U.S. patent application number 09/681675 was filed with the patent office on 2001-11-22 for wheel suspension for a vehicle.
Invention is credited to Stenvall, Lars.
Application Number | 20010042967 09/681675 |
Document ID | / |
Family ID | 20279708 |
Filed Date | 2001-11-22 |
United States Patent
Application |
20010042967 |
Kind Code |
A1 |
Stenvall, Lars |
November 22, 2001 |
Wheel suspension for a vehicle
Abstract
Wheel suspension for a vehicle, comprising a transverse spring
means, and, on the respective right and left side of the vehicle, a
mounted upper deflection limiting means that is provided with an
engaging means for engaging the spring means. The spring means is
suspended in spring seats, each comprising a lever. The invention
lever has a central suspension section in which the lever is
pivotable relative to the vehicle around a suspension axis arranged
in a substantially longitudinal direction of the vehicle; an inner
end section placed below and, in relation to the longitudinal
plane, inside the central suspension section, wherein the inner end
section is provided with a supporting element that is in contact
with the spring means at the inner attachment point, which
supporting element is slidable along the spring means in the
transverse direction of the vehicle as a function of the rotation
of the lever around the suspension axis; and an outer end section
placed outside the central suspension section, whereby the spring
means contacts the engaging means of the deflection limiting
device, and an actuating device connected to the engaging means is
arranged to mechanically act on the outer end section in such a way
that the lever is pivoted around the suspension axis, whereby the
supporting element, as well as the said inner attachment point, are
displaced downwards and outwards towards the outer attachment point
of the spring means.
Inventors: |
Stenvall, Lars; (Ljungskile,
SE) |
Correspondence
Address: |
TRACY W. DRUCE
KILPATRICK STOCKTON LLP
11130 SUNRISE VALLEY DRIVE
SUITE 300
RESTON
VA
20191-4329
US
|
Family ID: |
20279708 |
Appl. No.: |
09/681675 |
Filed: |
May 18, 2001 |
Current U.S.
Class: |
280/124.163 |
Current CPC
Class: |
B60G 2204/4502 20130101;
B60G 3/06 20130101; B60G 2200/143 20130101; B60G 2202/114 20130101;
B60G 2200/142 20130101; F16F 1/26 20130101; B60G 11/12 20130101;
B60G 11/08 20130101; B60G 2204/121 20130101; B60G 7/04 20130101;
B60G 2204/45 20130101 |
Class at
Publication: |
280/124.163 |
International
Class: |
B60G 001/00 |
Foreign Application Data
Date |
Code |
Application Number |
May 18, 2000 |
SE |
0001823-4 |
Claims
1. A wheel suspension for a vehicle comprising: in the longitudinal
direction of the vehicle a transverse spring means having a first
end section positioned at the left half of the vehicle relative to
a vertical longitudinal plane through the center of the vehicle,
and a second end section positioned at the right half of the
vehicle, wherein each of the end sections are attached, directly or
indirectly, to a wheel carrier carrying the left and right wheels
of the vehicle, respectively, at an outer attachment point in
relation to the longitudinal plane, and where said spring means is
attached to the vehicle via a spring seat at an inner attachment
point on either side of the plane; and an upper deflection limiting
device having engaging means for engaging said spring means,
attached to the left and right half of the vehicle respectively,
wherein said spring seats each comprise a lever having: a central
suspension section wherein the lever is pivotable relative to the
vehicle around a suspension axis arranged in a substantially
longitudinal direction of the vehicle; an inner end section placed
below and, relative to the longitudinal plane, inside said central
suspension section, wherein said inner end section is provided with
a supporting element in contact with said spring means in said
inner attachment point, which supporting element is slidable along
said spring means in the transverse direction of the vehicle as a
function of the rotation of said lever around said suspension axis;
and an outer end section placed outside the central suspension
section, whereby said spring means contacts said engaging means of
said deflection limiting device, and an actuating device connected
to said engaging means is arranged to mechanically act on the outer
end section in such a way that said lever is pivoted around said
suspension axis, whereby said supporting element, as well as said
inner attachment point, are displaced downwards and outwards
towards said outer attachment point of said spring means.
2. A wheel suspension according to claim 1 wherein said outer end
section is provided with an actuation surface arranged for
contacting the actuating device.
3. A wheel suspension according to claim 1 wherein said actuating
device is preferably placed immediately adjacent said engaging
means.
4. A wheel suspension according to claim 1 wherein said spring
means comprises a leaf spring.
5. A wheel suspension according to claim 1 wherein said engaging
means comprises a first liquid- or gas-filled hydraulic
chamber.
6. A wheel suspension according to claim 5 wherein said first
hydraulic chamber comprises an elastically compressible
bladder.
7. A wheel suspension according to claim 5 wherein said first
liquid- or gas-filled hydraulic chamber communicates with a second
hydraulic chamber arranged in the actuating device, through a first
conduit.
8. A wheel suspension according to claim 7 wherein said second
hydraulic chamber comprises an elastically expandable bladder.
9. A wheel suspension according to claim 5 wherein a second
intermediate conduit connects said first and second hydraulic
chambers, wherein said second conduit is provided with a non-return
valve preventing liquid or gas from flowing from said second
hydraulic chamber to said first hydraulic chamber.
10. A wheel suspension according to claim 5, wherein said actuating
device comprises a hydraulic piston arranged to co-operate with
said hydraulic chambers.
11. A wheel suspension according to claim 11, wherein said engaging
means comprises a hydraulic piston, and said actuating device
comprises a liquid- or gas-filled hydraulic chamber in the form of
an elastically expandable bladder arranged to co-operate with said
hydraulic piston.
12. A wheel suspension according to claim 1 wherein said engaging
means comprises a first hydraulic piston, and said actuating device
comprises a second hydraulic piston arranged to co-operate with
said first hydraulic piston.
13. A wheel suspension according to claim 1 wherein said engaging
means is rigidly connected to said actuating device.
14. A wheel suspension according to claim 13 wherein said engaging
means is spring loaded in a downward direction by means of a
compressive spring.
15. A wheel suspension according to claim 14 wherein said actuating
device is spring loaded in an upward direction by means of a
compressive spring.
16. A wheel suspension according to claim 1 wherein said end
sections of said spring means are connected to shock absorbers
mounted on the vehicle.
17. A wheel suspension for a vehicle comprising: in the
longitudinal direction of the vehicle a leaf spring having a first
end section positioned at the left half of the vehicle relative to
a vertical longitudinal plane through the center of the vehicle,
and a second end section positioned at the right half of the
vehicle, wherein each of the end sections are attached, directly or
indirectly, to a wheel carrier carrying the left and right wheels
of the vehicle, respectively, at an outer attachment point in
relation to the longitudinal plane, and where said spring is
attached to the vehicle via a spring seat at an inner attachment
point on either side of the plane; and an upper deflection limiting
device having a damper for engaging said spring, attached to the
left and right half of the vehicle respectively, wherein said
spring seats each comprise a lever having: a central suspension
section wherein the lever is pivotable relative to the vehicle
around a suspension axis arranged in a substantially longitudinal
direction of the vehicle; an inner end section placed below and,
relative to the longitudinal plane, inside said central suspension
section, wherein said inner end section is provided with a
supporting element in contact with said spring in said inner
attachment point, which supporting element is slidable along said
spring in the transverse direction of the vehicle as a function of
the rotation of said lever around said suspension axis; and an
outer end section placed outside the central suspension section,
whereby said spring contacts said damper of said deflection
limiting device, and an actuating device connected to said damper
is arranged to mechanically act on the outer end section in such a
way that said lever is pivoted around said suspension axis, whereby
said supporting element, as well as said inner attachment point,
are displaced downwards and outwards towards said outer attachment
point of said spring.
Description
BACKGROUND OF INVENTION
[0001] 1. Technical Field
[0002] The invention relates to a wheel suspension for a vehicle
comprising a transverse spring means, such as a leaf spring, in the
longitudinal direction of the vehicle. The wheel suspension may be
used advantageously both for front and rear suspensions.
[0003] 2. Background Art
[0004] Modern wheel suspensions tend to become more and more
complicated as demands increase for a comfortable ride and safe
performance. Many known types of wheel suspensions are of the
so-called multi-link type, which comprise a number of mutually
connected pivotable linkages. By using an ingenious design of these
linkages, it is possible to achieve an almost optimum compromise
between, e.g., ride comfort and performance (such as cornering,
rolling etc.) in accordance with the desired character of the
vehicle. A disadvantage of this type of multi-link suspension is
that the number of components, as well as the number of moving
parts, are high, leading to higher costs that can only be justified
for more expensive vehicles. The relatively large number of moving
parts, such as ball joints, will eventually also entail higher
maintenance costs due to wear.
[0005] For less expensive vehicles, it is therefore desirable to
provide a wheel suspension having a simpler design, having as few
moving parts as possible and manufactured at a lower cost while
still fulfilling the requirements of ride comfort and performance
necessary for this type of vehicle.
[0006] A problem with the simple wheel suspensions described above
is that the limited cost margin and degree of complexity makes it
difficult to achieve acceptable characteristics in view of roll
damping and roll rigidity. For example, it is desirable to achieve
a progressively stiffer suspension as the load on the vehicle
increases.
[0007] A further problem with known wheel suspensions, such as the
currently dominating so-called McPherson-type, is the use of bulky
suspension struts with coiled springs that extend into the engine
compartment, luggage compartment or passenger space of the vehicle,
taking up valuable space that could be better utilized. The engine
compartment in modern cars is often reduced by design limitations,
which, together with increasing demand for engine performance,
makes it desirable to maximize use of the available space for the
engine and its peripheral equipment. With respect to the luggage
compartment, the need for a low and level loading surface without
extending struts is obvious.
[0008] A further problem with the known type of extending
suspension struts is that their rigidity and upright position in
the engine compartment present a potentially increased risk of
injury to the body of a pedestrian, should a frontal collision
occur in which the pedestrian strikes the hood of the vehicle. The
hood itself, as well as other parts of the vehicle body, has been
specially designed to absorb the energy of the collision by means
of controlled deformation. At moderate speeds this results in a
relatively gentle deceleration of the body of the pedestrian, as
compared to the body of the pedestrian striking the relatively
rigid suspension struts after an initial deformation of the hood.
For this reason it is desirable to eliminate struts of this type
from the engine compartment.
[0009] An early example of a simple wheel suspension using a
transverse leaf spring is described in British Patent GB 264 074,
published in 1926. Apart from being of a type that is unsuitable
for modern vehicles for reasons of road-holding, this wheel
suspension lacks roll inhibiting properties and progressively
increasing roll rigidity.
[0010] A further example of a simple wheel suspension having a
transverse leaf spring is taught in French Patent FR 2 632 573.
This wheel suspension also lacks roll inhibiting properties and
progressively increasing roll rigidity.
[0011] Finally, European Patent EP 0 195 536 discloses a simple
wheel suspension having a transverse leaf spring, in which the
ground clearance of the vehicle may be adjusted by manipulating one
of the seats of the spring. However, progressively increasing roll
rigidity can not be achieved.
SUMMARY OF INVENTION
[0012] The present invention solves the above problem by providing
a wheel suspension for a vehicle having longitudinally a leaf
spring or transverse spring means. This transverse spring means has
a first end section positioned at the left half of the vehicle
relative to a vertical longitudinal plane through the center of the
vehicle, and a second end section positioned at the right half of
the vehicle. Each end section is attached, either directly or
indirectly, to a wheel carrier carrying the left and right wheels
of the vehicle respectively at an outer attachment point relative
to the longitudinal plane. The spring means is attached to the
vehicle via a spring seat at an inner attachment point on either
side of the plane. An upper deflection limiting device having a
damper or engaging means for engaging said spring means is attached
to the left and right half of the vehicle, respectively.
[0013] A particular feature of the invention is that the spring
seats each comprise a lever that has a central suspension section
with the lever pivotable relative to the vehicle around a
suspension axis arranged in a substantially longitudinal direction
of the vehicle. An inner end section is placed below and, in
relation to the longitudinal plane, inside the central suspension
section. At the inner attachment point the inner end section is
provided with a supporting element that is in contact with the
spring means. The supporting element is slidable along the spring
means in the transverse direction of the vehicle as a function of
the rotation of the lever around the suspension axis. An outer end
section is placed outside the central suspension section. When the
spring means contacts the engaging means of the deflection limiting
device, an actuating device connected to the engaging means is
arranged to mechanically act on the outer end section in such a way
that the lever is rotated around the suspension axis, whereby the
supporting element and the inner attachment point are displaced
downwards and outwards towards the outer attachment point of the
spring means.
[0014] According to a preferred embodiment of the invention, the
outer end section is provided with an actuation surface arranged
for contacting the actuating means.
[0015] Furthermore, the actuating means is preferably placed
immediately adjacent the engaging means.
[0016] According to a further embodiment the spring means comprises
a leaf spring.
[0017] According to an advantageous embodiment, the engaging means
comprises a first liquid- or gas-filled hydraulic chamber that
communicates with a second hydraulic chamber in the actuating means
through a first conduit. The engaging means further comprises a
first liquid- or gas-filled hydraulic chamber that communicates
with a second hydraulic chamber, arranged in the actuating means,
through a first conduit. The first hydraulic chamber preferably
comprises an elastically compressible bladder, while the second
hydraulic chamber preferably comprises an elastically expandable
bladder.
[0018] Also, according to a preferable embodiment of the invention,
a second intermediate conduit connects the first and second
hydraulic chambers, wherein this second conduit is provided with a
non-return valve preventing liquid or gas from flowing from the
second hydraulic chamber to the first hydraulic chamber.
[0019] In a first alternative embodiment of the invention the
actuating means comprises a hydraulic piston arranged to cooperate
with the hydraulic chamber.
[0020] In a second alternative embodiment of the invention the
engaging means comprises a hydraulic piston, while the actuating
means comprises a liquid- or gas-filled hydraulic chamber in the
form of an elastically expandable bladder arranged to cooperate
with the hydraulic piston.
[0021] In a third alternative embodiment of the invention the
engaging means comprises a first hydraulic piston, while the
actuating means comprises a second hydraulic piston arranged to
co-operate with the first hydraulic piston.
[0022] In a fourth alternative embodiment of the invention the
engaging means is rigidly connected to the actuating means. The
engaging means is spring loaded in a downward direction by means of
a compressive spring, while the actuating means is spring loaded in
an upward direction by means of a compressive spring.
[0023] In summary, the present invention offers a simple and
cost-effective wheel suspension having a number of advantageous
properties, such as automatic level control for a vehicle with a
heavy load, automatic adjustment of the spring coefficient, and
automatic control of the rolling rigidity.
BRIEF DESCRIPTION OF DRAWINGS
[0024] In the following text, the invention will be described in
detail with reference to the attached drawings, in which:
[0025] FIG. 1 illustrates a bottom plane wheel suspension according
to a first embodiment of the invention;
[0026] FIG. 2 illustrates a top perspective view of the wheel
suspension according to the embodiment of FIG. 1;
[0027] FIG. 3 illustrates an enlarged bottom perspective view of an
attachment for a linkage being attached to a wheel at one end;
[0028] FIG. 4 illustrates an enlarged partial view of the
attachment of a spring seat;
[0029] FIG. 5 illustrates a wheel suspension under normal loading,
as seen from the front;
[0030] FIG. 6 illustrates a wheel suspension with the wheels at an
extreme lower position, equivalent to the vehicle being lifted
clear of the ground, as seen from the front;
[0031] FIG. 7 illustrates a front plane view of a wheel suspension
with the wheels at an extreme upper position;
[0032] FIG. 8 illustrates a front perspective view of the wheel
suspension in the normal loading position of FIG. 5;
[0033] FIG. 9 illustrates a front perspective view of the wheel
suspension in the extreme lower position of FIG. 6;
[0034] FIG. 10 illustrates a front perspective view of the wheel
suspension in the extreme upper position of FIG. 7;
[0035] FIG. 11 illustrates an enlarged perspective partial view of
a spring seat with the wheel suspension under normal load:
[0036] FIG. 12 illustrates an enlarged perspective partial view of
a spring seat with the wheel suspension in the extreme upper
position;
[0037] FIG. 13 illustrates an enlarged cross-sectional view of an
upper deflection limiting device comprising an engaging means and
an actuating device in an unloaded condition;
[0038] FIG. 14 illustrates a cross-sectional view according to FIG.
13, but with an engaging means and an actuating device in a loaded
condition;
[0039] FIG. 15 illustrates a front plane view of a first
alternative embodiment of the invention, wherein the actuating
means comprises a hydraulic piston arranged to cooperate with the
hydraulic chamber;
[0040] FIG. 16 illustrates a front plane view of a second
alternative embodiment of the invention, wherein the engaging means
comprises a hydraulic piston and the actuating means comprises a
liquid- or gas-filled hydraulic chamber in the form of an
elastically expandable bladder;
[0041] FIG. 17 illustrates a front plane view of a third
alternative embodiment of the invention, wherein the engaging means
comprises a first hydraulic piston, while the actuating means
comprises a second hydraulic piston arranged to cooperate with the
first hydraulic piston; and
[0042] FIG. 18 illustrates a front plane view of a fourth
alternative embodiment of the invention, wherein the engaging means
is rigidly connected to the actuating means.
DETAILED DESCRIPTION
[0043] In FIG. 1 the reference numeral 1 generally denotes a wheel
suspension for a vehicle according to an advantageous embodiment of
the invention. In the figure, the wheel suspension 1 is mounted on
load-bearing beams 2, 3, which are part of the chassis of the
vehicle. For reasons of clarity, the remaining vehicle has been
excluded. The beams 2, 3 can, as illustrated, be part of a
conventional frame of a vehicle having rectangular frame sections.
However, they can also be a part of a more complex chassis
structure (not shown) of a composite type, wherein the beams 2, 3
may have any cross-section. Hence, the beams 2, 3 may be designed
to be integrated in, for example, a so-called platform having a
sandwich construction. The wheel suspension 1 may advantageously be
used as both a front wheel and rear wheel suspension.
[0044] Referring to FIG. 1, a right wheel 4 and a left wheel 5 are
each carried by a substantially U-shaped, single linkage 6, 7. Note
that the normal forward direction of travel of the vehicle is
directed downwards in FIG. 1, and that the wheel suspension 1 is
viewed from below. In FIG. 2 it is viewed from an oblique angle
from the front and above. Furthermore, the wheels 4, 5 are drawn
using dotted lines in FIG. 1, as to avoid concealing parts of the
wheel suspension 1.
[0045] The linkages 6, 7 are pivotably journaled in the beams 2, 3
respectively, on the opposite side of the vehicle in relation to
their respective wheels. The linkages 6, 7 are journaled on axes 9,
which are parallel to the longitudinal direction of the vehicle,
i.e., in the vertical direction in FIG. 1. Hence, the linkage 6 of
the right wheel 4 is journaled in the beam 3 on the left half of
the vehicle, the linkage 7 of the left wheel 5 is journaled in the
beam 2 on the right half of the vehicle. Also, in a wheel
attachment part 40 the linkages 6, 7 are connected to their
respective wheels 4, 5 via a wheel spindle 11.
[0046] Each linkage 6, 7 is provided with two substantially
parallel legs 12, 13, 14, 15, extending in the transverse direction
of the vehicle. The free ends 16, 17, 18, 19 of the legs 12, 13,
14, 15 make up the first end section 8. The linkages 6, 7 are
further provided with closed sections 20, 21 connecting the legs,
thereby defining an open space 22, 23 between the legs 12, 13, 14,
15 of each linkage 6, 7. In the embodiment shown, one leg 13, 14 of
each linkage 6, 7 extends into the open space 22, 23 between the
legs 12, 13, 14, 15 of the other linkage 6, 7.
[0047] The legs 12, 14 of one of the linkages 6 is provided with
attachment points 24, 25 on the vehicle. Those points are displaced
in the longitudinal direction of the vehicle in relation to the
corresponding attachment point 26, 27 for the legs 13, 15 of the
other linkage 7. As such, the linkages 6, 7 can be pivoted
independently of each other around the axes 9.
[0048] Furthermore, as can be seen from FIG. 1 and FIG. 2, the
linkages 6, 7 are connected by a single leaf spring 28 in the
transverse direction of the vehicle. The leaf spring 28 has a first
end section 36 positioned on the left half of the vehicle relative
to a vertical longitudinal center plane 37 (shown as a dotted line
in FIG. 1), and a second end section 38 positioned on the right
half of the vehicle relative to the center plane 37. Each of the
end sections 36,38 is connected to the wheel attachment part 40
carrying the left hand and right hand wheels 4, 5, respectively, at
an outer attachment point 39 in relation to the center plane 37. In
the embodiment shown, the wheel attachment part 40 illustrates the
wheel spindle 11 described above.
[0049] In the outer attachment point 39 the leaf spring 28 is in
contact with a strut 31 on either linkage 6,7, with the strut 31
extending between the legs 12,13,14,15 in the longitudinal
direction of the vehicle. The second end section 10 of each linkage
6, 7 is connected to a shock absorber 33, 34, which in turn is
connected to the vehicle in a conventional manner (not shown). As
clearly seen from FIGS. 3 and 4, the strut 31 has a cylindrical
shape. Furthermore, each end section 36, 37 of the leaf spring 28
has an outwardly open, U-shaped cut-out 51. The cut-out 51 is
arranged to make room for a lower attachment casing 52 placed
around the circular strut 31 at the lower end of the respective
shock absorber 33, 34.
[0050] As can be seen particularly clear from FIG. 4, the shock
absorber 33 is attached to the vehicle in a conventional manner
using an upper attachment casing 53 mounted on a fixed axis 54 on
the vehicle. In FIG. 4 the outer attachment point 39 is shown as a
contact point between the strut 31 and the leaf spring 28. However,
this apparent contact point extends into the figure. Referring to
FIG. 1, the outer attachment point 39 is seen to actually be a
contact line (shown as a dotted line in FIG. 1) between the flat
leaf spring 28 and the cylindrical strut 31. This is inferred in
FIGS. 3, 11 and 12, although the contact line is concealed.
However, the contact line is broken at the cutout 51 for the lower
attachment casing 52 of the shock absorbers 33, 34.
[0051] The leaf spring 28 is also connected to the vehicle in a
spring seat 29, 30 at an inner attachment point 41 on either side
of the vehicle relative to the center plane 37. Accordingly, a
first spring seat 29 is positioned on the left half of the vehicle
in relation to the center plane 37, and a second spring seat is
positioned on the right side of the vehicle in relation to the
center plane 37. The inner attachment point 41 will be described in
more detail herein below.
[0052] An upper deflection limiting device 35 is attached on the
respective left half and right half of the vehicle. This deflection
limiting device defines a limit for the upward movement of the
wheel suspension 1 on the respective sides of the vehicle. The
limit is reached when the wheel suspension reaches an extreme upper
position, the position the wheel suspension 1 would assume when
subjected to, e.g., a severe jolt from the road surface. The upper
deflection limiting device 35 is provided with a damper or engaging
means 43 arranged to engage the leaf spring 28. As can be seen from
FIG. 2, the upper deflection limiting device 35 is rigidly attached
to each respective beam 2, 3 by means of a bracket 44 that is
preferably welded or bolted to the beam 2, 3.
[0053] In order to illustrate the movements of the wheel suspension
1, FIGS. 5-10 illustrates a number of loading conditions. FIG. 5
illustrates a front view of the wheel suspension 1 under normal
loading conditions wherein the leaf spring 28 is bent slightly
upwards and positioned at a distance from the engaging means 43 of
both the upper deflection limiting devices 35. FIG. 6 illustrates a
front view of the wheel suspension in an extreme lower position
wherein the leaf spring 28 is bent significantly downwards and is
positioned at a distance from the engaging means 43 of both the
upper deflection limiting devices 35. FIG. 7 illustrates a front
view of the wheel suspension in an extreme upper position wherein
the leaf spring 28 is bent significantly upwards and has contacted
the engaging means 43 of the upper deflection limiting devices 35.
FIGS. 8-10 illustrates front perspective views of the above
positions, wherein FIG. 8 illustrates the wheel suspension 1 in a
normal load position, FIG. 9 illustrates the wheel suspension in
its extreme lower position and FIG. 10 illustrates the wheel
suspension in its extreme upper position.
[0054] In addition, FIG. 4 clearly illustrates that the above
mentioned spring seats 29, 30 comprise a substantially S-shaped
lever 45 having a central suspension section 46. The central
suspension section 46 of the lever 45 is pivotably journaled around
a suspension axis 32 on the vehicle, with the axis arranged in the
longitudinal direction of the vehicle. The suspension axis 32 is
rigidly connected to the respective beams 2, 3 by means of
attachment flanges 42. As can be seen from the figures,
particularly FIGS. 1 and 12, the lever 45 has two vertically
extending plates 55 which are connected to each other. These plates
55 are substantially flat and extend in parallel at a mutual
distance substantially corresponding to the width of the leaf
spring 28. In an alternative (not shown) embodiment, the lever 45
may comprise a single plate 55 that extends along one side of the
leaf spring 28.
[0055] The lever is further provided with an inner end section 47,
positioned below and, relative to the vertical longitudinal center
plane 37, inside the central suspension section. The inner end
section 47 is provided with a supporting element 48 that is in
contact with the leaf spring 28 in the inner attachment point 41.
The supporting element 48 is displaceable along the leaf spring 28
in the transverse direction of the vehicle as a function of the
rotation of the lever 45 around the suspension axis 32. The
supporting element 48 has a cylindrical shape, whereby it is in
contact with the leaf spring 28 along a line that forms the inner
attachment point 41 (shown as a dotted line in FIG. 1). It must be
realized that the supporting element 48 need not necessarily be
cylindrical, as other geometrical shapes can be used. The contact
line preferably extends across the entire width of the leaf spring
28 as illustrated. The two plates 55 of the lever 45 are connected
at the inner end section 47 of the lever. This connection is formed
partly by the supporting element 48 and partly by a connecting
element 56 arranged immediately below the leaf spring 28. The
connecting element 56 also acts as a retaining means for the leaf
spring 28 during assembly of the wheel suspension 1. The shape of
the connecting element 56 is clear from FIG. 3 and FIG. 4, where it
is displayed as an upwardly convex cross-section in order to
accommodate the leaf spring 28 in its different extreme
positions.
[0056] The lever 45 further discloses an outer end section 49
positioned outside the central suspension section 46. When the leaf
spring 28 contacts the engaging means 43 of the deflection limiting
means 35, the outer end section 49 is arranged to be mechanically
actuated by an actuating means 50 connected to the engaging means
43 in such a way that the lever 45 is pivoted around the suspension
axis 32.
[0057] As seen from FIG. 4, a displacement of the actuating means
50 of the lever 45 by a distance A, results in a downward
displacement distance B of the supporting element 48, and, thus the
inner attachment point 41, which contacts the leaf spring 28 at the
inner end section 47, as well as a displacement distance C
outwardly towards the outer attachment point 39 of the leaf spring
28. This means that the distance between the inner attachment point
41 and the outer attachment point 39 is reduced by distance A, as
in FIG. 4. Thereby the spring coefficient of the leaf spring 28
increases along the part of the leaf spring that extends between
the supporting element 48 of the spring seat 29, 30 and the
attachment point of the shock absorber 33, 34 at the strut 31.
Hence the stiffness of the leaf spring 28 increases with increased
load through automatic adjustment of the spring coefficient, which
is a desirable property of a functional wheel suspension.
[0058] Downward displacement of the supporting element 48 distance
B will also raise the vehicle, either on both the right- and
left-hand side due to heavy loading of the vehicle, or one side
during a roll movement caused by aggressive cornering. As such, the
invention offers an effective automatic level adjustment in the
opposite direction of the sprung movement under a heavy load, in
addition to the stiffening of the suspension. The downward and
outward movement of the supporting element 48 will thus raise the
vehicle and stiffen the suspension as required by the loading
conditions. Additionally, this is achieved without requiring
external manipulation or control.
[0059] The outer end section 49 of the lever 45 is provided with a
connecting element 57 that connects the plates 55 of the lever 45.
The connecting element 57 is also provided with an actuating
surface 58 facing mainly downwards toward the actuating means 50
and arranged for contacting the actuating means 50.
[0060] The wheel suspension 1 also has a roll inhibiting function
through the automatic control of the roll rigidity. This is
obtained when a spring seat 29, 30 on one side of the vehicle moves
as described above. The anti-rolling effect is achieved by means of
the opposite wheel 4, which will also be subjected to a certain
upward force component when the first wheel 5 is sprung upwards.
The upward force component is caused by the supporting element 48
of the moving spring seat 29 on the first wheel 5 forcing the leaf
spring 28 downwards. This will in turn cause the supporting element
48 of the other spring seat 30 on the opposite side of the vehicle
to act as a lever pivot point for that part of the leaf spring
extending between the first spring seat 29 and the end section 36
of the leaf spring 28 on the opposite side of the vehicle. The end
section 36 will then force the wheel attachment section 40 on that
side upwards. Hence the roll rigidity is also influenced by a
spring seat that is movably arranged according to the
invention.
[0061] The design and the function of the engaging means 43 of the
upper deflection limiting means 35 and the respective actuating
means 50 will now be described with reference to FIGS. 13 and 14.
According to the preferred embodiment shown, the engaging means 43
comprises a first liquid- or gas-filled hydraulic chamber 59, which
communicates with a second liquid- or gas-filled hydraulic chamber
61 arranged in the actuating means 50 by means of an intermediate
conduit 60. In this manner an upper deflection limiting means 35
and actuating means 50 with an integrated hydraulic function is
obtained. As seen in FIG. 13, the actuating means 50 is placed
immediately adjacent the engaging means 43.
[0062] The first hydraulic chamber 59 comprises an elastically
compressible bladder, made from rubber or material with rubber-like
properties, such as a plastic material. The second hydraulic
chamber 61 comprises an elastically expandable bladder made from
the same or a similar material as the first hydraulic chamber 59.
As seen in FIGS. 13 and 14, the first and second hydraulic chambers
59, 60 are integrated into a contiguous bladder subdivided into two
sections.
[0063] A further second intermediate conduit 62 connects the first
and second hydraulic chambers 59, 61, wherein the conduit 62 is
provided with a non-return valve 63 preventing the flow of liquid
or gas from the second hydraulic chamber 61 to the first hydraulic
chamber 59. The hydraulic chambers are preferably filled with
hydraulic oil, but other fluids such as water or air may be used
for this purpose. Both the conduits 60, 62 as well as the
non-return valve 63 are integrated in an intermediate cylindrical
section 64, preferably made from a metallic material.
[0064] FIG. 13 illustrates the engaging means 43 in an unloaded
condition, where the leaf spring 28 has yet to contact the body of
the engaging means 43 of the upper deflection limiting device 35.
As illustrated, the engaging means 43 has a rounded conical shape
in its unloaded condition, where the rounded tip 65 of the cone is
directed towards the leaf spring 28. The hydraulic chamber 61 of
the actuating means 50, which has not yet been expanded, has its
upper surface in contact with the actuating surface 58 on the
connecting element 57 of the lever 45.
[0065] In FIG. 14 the leaf spring 28 has contacted the engaging
means 43 due to, e.g., aggressive driving or a heavy load. The
engaging means 43 is compressed and assumes a rounder, compressed
shape. Hydraulic fluid flows from the first hydraulic chamber 59 in
the engaging means 43 through both the first and the second
conduits 60, 72 and into the second hydraulic chamber 61. The
second hydraulic chamber 61 then expands and acts against the
actuating surface 58 so that the connecting element 57 of the lever
45 is displaced upwardly, e.g., the distance A shown in FIG. 4. As
described above, the lever 45 pivots around its suspension axis 32,
whereby the supporting element 48 with its inner attachment point
41 is displaced downwards distance B and outwards distance C
causing, for example, an increase of the stiffness of the spring.
When springing back, the leaf spring instead acts on the supporting
element 48 of the lever 45 with an upwardly directed force
component. This causes the lever 45 to be pivoted in the opposite
direction, whereby the actuating surface 58 on the connecting
element 57 pushes on the hydraulic chamber 61 of the actuating
means 50 in a downward direction. This causes hydraulic fluid to
flow back into the first hydraulic chamber 59 of the engaging means
43. Flow will only take place through the first intermediate
conduit 60 as the non-return valve 63 is closed and blocks the
second intermediate channel 62. By using an hydraulic oil or
another fluid as a hydraulic fluid and adapting the cross-sectional
area of the first conduit 60 to form a relatively narrow passage,
an effective damping is achieved as the leaf spring 28 springs
back. The degree of damping can be varied simply by choosing a
desired cross-sectional area for the first conduit 60.
[0066] The engaging means 43 and the actuating means 50 can be made
in several different ways within the scope of the invention. Four
such embodiments will be described below, with reference to the
FIGS. 15-18.
[0067] FIG. 15 illustrates a first alternative embodiment of the
invention, wherein the engaging means 43 comprises a hydraulic
piston 66 arranged to cooperate with the hydraulic chamber 59. The
piston 66 is slidable in a coaxially arranged cylinder 67 and in
contact with the actuating surface 58 of the connecting section 57
on the lever 45.
[0068] FIG. 16 illustrates a second alternative embodiment of the
invention, wherein the engaging means 43 comprises a hydraulic
piston 68 and the actuating means 50 comprises a liquid- or
gas-filled hydraulic chamber 50 in the form of an elastically
expandable bladder. The piston 68 is slidable in a coaxially
arranged cylinder 69 and arranged to be able to act on the leaf
spring 28.
[0069] FIG. 17 illustrates a third alternative embodiment of the
invention, wherein the engaging means 43 comprises a first
hydraulic piston 70 and the actuating means 50 comprises a second
hydraulic piston 71 arranged to cooperate with the first hydraulic
piston 70. The first hydraulic piston is therefore slidable in a
coaxially arranged cylinder 72 and arranged to act on the leaf
spring 28, while the second piston is slidably arranged on the
outside of the cylinder 72.
[0070] Finally, FIG. 18 illustrates a fourth alternative embodiment
of the invention, wherein the engaging means 43 is rigidly
connected to the actuating means 50 by means of an intermediate
rod-shaped part 73. A compressive spring 74 pre-loads the engaging
means 43 in a downward direction, while a compressive spring 75
pre-loads the actuating means 50 in an upward direction. The
rod-shaped part 73 is slidable through a cylindrical casing 76 in
the bracket 44.
[0071] Other embodiments of the present invention may be applicable
to other wheel suspensions. For example, the suggested solution
using movable spring seats 29, 30 in combination with a transverse
spring means 28 is not limited for use with crossed linkages 6, 7.
Furthermore, the transverse leaf spring 28 may be replaced by some
other form of transverse spring means of a different type and
cross-section, such as a composite spring made from fiber
reinforced plastics.
[0072] It should be understood that the invention is not limited to
the embodiments described above and in the attached drawings, but
may be freely modified within the scope of the subsequent
claims.
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