vehicle and method for improving vehicle rolling characteristics

专利摘要:
A VEHICLE WITH A SUSPENSION SYSTEM WITH FOUR CONNECTION BARS PROVIDING WITH IMPROVED ROLLING FEATURES. The present invention relates to a vehicle and a method for improving the vehicle's rolling characteristics. In accordance with the present invention, the vehicle includes a wheel axle, a suspended mass, a first control arm, a second control arm, a third control arm, a first articulated joint, a second articulated joint, a third joint articulating, and a fourth articulating joint. The torsional stiffness of the first control arm, the second control arm, the first pivot joint, the second pivot joint, the third pivot joint, and the fourth pivot joint are substantially equal to or greater than the torsion stiffness of the shaft. of wheels, whereby the wheel axle bends and twists during a suspended mass rolling event in order to limit a amount of roll.
公开号:BR112012020061B1
申请号:R112012020061-5
申请日:2010-02-12
公开日:2020-10-13
发明作者:Paul Kiselis Gregory；Alwyn Brown Michael
申请人:Volvo Group North America, Llc；
IPC主号:

专利说明:

TECHNICAL FIELD
[0001] The present invention relates to a vehicle with a suspension system of four tie bars provided with improved rolling characteristics. OVERVIEW OF THE STATE OF THE TECHNIQUE
[0002] Vehicles are typically provided with suspension systems that isolate the suspended mass, that is, the components supported by the suspension system, from the unsprung mass, including, for example, the suspension system, wheels, and axles. wheels. Suspension systems typically include springs and sometimes shock absorbers, which act as an interface between suspended masses and unsprung masses. The springs and dampers transmit (grant, communicate) a degree of flexibility to the suspension system in order to cushion shock and isolate the suspended mass from vibrations, bumps and road irregularities that are generated or found by the non-suspended mass in the as the vehicle moves.
[0003] While the flexibility characteristics of suspension systems transmitted by the springs and shock absorbers are desirable for the purpose of providing a comfortable ride, the inclusion of springs and shock absorbers often displays a deteriorating effect on vehicle handling. For example, during contour or convergence, the vehicle's suspended mass can tilt or roll around the longitudinal geometric axis of the vehicle structure. While it should be desirable to harden the suspension system in order to increase the average rolling rate of the suspended mass, for example, by hardening the springs, this should exhibit a deteriorating effect on the suspension system's ability to cushion shock and isolate the suspended mass from vibrations, bumps and road irregularities.
[0004] Another way to improve the roll rate is to use stabilizer bars. Stabilizer bars are typically mounted to the frame and to the opposite ends of the wheel axle or in opposition to the suspension control arms connected to opposite ends of the wheel axle. During a roll event, when the suspended mass tries to roll, the stabilizer bar restricts the roll movement. As this occurs, torsion is applied to the stabilizer bar, which causes the stabilizer bar to bend and twist. Stabilizer bars are designed to have sufficient resilience (elasticity, flexibility) to the torsion to withstand this curving and torsional movement (turning) and sufficient torsional stiffness to restrict the rolling movement. Advantageously, stabilizer bars are typically designed and positioned in such a way that any bending and twisting that may occur is translated as a bending and twisting motion around a geometric axis that is generally transverse to the geometric axis around which scrolling occurs. , whereby such bending and twisting does not substantially contribute to vehicle rollover.
[0005] Yet another way to improve the rolling characteristics is to use wheel axles in a similar way to stabilizer bars. In particular, suspension control arms can be pivotally connected to the frame, for example, to a frame hook (hanger), by means of an articulated and rigidly connected joint to the wheel axle so that movement relatively it does not occur between the wheel axle and the control arms during non-rolling event traction conditions. Accordingly, during non-rolling event traction conditions, the control arms and wheel axle pivot around the pivot joint and the fixedly mounted portion of the control arm moves up and down with the wheel axle. in response to vibrations, bumps and road irregularities generated or encountered by the unsprung mass as the vehicle travels.
[0006] During a rolling event, however, when the suspended mass tries to roll, the wheel axle restricts the rolling movement. In particular, during a rolling event, twist is applied to the control arm, which in turn applies twist to the wheel axle, which in turn causes the wheel axle to bend and twist . Wheel axles used in this way are designed to have sufficient torsional elasticity to withstand this curving and torsional movement and sufficient torsional stiffness to restrict the rolling movement. Advantageously, to the extent that the curving and torsional movement is around a geometric axis of the wheel axis, which is generally transverse to the geometric axis around which rolling occurs, such curving and twisting does not substantially contribute to rolling of vehicle. In such a way, the wheel axle itself can increase the roll rate, if used in conjunction with stabilizer bars to provide auxiliary roll control or if used in the absence of stabilizer bars. For trailerse heavy vehicles, such as, for example, truck tractors, cement trucks, and garbage trucks, in particular, the ability to provide such roll control or auxiliary roll control may prove especially desirable.
[0007] As previously discussed, previously known systems that employ bending and twisting of the wheel axle to limit suspended mass exhibit attachment by connecting the control arms to the wheel axle, preferably more than hinged connection from the control arms to the wheel axle. However, suspension systems with four tie bars, which include control arms hingedly connected to both the frame and the wheel axle, such an arrangement creates deficiencies in certain aspects of vehicle handling. In line with this, separate scroll control is generally preferable from a handling point of view, to employ a suspension system of the type of four tie bars. As an example, those of ordinary skill in the art will appreciate that four-link link suspension systems generally provide improved torque reactivity and improved longitudinal location of the wheel axle relative to the frame as the axle wheel moves up and down during non-rolling event traction conditions. Suspension systems of four previously connected tie bars had the disadvantage, however, that they did not use bending and twisting of the wheel axle to provide roll control or auxiliary roll control.
[0008] For example, US patent number 5,649,719 shows an arrangement of four tie bars comprising lower control arms hingedly mounted to the frame and an upper control arm hingedly mounted to the frame and wheel axle . Regardless of the convenience of using a wheel axle for roll control or auxiliary roll control, for a variety of reasons, provisions such as that shown in U.S. Patent No. 5,649,719 and a variety of other types of suspension systems four link bars have so far proven to exhibit an inability to generate bending and twisting of wheel axles to provide roll control.
[0009] The present invention is intended towards a vehicle with a suspension system of four connecting arms provided with improved rolling characteristics. SUMMARY OF THE INVENTION
[00010] In accordance with an embodiment of the present invention, a vehicle is presented comprising a wheel axle, a suspended mass, a first control arm, a second control arm, a third control arm, a first articulating joint, a second articulated joint, a third articulated joint and a fourth articulated joint. The wheel axle is provided with torsional rigidity and with a first end and a second end. The suspended mass includes a frame and is mounted to the wheel axle whereby the suspended mass can roll relative to the wheel axle. The first control arm longitudinally locates the first end of the wheel axle relatively to the frame and includes torsional stiffness. The second control arm longitudinally locates the second end of the wheel axle relative to the structure and includes torsional stiffness. The third control arm laterally locates the wheel axis relative to the structure. The first articulated articulated joint connects the first control arm to the first end of the wheel axle and is provided with torsional rigidity. The second hinged joint pivotally connects the first control arm to the structure and is provided with torsional rigidity. The third pivot joint articulatingly connects the second control arm to the second end of the wheel axle is provided with torsional rigidity. The fourth pivot joint articulates the second control arm to the structure and is provided with torsional rigidity. The torsional stiffness of the first control arm, the second control arm, the first pivot joint, the second pivot joint, the third pivot joint, and the fourth pivot joint are substantially equal to or greater than the torsion stiffness of the shaft. of wheels, whereby the wheel axle bends and twists during a suspended mass rolling event in order to limit a amount of roll.
[00011] In accordance with another aspect of the present invention, a method for improving the rolling characteristics of a vehicle comprises the steps of providing a wheel axle including a first end, a second end and a torsional stiffness. Provision of a suspended mass, including a structure, mounted to the wheel axle by means of which the suspended mass can roll relative to the wheel axle. Provision of a first control arm that longitudinally locates the first end of the wheel axle relative to the structure and includes torsional stiffness. Provision of a second control arm that longitudinally locates the second end of the wheel axle relative to the structure and includes torsional stiffness. Provision of a third control arm that laterally locates the wheel axis relative to the structure. Provision of a first articulating joint that articulately connects the first control arm to the first end of the wheel axle and includes torsional rigidity. Provision of a second articulating joint that articulately connects the first control arm to the structure and includes torsional rigidity. Provision of a third pivotable joint that pivotally connects the second control arm to the second end of the wheel axle and includes torsional rigidity. Provision of a fourth articulating joint that articulately connects the first control arm to the structure and includes torsional stiffness. Selection of the torsional stiffness of the first control arm, the second control arm, the first pivot joint, the second pivot joint, the third pivot joint, and the fourth pivot joint to be substantially equal to or greater than the torsional stiffness of the wheel axle, whereby the wheel axle bends and twists during a suspended mass roll event in order to limit a amount of roll. BRIEF DESCRIPTION OF THE DRAWINGS
[00012] In the text below, the present invention will be presented here in greater detail with the aid of the accompanying Drawings that are considered solely as an example of the present invention, in which: Figure 1 represents a perspective view of a side of a system suspension of four connecting bars in accordance with an embodiment of the present invention. Figure 2 represents a perspective view of an opposite side as shown in Figure 1 of a suspension system with four connecting bars in accordance with an embodiment of the present invention. Figure 3 represents a bottom view of a suspension system with four connection bars in accordance with an embodiment of the present invention. Figure 4 represents a side view of a four link suspension system in accordance with an embodiment of the present invention. Figure 5 represents an opposite side view as shown in Figure 4 of a four link suspension system in accordance with an embodiment of the present invention. Figure 6 represents a top view of a four link suspension system in accordance with an embodiment of the present invention. Figure 7A represents a first control arm of a four link suspension system in accordance with an embodiment of the present invention. Figure 7B represents a fifth control arm of a four-link suspension system in accordance with an embodiment of the present invention. Figure 8A represents a second control arm of a four link suspension system in accordance with an embodiment of the present invention. Figure 8B represents a fourth control arm of a four link suspension system in accordance with an embodiment of the present invention. Figure 9A represents a third control arm of a four link suspension system in accordance with an embodiment of the present invention. Figure 9B represents a sixth control arm of a four link suspension system in accordance with an embodiment of the present invention. Figure 10 represents a relationship between an axis and a shortened bearing surface of a control arm of a four link suspension system during a no (no) rollover event. Figure 11 represents a relationship between an axis and a shortened bearing surface of a control arm of a four link suspension system during a rollover event. Figure 12 represents a relationship between an axis and an elongated bearing surface of a control arm of a four link suspension system in an embodiment of the present invention during a rolling event. Figure 13 represents cube plots showing the average roll rate achieved in N'm / ° as a function of the following variables: the torsional stiffness of the first, second, fourth, and fifth control arms, the bearing hardness used in articulated joints for the articulated connection of the first, second, fourth, and fifth control arms for the wheel axles and for the structure, the use of ball joints or bushings in the articulated joints used to articulate the third arm control and the sixth control arm for the wheel axles, and the length of the bearing surfaces used in articulated joints for articulating connection of the first, second, fourth, and fifth control arms for the wheel axles and for the structure. Figure 14 illustrates second-order relationship modeling between the variables modeled in Figure 13. Figure 15 represents a Pareto graph illustrating the standardized effects of the variables modeled in Figure 13. Figure 16 represents a schematic view of a suspension system in accordance with an alternative embodiment of the present invention. Figure 17 represents an alternative embodiment of lower control arms. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT OF THE INVENTION
[00013] Figures 1-6 represent a suspension system of four connecting bars (10) in accordance with an embodiment of the present invention. In accordance with one aspect of the embodiment of the present invention, the suspension system (10) is configured to mount the first wheel axle and the second wheel axle (80, 81) for the structure (100) of a vehicle, such as , for example, and not by limitation, a tractor trailer. In accordance with another aspect of the embodiment of the present invention, the suspension system (10) is configured to support the suspended mass (11) of the vehicle, including, for example, and not by limitation, the structure (100) and the body vehicle (not shown) and components supported therewith. In accordance with yet another aspect of the embodiment of the present invention, the suspension system (10) is configured to cushion the shock applied to the vehicle's suspended mass (11) from vibrations, damping, and road irregularities that are generated or found by the unsprung mass (12), including, by way of example, and not by limitation, the wheel axles (80, 81), wheels (not shown), and the suspension system (10). In accordance with yet another aspect of the embodiment of the present invention, the suspension system (10) is configured to increase the average roll rate of the suspended mass (11) of the vehicle.
[00014] As shown in Figure 1 and Figure 2, the suspension system (10) can include a plurality of shock absorbers, as in (HO), which in the present embodiment of the present invention, can be heavy commercial vehicle shock absorbers . Those of ordinary skill in the art will appreciate that the shock absorbers (HO) cushion the shock applied to the suspended mass (11) of the vehicle from vibrations, bumps, or road irregularities that are generated or encountered by the unsprung mass (12) of the vehicle.
[00015] Also shown in Figure 1 and Figure 2, the suspension system (10) can also include springs (111), which can take a variety of shapes, including air springs in the form of air bladders, as shown. In accordance with an aspect of the present embodiment of the present invention, the springs (111) support the suspended mass (11) of the vehicle. In accordance with another aspect of the present embodiment of the present invention, the springs (111) reduce the shock applied to the suspended mass (11) of the vehicle from vibrations, bumps, or road irregularities that are generated or encountered by the mass not suspended (12) from the vehicle. In accordance with yet another aspect of the present embodiment of the present invention, the springs (111) can be adjusted to adjust the vehicle's running height, for example, by connection to the pneumatic supply (not shown) of the vehicle.
[00016] Although the present embodiment of the present invention is shown with dampers (110) and springs (111), those of ordinary skill in the art will appreciate that there are numerous ways to cushion and reduce the shock applied to the suspended mass (11) and that the aforementioned arrangement is provided as an example of many of those that are within the scope of the present invention.
[00017] As shown, for example, in Figure 1, Figure 2 and Figure 6, the suspension system (10) can also include one or more stabilizer bars, as in (130, 131). In accordance with an aspect of the present embodiment of the present invention, the stabilizer bars (130, 131) are pivotally connected to the frame (100) and preferably to the first frame member and the second frame member (100a, 100b), which extend transversely to the wheel axles (80, 81) and substantially along the length of the frame (100). In accordance with another aspect of the present embodiment of the present invention, the stabilizer bars (130, 131) are pivotally connected to the respective wheel axles (80, 81) and preferably to the ends (80a, 80b, 81a, 81b) of the wheel axles (80, 81). In alternative embodiments of the present invention, the stabilizer bars (130, 131) can be connected to the control arms (20), (30), (40) and (50). Although the embodiment of the present invention is represented with stabilizer bars (130, 131), one or both may be absent in alternative embodiments of the present invention. Those of ordinary skill in the art will appreciate that a variety of types of stabilizer bars can be used to increase the roll rate of the suspended mass (11) and that the arrangement currently illustrated is just one of many within the scope of the present invention.
[00018] As shown in Figures 1 - 4, the suspension system (10) is preferably provided with first control arm and second control arm (20, 30), fourth control arm and fifth control arm (40, 50 ), and third control arm and sixth control arm (60, 70). As shown in Figure 3, in accordance with an aspect of the present embodiment of the present invention, at least one pivotable joint (13) is provided to connect each of the control arms (20), (30), (40) and (50) ) and a wheel axle (80) or (81) and at least one pivot joint (14) is provided to connect each of the control arms (20), (30), (40) and (50) and the frame (100). As shown in Figure 3 and Figure 6, in accordance with another aspect of the present embodiment of the present invention, at least one pivotable joint (15) is provided to connect each of the control arms (60, 70) and an axis of wheels (80) or (81) and at least one hinge joint (16) is provided, and preferably two hinge joints are provided, to connect each of the control arms (60, 70) and the frame (100). While the present embodiment of the present invention represents revolutionary articulating joints at (13), (14) and (16) and a ball joint at (15), those of ordinary skill in the art will appreciate that there are numerous arrangements within the scope of the present invention to provide pivotable joints.
[00019] As best shown in Figure 1, Figure 3 and Figure 4, the first control arm (20) is shown as an elongated member in the present embodiment of the present invention. The first control arm (20) longitudinally locates the first end (80a) of the wheel axle (80) relative to the frame (100). As shown, the first control arm (20) extends generally transverse to the first wheel axle (80). In accordance with an aspect of the present embodiment of the present invention, the first control arm (20) is provided with a first portion (21) which is configured to pivotally connect the first control arm (20) to a first end (80a) the first wheel axle (80). In accordance with another aspect of the present embodiment of the present invention, the first portion (21) of the first control arm (20) is configured to move in conjunction with the first end (80a) of the first wheel axle (80). By way of example, in the event of an upward movement of the first end (80a) of the first wheel axle (80), the first portion (21) of the first control arm (20) will move upwardly with the first end (80a) ) of the first wheel axle (80). Likewise, in the event of a downward movement of the first end (80a) of the wheel axle (80), the first portion (21) of the control arm (20) will move downwardly with the first end (80a) of the first wheel axle (80).
[00020] As shown in Figure 1, Figure 3 and Figure 4, the first portion (21) of the first control arm (20) is pivotally connected to the first end (80a) of the first wheel axle (80). Those of ordinary skill in the art will appreciate that it is within the scope of the present invention to use numerous arrangements for providing an articulable joint (13) between the first control arm (20) and the first end (80a) of the first axis of wheels (80) and that the arrangement shown in the embodiment of the present invention illustrated herein is an example of a possible arrangement within the scope of the present invention.
[00021] In the embodiment of the present invention, the first portion (21) is preferably pivotally connected with the first wheel axle (80) by means of a mounting clamp (82). As shown, the mounting bracket (82) can be fixedly connected to the first end (80a) of the first wheel axle (80), for example, and not by limitation, through fasteners, welding, or any suitable resource. Also shown, the mounting bracket (82) can be fixedly attached to the bottom side (bottom) of the first end (80a) of the first wheel axle (80).
[00022] As best shown in Figure 3, the mounting bracket (82) can hold an axle (86), which includes a generally cylindrical portion that fits within a generally cylindrical bearing surface (22) (Figure 7A) of the first portion (21) of the first control arm (20). As shown in Figure 7A, in the present embodiment of the present invention, the bearing surface (22) defines a perforation, which preferably receives a generally cylindrical bush (23), which in turn receives the generally cylindrical portion of the shaft (86). Those of ordinary skill in the art will appreciate that the bearing surface (22) and the bush (23) pivot around the generally cylindrical portion of the shaft (86) as the first end (80a) of the first shaft wheel (80) moves up and down, for example, in response to irregularities on a surface on which the vehicle is being split.
[00023] In accordance with another aspect of the present embodiment of the present invention, the first control arm (20) is provided with a second portion (25) which is configured to pivotally connect the first control arm (20) to the structure vehicle (100). As best shown in Figure 3 and Figure 4, the second portion (25) of the first control arm (20) is pivotally connected with the first frame hook (101) which extends downwardly from a first frame member (100a) of the structure (100). Those of ordinary skill in the art will appreciate that it is within the scope of the present invention to use numerous arrangements for providing an articulable joint (14) between the first control arm (20) and the frame (100) and that the arrangement shown in the embodiment of the present invention illustrated herein is an example of a possible arrangement within the scope of the present invention.
[00024] In the embodiment of the present invention, the second portion (25) is preferably pivotally connected to the structure (100) by means of an axis (87). In the present embodiment of the present invention, the shaft (87) includes a generally cylindrical portion that fits within a generally cylindrical bearing surface (26) (Figure 7A) of the second portion (25) of the first control arm (20). As shown in Figure 7A, in the present embodiment of the present invention, the bearing surface (26) defines a perforation, which preferably receives a generally cylindrical bush (27), which in turn receives the generally cylindrical portion of the shaft (87). Those of ordinary skill in the art will appreciate that the bearing surface (26) and the bush (27) pivot around the generally cylindrical portion of the shaft (87) as the first end (80a) of the first shaft wheel (80) moves up and down, for example, in response to irregularities in a surface on which the vehicle is being split.
[00025] As in Figure 7A, the first control arm (20) may also preferably include a damper assembly portion (28) and an air bladder assembly portion (29). As shown in Figure 7A, in the present embodiment of the present invention, the damper mounting portion (28) and the air bladder mounting portion (29) are located at a generally opposite end of the first control arm (20) relative to for the second portion (25).
[00026] Referring now to Figure 2, Figure 3 and Figure 5, the second control arm (30) is shown as an elongated member in the present embodiment of the present invention. As shown, the second control arm (30) is a mirror image (inverted) of the first control arm (20). The second control arm (30) longitudinally locates the second end (80b) of the wheel axle (80) relative to the frame (100). As shown, the second control arm (30) extends generally transverse to the first wheel axle (80).
[00027] In accordance with an aspect of the present embodiment of the present invention, the second control arm (30) is provided with a first portion (31) which is configured to pivotally connect the second control arm (30) to a second end (80b) of the first wheel axle (80). In accordance with another aspect of the present embodiment of the present invention, the first portion (31) of the second control arm (30) is configured to move in conjunction with the second end (80b) of the first wheel axle (80). By way of example, in the event of an upward movement of the second end (80b) of the first wheel axle (80), the first portion (31) of the second control arm (30) will move upwardly with the second end (80b ) of the first wheel axle (80). Likewise, in the event of a downward movement of the second end (80b) of the first wheel axle (80), the first portion (31) of the second control arm (30) will move downwardly with the second end (80b) the first wheel axle (80).
[00028] As shown in Figure 2, Figure 3 and Figure 5, the first portion (31) of the second control arm (30) is pivotally connected to the second end (80b) of the first wheel axle (80). Those of ordinary skill in the art will appreciate that it is within the scope of the present invention to use numerous arrangements for providing an articulable joint (13) between the second control arm (30) and the second end (80b) of the first axis of wheels (80) and that the arrangement shown in the embodiment of the present invention illustrated herein is an example of a possible arrangement within the scope of the present invention.
[00029] In the embodiment of the present invention, the first portion (31) is preferably pivotally connected to the first wheel axle (80) by means of a mounting clamp (83). As shown, the mounting bracket (83) can be fixedly connected to the second end (80b) of the first wheel axle (80), for example, and not for limitation, through fasteners, welding, or any suitable feature. For example, and not by limitation, as shown, the mounting bracket (83) can be fixedly connected to the bottom side (bottom) of the second end (80b) of the first wheel axle (80).
[00030] As best shown in Figure 3, the mounting bracket (83) can hold an axle (88), which includes a generally cylindrical portion that fits within a generally cylindrical bearing surface (32) (Figure 8A) of the first portion (31) of the second control arm (30). As shown in Figure 8A, in the present embodiment of the present invention, the bearing surface (32) defines a perforation, which preferably receives a generally cylindrical bush (33), which in turn receives the generally cylindrical portion of the shaft (88 ). Those of ordinary skill in the art will appreciate that the bearing surface (32) and the bush (33) pivot around the generally cylindrical portion of the shaft (88) as the first end (80a) of the first shaft wheel (80) moves up and down, for example, in response to irregularities on a surface on which the vehicle is being split.
[00031] In accordance with another aspect of the present embodiment of the present invention, the second control arm (30) is provided with a second portion (35) which is configured to pivotally connect the second control arm (30) to the structure vehicle (100). As best shown in Figure 3 and Figure 5, the second portion (35) of the second control arm (30) is pivotally connected to the second frame hook (102) which extends downwardly from a second frame member (100b) of the structure (100). Those of ordinary skill in the art will appreciate that it is within the scope of the present invention to provide numerous arrangements for providing an articulable joint (14) between the second control arm (30) and the frame (100) and that the arrangement shown in the embodiment of the present invention illustrated herein is an example of a possible arrangement within the scope of the present invention.
[00032] In the embodiment of the present invention, the second portion (35) is preferably pivotally connected to the frame (100) by means of an axis (89), which is secured to the second frame hook (102). In the present embodiment of the present invention, the shaft (89) includes a generally cylindrical portion that fits within a generally cylindrical bearing surface (36) (Figure 8A) of the second portion (35) of the second control arm (30). As shown in Figure 8A, in the present embodiment of the present invention, the bearing surface (36) defines a perforation, which preferably receives a generally cylindrical bush (37), which in turn receives the generally cylindrical portion of the shaft (89). Those of ordinary skill in the art will appreciate that the bearing surface (36) and the bush (37) pivot around the generally cylindrical portion of the shaft (89) as the first end (80b) of the first shaft wheel (80) moves up and down, for example, in response to irregularities on a surface on which the vehicle is being split.
[00033] As shown in Figure 8A, the second control arm (30) may also preferably include a damper assembly portion (38) and an air bladder assembly portion (39). As shown in Figure 8A, in the present embodiment of the present invention, the damper assembly portion (38) and the air bladder assembly portion (39) are located at a generally opposite end of the second control arm (30) relative to for the second portion (35).
[00034] Referring now to Figure 1, Figure 2, Figure 3 and Figure 6, the third control arm (60) is shown. The third control arm (60) laterally locates the wheel axle (80) relative to the frame (100). In the present embodiment of the present invention, the third control arm (60) is shown as a member generally configured in (V).
[00035] In accordance with an aspect of the present embodiment of the present invention, the third control arm (60) is provided with a first portion (61) that is configured to connect the third control arm (60) to the first axis of wheels (80). In accordance with another aspect of the present embodiment of the present invention, the first portion (61) is configured to move in conjunction with the first wheel axle (80). By way of example, and not by limitation, the third control arm (60) can be located within where the first control arm and the second control arm (20, 30) are mounted for the first wheel axle (80) . In the present embodiment of the present invention, the first portion (61) is shown mounted to a portion generally located centrally (80c) of the first wheel axle (80). In the event of an upward movement of the first wheel axle (80), the first portion (61) of the third control arm (60) will move upwardly with the first wheel axle (80). Likewise, in the event of a downward movement of the first wheel axle (80), the first portion (61) of the third control arm (60) will move downwardly with the first wheel axle (80).
[00036] In accordance with an aspect of the present embodiment of the present invention, the first portion (61) is preferably assembled by means of which the third control arm (60) limits the lateral movement of the first wheel axle (80). In accordance with another aspect of the present embodiment of the present invention, the first portion (61) is preferably assembled by means of which the third control arm (60) limits the lateral movement of the first control arm and the second control arm ( 20, 30). In the present embodiment of the present invention, the first portion (61) is shown pivotally mounted to the first wheel axle (80). Those of ordinary skill in the art will appreciate that within the scope of the present invention to provide numerous arrangements for pivotally connecting the first portion (61) of the third control arm (61) from the third control arm (60) to the first wheel axle (80) and that the arrangement shown in the present embodiment of the present invention now illustrated is an example of a possible arrangement within the scope of the present invention.
[00037] As best shown in Figure 6, in the present embodiment of the present invention, the first portion (61) is pivotally mounted for a first differential housing (110) provided on the portion generally centrally located (80c) of the first axis of wheels (80). As shown in Figure 9A, in the present embodiment of the present invention, the first portion (61) of the third control arm (60) is provided with a ball joint (62), which, as shown in Figure 6, is pivotally mounted to the first differential housing (HO) provided on the generally centrally located portion (80c) of the first wheel axle (80).
[00038] As best shown in Figure 6, extending from the first portion (61) of the third control arm (60) are the second portion and the third portion (63, 64) of the third control arm (60) . In the present embodiment of the present invention, the second portion and the third portion (63, 64) are elongated members that generally extend symmetrically from the first portion (61) to provide a third control arm (60) generally configured in (V ).
[00039] In accordance with an aspect of the present embodiment of the present invention, the second portion and the third portion (63, 64) are configured connected to the third control arm (60) for the vehicle frame (100). As shown in Figure 6, in the present embodiment of the present invention, the second portion and the third portion (63, 64) are pivotally mounted to respective first frame member and second frame member (100a, 100b), by means of respective clamps of structure (103, 104). Those of ordinary skill in the art will appreciate that it is within the scope of the present invention to provide numerous arrangements for pivotally connecting the second and third portions (63, 64) to the structure (100) and that the arrangement shown in the present The embodiment of the present invention illustrated herein is an example of a possible arrangement within the scope of the present invention.
[00040] As shown in Figure 6, in the present embodiment of the present invention now illustrated, the second portion and the third portion (63, 64) pivotally connect to the structure (100) by means of axles (69), which are secured for the clamps (103, 104). In the present embodiments of the present invention, the axes (69) include generally cylindrical portions that fit within the respective generally cylindrical bearing surfaces (65, 66) (Figure 9A) of the second portion and of the third portion (63, 64) of the third control arm (60). As shown in Figure 9A, in the present embodiment of the present invention, the bearing surfaces (65, 66) define perforations, which preferably receive generally cylindrical bushings (67, 68), which in turn receive the generally cylindrical portions of the axes (69 ). Those of ordinary skill in the art will appreciate that the bearing surfaces (65, 66) and bushings (67, 68) articulate around the generally cylindrical portion of the shafts (69) as the first axis of wheels (80) move up and down, for example, in response to irregularities on a surface on which the vehicle is being split.
[00041] Referring now to Figure 1, Figure 3 and Figure 4, the fourth control arm (40) is shown as an enlarged member in the present embodiment of the present invention. The fourth control arm (40) longitudinally locates the first end (81a) of the wheel axle (81) relative to the frame (100). As shown, the fourth control arm (40) extends generally transverse to the second wheel axle (81).
[00042] The fourth control arm (40) is preferably a mirror image (inverted) of the first control arm (20) and preferably identical for the second control arm (30). As shown, the fourth control arm (40) extends in an opposite direction from the first frame hook (101), relative to the first control arm (20), and connects with a second wheel axle (81 ) in a similar manner in that the first control arm (20) connects to the first wheel axle (80). Accordingly, those of ordinary skill in the art will appreciate that the first portion shown (41), the mounting bracket (84), the shaft (90), the bearing surface (42), the bush ( 43), the second portion (45), the shaft (91), the bearing surface (46), the bush (47), the damper assembly portion (48), the air bladder assembly portion (49 ), as shown in relation to the fourth control arm (40) generally correspond to the respective first portion (21), mounting bracket (82), shaft (86), bearing surface (22), bush (23), second portion (25), shaft (87), bearing surface (26), bush (27), damper assembly portion (28), air bladder assembly portion (29), as described in relation to the first control arm (20).
[00043] Referring now to Figure 2, Figure 3 and Figure 5, the fifth control arm (50) is shown as an elongated member in the present embodiment of the present invention. The fifth control arm (50) longitudinally locates the second end (81b) of the wheel axle (81) relative to the frame (100). As shown, the fifth control arm (50) extends generally transverse to the second wheel axle (81).
[00044] The fifth control arm (50) is preferably a mirror image (inverted) of the second control arm and the fourth control arm (30, 40) and preferably identical for the first control arm (20). As shown, the fifth control arm (50) extends in an opposite direction from the second frame hook (102), relative to the second control arm (40), and connects with a second wheel axle (81 ) in a similar manner in that the second control arm (40) connects to the first wheel axle (80). Accordingly, those of ordinary skill in the art will appreciate that the first portion shown (41), the mounting bracket (85), the shaft (92), the bearing surface (52), the bush ( 53), the second portion (55), the shaft (93), the bearing surface (56), the bush (57), the damper assembly portion (58), the air bladder assembly portion (59 ), as shown in relation to the fifth control arm (40) generally correspond to the respective first portion (31), mounting clamp (83), shaft (88), bearing surface (32), bush (33), second portion (35), shaft (89), bearing surface (36), bush (37), damper assembly portion (38), air bladder assembly portion (39), as described in relation to the second control arm (30).
[00045] Referring now to Figure 1, Figure 2, Figure 3 and Figure 6, the sixth control arm (70) is shown. The sixth control arm (70) laterally locates the wheel axle (81) relative to the frame (100). In the present embodiment of the present invention, the sixth control arm (70) is shown as a member generally configured in (V). As shown, the sixth control arm (70) extends in a generally opposite direction from the frame clamps (103, 104), like the third control arm (60) and connects to the second wheel axle (81 ) in a similar way as the third control arm (60) connects to the first wheel axle (80). In accordance with this, those of ordinary skill in the art will appreciate that the first portion shown (71), the portion generally centrally located (81c), the ball joint (72), the differential housing (111), the second portion and the third portion (73, 74), the shaft (79), the generally cylindrical bearing surfaces (75, 76), the generally cylindrical bushings (77, 78), as shown in relation to the sixth arm of control (70) generally correspond to the respective first portion (61), portion located generally centrally (80c), ball joint (62), differential housing (110), second portion and third portion (63, 64), axles ( 69), generally cylindrical bearing surfaces (65, 66), and generally cylindrical bushings (67, 68), as described in relation to the third control arm (60).
[00046] Advantageously, the control arms (20), (30), (40) and (50) of the present embodiment of the present invention, are configured to increase the average roll rate of the suspended mass (11), for example, during turn (turn, maneuver) or conversion. Those of ordinary skill in the art will appreciate that during conversion maneuvers, the suspended mass (11) of the vehicle tends to tilt or roll. Those of ordinary experts specialized in the state of the art will also appreciate that the stabilizer bars (130, 131) have, consequently, been the customary resource employed to increase the average roll rate while allowing for a comfortable roll, that is, without requiring hardened suspension springs. Advantageously, the present embodiment of the present invention provides a level of scroll control which is further enhanced. Additionally, even in the absence of stabilizer bars (130, 131), the principles of the present embodiment of the present invention, can be employed to achieve a level of roll control that is significantly improved while allowing for comfortable rolling, that is, without requisition of hardened suspension springs.
[00047] Those of ordinary skill in the art will appreciate that during a rolling event one side of the vehicle structure (100) is forced downwardly towards the surface on which the vehicle is traveling. Those of ordinary skill in the art will appreciate that during the rolling event the opposite side of the vehicle structure (100) tends to be forced upwards and on its way from the surface on which the vehicle is traveling. For example, the second frame member (100b) can move closer to the ground, and the first frame member (100a) can move further away from the ground. As this occurs, suspension springs, such as shock absorbers (HO), and air springs (111), tend to compress, due to an increase in applied force, on the side of the structure ( 100) which is forced downward and the suspension springs on the opposite side of the structure (100) tend to stretch or expand, due to an increase in applied force. Assuming for purposes of illustration that the ground on which the vehicle is traveling is level and flat, as this occurs, the structure (100) no longer remains in any way on a plane that extends parallel to the ground. Accordingly, as the structure (100) rolls or tilts from side to side, the structure (100) extends at an angle relatively to the ground. As this occurs, the structure hooks (101, 102), which are fixed and rigidly attached to the respective structure members (100a, 100b), likewise move in a similar way along (longitudinally) with the rest of the structure (100).
[00048] Referring now to Figure 12, as the frame (100), including the frame hooks (101, 102), rolls, the shafts (87, 89, 91, 93) (Figure 3) which articulate the second portions (25, 35, 45, 55) of the control arms (20, 30, 40, 50), as well as roll. Although Figure 12 shows only the axis (87) and only the second portion (25) of the first control arm (20), it will be by those of the ordinary experts specialized in the state of the art that the axes (89, 91, 93) behave in a similar way in relation to the second portions (35, 45, 55), respectively, on the respective control arms (30, 40, 50). As this occurs, the axes (87, 89, 91, 93) eventually apply a torque force to the second portions (25, 35, 45, 55) of the control arms (20, 30, 40, 50) . In previously known suspension arrangements of four connecting bars, while the lower control arms are sufficiently rigid and resistant to support axial loads, the lower control arms have so far not been provided with sufficient torsional strength or stiffness to resist this. applied torque force. Accordingly, in previously known arrangements the control arms should bend and twist in response to the application of this torsional force. Bending and twisting around the geometric axis along the length of the control arms (20, 30, 40 and 50) are undesirable as this tends to promote rolling.
[00049] Advantageously, unlike previously known arrangements, the control arms (20, 30, 40, 50) of the present embodiment of the present invention, are provided with increased torsional stiffness or torsional strength. The amount of torsional stiffness or torsional strength can be established by empirical analysis and will depend on the forces encountered, which in turn will depend on the type, weight, compression rate of suspension springs, vehicle speed and a number other factors. Accordingly, as described in connection with the present embodiment of the present invention, insofar as the axes (87, 89, 91, 93) roll or are axially displaced at an angle relatively to the ground, the control arms ( 20, 30, 40, 50), which are provided with increased torsional stiffness, are sufficiently robust to resist and limit the amount of roll or axial displacement that the axes (87, 89, 91, 93) can experience.
[00050] As this occurs, the torsional forces applied to the control arms (20, 30, 40, 50) by the axles (87, 89, 91, 93) are ultimately transmitted to the wheel axles (80 , 81) in a similar way, but in the opposite way as shown in Figure 12, that is, the first portions (21, 31, 41, 51) of the control arms (20, 30, 40 and 50) apply torque to the wheel axles (80, 81). For example, in the present embodiment of the present invention now illustrated, the bearing surface (22) and the bushing (23) on the first portion (21) of the first control arm (20) can apply torque to the shaft (86) to which is articulated assembled. The axle (86)] can, in turn, transfer torque to the clamp (82), which in turn can transfer torque to the first end (80a) of the first wheel axle (80). Those of ordinary skill in the art will appreciate that in a similar manner torque should be applied to the second end (80b) of the first wheel axle (80), to the first end (81a) of the next wheel axle (81 ), and to the second end (81b) of the second wheel axle (81), through the respective control arms (30), (40) and (50). As torque forces are ultimately applied to the first wheel axle and the second wheel axle (81, 82), the wheel axles (80, 81) can be subjected to bending and twisting around their axles geometric shapes. By way of example, the first ends (80a, 81a) can bend and twist in a first direction, for example, clockwise or counterclockwise around the geometric axis along the length of the first and second wheel axles (80, 81), and the second ends (80b, 81b) can bend and twist in the opposite direction.
[00051] Advantageously, to the extent that the torque forces are absorbed as a bending and twisting movement that occur around the geometric axis along the length of the wheel axles (80, 81) and to the extent that said axes geometric along the length generally extend transversal to the geometric axes along the length of the control arms (20, 30, 40, 50) and generally transversal to the geometric axis around which the structure (100) tilts during a rolling event, such bending and twisting movement does not substantially promote the occurrence of a rolling event as the case may be in the event that the control arms (20, 30, 40, 50) bend and twist around their geometric axes along the length, as in previously known arrangements. Accordingly, unlike a curving and twisting movement of the control arms (20), (30), (40) and (50), the curving and twisting movement experienced by the wheel axles (80, 81) does not substantially contribute to a rollover event. Accordingly, the wheel axles (80, 81), in effect, work in a manner that is analogous to a stabilizer bar.
[00052] Those of ordinary skill in the art will appreciate that the first control arm (20), the wheel axle (80), the third control arm (60), and the frame (100) function as one. connection of four bars. Those of ordinary skill in the art will appreciate that the second control arm (30), the wheel axle (80), the third control arm (60) and the frame (100) function as another four-link bars. Those of ordinary skill in the art will appreciate that the fourth control arm (40), the wheel axle (81), the sixth control arm (70) and the frame (100) function as yet another four bars. Those of ordinary skill in the art will appreciate that the fifth control arm (50), the wheel axle (81), the sixth control arm (70) and the frame (100) also function as yet another link four bars.
[00053] Accordingly, the rigidity of each connection in the four-bar system represents a point at which the forces generated during a rolling event can transmit undesirable bending or twisting in the four-link system in a way that promotes behavior scrolling or scroll-like behavior. Generally speaking, however, in four-bar suspension systems, the structure, including the rails (grids) and hooks, has been provided with sufficient rigidity to resist such forces, including torsional forces and bending forces that could transmit torsion. or curving of the structure in a way that allows for scrolling or scroll-like behavior. As previously known four-bar systems, in the present embodiment of the present invention, the structure (100) is also preferably provided with sufficient torsional stiffness to withstand such forces, including torsional forces and bending forces that could transmit torsion or bending. in a way that allows scrolling or scroll-like behavior. In particular, the structure (100) is preferably provided with a greater torsional stiffness than the torsional stiffness of the control arms (20), (30), (40) and (50).
[00054] In the previously known arrangements, however, the lower control arms have represented the weakest link in such four-bar systems and the occurrence of bending and twisting around the geometric axes along the length of such control arms. promoted at a scroll event. In addition, any bushing compression or bending / twisting in the articulated joints of such control arms also promoted a rolling event.
[00055] The present embodiment of the present invention provides a solution to this problem by providing control arms (20), (30), (40) and (50) and providing articulating joints (13, 14), which are provided with a torsional stiffness that is greater than or substantially equal to the torsional stiffness of the wheel axles (80, 81). In embodiments where the control arms (20), (30), (40) and (50) and the articulated joints (13, 14) are provided with greater torsional stiffness than the torsional stiffness of the wheel axles (80, 81), the wheel axles (80, 81) will bend and twist while resisting the forces generated during a rolling event, as previously described. This can introduce the provision of stiffer and sufficiently more rigid wheel axles (80, 81), or more resilient (flexible, elastic) wheel axles than those that are typically employed, which could increase costs. In order to generate such bending and twisting, this, in turn, should introduce the use of control arms (20, 30, 40, 50) that are even more rigidly twisted than the wheel axles (80, 81) , which in turn should further increase costs.
[00056] While the aforementioned arrangement is within the scope of the present invention, in a preferred embodiment of the present invention, the control arms (20, 30, 40, 50) and articulated joints (13, 14) are provided with a torsional stiffness substantially equal to the torsional stiffness of the wheel axles (8, 81). In accordance with an aspect of the present embodiment of the present preferred invention, the control arms (20, 30, 40, 50) should bend and twist around their geometric axes along the length and the wheel axles (80 , 81) will bend and twist around their geometric axes along the length. Although such bending and twisting of the control arms (20, 30, 40, 50) and articulated joints (13, 14) should contribute to rolling, to some extent, the system of such an embodiment provides benefits as some of the forces generated during a rolling event should be absorbed by the wheel axles (80, 81) through bending and twisting. This arrangement may in turn make it possible to use less torsional rigid wheel axles (80, 81) and less torsional control arms (20, 30, 40, 50) and less rigid articulated joints (13, 14) torsions, which in turn could be less expensive while still providing significantly enhanced rolling characteristics.
[00057] Figure 13 illustrates the effect that the use of control arms (20), (30), (40) and (50) and articulated joints (13, 14) with relatively rigid torsion has on the vehicle roll on form of plots (graphs) of cube (A), (B), (C) and (D). As shown in Figure 13, the cubes (A) and (B) provide the average roll rates achieved in accordance with a number of variables, including the use of relatively high torsional control arms. For example, and not by limitation, in the modeled example the control arms are provided with a torsional stiffness of 1.00E7 mm4 and the wheel axles are provided with a corresponding level of torsional stiffness, that is, 1.00E7 nan4. Likewise, cube plots (C) and (D) provide the average roll rates achieved in accordance with a number of variables, including the use of relatively low torsion control arms. For example, and not by limitation, in the modeled example the control arms are provided with a torsional stiffness of 1.00E4 mm4 and the wheel axles are provided with a corresponding level of torsional stiffness, that is, of l, 00E4 mm4.
[00058] As shown, the highest average roll rate, that is, 26,610 N'm / °, in the hub (B), is achieved when relatively high torsional control arms are employed, while the rate the lowest rolling average, that is, 11,181 N m / °, in the hub (C), is achieved when rigid control arms of relatively low torsion are employed. Additionally, the advantageous effect achieved through the use of stiffened torsion control arms (20), (30), (40) and (50) is further illustrated by the observation that out of eight data measurements shown on the cubes (A ) and (B), six out of the eight represent the highest rollover rates achieved among the sixteen data measurements shown in cubes (A), (B), (C) and (D).
[00059] Accordingly, contrary to previously known provisions, in the present embodiment of the present invention, the control arms (20), (30), (40) and (50) are provided with a torsional stiffness that is selected in accordance with a desired average rollover rate for the vehicle. In accordance with another aspect of the present embodiment of the present invention, the control arms (20, 30, 40, 50) are provided with a torsional stiffness that is selected to increase the average roll rate for the suspended mass (11) of the vehicle. Those of ordinary skill in the art will appreciate that the torsional rigidity of the wheel axles (80, 81) and control arms (20), (30), (40) and (50) can be influenced by a variety of parameters, including material and configuration.
[00060] In addition to the torsional stiffness of the control arms (20), (30), (40) and (50), vehicle rollover can also be affected in accordance with the torsional stiffness of the articulated joints (13, 14). In the present embodiment of the present invention, in which bushings (23, 27, 33, 37, 43, 47, 53, 57) are employed, the torsional stiffness of the articulating joints (13, 14) can be affected by the stiffness of the bushings ( 23, 27, 33, 37, 43, 47, 53, 57).
[00061] As shown in Figures 10 - 11, in relation to the bushings (27 '), the second portions (25'), the bearing surfaces (26 ') and the exemplary wheel axles (87A), for the extension where bushing compression occurs, an analog effect of curving and twisting of the control arm occurs, and vehicle rollover is promoted, more preferably than restricted. In particular, in the examples in Figures 10 - 11, the suspended mass (11) should be allowed to roll approximately 4.5 ° before the bushing (27A) will be completely compressed and the load will begin to be transferred to the arm control (20). Assuming a bushing on the first portion of the control arm (20A) if behaved in a similar manner, the suspended mass (11) should roll approximately 9before the wheel axles (80, 81) should begin to experience forces tending to induce bending and twist. Accordingly, in the present embodiment of the present invention, by providing the bushings (23, 27, 33, 37, 43, 47, 53, 57) with increased rigidity, the wheel axles (80, 81) can begin to bending and twisting earlier in the rollover event can be restricted earlier in a rollover event. Accordingly, while the control arms (20), (30), (40) and (50) can use a variety of bushings (23, 27, 33, 37, 43, 47, 53, 57), bushings relatively hard (23, 27, 33, 37, 43, 47, 53, 57) are preferred.
[00062] Figure 13 illustrates the effect that the use of relatively hard or soft bushings has on vehicle rolling in the form of plots (graphics) of cube (A), (B), (C) and (D). As shown in Figure 13, cube plots (A) and (C) provide the average roll rates in accordance with a number of variables, including the use of relatively soft bushings. For example, and not by limitation, in the modeled example, the bushings are provided with a radial rate of 5,000 N / mm. Likewise, cube plots (B) and (C) provide the average roll rates achieved in accordance with a number of variables, including the use of relatively hard bushings. For example, and not by limitation, in the modeled example, the bushings are provided with a radial rate of 50,000 N / mm. As shown, the highest average rolling rate, that is, 26. 610 Nm / °, is achieved when relatively hard bushings are employed, while the lowest average rolling rate, that is, 11,181 N ' m / °, is achieved when relatively soft bushings are used.
[00063] In addition to bushing stiffness, vehicle rollover and torsional stiffness of the articulated joints (13, 14), can also be affected by the length of the articulated joints (13, 14). As shown by a comparison of Figures 10 - 12, for the extent to which bushing compression occurs during a rolling event or radial performance there is an increase in lengths (22L, 26L, 32L, 36L, 42L, 46L, 52L, 56L ) of the bearing surfaces (22, 26, 32, 36, 42, 46, 52, 56) of the control arms (20), (30), (40) and (50) reduces the deterioration effect that such compression or performance has on the roll rate. As shown in Figure 11 and Figure 12, the suspended mass (11) should be allowed to roll approximately 4.5 degrees before the bushing (27 ') is completely compressed and the load is completely transferred to the control (20 '). However, as shown in Figure 13, by increasing the length of the bearing surface (22), relative to that shown in Figure 12, for a similar rolling event, the suspended mass (11) should be allowed to roll only approximately 2.75 degrees before the bushing (27) is completely compressed and the load transferred to the control arm (20). Accordingly, by providing relatively long lengths (22L, 26L, 32L, 36L, 42L, 46L, 52L, 56L) (Figures 7A, 7B, 8A, 8B) for the bearing surfaces (22, 26, 32, 36, 42, 46, 52, 56), the amount of vehicle roll can be reduced and the torsional stiffness of the articulated joints (13, 14) can be increased.
[00064] Figure 13 illustrates the effect that the use of relatively long or short bearing surfaces (22, 26, 32, 36, 42, 46, 52, 56) has on vehicle scrolling in the form of plots (graphs) cube (A), (B), (C) and (D). As shown in Figure 13, the most forward (advanced) data points on each cube (A), (B), (C) and (D) show the average roll rate achieved with relatively long bearing surfaces used in connection with articulated joints (13). For example, and not by limitation, in the modeled example, the bearing surfaces are provided with a length of 150 mm. Likewise, the adjustment of the backmost data points (indented) in each cube (A), (B), (C) and (D) show the average roll rate achieved with relatively short bearing surfaces used in connection with articulated joints (13). For example, and not by limitation, in the modeled example, the bearing surfaces are provided with a length of 70 mm.
[00065] As shown in Figure 13, the highest (highest) data points on each cube (A), (B), (C) and (D) show the average roll rate achieved with bearing surfaces. relatively long used in connection with articulated joints (14). For example, and not by limitation, in the modeled example, the bearing surfaces are provided with a length of 150 mm. Likewise, the adjustment of the lowest (lowest) data points on each cube (A), (B), (C) and (D) show the average roll rate achieved with relatively short bearing surfaces used in connection with the articulated joints (14). For example, and not by limitation, in the modeled example, the bearing surfaces are provided with a length of 70 mm.
[00066] As shown, the highest average roll rate, that is, 26,610 N'm / °, in the cube (B), is achieved when relatively long bearing surfaces (22, 26, 32, 36, 42 , 46, 52, 56) are used in articulated joints (13, 14), while the lowest average roll rate, that is, 11,181 N'm / °, in the hub (C), is achieved when surfaces relatively short bearings (22, 26, 32, 36, 42, 46, 52, 56) are used in the articulated joints (13, 14).
[00067] Accordingly, contrary to previously known provisions, in the present embodiment of the present invention, the articulated joints (13, 14) are provided with a torsional stiffness that is selected in accordance with a desired average roll rate the vehicle. Insofar as the torsional stiffness of the articulated joints (13, 14) in the present embodiment of the present invention, are a function of the stiffness of the bushings (23, 27, 33, 37, 43, 47, 53, 57), by selection of the appropriate stiffness, the torsional stiffness of the articulated joints (13, 14) can be designed to be greater than or substantially the same for the torsional stiffness of the wheel axles (80, 81). Likewise, by selecting the appropriate length for the bearing surfaces (22, 26, 32, 36, 42, 46, 52, 56), the torsional stiffness of the articulated joints (13, 14) can be designed to be greater than or substantially the same for the torsional rigidity of the wheel axles (80, 81).
[00068] Although discussed in the context of the lower control arms (20), (30), (40) and (50), which longitudinally locate the wheel axles (80, 81), those of normal experts specialized in the prior art they will also appreciate that a number of factors influence the ability of the upper control arms (60, 70) to stabilize the lateral location of the wheel axles (80, 81). Such variables include the rigidity of the control arms (60, 70), the orientation of the bushings (67, 68, 77, 78), the spacing between the bushings (67, 68, 77, 78), the lengths of the bearing surface (65, 66, 75, 76), and the rigidity of the bushings (67, 68, 77, 78). While the particular arrangements used may depend on the type of application and empirical observation, in certain embodiments of the present invention, it may be desirable to provide control arms (60, 70) with particular characteristics that reinforce lateral stability, including, for example, and not by limitation, hardened bushings (67, 68, 77, 78) and elongated bearing surfaces (65, 66, 75, 76).
[00069] Empirical evidence has also shown that vehicle rollover can also be affected by the type of third control arm and sixth control arm (60, 70) used. In the present embodiment of the present preferred invention, ball joints (62) and (72) are used to connect the control arms (60, 70) to the respective wheel axles (80, 81). In alternative embodiments of the present invention, other arrangements can be used. By way of example, and not by limitation, a bush and bearing surface arrangement can also be employed within the scope of the present invention on the first portions (61, 71) of the control arms (60, 71) for the purposes of connection of the control arms (70, 71) to the respective wheel axles (80, 81). For example, a similar bearing surface (65) and a bush (67) similar to that shown in the second portion (63) of the third control arm (60) can be used over the first portion (61 ). While this alternative embodiment of the present invention is contemplated within the scope of the present invention, referring now to Figure 13, and in particular cube (B), a comparison of the right side of data points in each plot (graph) of cube (A), (B), (C) and (D), in which the ball joint arrangement is modeled, relative to the left side of data points, where a bearing arrangement is modeled, demonstrates that an increase significant roll rate is achieved by using the ball joint versus a bearing and bearing surface arrangement, that is, 26,610 N'm / ° versus 17,112 N'm / °. Accordingly, all other variables being substantially the same in this plot (graph) of cube (B), the inclusion of ball joints (62, 72) provides an increase of approximately 500 N'm / ° versus a bushing arrangement .
[00070] Advantageously, the average roll rate of 26,610 N'm / ° shown in the cube plot (B) in Figure 13, demonstrates an unexpected synergistic effect achieved by the principles discussed in relation to the preferred embodiment of the present invention. Those of ordinary skill in the art will appreciate that while the principles illustrated herein can be used in combination to achieve a preferred level of scroll control, in the alternative embodiments of the present invention, a sufficient level of improved scroll control can be achieved regardless of departing from the preferred combination modeled in connection with the measurement of 26. 610 N m / ° in the cube plot (B). For example, and not by limitation, as shown in the cube graph (A) in Figure 13, a relatively high average roll rate of 18,544 Nm / ° can be provided regardless of the use of relatively soft bushes and a bushing arrangement more preferably. than a ball joining arrangement over the third control arm and the sixth control arm (60, 70).
[00071] Empirical analyzes have shown that the rollover rate achieved using the principles of the present invention can be increased to such an extent that insufficient response is provided to the driver. Those of ordinary skill in the art will appreciate that while in some applications an extremely high roll rate may be desirable, for example, and not by limitation, for cement trucks, which are not generally fractionated at high speeds, in others however, some rolling may be desirable for driver response purposes in terms of whether the vehicle is being split at a speed that is excessive under certain road conditions. Yet even in such situations, however, the principles of the present invention can nevertheless be employed to provide an enhanced level of customized (particularized) scroll control, which was not previously available on four link bar suspensions.
[00072] By way of example, reinforced customized scroll control can be provided by the additional inclusion or absence of stabilizer bars, by selecting appropriate bearing surface lengths, by selecting the appropriate torsional stiffness of the wheel axles (80, 81 ), the control arms (20), (30), (40) and (50), and the articulated joints (13, 14), by selecting the appropriate bushing stiffness, and by selecting an appropriate type of control used for lateral stability of the wheel axles (80, 81). The particular combination that provides an optimized level of roll control for any particular situation can be established through modeling or empirical analysis. By way of example, Figure 14 illustrates a second order modeling of the relationship between the variables modeled in Figure 13. Additionally, Figure 15 represents a Pareto diagram illustrating the standardized effects of the variables modeled in Figure 13, with a standardized effect of substantially equal to or greater than 2,086 indicating characteristics having the most significant effect on rollover rate. The particular combination of variables and the values selected for such variables can generate a combination providing a level of scroll control, which while less than the highest level that could be achieved in a given situation, may nevertheless be desirable depending on the situation and the type of vehicle.
[00073] Although the present embodiment of the present invention is described in the context of a preferred structure which functions as a suspension arrangement of four connecting bars, those of ordinary skill in the art will appreciate that the principles of the present invention can be used in other suspension arrangements of four tie bars. By way of example, and not by limitation, the principles of the present invention can be employed in travel beam arrangements, which also act as a four-bar link.
[00074] Referring now to Figure 16, a schematic view of a floating beam arrangement is shown. As shown in Figure 16, a first control arm (20 ") is hingedly connected to both wheel axles (80", 81 ") via articulated joints (13") and to the structure via a plurality of articulating joints (14 "). Those of ordinary skill in the art will appreciate that the control arm (20") longitudinally locates the first ends of the wheel axles (80, 81) relative to the frame. Those of ordinary skill in the art will appreciate which control arm (20 ") can also connect to suspension springs, such as springs (Hl) and shock absorbers (HO), in a similar way to control arms (20 ) and (40) Those of ordinary skill in the art will appreciate that the second control arm (not shown) should be provided on the other side of the vehicle structure (not shown) and that another control arm is referred to (not shown) should longitudinally locate the second ends of the wheel axles (80, 81) relative to the structure in a similar way to the control arm (20 "). In addition, although not represented in the present embodiment of the present invention, those of ordinary skill in the art will appreciate that third control arm and fourth control arm can also be employed for locating the wheel axles (80, 81) laterally with respect for the structure.
[00075] In the present embodiment of the present invention, the first control arm (20 ") is articulated connected to the structure by means of a plurality of articulated joints (14") and connection control arms (5 ", 6" ), which extend from frame hooks (101a, 101b) connected to frame member (100a). The arrangement allows the first control arm (20 ") to move up and down in the direction of the arrow (E).
[00076] As discussed in connection with the embodiment of the present invention shown in Figures 1 - 6, the control arm (20 ") can be provided with increased torsional stiffness and can be configured to induce bending and axial torsion in the axes of wheels (80 ", 81") in a way that is similar for control arms (20) and (50). As torsional forces should be applied for connection control arms (5 ") and (6" ) during a rolling event and in articulated joints (13 ", 14"), connection of control arms (5 ") and (6") and articulated joints (13 ", 14") can also be provided with rigidity of increased torsion in a similar way as the pivot joints (13, 14) shown in the embodiments of Figures 1 - 6. For example, control arms (20 "), (5") and (6 ") can also include bearing surfaces elongated and stiffened bushings.
[00077] The detailed descriptions of the previously mentioned embodiments are not exhaustive descriptions of all the embodiments contemplated by the inventors to be within the scope of the present invention. For example, and not by limitation, although the suspension system (10) is shown to be used in conjunction with first wheel axle and second wheel axle (80, 81), those of ordinary skill in the art will appreciate that the principles of the present invention can be used in conjunction with a single wheel axle and in conjunction with any type of vehicle used for transportation, including vehicles with a wheel axle or more than one wheel axle, such as, for example, trailers .
[00078] Additionally, although particular examples of a control arm type (20), (30), (40) and (50) are shown, the present invention contemplates many other arrangements. By way of example, those of ordinary skill in the art will appreciate that as long as a single bearing surface, such as bearing surfaces (22, 26, 32, 36, 42, 46, 52, 56) can be employed , that other types of control arms, such as control arms configured in (A), for example, control arms (220, 230) shown in Figure 17, can be employed. As shown in Figure 17, the control arms (220, 230) are provided with spaced bearing surfaces (222, 222 ') and (232, 232') that are coupled to the wheel axles (80, 81) of a similarly as shown in relation to the control arms (20), (30), (40) and (50). In such embodiments, the spaced bearing surfaces (222, 222 ') and (232, 232'), in effect, act as an elongated bearing surface. By another example, although the control arms represented (20), (30), (40) and (50) are shown provided with bearing surfaces that define holes that receive bushings and are articulated to axles, those of the ordinary experts skilled in the art will appreciate that the bearing surfaces could be provided as shafts that are pivotally mounted to perforated surfaces.
[00079] Accordingly, those of ordinary skill in the art will appreciate that it is within the scope of the present invention to provide control arms that are provided with a variety of geometries and that the present invention can employ any type of arm control that forms a component of a four-arm link that controls longitudinal location during traction events, including, but not limited to, single-purpose or dual-purpose suspension members, such as, for example, and not by limitation, spring bundles or stabilizer bars that function (play) as control arms.
[00080] By way of another example, although the illustrated embodiments may employ control arms configured in (V) (60) and (70) for purposes of lateral location, those of ordinary experts specialized in the prior art will appreciate that other control arm arrangements can be employed to locate the wheel axles (80, 81) laterally. By way of example, and not by limitation, a Panhard rod or control arm of the Watts connection type can be used.
[00081] Additionally, those of ordinary skill in the art will recognize that certain elements of the previously described embodiments can variably be combined or eliminated to create additional embodiments, and such additional embodiments fall within the scope and teachings of the present invention. It should also be apparent to those of ordinary skill in the art that the previously described embodiments can be combined in their entirety or in part to create additional embodiments within the scope and teachings of the present invention. Accordingly, although specific embodiments of the present invention, and specific examples for the present invention, are described herein for illustrative purposes, several equivalent modifications are possible within the scope of the present invention, as those of ordinary experts skilled in the relevant prior art will recognize . The scope of the present invention is solely determined from the accompanying patent claims.

权利要求:
Claims (20)
[0001]
1. Vehicle, comprising: - a wheel axle (80) provided with torsional rigidity and a first end (80a) and a second end (80b); - a suspended mass (11), including a frame (100), mounted on the wheel axle (80) so that the suspended mass (11) can roll relative to the wheel axle (80); - a first control arm (20) which longitudinally locates the first end (80a) of the wheel axle (80) in relation to the frame (100) and includes a torsional stiffness; - a second control arm (30) which longitudinally locates the second end (80b) of the wheel axle (80) in relation to the frame (100) and includes a torsional stiffness; - a third control arm (60) which laterally locates the wheel axle (80) in relation to the structure (100); - a first pivotable joint (13) which pivotally connects the first control arm (20) to the first end (80a) of the wheel axle (80), the first pivotable joint (13) provided with torsional rigidity; - a second articulating joint (14) which articulately connects the first control arm (20) to the structure (100), the second articulating joint (14) provided with torsional rigidity; - a third pivotable joint (13) which pivotally connects the second control arm (30) to the second end (80b) of the wheel axle (80), the third pivotable joint (13) provided with torsional rigidity; - a fourth articulating joint (14) which articulately connects the next control arm (30) to the structure (100), the fourth articulating joint (14) provided with torsional rigidity; characterized by the fact that - the torsional stiffness of the first control arm (20), the second control arm (30), the first articulated joint (13), the second articulated joint (14), the third articulated joint (13 ), and the fourth articulating joint (14) are equal to or greater than the torsional stiffness of the wheel axle (80), so the wheel axle (80) bends and twists during a mass rolling event suspended (11) in order to limit the amount of scrolling.
[0002]
2. Vehicle according to claim 1, characterized by the fact that the torsional stiffness of the first control arm (20) and the second control arm (30) are equal to the torsional stiffness of the wheel axle (80) , whereby the wheel axle (80) and the first control arm (20) and the second control arm (30) bend and twist during a suspended mass rolling event (11) in order to limit the amount scrolling.
[0003]
3. Vehicle, according to claim 1, characterized by the fact that the torsional stiffness of the first control arm (20), the second control arm (30), the first articulated joint (13), the second articulated joint (14), the third articulated joint (13), and the fourth articulated joint (14) are equal to the torsional rigidity of the wheel axle (80), whereby the wheel axle (80), the first control arm ( 20) and the second control arm (30), and the joints bend and twist during a suspended mass rolling event (11) in order to limit the amount of rolling.
[0004]
4. Vehicle according to claim 1, characterized by the fact that the first joint (13) includes a first portion (21) on the first control arm (20), the second joint (14) includes a second portion ( 25) on the first control arm (20), the third joint (13) includes a first portion (31) on the second control arm (30), and the fourth joint (14) includes a second portion (35) on the second control arm (30), in which: - the first portion (21) of the first control arm (20) is provided with a bearing surface (22) which articulately connects the first control arm (20) to the first end (80a) of the wheel axle (80), where the bearing surface (22) is provided with a length (22L) which is selected so that the first joint (13) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); - the second portion (25) of the first control arm (20) is provided with a bearing surface (26) which pivotally connects the first control arm (20) to the structure (100), wherein the bearing surface (26) ) is provided with a length that is selected so that the second joint (14) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); - the first portion (31) of the second control arm (30) is provided with a bearing surface (32) which pivotally connects the second control arm (30) with the second end (80b) of the wheel axle (80), wherein the bearing surface (32) is provided with a length (32L) which is selected so that the third joint (13) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); and - the second portion (35) of the second control arm (30) is provided with a bearing surface (36) that pivotally connects the second control arm (30) to the structure, where the bearing surface (36) is provided with a length (36L) which is selected so that the fourth joint (14) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80).
[0005]
5. Vehicle according to claim 1, characterized in that the first joint (13) includes a first portion (21) on the first control arm (20), the second joint (14) includes a second portion ( 25) on the first control arm (20), the third joint (13) includes a first portion (31) on the second control arm (30), and the fourth joint (14) includes a second portion (35) on the second control arm (30), in which: - the first portion (21) of the first control arm (20) is provided with a bearing surface (22) and a bush (23) that articulate the first control arm control (20) the first end (80a) of the wheel axle (80), where the bushing (23) is provided with a selected radial rate so that the first joint (13) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); - the second portion (25) of the first control arm (20) is provided with a bearing surface (26) and a bush (27) that articulate the first control arm (20) to the structure (100), in which the bushing (27) is provided with a selected radial rate so that the second joint (14) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); - the first portion (31) of the second control arm (30) is provided with a bearing surface (32) and a bushing (33) that articulate the first control arm (20) to the first end (80a) of the shaft of wheels (80), where the bushing (33) is provided with a selected radial rate so that the third joint (13) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); and - the second portion (35) of the second control arm (30) is provided with a bearing surface (36) and a bush (37) that articulate the first control arm (20) to the structure (100), in that the bush (37) is provided with a selected radial rate so that the fourth joint (14) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80).
[0006]
6. Vehicle, according to claim 1, characterized by the fact that the first joint (13) includes a first portion (21) on the first control arm (20), the second joint (14) includes a second portion ( 25) on the first control arm (20), the third joint (13) includes a first portion (31) on the second control arm (30), and the fourth joint (14) includes a second portion (35) on the second control arm (30), in which: - the first portion (21) of the first control arm (20) is provided with a bearing surface (22) and a bush (23) that articulate the first control arm control (20) the first end (80a) of the wheel axle (80), where the bearing surface (22) is provided with a length (22L) and the bush (23) is provided with a radial rate, in which the length (22L) and the radial rate are selected so that the first joint (13) is provided with the torsional stiffness equal to or greater than that and the torsional rigidity of the wheel axle (80); - the second portion (25) of the first control arm (20) is provided with a bearing surface (26) and a bushing (27) that articulate the first control arm (20) to the structure (100), in which the bearing surface (26) is provided with a length (26L) and the bush (27) is provided with a radial rate, in which the length (26L) and the radial rate are selected so that the second joint (14) it is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); - the first portion (31) of the second control arm (30) is provided with a bearing surface (32) and a bushing (33) that articulate the first control arm (20) to the first end (80a) of the shaft of wheels (80), where the bearing surface (32) is provided with a length (32L) and the bushing (33) is provided with a radial rate, where the length (32L) and the radial rate are selected from the way that the first joint (13) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); and - the second portion (35) of the second control arm (30) is provided with a bearing surface (36) and a bush (37) that articulate the first control arm (20) to the structure (100), in that the bearing surface (36) is provided with a length (36L) and the bush (37) is provided with a radial rate, in which the length (36L) and the radial rate are selected so that the second joint (14 ) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80).
[0007]
7. Vehicle, according to claim 1, characterized by the fact that the third control arm (60) is provided with a ball joint that articulately connects the third control arm (60) to the wheel axle (80), whereby the third control arm (60) is movable up and down with the wheel axle (80).
[0008]
8. Vehicle, according to claim 6, characterized by the fact that the third control arm (60) is provided with a ball joint that articulately connects the third control arm (60) to the wheel axle (80), whereby the third control arm is movable up and down with the wheel axle (80).
[0009]
9. Vehicle according to claim 6, characterized by the fact that the third control arm (60) is provided with: - a first portion (31) that includes a ball joint that articulately connects the third control arm ( 60) to the wheel axle (80), whereby the third control arm (60) is movable up and down to the wheel axle (80); and - second portion and third portion extending from the first portion (31) to provide a third control arm (60) configured in (V), wherein the second portion and the third portion pivotally connect the third control arm (60) the structure (100).
[0010]
10. Vehicle, according to claim 1, characterized by the fact that it additionally comprises a plurality of second and fourth junction (14 '') and connection control arms (5 '', 6 '') that articulate connect the first control arm and the second control arm to the structure (100), where the second articulating joint (14) is one of the plurality of second articulating joints (14) and the fourth articulating joint (14) is one of the plurality of fourth articulated joints (14).
[0011]
11. Method for improving the rolling characteristics of a vehicle, comprising the steps of: - providing a wheel axle (80) including a first end (80a), a second end (80b) and a torsional stiffness; - providing a suspended mass (11), including a structure (100), mounted on the wheel axle (80) so that the suspended mass (11) can roll in relation to the wheel axle (80); - providing a first control arm (20) which longitudinally locates the first end (80a) of the wheel axle (80) in relation to the structure (100) and includes a torsional stiffness; - providing a second control arm (30) which longitudinally locates the second end (80b) of the wheel axle (80) in relation to the frame (100) and includes a torsional stiffness; - providing a third control arm (60) which laterally locates the wheel axle (80) in relation to the structure (10 0); - providing a first articulating joint (13) which articulously connects the first control arm (20) to the first end (80a) of the wheel axle (80) and includes a torsional rigidity; - providing a second articulated joint (14) that articulously connects the first control arm (20) to the structure (100) and includes a torsional rigidity; - providing a third pivotable joint (13) that pivotally connects the second control arm (30) to the second end (80b) of the wheel axle (80) and includes a torsional rigidity; providing a fourth pivotable joint (14) that pivotally connects the first control arm (20) to the frame (100) and includes a torsional rigidity; characterized by the method additionally comprising the step of - selecting the torsional stiffness of the first control arm (20), the second control arm (30), the first articulating joint (13), the second articulating joint (14), the third articulated joint (13), and the fourth articulated joint (14) to be equal to or greater than the torsional stiffness of the wheel axle (80), whereby the wheel axle (80) bends and twists for a suspended mass rolling event (11) in order to limit a rolling amount.
[0012]
12. Method for improving the rolling characteristics of a vehicle, according to claim 11, characterized by the fact that the torsional rigidities of the first control arm (20) and the second control arm (30) are selected to be equal to the torsional stiffness of the wheel axle (80), so the wheel axle (80) and the first control arm (20) and the second control arm (30) bend and twist during a rolling event of suspended mass (11) in order to limit the amount of roll.
[0013]
13. Method for improving the rolling characteristics of a vehicle, according to claim 11, characterized by the fact that the torsional rigidity of the first control arm (20), the second control arm (30), the first junction articulated (13), the second articulated joint (14), the third articulated joint (13), and the fourth articulated joint (14) are selected to be equal to the torsional stiffness of the wheel axle (80), so the axle (80), the first control arm (20) and the second control arm (30), and the joints bend and twist during a suspended mass rolling event (11) in order to limit the amount of Scrolling.
[0014]
14. Method for improving the rolling characteristics of a vehicle, according to claim 11, characterized by the fact that the first joint (13) includes a first portion (21) on the first control arm (20), the second junction (14) includes a second portion (25) on the first control arm (20), the third junction (13) includes a first portion (31) on the second control arm (30), and the fourth junction (14 ) includes a second portion (35) on the second control arm (30), in which: - the first portion (21) of the first control arm (20) is provided with a bearing surface (22) that articulately connects the first control arm (20) the first end (80a) of the wheel axle (80), where the bearing surface (22) is provided with a length (22L) which is selected so that the first joint (13) it is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); - the second portion (25) of the first control arm (20) is provided with a bearing surface (26) that pivotally connects the first control arm (20) to the structure (100), where the bearing surface (26) ) is provided with a length (26L) which is selected so that the second joint (14) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); - the first portion (31) of the second control arm (30) is provided with a bearing surface (32) which pivotally connects the second control arm (30) with the second end (80b) of the wheel axle (80), wherein the bearing surface (32) is provided with a length (32L) which is selected so that the third joint (13) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); and - the second portion (35) of the second control arm (30) is provided with a bearing surface (36) which pivotally connects the second control arm (30) to the structure (100), wherein the bearing surface (30) 36) is provided with a length (36L) which is selected so that the fourth joint (14) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80).
[0015]
15. Method for improving the rolling characteristics of a vehicle, according to claim 11, characterized by the fact that the first junction (13) includes a first portion (21) on the first control arm (20), the second junction (14) includes a second portion (25) on the first control arm (20), the third junction (13) includes a first portion (31) on the second control arm (30), and the fourth junction (14 ) includes a second portion (35) on the second control arm (30), in which: - the first portion (21) of the first control arm (20) is provided with a bearing surface (22) and a bush ( 23) that articulate the first control arm (20) to the first end (80a) of the wheel axle (80), where the bushing (23) is provided with a selected radial rate so that the first joint (13) it is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); - the second portion (25) of the first control arm (20) is provided with a bearing surface (26) and a bushing (27) that articulate the first control arm (20) to the structure (100), in which the bushing (27) is provided with a selected radial rate so that the second joint (14) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); - the first portion (31) of the second control arm (30) is provided with a bearing surface (32) and a bushing (33) that articulate the first control arm (20) to the first end (80a) of the shaft of wheels (80), where the bushing (33) is provided with a selected radial rate so that the third joint (13) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); and - the second portion (35) of the second control arm (30) is provided with a bearing surface (36) and a bush (37) that articulate the first control arm (20) to the structure (100), in that the bush (37) is provided with a selected radial rate so that the fourth joint (14) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80).
[0016]
16. Method for improving the rolling characteristics of a vehicle, according to claim 11, characterized by the fact that the first joint (13) includes a first portion (21) on the first control arm (20), the second junction (14) includes a second portion (25) on the first control arm (20), the third junction (13) includes a first portion (31) on the second control arm (30), and the fourth junction (14 ) includes a second portion (35) on the second control arm (30), in which: - the first portion (21) of the first control arm (20) is provided with a bearing surface (22) and a bush ( 23) that articulate the first control arm (20) to the first end (80a) of the wheel axle (80), where the bearing surface (22) is provided with the length (22L) and the bushing (23) is provided with a radial rate, in which the length (22L) and the radial rate are selected so that the first junction ( 13) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); - the second portion (25) of the first control arm (20) is provided with a bearing surface (26) and a bushing (27) that articulate the first control arm (20) to the structure (100), in which the bearing surface (26) is provided with a length (26L) and the bush (27) is provided with a radial rate, in which the length (26L) and the radial rate are selected so that the second joint (14) it is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); - the first portion (31) of the second control arm (30) is provided with a bearing surface (32) and a bushing (33) that articulate the first control arm (20) to the first end (80a) of the shaft of wheels (80), where the bearing surface (32) is provided with a length (32L) and the bushing (33) is provided with a radial rate, where the length (32L) and the radial rate are selected from the way that the first joint (13) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80); and - the second portion (35) of the second control arm (30) is provided with a bearing surface (36) and a bush (37) which articulate the first control arm (20) to the structure (100), in that the bearing surface (36) is provided with a length (36L) and the bush (37) is provided with a radial rate, in which the length (36L) and the radial rate are selected so that the second joint (14 ) is provided with the torsional stiffness equal to or greater than the torsional stiffness of the wheel axle (80).
[0017]
17. Method for improving the rolling characteristics of a vehicle, according to claim 11, characterized by the fact that the third control arm (60) is provided with a ball joint that articulately connects the third control arm (60 ) to the wheel axle (80), whereby the third control arm (60) is movable up and down with the wheel axle (80).
[0018]
18. Method for improving the rolling characteristics of a vehicle, according to claim 16, characterized by the fact that the third control arm (60) is provided with a ball joint that articulately connects the third control arm (60 ) to the wheel axle (80), whereby the third control arm (60) is movable up and down with the wheel axle (80).
[0019]
19. Method for improving the rolling characteristics of a vehicle, according to claim 16, characterized by the fact that the third control arm (60) is provided with: - a first portion (31) that includes a ball joint which articulately connects the third control arm (60) to the wheel axle (80), whereby the third control arm (60) is movable up and down to the wheel axle (80); and - second portion and third portion extending from the first portion to provide a third control arm (60) configured in (V), wherein the second portion and the third portion pivotally connect the third control arm (60) the structure (100).
[0020]
20. Method for improving the rolling characteristics of a vehicle, according to claim 11, characterized in that it additionally comprises the step of providing a plurality of second and fourth junction (14 '') and control arms connection points (5 '', 6 '') that articulate connect the first control arm (20) and the second control arm (30) to the structure (100), in which the second articulated joint (14) is one of the plurality second articulating joints (14) and the fourth articulating joint (14) is one of the plurality of fourth articulating joints (14).

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法律状态:
2019-01-15| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|

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2019-10-01| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|

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2020-04-22| B15K| Others concerning applications: alteration of classification|Free format text: A CLASSIFICACAO ANTERIOR ERA: B60P 1/00 Ipc: B60G 21/05 (2006.01), B60G 9/02 (2006.01), B60G 5/ |

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2020-05-19| B09A| Decision: intention to grant|

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2020-10-13| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 10 (DEZ) ANOS CONTADOS A PARTIR DE 13/10/2020, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

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申请号 | 申请日 | 专利标题

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PCT/US2010/024093|WO2011099981A1|2010-02-12|2010-02-12|A vehicle with a four bar link suspension system provided with improved roll characteristics|

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