Abstract:
Generally disclosed is a traction bar with a telescoping slider and related methods of use. The traction bar restricts wheel hop and axle wrap in vehicles and the traction bars telescoping slider allows the vehicle&#39;s suspension to maintain a full range of motion.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     Not applicable. 
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
     Not applicable. 
     BACKGROUND OF THE INVENTION 
     1. Field of Invention 
     The present disclosure pertains to the field of traction bars for automobiles. 
     2. Background of the Invention 
     A vehicle&#39;s suspension is a system of springs (or other shock absorbers) and mechanical links that connects a vehicle&#39;s frame with its wheels (including axles). While the vehicle is moving, the suspension allows relative motion between the frame and wheels to isolate the vehicle&#39;s occupants from bumps and vibrations encountered by the wheels over the roadway. Suspensions have advanced to the point of vehicle occupants expecting a “smooth” and comfortable ride. 
     Despite the desirability of a smooth ride for a vehicle&#39;s occupants, relative motion between a vehicle&#39;s frame and wheels is not always wanted. In particular, certain rotational motions of the vehicle&#39;s axle housings relative to the vehicle&#39;s frame can be deleterious to the vehicle. Such unwanted relative rotational motion can occur when the torque applied through the vehicle&#39;s drive train for forward rotation of the vehicle&#39;s tires causes a corresponding twist of the axle housings in the opposite direction from tire rotation. This twist of the axle housings is known as “axle wrap.” Although the vehicle&#39;s suspension deflects or absorbs some of the forces resulting from axle wrap, axle wrap nevertheless creates stresses that can damage the vehicle. Furthermore, when high torques are applied through the drive train (e.g., during towing or drag racing) axle wrap can overload the suspension to create another problem called wheel hop, which is a release of the overloaded forces in the form of a violent vertical action of the tires. During wheel hop, the tires jump off the ground so the tires can spin freely and when the tires meet the ground again, the drive axles and suspension are hit with increased torque and possibly repeated wheel hop. 
     It comes as no surprise that apparatuses have been developed to prevent axle wrap and wheel hop. One apparatus developed for this purpose is a traction bar or colloquially, a “t-bar.” A t-bar is rigid bar that is mechanically connected between a vehicle&#39;s axle housings and frame to resist rotation of the drive axle housings relative to the frame. See, e.g., U.S. Pat. No. 3,788,629 by Johnson, which discloses a vehicle traction bar that prevents wheel hop. Although capable of resisting axle wrap and wheel hop, heretofore known t-bars restrict all relative motions, even desirable motions, between the vehicle&#39;s frame and wheels. This means that a t-bar sacrifices a smooth ride to avoid axle wrap or wheel hop. 
     In view of the foregoing, there exists a need for traction bars that restrict wheel hop and axle wrap, while still allowing a smooth ride (e.g., full range of motion in the vehicle&#39;s suspension. One attempt at such a traction bar is U.S. Pat. No. 7,918,469 by Hoppert. This traction bar is defined by a combination of a rear spring spacer block and a traction bar that eliminate wheel hop and axle wrap while maintaining a level vehicle drive height. The traction block features a traction bar that is pivotally coupled to a height selected set of spacer blocks that are positioned between the vehicle&#39;s spring assembly and axle mount. Hoppert&#39;s bar is configured to accommodate vehicles of different lengths but, in operation, the bar applies a rigid connection between the drive axle and the vehicle frame while allowing relative motion of the suspension. Hoppert&#39;s bar is not always a satisfactory solution to the above identified need because the bar replaces the vehicle&#39;s suspension instead of incorporating the existing suspension. Thus, a need still exists for a t-bar that restricts wheel hop and axle wrap, while still allowing full range of motion of the vehicle&#39;s existing suspension. 
     SUMMARY OF THE INVENTION 
     An objective of the present invention is to provide an improvement to traction bars for automotive vehicles. Traction bars, in general, are designed to prevent wheel hop and axle wrap in vehicles that, upon acceleration, exhibit a high amount of torque through the drive train. This traction bar is designed to not only prevent wheel hop and axle wrap, but it also does not interfere with the vehicle&#39;s original equipment and allows for a full range of motion of the vehicle&#39;s suspension through the configuration of the traction bar and the traction bar&#39;s use of a telescoping slider. When a vehicle accelerates and exerts a high amount of torque, the traction bar restricts wheel hop and axle wrap while being configured to slide along the telescopic slider to allow for a full range of motion of the vehicle&#39;s suspension. 
     Other objectives of the disclosure will become apparent to those skilled in the art once the invention has been shown and described. 
    
    
     
       BRIEF DESCRIPTION OF THE FIGURES 
       The manner in which these objectives and other desirable characteristics can be obtained is explained in the following description and attached drawings in which: 
         FIG. 1  is a side view of one embodiment of the traction bar. 
         FIG. 2  is a side view of the point end of one embodiment of the traction bar with the slider in a “sitting” position when the vehicle&#39;s suspension is neither compressed nor extended. 
         FIG. 3  is a side view of the point end of one embodiment of the traction bar with the slider in a “raised” position when the vehicle is raised. 
         FIG. 4  is a side view of the point end of one embodiment of the traction bar with the slider in a “loaded” position when the vehicle is lowered and the vehicle&#39;s suspension coils are compressed. 
         FIG. 5  is n environmental view of one embodiment of the traction bar. 
         FIG. 6  is a perspective view of one embodiment of the traction bar. 
         FIG. 7  is a side view of one embodiment of the traction bar. 
         FIG. 8  is a front view of one embodiment of the slider with the pipe and the fastening end unattached. 
         FIG. 9  is a front view of one embodiment of the slider with the pipe attached to the fastening end. 
         FIG. 10  is a front view of one embodiment of the traction bars employed on a vehicle. 
     
    
    
     DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS 
     Generally disclosed is a traction bar with a slider that does not interfere with the vehicle&#39;s original equipment and allows for full range of motion of the vehicle&#39;s suspension. 
       FIG. 1  is side view of one embodiment of the traction bar  100  and the general components of the traction bar  100  can be seen. In use, the traction bar  100  consists of a V-shaped frame  110  with an upper arm  130  and a lower arm  140 , wherein the upper arm  130  and the lower arm  140  converge and merge to form a point end  120 . The upper arm  130  and lower arm  140  may also be supported by supporting arms  160  that are joined to the upper arm  130  and lower arm  140  at several points. The upper arm  130 , lower arm  140 , and supporting arms  160  may be composed of a high strength material, which may include any metals or composites. The V-shaped frame  110  also features two forked end fasteners  150 , one on the upper arm  130  and one on the lower arm  140 , which are coupled to a clamp  500  (See  FIGS. 5 and 6 ). A clamp  500  may be defined by any securing device known to one skilled in the art such as a welded bracket. The forked end fasteners  150  are formed from a high strength rigid material such as stainless steel and have an orifice that receives fasteners such as nuts and bolts. The forked end fasteners  150  may be fixed to the upper arm  130  and lower arm  140  via a threading mechanism or any other methods that may be employed by one skilled in the art. The clamp  500  is securedly coupled to a vehicle&#39;s rear axle housings  400  via rigid fasteners such nuts and bolts (See  FIGS. 5 and 6 ). 
     In one embodiment, the point end  120  of the V-shaped frame  110  features a cylindrical opening, where a telescoping slider  200  is coaxially disposed in. The slider  200  features a fastening end  300  that is fixedly coupled to the vehicle&#39;s frame  410  via an attachment bracket  420  (See  FIGS. 2, 3, 4 and 5 ). The telescoping slider  200  is defined by a cylindrical pipe  210  that moves through the point end  120  of the V-shaped frame  110  and within the upper arm  130  of the V-shaped frame  110 . 
     Suitably, the upper arm&#39;s  130  forked end fastening end  150 , is fixed at the rear at a higher level than the point end  120  and slider  200 . The configuration of the upper arm  130  in relation to the lower arm  140  and slider  200  is important because if the height of the upper arm  130  at the forked end and rear axle housing  400  is the same as the height of the upper arm  130  at the slider  200 , then the suspension would lock up. The configuration of the upper arm  130 , in combination with the telescoping effect of the pipe  210 , allows the vehicle&#39;s suspension to oscillate freely and it does not lock the vehicle&#39;s suspension like other traction bars. 
     Operably, as the vehicle&#39;s body moves downward and the vehicle&#39;s suspension coils  600  (See  FIGS. 5 and 6 ) compress, the vehicle&#39;s trailing arm  430  (See  FIGS. 5, 6, and 10 ) moves upward, which moves the rear end further away from the connection point at the frame. The vehicle&#39;s upper control arm  450  (See  FIG. 10 ) is turning and stabilizing the rear end and keeping it aligned with the transmission. Meanwhile, the slide action of the traction bar  100  allows the vehicle&#39;s original upper control arm  450  to change the orientation of the axle and when the vehicle is lowered the visible slider  200  length increases. Conversely, when the vehicle is raised, the traction bar&#39;s  100  visible slider  200  length decreases. This configuration is important because if the traction bar  100  was rotated so that the upper arm  130  is on the bottom, then the traction bar  100  would lock up the vehicle&#39;s suspension, which is not the aim for the traction bar  100 . Therefore, ideally, the traction bar  100  has an upper arm  130  that is attached at the forked end at a higher level than the slider  200  and a lower arm  140  forming a V-shape, so that the traction bar  100  does not lock up the vehicle&#39;s suspension. 
       FIG. 2  depicts one example of the slider&#39;s  200  pipe  210  in a “sitting” position. When the vehicle&#39;s suspension coils  600  (See  FIGS. 5 and 6 ) are neither compressed nor extended, the pipe  210  is said to be in a “sitting” position. When the pipe  210  is in a “sitting” position, the pipe&#39;s  210  visible length may be approximately 1 inch. The visible length of the slider&#39;s  200  pipe  210  may vary from one embodiment to another and may vary based on the disposition of the vehicle&#39;s suspension at any point in time. Therefore, the visible length of the slider&#39;s  200  pipe  210  is not restricted to the measurements recited. 
       FIG. 3  depicts the length of the pipe  210  when the vehicle&#39;s body is raised. As the vehicle&#39;s body is raised, the pipe  210  slides into point end&#39;s  120  opening and the length of the pipe  210  that is visible decreases. In one example, as the body is raised approximately 4 and ⅜ inches, the length of the pipe  210  that is exposed decreases to approximately ⅝ of an inch. The visible length of the slider&#39;s  200  pipe  210  may vary from one embodiment to another and may vary based on the disposition of the vehicle&#39;s suspension at any point in time. Therefore, the visible length of the slider&#39;s  200  pipe  210  is not restricted to the measurements recited. 
       FIG. 4  depicts length of the pipe  210  in a “loaded” position, which occurs when the vehicle&#39;s suspension coils  600  (See  FIGS. 5 and 6 ) are compressed and the vehicle&#39;s body is lowered. In this example of a “loaded” position, the pipe&#39;s  210  visible length increases from approximately 1 inch to approximately an inch and a half. That is to say, as the vehicle&#39;s body lowers, the pipe  210  length that is visible becomes greater. The visible length of the slider&#39;s  200  pipe  210  may vary from one embodiment to another and may vary based on the disposition of the vehicle&#39;s suspension at any point in time. Therefore, the visible length of the slider&#39;s  200  pipe  210  is not restricted to the measurements recited. 
       FIG. 5  depicts a front view of one embodiment of the traction bar  100  fixedly coupled to the rear axle housing  400  of a vehicle via a clamp  500 . Ideally, also attached to the rear axle housing  400  are two trailing arms  430 , two upper control arms  450  which attach the axle housings  400  and center section  460  to the vehicle&#39;s frame  410 , suspension coils  600 , and shock absorbers  440  (See  FIG. 10 ). The shock absorbers  440  and suspension coils  600  play an integral role in the vehicle&#39;s suspension and are manipulated when the vehicle is in a raised or lowered state. In use, one embodiment of the traction bar  100  may be installed on a vehicle via fastening the forked end fasteners  150  of the V-shaped frame  110  to a clamp  500 , which is securedly coupled to the vehicle&#39;s rear axle housing  400 . The point end  120  receives the slider  200 , which is fastened to the vehicle&#39;s frame  410  via an attachment bracket  420 . The slider  200  is coupled to the attachment bracket  420  via the fastening end  300  of the slider  200 . The fastening end  300  has a fastener receiver  310  that is coupled to the attachment bracket  420 , which is fixed to the vehicle&#39;s frame  410 . The fastener receiver  310  may be coupled to the attachment bracket  420  through the use of rigid fastening members, such as nuts and bolts. 
       FIG. 6  depicts a rear view of one embodiment of the traction bar  100  fixed to the rear axle housing  400  of a vehicle via a clamp  500 . Preferably, also attached to the rear axle housing  400  and center section  460  are two trailing arms  430 , two upper control arms  450 , suspension coils  600 , and shock absorbers  440  (See  FIG. 10 ). 
       FIG. 7  depicts a side view of the traction bar  100  situated behind the vehicle&#39;s frame  410 . The traction bar  100  may be composed of a variety of high strength material. Suitably, the attachment bracket  420  (See  FIGS. 2, 3, 4, and 5 ) and slider  200  of the traction bar  100  are parallel to the vehicle&#39;s frame  410 . 
       FIG. 8  is one embodiment of a disassembled slider  200 . The slider  200  is composed of a fastening end  300 , which features a first end fastening receiver  310  and a second end threaded rod  320 , as well as a pipe  210  with a first end and a second end. The first end of the pipe  210  is threaded on the inside (See  FIG. 8 &#39;s jagged dotted lines). A fastening end  300  is affixed to the pipe  210  by threading the threaded rod  320  of the fastening end  300  into the corresponding first end of the pipe  210 . The pipe  210  on the slider  200  may be approximately 5 inches and is coaxially disposed into the point end&#39;s  120  opening, which allows for movement of the slider  200  along the traction bar  100  so that the vehicle&#39;s suspension may be able to move freely. 
       FIG. 9  depicts one embodiment of the assembled slider  200 . The pipe  210  of the slider  200  has a smaller circumference than the opening of the point end  120  of the V-shaped frame  110 . The pipe  210  is coaxially disposed into the point end&#39;s  120  opening, wherein the pipe  210  of the slider  200  is able to slide within and along the point end  120  of the V-shaped frame  110  and upper arm  130 . 
     The slider  200  can be composed of a variety of materials known to one skilled in the art, for example, a solid stock of metal or composites. The slider  200  can be attached via a variety of methods known to one skilled in the art, for example, it can be partially drilled and tapped to accept a male rod end, it can have machined threads on the end to accept a female rod end, or it can be crossed dr led on one end to be secured by a bolt or a pin. 
     The pipe  210  can be made out of a variety of materials known to one skilled in the art, for example, the pipe  210  can be made out of a metal or composite material. The pipe  210  can be attached via a variety of methods known to one skilled in the art, for example, a full length bolt can be used through the pipe  210  exposing threads that can be attached to a female rod end, the pipe  210  can be tapped to accept a male rod end (See  FIG. 8 ), or the pipe  210  can be crossed drilled on one end to be secured with a bolt or a pin. 
     The upper arm  160 , lower arm  140 , and slider  200  may be defined by a variety of shapes known to one skilled in the art, for example, circular, rectangular, square, or triangular. 
       FIG. 10  depicts one embodiment of a vehicle with traction bars installed. Suitably, two traction bars  100  are attached to the rear axle housing  400  and vehicle frame  410  via attachment brackets  420 . 
     Operably, the traction bar  100  may work with a variety of suspensions known in the art, such as a 4-link suspension, 4-point suspension, or a leaf spring suspension. 
     In one embodiment, the traction bar  100  is an apparatus for vehicles, which is comprised of a V-shaped frame  110 , an upper arm  130 , a lower arm  140 , and a slider  200 . The traction bar  100  has a point end  120  with an opening. The upper arm  130  and lower arm  140  form a forked end, and the upper arm  130  and lower arm  140  each have a forked end fastener  150 . The traction bar  100  has a slider  200 , which has a fastening end  300 . The traction bar&#39;s  100  slider  200  has a pipe  210  that has a smaller circumference than the point end  120 . The traction bar&#39;s  100  slider  200  is coaxially disposed into the opening of the V-shaped frame&#39;s  110  point end  120 . A portion of the slider  200  moves within and along the upper arm  130  of the V-shaped frame  110 . The slider&#39;s  200  pipe  210  has a first end that is threaded on the inside. The slider&#39;s  200  fastening end  300  features a fastener receiving end  310  that receives a rigid fastener, which includes, but is not limited to screws and nuts and bolts. The slider&#39;s  200  fastening end  300  features a second end with a threaded rod  320 , wherein the threaded rod  320  is threaded into the receiving threaded first end of the pipe  210 . The upper arm  130  of the forked end is situated and fixed higher than where the point end  120  and slider  200  are situated. 
     This description enables a person skilled in the art to make an use the invention. It should be noted that the above description and recited embodiments or examples are of illustrative importance only. In other words, the appended drawings illustrate only typical embodiments of this invention, are not to scale, and therefore the descriptions of the present disclosure should not be construed as limiting of the subject matter in this application. Additional modifications may become apparent to one skilled in the art after reading this disclosure.