeric material.
55. A suspension according to claim 47 wherein the balancing hub is adapted for pivotal mounting relative to a vehicle body or chassis about at least two spaced apart and substantially parallel axes of rotation.
56. A suspension according to claim 47 wherein the balancing hub comprises a plurality of flexible members.
57. A suspension according to claim 56 wherein the flexible members are interconnected with one another at at least one position which is in addition to their interconnection to a position at which the hub is adapted for mounting relative to the body or chassis of a vehicle.
58. A suspension according to claim 56 wherein at least one flexible member is one of a metallic spring and an elastomeric spring.
59. A suspension according to claim 47 wherein the balancing hub is a solid body of rigid material.
60. A suspension according to claim 47 wherein the balancing hub comprises an attachment adapted for securing non-rotatably to a vehicle body or chassis and wherein the balancing hub comprises deformable regions positioned outwards of said attachment and which are free to deform relative to the attachment thereby allowing rotation of the balancing hub relative to the vehicle body or chassis to be resisted.
61. A suspension according to claim 47 wherein the balancing hub comprises an attachment for attaching to a vehicle body or chassis and wherein said attachment is adapted to restrict the angle of rotation of the attachment relative to the vehicle body or chassis.
62. A suspension according to claim 47 wherein, in use, pivotal movement of the suspension arm applies to the balancing hub a force which in magnitude and direction opposes approximately a force from another suspension arm on the same side or same end but not from a diagonally opposite suspension arm
63. A suspension according to claim 47 wherein the balancing hub is adapted to augment or provide springing for the system.
64. A suspension according to claim 47 wherein the balancing hub comprises an attachment for attaching to a body or chassis and wherein said attachment is adapted for controlling at least one of the rate and extent of rotation of the hub relative to the vehicle body or chassis.
65. A suspension according to claim 64 wherein said attachment comprises at least one of a friction device and a viscous damper.
66. A suspension according to claim 64 wherein said attachment is preset to determine at least one of the rate and the extent of rotation of the hub relative to the vehicle body or chassis and or wherein said attachment is operable in use of the suspension to vary at least one of the rate and the extent of rotation of the hub relative to the vehicle body or chassis.
67. A suspension according to claim 47 wherein each suspension arm is adapted for rotatably supporting a vehicle wheel and wherein the orientation of the axis of rotation of each wheel is independent from the orientation of each of the axes of rotation of the other wheels.
68. A vehicle comprising a body or chassis having secured thereto a suspension according to claim 47.
69. A vehicle according to claim 68 wherein the vehicle body or chassis comprises restraint means which is adapted to resist rotation of at least part of the balancing hub relative to the vehicle body or chassis.
70. A vehicle according to claim 68 and comprising bumper stops to limit the angle through which the balancing hub is able to rotate relative to the vehicle body or chassis.
71. A vehicle according to claim 68 wherein the balancing hub is a solid body pivotally fixed at its centre point to the vehicle.
Description
[0032] Embodiments of the invention will now be described, by way of example only, by reference to the accompanying drawings in which:
[0033] FIG. 1 is a plan view of a compression type configuration of the suspension components of a vehicle in accordance with a first embodiment of the invention and in which all other vehicle components are omitted;
[0034] FIG. 2 is a side elevation of the compression type configuration of the suspension components of FIG. 1 except that the springs 15-17 are replaced by solid rods 21, 22, e.g. rods of fixed length. All other vehicle components are omitted except for a fragment of the chassis or body about which the balancing hub rotates;
[0035] FIG. 3 is a plan view of a tension type configuration of the suspension components of a second embodiment of the invention and in which all other components have been omitted;
[0036] FIG. 4 is a side elevation of the tension type configuration of the suspension components of FIG. 3 and in which all other components have been omitted except for a fragment of the body or chassis about which the hub rotates;
[0037] FIG. 5 is a plan view of part of a suspension in accordance with a third embodiment of the invention, this comprising a balancing hub, leaf springs, elastomeric springs, pivot blocks and links;
[0038] FIG. 5A corresponds substantially with FIG. 5 but shows the effect of link forces bending the leaf springs, shearing the elastomeric springs and leaving the pivot blocks substantially unturned;
[0039] FIG. 5B corresponds substantially with FIG. 5 but with the link forces turning the pivot blocks and shearing the elastomeric springs, leaving the leaf springs substantially straight (it will be appreciated that in use the balancing hub will be in a state which combines these modes in random proportions);
[0040] FIG. 6 is a plan view of a balancing hub in accordance with a fourth embodiment of the invention, this hub comprising a solid elastomeric block with pivot fixing points for links and a central fulcrum with force inputs from links indicated;
[0041] FIG. 7 is a plan view of a fifth embodiment. This view is similar to FIG. 6 except that the fulcrum has multiple fixings which rigidly attach it to the body or chassis and the hub rotates by means of shear deformation of the elastomer;
[0042] FIG. 8 is a plan view of a balancing hub of a sixth embodiment. This shows a balancing hub comprising shaped metal springs with pivot fixings for links and central fulcrum;
[0043] FIG. 9 is a plan view of a tension or a compression type configuration of the vehicle suspension components in accordance with a seventh embodiment of the invention in which the balancing hub and the links are melded together to take the form of two semi-elliptical springs which serve as links between the suspension arm hinge axes and a fulcrum block;
[0044] FIGS. 10 and 11 are, respectively, side and plan views of a suspension in accordance with another embodiment of the invention and in which the suspension arms are connected directly to the balancing hub;
[0045] FIG. 12 is a plan view of a compression type suspension in which the links are diverted from longitudinal to transverse;
[0046] FIG. 13 is a plan view of a tension type suspension in which the links are diverted from transverse to a conventional angle, and
[0047] FIG. 14 of the configuration shown in FIG. 13 and in which the suspension arms are augmented by lower wishbones.
[0048] As shown in FIGS. 1 and 2 wheels I, 2, 3 and 4 are mounted at the outer ends of semi-leading arms 5 and 6 and semi-trailing arms 7 and 8. These are mounted so as to rotate about axes 9, 10, I I and 12, which axes are orientated for optimum dynamic performance separate from the concerns of this invention. A balancing hub, in this case in the form of a plate or pair of plates 13 is pivotally mounted to the chassis by boss 14.
[0049] Sprung links 15, 16, 17 and 18 connect between the balancing hub 13 and the upper part of upward extensions of the arms typically shown as 23 and 24 by means of rod ends typically shown as 19 and 20. It will be appreciated that rod ends 19 and 20 could be replaced by ball joints or universal joints. Upward forces from the ground acting on the wheels I, 2, 3 and 4 turn the arms 5, 6, 7 and 8 and via the upward extensions typically shown as 23 and 24 compress the sprung links 15, 16, 17 and 18 and transfer forces to the hub 13 where they mutually oppose and balance each other. As shown here this is a compression version of the invention wherein the arms push on the balancing hub. The push doesn't have to be transmitted via sprung links and in FIG. 2 an alternative is shown using solid rods 21 and 22 as this invention works well with or without springs even though it will be appreciated that the tyres provide some spring effect. Springs have a beneficial softening effect but it doesn't matter where in the system or how you introduce them.
[0050] In FIGS. 3 and 4, showing a tension version of this invention, the arms 25, 26, 27 and 28 via sprung links 35, 36, 37 and 38 and connections, typically shown as 40 pull on the balancing hub which comprises a leaf spring 41 mounted on fulcrum block 42 which pivots about vertical axis 43. Wheels I, 2, 3 and 4 are mounted on arms 25, 26, 27 and 28. These arms are different from those shown in FIGS. 1 and 2 in that they are longer for reasons not of concern to this invention and they have upward extensions typically shown as 33 and 34 which extensions have bosses for enabling the arms to rotate about axes 29, 30, 31 and 32 and, as low as possible, brackets typically shown as 39 for attachment of the sprung links. It will be appreciated that, as in FIGS. 1 and 2, the sprung links 35, 36, 37 and 38 may be replaced by solid rods, for example rods of fixed length.
[0051] FIGS. 5, 5A and 5B show in plan the same balancing hub assembly in three different states of balance caused by the force inputs from links 60, 61, 62 and 63. In FIG. 5 the hub is in a neutral state which would approximate to the normal, at rest condition where all of the inputs from the links are substantially balanced, resulting in minimal residual force on the centre pivots or swivel blocks 53, 54. The links are attached to hub links 58 and 59 to which are also attached the leaf springs 51 and 52 located by swivel blocks 53 and 54 to which they are attached by means of fixings typically indicated by 55. Between the leaf springs 51 and 52 are adhered elastomeric shear blocks 56 and 57. In this state the only significantly stressed elements are the links and hub links. In this state the only significantly stressed elements are the links, including the hub links
[0052] FIG. 5A depicts the state when the force inputs from links 60 and 63 are greater than the force inputs from links 61 and 62 such that both the leaf springs 51 and 52 bend and the elastomeric blocks 56 and 57 deflect in a shear mode as indicated. A force balance is maintained by forces transmitted via fulcrum blocks 53 and 54 from the pivotal fixings on the body or chassis. In this state all components are significantly stressed and it is likely to be a transient state such as when passing over a sleeping policeman but a mild form of this type of deflection could also arise from an imbalance of fore and aft load distribution.
[0053] FIG. 5B depicts a state in which force inputs from links 60 and 62 are greater than those from links 61 and 63 the balance being restored by means of deflection of the elastomeric blocks 56 and 57 which induce tension and compression forces and some bending into the leaf springs 51 and 52 which are resisted and balanced by forces from the fulcrum blocks 53 and 54 which, it should be noted, will be substantially at right angles to the forces described for the state shown in FIG. 5A. This will almost always be a transient state such as when one wheel passes over a bump or hollow but could also arise if the vehicle were parked with one wheel on a bump or hollow. It will be appreciated that these states are illustrations of arbitrary and usually transient states and real conditions will be random combinations of all three. It will also be appreciated that the elastomeric blocks may be omitted, in which case the balancing hub is split into two spaced apart but linked balancing hubs that serve the same purpose as a single hub.
[0054] FIG. 6 shows in plan a balancing hub comprising an elastomeric block 64 with inserts 69, 70, 71 and 72 to which links from the arms are attached, the forces from the arms represented by 66, 67, 68 and 76. A further insert 73 in the middle is the means for attachment to a pivot fixing on the body or chassis. The elastomeric block may be enhanced by a perimeter band 65 preferably made from a flexible high modulus of elasticity material. The action of the block closely follows the description for FIGS. 5, and 5A, but the whole block can turn and there is no way for it to get turning resistance from the fulcrum insert 73 so cannot form a parallelogram as depicted in 5B.
[0055] FIG. 7 shows in plan a balancing hub different from FIG. 6 only in that the fulcrum insert 77 has multiple fixings to the body or chassis and so is not turnable. Turning of the hub is by shear in the elastomer around the fulcrum insert and thereby the designer has another parameter to manipulate to get a desired effect.
[0056] FIG. 8 shows a balancing hub comprising high modulus of elasticity spring material used as perimeter springs 78, 79, 82 and 83 which may be a continuous perimeter band into which are fixed attachment points 84, 85, 86 and 87 for links from the arms delivering forces represented by 66, 67, 68 and 76. To this arrangement of springs a central fulcrum block 80 is fixed using fixings typically represented by 81. Springs 82 and 83 resist the forces 68 and 76 and forces 66 and 67 respectively and any out of balance between combined forces 66 and 76 and combined forces 67 and 68 is resisted by springs 79 and 78 respectively. It will be appreciated that a resilient fulcrum insert such as that of item 77 in FIG. 7 could be substituted for the type depicted as item 80.
[0057] It will be appreciated that the examples given in FIGS. 5 to 8 may be used in both tension and compression cases and the hubs having built in resilience the links attached to them may or may not contain springs but it may be preferable to omit springs from the links.
[0058] FIG. 9 shows an example of a suspension system in accordance with this invention incorporating a balancing hub in which the hub and the links are melded together into one unit. Wheels I, 2, 3 and 4 are mounted on arms 88, 89, 90 and 91 free to rotate around axes 92, 93, 94 and 95. At a substantially vertical lever arm, either above or below the axes, are attached by suitable ball joint or universal joint not shown, but indicated typically by 99, springs 96 and 97 which are rigidly fixed to fulcrum block 98 free to rotate about vertical axis 100 located on the body or chassis of the vehicle. It will be apparent that out of balance forces applied at the ends of one spring will be resisted by rotation of the fulcrum block which in turn will rotate the other spring and thereby transmit movement and/or forces to the opposing arms and hence the wheels. It will be apparent that it does not matter whether the springs are arranged to be in tension or compression. It will further be apparent that it would not matter if each spring were in two parts, each part individually fixed rigidly to the fulcrum block. It will further be apparent that the springs and fulcrum block could be one continuum of resilient material. Bump stops 101, 102, 103 and 104 attached to the vehicle body or chassis may be provided to limit the degree of rotation of the balancing hub and such devices may be applied to any of the examples shown.
[0059] FIGS. 10 and 11 show a vehicle suspension which is devoid of the aforedescribed links. Instead a balancing hub 121, rotatable about a vertical axis 126, is connected at each of four positions 122 to an extension 123 of a respective suspension arm 124, at a position of the extension which is spaced from the suspension arm hinge axis 125. The connection of each extension to the hub may be by a conventional elastomeric bush of the type comprising inner and outer metal tubes having a sleeve of elastomeric material bonded therebetween. The outer tube is bonded to elastomeric material of the hub and the extension of the suspension arm extends into and is secured within the inner tube. However other forms of connection, such as ball joints may be employed.
[0060] A suspension of the type shown in FIGS. 10 and 11 is particularly suitable for small vehicles such as wheel chairs.
[0061] In FIG. 12 wheels 1,2,3 and 4 are mounted on arms 25,26,27 and 28 as in FIG. 3. Links 131.132.133 and 134 deliver forces from the suspension arms to elbow brackets 127,128,129 and 130 pivoted on the chassis about pivots at their elbows which divert the forces via continuation links 135,136, 137 and 138 to central hub 139 mounted on the chassis (not shown) so as to rotate about central fulcrum 140. In this case the hub is depicted as being of an elastomeric type. In this configuration the links are shown above suspension arm hinge axes 30,31,32 and 33 and so the forces will be in compression. It will be appreciated that if the links were positioned below the suspension arm hinges then the system would become a tension system.
[0062] In FIG. 13 wheels 1,2,3 and 4 are mounted on suspension arms 141, 142, 143 and 144, hinged approximately longitudinally. Below these hinges and attached to the arms are links in the form of cables 145, 146, 147 and 148 which pass over pulleys 149,150, 151 and 152 mounted pivotally on the chassis, not shown. The cables 145 and 148 are fixed to leaf spring 153 and cables 146 and 147 are fixed to leaf spring 154. The leaf springs 153 and 154 form the hub by being mounted on the fulcrum block 155 enabling the hub to rotate about the fulcrum 156.
[0063] The front elevation FIG. 14 of the arrangement shown in FIG. 13 has wheels 1 and 2 mounted at the ends of suspension arms 144 and 141 respectively. The road reactions applied via the wheels to the outboard ends of arms 144 and 141 are opposed at the inboard ends by forces in tension cables 148 and 145 respectively which pass over pulleys 152 and 149 mounted pivotally on the chassis, not shown. In this configuration in order to achieve a satisfactory roll centre and satisfactory camber change it is envisaged that auxiliary wishbones 157 and 158 will need to be added though not essential to the functioning of this invention. It will be appreciated that if the roles of suspension arms 141 and 144 and wishbones 157 and 158 were exchanged such that 157 and 158 become the suspension arms and 141 and 144 the auxiliary wishbones then it would become a compression system and the links would have to be compression members diverted by elbows similar to 127, 128, 129 and 130 of FIG. 12 rather than the pulleys 149 and 152.
