U.S. patent application number 09/725992 was filed with the patent office on 2002-05-30 for upper control arm adjustment system.
Invention is credited to Klais, Matthew E..
Application Number | 20020063005 09/725992 |
Document ID | / |
Family ID | 24916770 |
Filed Date | 2002-05-30 |
United States Patent
Application |
20020063005 |
Kind Code |
A1 |
Klais, Matthew E. |
May 30, 2002 |
Upper control arm adjustment system
Abstract
An upper control arm adjustment system for an automobile is
described. The system includes a bracket, a pair of spaced and
opposed indexing fingers located on top of the bracket, and a lever
that rotates about a slot formed in the bracket. As a manipulation
device is selectively rotated either clockwise or counterclockwise,
the lever is rotated towards one of the indexing fingers, thus
causing a bolt or cam fastened to the lever to move within the
slot, thus causing the upper control arm to move either inboard or
outboard with respect to the slot, thus altering the pivot position
of the upper control arm.
Inventors: |
Klais, Matthew E.;
(Waterford, MI) |
Correspondence
Address: |
Roland A Fuller III
DaimlerChrysler Intellectual Capital Corporation
CIMS 483-02-19
800 Chrysler Drive East
Auburn Hills
MI
48326-2757
US
|
Family ID: |
24916770 |
Appl. No.: |
09/725992 |
Filed: |
November 29, 2000 |
Current U.S.
Class: |
180/167 ;
280/124.134 |
Current CPC
Class: |
B60G 2200/4622 20130101;
B60G 2204/143 20130101; B60G 2204/4402 20130101; B60G 7/02
20130101; B60G 2204/44 20130101; B60G 2200/462 20130101 |
Class at
Publication: |
180/167 ;
280/124.134 |
International
Class: |
B60T 007/16 |
Claims
What is claimed is:
1. An upper control arm adjustment system for an automobile
suspension system, comprising: a bracket member, the bracket member
having an area defining an aperture, the bracket member having a
pair of spaced and opposed finger members extending upwardly away
from the aperture; a position adjustment member rotatably received
in the aperture; and a lever member connected to the position
adjustment member; wherein when the lever member is moved in a
first direction the position adjustment member moves to a first
position relative to the aperture; wherein when the lever member is
moved in a second direction the position adjustment member moves to
a second position relative to the aperture.
2. The invention according to claim 1, further comprising a second
pair of spaced and opposed finger members.
3. The invention according to claim 1, wherein the position
adjustment member comprises an elongated cylindrical member.
4. The invention according to claim 1, wherein the position
adjustment member comprises a cam mechanism.
5. The invention according to claim 1, further comprising a second
lever member connected to the position adjustment member.
6. The invention according to claim 1, further comprising an upper
control arm member rotatably connected to the position adjustment
member.
7. An upper control arm adjustment system for an automobile
suspension system, comprising: a bracket member, the bracket member
having an area defining an aperture, the bracket member having a
pair of spaced and opposed finger members extending upwardly away
from the aperture; a position adjustment member rotatably received
in the aperture; and a lever member connected to the position
adjustment member; wherein when the lever member is moved in a
first direction the lever member contacts at least one of the pair
of finger members so as to cause the position adjustment member to
move to a first position relative to the aperture; wherein when the
lever member is moved in a second direction the lever member
contacts at least one of the pair of finger members so as to cause
the position adjustment member to move to a second position
relative to the aperture.
8. The invention according to claim 7, further comprising a second
pair of spaced and opposed finger members.
9. The invention according to claim 7, wherein the position
adjustment member comprises an elongated cylindrical member.
10. The invention according to claim 7, wherein the position
adjustment member comprises a cam mechanism.
11. The invention according to claim 7, further comprising a second
lever member connected to the position adjustment member.
12. The invention according to claim 7, further comprising an upper
control arm member rotatably connected to the position adjustment
member.
13. An upper control arm adjustment system for an automobile
suspension system, comprising: a first bracket member, the first
bracket member having an area defining an aperture, the first
bracket member having a pair of spaced and opposed finger members
extending upwardly away from the aperture; a first position
adjustment member rotatably received in the aperture; a first lever
member connected to the position adjustment member; wherein when
the first lever member is moved in a first direction the first
position adjustment member moves to a first position relative to
the aperture of the first bracket member; wherein when the first
lever member is moved in a second direction the first position
adjustment member moves to a second position relative to the
aperture of the first bracket member; a second bracket member, the
second bracket member having an area defining an aperture, the
second bracket member having a pair of spaced and opposed finger
members extending upwardly away from the aperture; a second
position adjustment member rotatably received in the aperture; and
a second lever member connected to the second position adjustment
member; wherein when the second lever member is moved in a first
direction the second position adjustment member moves to a first
position relative to the aperture of the second bracket member;
wherein when the second lever member is moved in a second direction
the second position adjustment member moves to a second position
relative to the aperture of the second bracket member.
14. The invention according to claim 13, further comprising a
second pair of spaced and opposed finger members on the first and
second bracket members.
15. The invention according to claim 13, wherein the first and
second position adjustment members comprise an elongated
cylindrical member.
16. The invention according to claim 13, wherein the first and
second position adjustment members comprise a cam mechanism.
17. The invention according to claim 13, further comprising a
second lever member connected to the first and second position
adjustment members.
18. The invention according to claim 13, further comprising an
upper control arm member rotatably connected to the first and
second position adjustment members.
Description
BACKGROUND OF THE INVENTION
[0001] 1. FIELD OF THE INVENTION
[0002] The present invention relates generally to automobile
suspension systems, and more particularly to an upper control arm
adjustment system for an automobile.
[0003] 2. BACKGROUND AND SUMMARY OF THE INVENTION
[0004] If a vehicle's axles were bolted directly to its frame or
body, every rough spot in the road would transmit a jarring force
throughout the vehicle. Riding would be uncomfortable, and handling
at freeway speeds would be impossible. The fact that the modern
vehicle rides and handles well is a direct result of a suspension
system.
[0005] Even though the tires and wheels must follow the road
contour, the body should be influenced as little as possible. The
purpose of any suspension system is to allow the vehicle to travel
forward with a minimum amount of up-and-down movement. The
suspension should also permit the vehicle to make turns without
excessive body roll or tire skidding.
[0006] As part of a conventional suspension system, all vehicles
have either control arms or struts to keep the wheel assembly in
the proper position. The control arms (i.e., upper and lower) and
struts allow the wheel to move up and down while preventing it from
moving in any other direction. The wheel will tend to move in
undesirable directions whenever the vehicle is accelerated, braked,
or turned. Vehicle suspensions may have control arms only or a
combination of control arms and struts.
[0007] Typically, control arms are generally configured in a
V-shape design with a pair of pivot arms (i.e., front and rear
attachment points) pivotally mounted to a surface of the vehicle
frame with brackets and associated bushings, with the apex of the
control arm being mounted to the spindle via a ball joint, or like
assembly. The front and rear attachment points pivot on the rubber
bushings. The attachment points absorb the tendency of the control
arm to move forward and rearward as the wheel moves. The control
arm design keeps the wheel from moving inward and outward.
[0008] By designing the upper and lower control arms carefully, it
is possible to have a suspension system that allows the wheel to
move up and down while causing it to remain in the straight up and
down position. The upper and lower control arms move through
different arcs, keeping the outer pivot points in alignment. This
improves handling over bumps.
[0009] Accordingly, it is necessary to ensure that the pivot points
remain in proper alignment or else the suspension system
performance can be compromised. Typically, the alignment is
accomplished through adjusting the position of the control arm
relative to its respective bracket.
[0010] A more complete description of suspension systems in
general, and adjustment systems for the various components of
suspension systems in particular, can be found in the following
U.S. patents, the entire disclosures of which are incorporated
herein by reference:
[0011] U.S. Pat. No. 2,855,212 to Houser discloses independently
suspending the axles of a vehicle on rubber torsion springs while
providing for independent adjustment of the spring means.
[0012] U.S. Pat. No. 3,124,370 to Traugott discloses automotive
vehicles of the type wherein the front wheels are independently
suspended from the vehicle frame, these types of assemblies
generally employing upper and lower control arms, which are
pivotally connected at their inner ends to the vehicle frame, the
outer ends of the control arms supporting the wheel spindle
assembly.
[0013] U.S. Pat. No. 4,616,845 to Pettibone discloses a toe
adjustment assembly for adjusting the toe in the rear wheels of a
vehicle having an independent rear suspension including: a cam
device operatively associated with a lateral control arm, a slot
provided in fixed relationship with the vehicle frame, and, cam
engaging surfaces associated with the slot.
[0014] U.S. Pat. No. 4,736,964 Specktor discloses an apparatus for
guarding against accidental displacement of two members of an
automotive vehicle, after an adjustment of an alignment
characteristic has been made, involving the use of cams which are
used to adjust the alignment characteristic and which have prongs
which are pressed into the adjacent surfaces of a member of the
suspension system.
[0015] U.S. Pat. No. 4,754,991 to Jordan discloses a method and
buffer apparatus for preventing corrosion in a dynamic load bearing
assembly.
[0016] U.S. Pat. No. 4,869,527 to Coddens discloses a vehicle wheel
alignment device for adjusting the camber of a wheel carried at one
end of a lateral suspension member, such as an I-beam of a twin
I-beam suspension.
[0017] U.S. Pat. No. 5,052,711 to Pirkey et al. discloses a method
and apparatus for factory pre-aligning vehicle wheels and for
subsequently realigning the vehicle wheels after usage and for
verifying such re-alignment.
[0018] U.S. Pat. No. 5,284,353 to Shinji et al. discloses an
independent suspension for use in a front wheel or a rear wheel of
an automobile.
[0019] U.S. Pat. No. 5,286,052 to Lukianov discloses a double
wishbone suspension system for a motor vehicle which achieves
reduced roll center movement and wheel camber change relative to
the vehicle body in jounce and rebound of the vehicle wheels
throughout their suspension travel while requiring minimal
packaging space.
[0020] U.S. Pat. No. 5,301,977 to Schlosser et al. discloses an
adjustment system for providing toe and/or camber adjustment for a
normally fixed wheel of a vehicle using a plate member, in
conjunction with portions of the structures of the suspension
system of the vehicle, to locate at least one center point for the
formation of new aligned openings so that a portion of the control
system may be moved from an original location and secured at a new
location to provide for the toe and/or camber adjustment.
[0021] U.S. Pat. No. 5,332,255 to Velazquez discloses a heavy duty
front suspension system especially for passenger buses includes
square rubber torque springs supported by a spring frame
assembly.
[0022] U.S. Pat. No. 5,775,719 to Holden discloses a control arm
adjustment mechanism including a frame bracket connected to a
vehicle frame with a bolt extending through the frame bracket.
[0023] U.S. Pat. No. 5,826,894 to McDonald et al. discloses a toe
adjustment assembly including a frame and a pair of lateral links
pivotally mounted to the frame. A bore is formed in at least one of
the links.
[0024] U.S. Pat. No. 5,839,742 to Holt discloses a suspension
system with a contained force system which concentrates loads in
the suspension geometry control elements.
[0025] U.S. Pat. No. 5,967,536 to Spivey et al. discloses a system
and method for converting stock MacPherson strut suspension systems
for a host automobile to a double A-arm type of suspension system
using only stock or pre-existing mounting locations and only
ordinary hand tools.
[0026] U.S. Pat. No. 6,003,886 to Kiesel discloses a rear lateral
arm for lowering the body of a vehicle which includes a mechanism
which can be adjusted to compensate for the excessive negative
camber associated with such lowering.
[0027] An example of a conventional upper control arm adjustment
system is shown in FIG. 1, and is exemplary of the type of system
used on the lower control arm of the 1999 model TOYOTA TUNDRA
truck. In this view, a bracket 1 is mounted upon a portion of the
vehicle's frame 2 for receiving one of the attachment points of the
lower control arm (not shown). In order to secure the lower control
arm to bracket 1, a bolt 3 is placed through a pair of openings 4,
5, provided on the bracket 1. Typically, the bolt 3 is received in
a bushing 3a. A pair of nuts 6, 7, respectively, when tightened
against the bracket 1 secure bolt 3 within the confines of the pair
of openings 4, 5. In order to adjust the pivot point of the lower
control arm, a pair of rotatable cams 8, 9 are provided on the
outer surfaces of the bracket 1, with the bolt 3 extending through
openings (not shown) provided on the pair of cams 8, 9. When
manipulated, the pair of cams 8, 9 permit the relative movement of
the bushing 3a within the pair of openings or slots 4, 5, thus
allowing for the adjustment of the pivot axis of the lower control
arm. On both sides of the pair of cams 8, 9 are a set of paired cam
guides 10, 11, 12, 13, respectively, which are typically welded to
the frame 2. The pair of cams 8, 9 are centered between the cam
guides 10, 11, 12, 13, respectively. Thus, when the pair of cams 8,
9 are turned during an adjustment operation, the bushing 3a moves
in a cross-car (i.e., inboard-outboard) direction in the pair of
slots 4, 5, respectively, thus changing the relative position of
the lower control arm with respect to the bracket 1 so as to enable
the establishment of the proper pivot axis of the lower control
arm.
[0028] Although this system has aided somewhat in facilitating the
adjustment of control arms in general, it has several
disadvantages. Initially, the packaging area for this type of
system is relatively large. Second, it is rather labor-intensive to
weld the individual cam guides onto the bracket, thus increasing
manufacturing costs as well as the chances for defects, such as
weld failures and misalignment. Third, the opening or slot location
is dependent on the location of the cam guides, thus inviting
potential errors in design and manufacturing to occur.
[0029] Therefore, there exists a need for an upper control arm
adjustment system that is inexpensive to manufacture, simple to
operate, and is easily integrated into the vehicle's suspension
system.
[0030] Accordingly, at least one of the objects of the present
invention is to provide such an upper control arm adjustment
system.
[0031] In accordance with one embodiment of the present invention,
an upper control arm adjustment system for an automobile suspension
system is provided, comprising:
[0032] a bracket member, the bracket member having an area defining
an aperture, the bracket member having a pair of spaced and opposed
finger members extending upwardly away from the aperture;
[0033] a position adjustment member rotatably received in the
aperture; and
[0034] a lever member connected to the position adjustment
member;
[0035] wherein when the lever member is moved in a first direction
the position adjustment member moves to a first position relative
to the aperture;
[0036] wherein when the lever member is moved in a second direction
the position adjustment member moves to a second position relative
to the aperture.
[0037] In accordance with another embodiment of the present
invention, an upper control arm adjustment system for an automobile
suspension system is provided, comprising:
[0038] a bracket member, the bracket member having an area defining
an aperture, the bracket member having a pair of spaced and opposed
finger members extending upwardly away from the aperture;
[0039] a position adjustment member rotatably received in the
aperture; and
[0040] a lever member connected to the position adjustment
member;
[0041] wherein when the lever member is moved in a first direction
the lever member contacts at least one of the pair of finger
members so as to cause the position adjustment member to move to a
first position relative to the aperture;
[0042] wherein when the lever member is moved in a second direction
the lever member contacts at least one of the pair of finger
members so as to cause the position adjustment member to move to a
second position relative to the aperture.
[0043] In accordance with still another embodiment of the present
invention, an upper control arm adjustment system for an automobile
suspension system is provided, comprising:
[0044] a first bracket member, the first bracket member having an
area defining an aperture, the first bracket member having a pair
of spaced and opposed finger members extending upwardly away from
the aperture;
[0045] a first position adjustment member rotatably received in the
aperture;
[0046] a first lever member connected to the position adjustment
member;
[0047] wherein when the first lever member is moved in a first
direction the first position adjustment member moves to a first
position relative to the aperture of the first bracket member;
[0048] wherein when the first lever member is moved in a second
direction the first position adjustment member moves to a second
position relative to the aperture of the first bracket member;
[0049] a second bracket member, the second bracket member having an
area defining an aperture, the second bracket member having a pair
of spaced and opposed finger members extending upwardly away from
the aperture;
[0050] a second position adjustment member rotatably received in
the aperture; and
[0051] a second lever member connected to the second position
adjustment member;
[0052] wherein when the second lever member is moved in a first
direction the second position adjustment member moves to a first
position relative to the aperture of the second bracket member;
[0053] wherein when the second lever member is moved in a second
direction the second position adjustment member moves to a second
position relative to the aperture of the second bracket member.
[0054] Further areas of applicability of the present invention will
become apparent from the detailed description provided hereinafter.
It should be understood however that the detailed description and
specific examples, while indicating preferred embodiments of the
invention, are intended for purposes of illustration only, since
various changes and modifications within the spirit and scope of
the invention will become apparent to those skilled in the art from
the detailed description.
BRIEF DESCRIPTION OF THE DRAWINGS
[0055] The present invention will become more fully understood from
the detailed description and the accompanying drawings,
wherein:
[0056] FIG. 1 is a partial perspective view of an upper control arm
adjustment system, in accordance with the prior art;
[0057] FIG. 2 is a partial perspective view of an upper control arm
adjustment system, in accordance with one embodiment of the present
invention.
[0058] FIG. 3 is a partial perspective view of the upper control
arm adjustment system depicted in FIG. 2, with the bolt in its full
positive caster position (i.e., full inboard position), in
accordance with one embodiment of the present invention.
[0059] FIG. 4 is a partial perspective view of the upper control
arm adjustment system depicted in FIG. 2, with the bolt in its full
negative caster position (i.e., full outboard position), in
accordance with one embodiment of the present invention.
[0060] FIG. 5 is an exploded view of an upper control arm
adjustment system, in accordance with one embodiment of the present
invention.
[0061] FIG. 6 is a partial perspective view of the upper control
arm adjustment system depicted in FIG. 5, in accordance with one
embodiment of the present invention.
[0062] FIG. 7 is an exploded view of an upper control arm
adjustment system, in accordance with an alternative embodiment of
the present invention.
[0063] FIG. 8 is a partial perspective view of the upper control
arm adjustment system depicted in FIG. 7, in accordance with an
alternative embodiment of the present invention.
[0064] The same reference numerals refer to the same parts
throughout the various Figures.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0065] Although the present invention is directed primarily to an
upper control arm adjustment system, it should be noted that the
present invention can be practiced with any number of different
types of mechanisms and assemblies which require the adjustment of
pivot points and relative positions.
[0066] The present invention proposes a new and improved upper
control arm adjustment system that replaces the conventional cam
and cam guide system with a lever/indexing finger system.
[0067] Referring to FIG. 2, there is shown an upper control arm
adjustment system 20, in accordance with one embodiment of the
present invention. The system 20 includes a bracket member 22, a
pair of spaced and opposed indexing fingers 24, 26, respectively,
and a position adjustment system 28. The position adjustment system
28 includes an elongated member 30, such as a bolt, which extends
through an aperture or slot 32 formed in the bracket member 22, a
manipulation member 34 for rotating the elongated member 30
relative to the slot 32, a locking member 36 (e.g., a nut) for
ensuring that the elongated member 30 does not fall out of the slot
32, and a lever member 38 which enables the elongated member 30 to
move relative to the slot 32 when the manipulation member 34 is
rotated. Preferably, the bracket member is provided with a second
pair of spaced and opposed indexing fingers 40, 42, respectively,
and a second lever member 44. The bracket member 22 is preferably
mounted to a frame member 46 of the automobile.
[0068] Preferably, the system 20, includes a second bracket member
48, with identical characteristics as the first bracket member 22,
as well as a second position adjustment system (not shown).
Although not shown in this view, it will be appreciated that one
attachment point of an upper control arm would be rotatably
connected to the bolt 30, with the other attachment point of the
upper control arm being rotatably connected to the bolt (not shown)
of the second bracket member 48.
[0069] In operation, the manipulation member 34 is selectively
rotated either clockwise or counterclockwise in order to adjust the
position of the bolt 30 relative to the slot 32.
[0070] By rotating the manipulation member 34, the lever members 38
and 44 will contact indexing fingers 24, 26, 40, 42, respectively,
thus causing the bolt to either move inboard or outboard with
respect to the slot 32, depending on the direction of rotation.
[0071] Referring to FIG. 3, the bolt 30 is shown in its full
positive caster position (i.e., full inboard position) which was
caused by rotating the manipulation member in a clockwise position,
thus causing lever members 38 and 44 to contact indexing fingers 26
and 42, respectively, which in turn caused the bolt 30 to move
relative to the slot 32 to the position shown.
[0072] Referring to FIG. 4, the bolt 30 is shown in its full
negative caster position (i.e., full outboard position) which was
caused by rotating the manipulation member in a counterclockwise
position, thus causing lever members 38 and 44 to contact indexing
fingers 24 and 40, respectively, which in turn caused the bolt 30
to move relative to the slot 32 to the position shown.
[0073] Referring to FIG. 5, there is shown an exploded view of an
upper control arm adjustment system, in accordance with one
embodiment of the present invention. In this view, an upper control
arm 100 is shown in proximity to the upper control arm attachment
system 20. The upper control arm typically includes two arms 102,
104, respectively, terminating in two attachment points 106, 108
respectively. The attachment points 106, 108 typically have slots
110, 112, respectively, for receiving various structures, such as
elongated members. Although only one bracket member 22 is shown, it
should be noted that typically each attachment point of the control
arm is associated with its own individual bracket member.
[0074] With respect to assembly, attachment point 108 is lowered
into the interior portion of bracket member 22 so at to align slot
110 with slots 32. Once this is accomplished, bolt 30, through
which lever 38 is received, is then threaded through slots 32 and
slot 110 and then through lever 44 whereupon a locking member 36
(e.g., a locking nut) is then secured to the distal end of bolt 30
so as to secure the upper control arm 100 to the upper control arm
adjustment system 20. To adjust the pivot point of the upper
control arm 100, the locking member 36 is loosened slightly and the
manipulation member 34 is turned either clockwise or
counterclockwise so as to cause levers 38 and/or 44 to contact
indexing fingers 24, 26, 40, 42, respectively, which then causes
bolt 30 to move within slots 32 so as to change the relative
position of bolt 30 with respect to slots 32. In this manner, the
pivot point of the upper control arm 100 can be adjusted.
[0075] Referring to FIG. 6, there is shown a partial perspective
view of the upper control arm adjustment system depicted in FIG. 5,
in accordance with one embodiment of the present invention.
However, in this view, the system 20 is shown in its fully
assembled state, with the attachment point of the upper control arm
removed for purposes of clarity.
[0076] Referring to FIG. 7, there is shown an exploded view of an
upper control arm adjustment system 200, in accordance with an
alternative embodiment of the present invention. The primary
difference between this embodiment and the embodiment depicted in
FIG. 5 is the use of a cam device 300. In practice, the bolt 30 is
received in the cam device 300. However, the operation of the
alternative system 200 as a whole is substantially the same as
previously described. Therefore, in this case, it is actually the
cam device 300 that is moved relative to the slots 32, whereupon
the change in the pivot point of the upper control arm is
accomplished.
[0077] Referring to FIG. 8, there is shown a partial perspective
view of the upper control arm adjustment system depicted in FIG. 7,
in accordance with an alternative embodiment of the present
invention. However, in this view, the system 200 is shown in its
fully assembled state, with the attachment point of the upper
control arm removed for purposes of clarity.
[0078] The invention being thus described, it will be obvious that
the same may be varied in many ways. Such variations are not to be
regarded as a departure from the spirit and scope of the invention,
and all such modifications as would be obvious to one skilled in
the art are intended to be included within the scope of the
following claims.
* * * * *