Abstract:
A steering system, including an apparatus and a method, for a vehicle including a framework configured for operable attachment to a vehicle, a pivot rail attached to the framework, the pivot rail including a generally arcuate guide surface, a carriage pivotally connected to the framework such that the carriage pivots about a generally vertical axis, the carriage including at least one guide configured to engage the guide surface of the pivot rail, a wheel linkage movable mounted to the carriage such that the wheel linkage may move upward and downward; and a wheel coupler rotatably mounted relative to the carriage and which pivots with the carriage relative to the framework, the wheel coupler configured to operatively attach to a vehicle wheel. Embodiments of the invention may reduce the unsprung weight of the wheel.

Description:
CROSS REFERENCE TO RELATED APPLICATION  
       [0001]     There are no related applications.  
       TECHNICAL FIELD  
       [0002]     This invention generally pertains to an independent steering system for vehicles, and more particularly such a steering system which is preferably used on heavier vehicles with independent front suspension, although not limited to such a combination.  
       BACKGROUND OF THE INVENTION  
       [0003]     For many years a predominant type of steering system for vehicles has utilized a system in which the brakes and other components are suspended along with the wheel coupler, creating an undesirably high magnitude of the unsprung weight. Predominate systems may also utilize a center of rotation about a vertical axis which was inboard from the vertical center of the wheel. While these types of systems have been well developed in the industry, there are many benefits which can be achieved by reducing the unsprung weight and by moving the center of rotation of the wheel to the approximate center of the wheel.  
         [0004]     It is also desirable to provide a steering system which does not require complete disassembly for repair, but instead the entire system can be attached and detached more quickly as a whole or in a modular fashion.  
         [0005]     It is therefore an object of this invention to provide an improved steering system for vehicles, preferably such a system which provides independent suspension.  
         [0006]     It is a further object of this invention to provide an improved steering system for vehicles.  
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0007]     Preferred embodiments of the invention are described below with reference to the following accompanying drawings:  
         [0008]      FIG. 1  is a prospective view of one embodiment of a steering wheel system for vehicles as contemplated by this invention;  
         [0009]      FIG. 2  is a front elevation view of the embodiment of the steering wheel system illustrated in  FIG. 1 , only with the wheel and tire removed for viewing other component parts;  
         [0010]      FIG. 3  is a rear elevation view of the embodiment of the steering wheel system illustrated in  FIG. 1 ;  
         [0011]      FIG. 4  is a first side view of the embodiment of the steering wheel system illustrated in  FIG. 1 ;  
         [0012]      FIG. 5  is a top perspective view of the steering wheel system illustrated in  FIG. 2 , with the wheel and tire removed for better viewing;  
         [0013]      FIG. 6  is a front perspective view of the steering wheel system illustrated in  FIG. 1 , with the tire, wheel and wheel coupling mechanism and axis removed for viewing of the other components;  
         [0014]      FIG. 7  is a front perspective view of the embodiment of the steering wheel system illustrated in  FIG. 6 , only with the wheel coupler add thereto;  
         [0015]      FIG. 8  is a front perspective view of the universal joint, axis, brake and A-frame from the embodiment of the invention illustrated in  FIG. 1 ;  
         [0016]      FIG. 9  is a front perspective view of the carriage utilized in the embodiment of the invention illustrated in  FIG. 1 ;  
         [0017]      FIG. 10  is a front perspective view of the brake and brake caliper utilized in the embodiment of the invention illustrated in  FIG. 1 ;  
         [0018]      FIG. 11  is a front perspective view of the framework utilized in the embodiment of the invention illustrated in  FIG. 1 ;  
         [0019]      FIG. 12  is a rear perspective view of the pivot rail utilized by the embodiment of the invention illustrated in  FIG. 1 ;  
         [0020]      FIG. 13  is a front perspective view of an A-arm utilized in the embodiment of the invention illustrated in  FIG. 1 ;  
         [0021]      FIG. 14  is a front perspective view of the axis coupler utilized by the embodiment of the invention illustrated in  FIG. 1 ;  
         [0022]      FIG. 15  is a front perspective view of an exemplary vehicle, showing the ease with which a modular embodiment of the invention may be installed;  
         [0023]      FIG. 16  is a top schematic view illustrating general movements and rotation of the carriage about an axis; and  
         [0024]      FIG. 17  is a top schematic view illustrating general movements and rotation of the carriage about an axis relative to the view shown in  FIG. 16 .  
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS  
       [0025]     Many of the fastening, connection, manufacturing and other means and components utilized in this invention are widely known and used in the field of the invention described, and their exact nature or type is not necessary for an understanding and use of the invention by a person skilled in the art or science; therefore, they will not be discussed in significant detail. Furthermore, the various components shown or described herein for any specific application of this invention can be varied or altered as anticipated by this invention and the practice of a specific application or embodiment of any element may already be widely known or used in the art or by persons skilled in the art or science; therefore, each will not be discussed in significant detail.  
         [0026]     The terms “a”, “an”, and “the” as used in the claims herein are used in conformance with long-standing claim drafting practice and not in a limiting way. Unless specifically set forth herein, the terms “a”, “an”, and “the” are not limited to one of such elements, but instead mean “at least one”.  
         [0027]      FIG. 1  is a prospective view of one embodiment of a steering system contemplated by this invention, illustrating framework  101  with top side  101   a , first side  101   b  and second side  101   c .  FIG. 1  shows vehicle tire  103  mounted on vehicle wheel  114 , carriage  105  pivotally attached to framework  101  via axis  106 . Carriage  105  includes first rail guides  115  and  116  and second rail guides  117  and  118 , which are configured to interact with pivot rail  102  with top  102   a . In the embodiment of the invention shown in  FIG. 1 , the pivot rail  102  is arcuate and forms a half circle when viewed from a top view. The pivot rail provides a guide to assure the pivoting of  105  is supported and controlled as desired. It should be noted that while first and second rail guides  115  and  116  are shown, that one or more may be utilized within the contemplation of this invention, with no particular number or physical configuration being required to practice the invention.  
         [0028]     It will be noted that the pivot rail further serves to support components that may otherwise be supported as unsprung weight, thereby potentially reducing or actually reducing the actual unsprung weight at the wheel. For instance, brake  120  and brake caliper  122  are carried on carriage  105 , which pivots on pivot rail  102 . The weight of the brake  120  and brake caliper  121  are supported by the interaction of the pivot rail guides (such as  115  or  117 ) on the pivot rail. Carriage framework  119  provides the framework for mounting and positioning of the components including the brake  120 . Any type of brake may be used with this invention, disc brakes, drum brakes, or others, with no one in particular being required to practice aspects of the invention.  
         [0029]     It will be appreciated by those of ordinary skill in the art that the pivot rails provide a guide surface which is generally arcuate, and preferably circular, although not required to be circular. In embodiments of the invention wherein f the pivot rail is not circular, an intermediate mechanism may be required to continue to allow the carriage to rotate about its axis and be guided and/or supported by the pivot rail. The guide surface may also be a flat plate which provides a support surface on which the guide(s) may move in an arcuate or other motion.  
         [0030]     The suspension of the wheel is accomplished via shock absorbers  107  and  108 , combined with bellows or air shock  122 , all of which are mounted between carriage  105  and the suspended portion of the wheel configuration, which is better shown in later figures. Beam  113  between portions of carriage  105  provides a support attachment  110  with bolts  109 , whereby shock absorbers  108  and  107  are attached to the carriage and rotate therewith. As will be better shown in later figures, rods  130  and  131  provide structure for mounting the suspension relative to the unsprung portion of the wheel configuration.  
         [0031]      FIG. 2  is a front elevation view of the embodiment of the invention shown in  FIG. 1 , only without the tire and wheel.  FIG. 2  illustrates framework  101  with top side  101   a , first side  101   b  and second side  101   c , wheel axis  99 , hub  104 , air shock  122 , shock absorbers  107  and  108 , pivot rail  102 , rail guides  115 ,  116 ,  117  and  118 , and pivot axis  106  about which carriage  105  rotates and which is configured to be centered above the center line of a wheel mounted to hub  104 .  
         [0032]      FIG. 3  is a rear elevation view of the embodiment of the invention shown in  FIG. 1 , illustrating framework  101  with first side  101   b , carriage  105 , shock absorbers  107  and  108 , air shock  122 , brake  120 , brake caliper  121 , pivot rail  102 , tire  103 , rail guides  115 ,  116 ,  117  and  118 , and carriage framework  119 .  
         [0033]      FIG. 4  is a second side elevation view of the embodiment of the invention shown in  FIG. 1 , illustrating framework  101 , tire  103 , carriage pivot axis  106 , carriage  105 , second shock absorber  108 , air shock  122 , rail guides  115  and  116 , and carriage framework  119 , upper A-arm  127  and lower A-arm  126 .  
         [0034]      FIG. 5  is a top—side perspective view of the embodiment of the invention shown in  FIG. 1 , with suspension and other components removed to better illustrate the drive train components.  FIG. 5  illustrates top side  101   a  of framework  101 , carriage  105 , suspension carriage pivot axis  106 , hub  104  with lug bolts  162 , wheel hub carrier  163  with first A-arm mount  164  and second A-arm mount  166 , with first mount bolt  165  and second A-arm mount  167 . The A-arm mounts  165  and  167  provide a mounting position for the upper A-arm and the lower A-arm to be mounted and onto which shock absorbers can be attached to provide shock absorption features.  
         [0035]      FIG. 5  further illustrates drive link  160  with universal joint connection  160   a  and corresponding universal joint connection  161  for the wheel axis. The wheel axis rotates within wheel hub carrier  163  to provide rotation to the hub  104  and a wheel mounted on hub  104 . All other components and items shown and/or numbered are as identified above with respect to other figures and will not therefore be repeated here.  
         [0036]      FIG. 6  is a rear prospective view of the embodiment of the invention illustrated in  FIG. 1 , with the wheel coupler, wheel and tire removed for better viewing of other components.  FIG. 6  illustrates framework  101 , carriage  105 , carriage pivot axis  106 , lower A-arm  126  and upper A-arm  127  pivotally mounted to wheel hub carrier  163  via A-arm mounts  165  and  167 . Shock absorbers  107  and  108  are mounted to carriage  105  mounted at a top end to carriage  105  and at a lower end to lower A-arm  126  to provide shock absorption features to the components operatively attached to the upper A-arm  127  and lower A-arm  126  on the wheel side of the A-arms and away from the pivot rail  102  side of the A-arms. Bellows, or air shock  122  is attached at a top end to carriage  105  and at a bottom end to upper A-arm  127  to further provide shock absorption and rebound features to the vehicle wheel. Shock mount bolts  172  are attached to lower A-arm  126  for mounting shock absorbers  107  and  108  to lower A-arm  126 . It will be noted by those of ordinary skill in the art that while this system is shown with more than one shock absorber, it may also be utilized within the contemplation of this invention with one or more shock absorbers, with no particular number being required to practice this invention. It will also be appreciated that while specific air springs, hydraulic or other shock absorption mechanisms are shown, any one of a number of different types of shock absorption may be utilized within the contemplation of this invention.  
         [0037]      FIG. 7  is a front perspective view of the embodiment of the invention shown in  FIG. 6 , only with wheel coupler  171  with lug bolts  162  inserted therein. All other item numbers are the same as in  FIG. 6 , and will not therefore be repeated here.  
         [0038]      FIG. 8  is a front perspective view of lower A-arm  126  relative to the brake  120  and drive link  160 .  FIG. 8  illustrates brake  120 , brake caliper  121 , lower A-arm  126  with shock absorber mounts  172  attached to lower A-arm  126 . A-arm mount  167  across the harness in lower A-arm  126  provides a pivotal mounting point for mounting wheel hub carrier  163  (as shown in other figures). A first side  160   a  of drive link  160  is configured to couple in a universal joint as shown, and at a second side  160   b  is configured to operatively connect, couple with or attach to a brake coupling  159 .  
         [0039]      FIG. 9  is a front perspective view of one embodiment of a carriage  105  which may be utilized in the embodiment of the invention illustrated in  FIG. 1 .  FIG. 9  illustrates carriage  105 , pivot axis aperture  180 , beam  113  and guides  181  and  182  within the lower part of carriage  105  to provide the configuration to allow mounting of other components through the carriage, as those of ordinary skill in the art will appreciate.  
         [0040]      FIG. 10  is a rear perspective view of a brake and caliper configuration with dual brake pads  120  and caliper  121 , which is an embodiment of a brake configuration which may be used in combination with other elements as part of this invention. It will be appreciated that any one of a number of brake configurations and types may be utilized with this invention, with no one in particular being required to practice the invention, as will be appreciated by those of ordinary skill in the art.  
         [0041]      FIG. 11  is a rear perspective view of framework  101  with top side  101   a , first side  101   b  and second side  101   c . It would be appreciated by those of ordinary skill in the art that any one of a number of different types and configurations of frameworks may be utilized within the contemplation of this invention. However, as more fully discussed below, for some embodiments of this invention, it is preferred to have a modular steering wheel system such that the framework may be inserted into a cavity in a vehicle and the entire steering and suspension system can be replaced as a unit, in a quicker fashion and then the one in need of replacement or repair can be repaired away from the vehicle. The framework  101  may be configured to accomplish this aspect of the invention depending on the application in a vehicle.  
         [0042]      FIG. 12  is a rear perspective view of pivot rail  102  with top side  102   a . The pivot rail provides the support structure on which the carriage is supported as the carriage pivots about its axis and provides steering. The pivot rail  102  is attached to framework  101  (shown in other figures) and provides support for weight of components the designer does not want to be unsprung weight. For instance, in this invention, the braking system, the carriage and other components are supported by pivot rail  102  instead of being unsprung weight on the wheel side of the wheel axle, therefore providing many desirable features on the vehicle.  
         [0043]      FIG. 13  is a front perspective view of a lower A-arm  127 , which may be utilized in an embodiment of this invention, showing wheel axle collar mounts  127   a , where the A-arm may be pivotally mounted to a wheel axle collar.  FIG. 13  further illustrates carriage mount arms  127   b , at which the A-arm  127  may be pivotally mounted to a carriage such that the carriage end of A-arm  127  pivots relative to the carriage. In order to accomplish the pivoting in the A-arm relative to other components, bushings or other known bearing and other rotation devices may be utilized, all of which are generally well known in the art and will not be discussed in further detail herein.  
         [0044]      FIG. 13  further shows air shock mounts  127   c  for operatively attaching and pivotally attaching a lower end of an air shock to A-arm  127 .  
         [0045]      FIG. 14  is a front perspective view of a drive link  160  with first end  160   a  and second end  160   b , the first end being configured to couple with wheel shaft coupling  158  (as shown in  FIG. 5 ), in a universal type connection. The second end  160   b  is configured to couple to a brake coupling  159  (as shown more fully in  FIG. 8  above). It will be appreciated by those of ordinary skill in the art that there are multiple ways to configure the drive components and couplings, with no one in particular necessarily being required to practice this invention.  
         [0046]      FIG. 15  is a perspective view of a vehicle  190  illustrating how the embodiment of the invention illustrated in  FIG. 1  for instance can easily be installed as a unit or in a modular fashion, or conversely removed, from a vehicle. Placing the steering system, the suspension system and the braking system on a self contained framework allows such a framework to be operably attached to a vehicle (such as to the frame of the vehicle), and then easily removed for repair or maintenance. Embodiments of this invention thereby allow the system to be removed and replaced in a modular fashion to keep the vehicle on the road while the first steering system is being repaired.  
         [0047]      FIG. 15  illustrates a first steering and suspension system  191  removed from the vehicle  190 , and a second steering and suspension system  192  being attached to the vehicle  190 .  
         [0048]     The system may be attached and detached by attaching and detaching the system framework to the vehicle and by operatively connecting or attaching the wheel axle, coupler or drive linkage to that of the vehicle.  
         [0049]      FIG. 16  is a top schematic view illustrating general movements and rotation of the carriage about an axis, showing guide rail  206 , a partial circle, tire  201  and the centerline or an axis of tire and of the wheel. In  FIG. 16  the wheel is shown in its straight ahead position.  
         [0050]      FIG. 17  is a top schematic view illustrating general movements and rotation of the carriage about a vertical pivot axis relative to the view shown in  FIG. 16 , showing the tire  201  at angle  211  from the view shown in  FIG. 16 .  FIG. 17  also identifies carriage  204 , guide rail  206 , and illustrates the rotation of the carriage  204  with the wheel from centerline  210 .  
         [0051]     The unsprung weight on a given wheel and steering configuration is generally the total weight of all components, namely the wheel, tire, axles, brakes and steering components that are not actually held up by the springing mechanism of the vehicle. H vehicle with a very high unsprung weight will be a rougher ride as there is more weight not otherwise supported, normally including increased vibration, reduced handling and may include limitations to the braking systems that may be employed due to weight considerations. It will be appreciated by those of ordinary skill in the art that embodiments of this invention may result in reduced or greatly reduced unsprung weight since some or all of the breaking components are sprung weight instead of unsprung weight.  
         [0052]     The weight of the braking system shown in  FIG. 1  for example is supported by a support surface on the pivot rail  102  as one example, which is indirectly operatively attached to the frame of the vehicle and not on moving up and down with the wheel of the vehicle or supported by the wheel of the vehicle.  
         [0053]     As will be appreciated by those of reasonable skill in the art, there are numerous embodiments to this invention, and variations of elements and components which may be used, all within the scope of this invention.  
       TO BE COMPLETED ONCE WE HAVE AGREED ON FINAL CLAIM LANGUAGE  
       [0054]     One embodiment of this invention, for example, is a  
         [0055]     In a further embodiment of the embodiment described in the preceding paragraph,  
         [0056]     In compliance with the statute, the invention has been described in language more or less specific as to structural and methodical features. It is to be understood, however, that the invention is not limited to the specific features shown and described, since the means herein disclosed comprise preferred forms of putting the invention into effect. The invention is, therefore, claimed in any of its forms or modifications within the proper scope of the appended claims appropriately interpreted in accordance with the doctrine of equivalents.