Suspension system having rebound control for a vehicle

A vehicle suspension system for a vehicle having a body supported on a frame includes a first suspension component having a surface and a bracket cantilevered from the surface, a second suspension component including a surface portion, and a spring element mounted to one of the bracket and the surface portion of the second suspension component. Interaction between the spring element and the another of the bracket and the surface portion of the second suspension component limits upward travel of the body of the vehicle.

INTRODUCTION

The subject disclosure relates to vehicle suspension systems and, more particularly, to a suspension system having rebound control.

Vehicles include various suspension systems that mitigate force transfer from a road to a passenger compartment. Springs, shock absorbers, bushings, jounce bumpers, and the like absorb forces input to the suspension through vehicle tires. The aforementioned components dampen tire movement toward a body of the vehicle (jounce) and, to some extent, control rebound forces of tire movement away from the body (rebound).

Tires also move away from a vehicle particularly during a rapid acceleration. Suspension forces generated during a rapid longitudinal acceleration of the vehicle may cause a front portion of the vehicle body to rise. Typically, forward acceleration forces are not high enough to raise the front portion of the vehicle high enough so as to block a driver's forward view or unload front tires and limit tractive capability. Shock absorbers, suspension springs (air or coil) and the like arrest a portion of the upward movement.

Modern vehicles, particularly electric vehicles, possess an acceleration rate that may overwhelm existing suspension system components allowing the front portion of the vehicle to rise and block a drivers view or unload the front tires and limit tractive capability. Thus, it is desirable to provide a rebound control system that can limit the rise of the front of the vehicle and control the load transfer forces from front wheels into the front portion of the vehicle body during longitudinal acceleration or general ride motion due to uneven road surfaces.

SUMMARY

Disclosed is a vehicle suspension system for a vehicle having a body supported on a frame. The vehicle suspension system includes a first suspension component having a surface and a bracket cantilevered from the surface, a second suspension component including a surface portion, and a spring element mounted to one of the bracket and the surface portion of the second suspension component. Interaction between the spring element and the another of the bracket and the surface portion of the second suspension component limits upward travel of the body of the vehicle.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the first suspension component is pivotally mounted to the frame and the second suspension component includes a portion of the frame.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the surface defines a lower surface of the first suspension component.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the first suspension component comprises a lower control arm.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the bracket comprises a paddle cantilevered from the lower surface of the lower control arm and the spring element is mounted to the surface portion of the second suspension component.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the second suspension component comprises the frame.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the second suspension component is pivotally mounted to the frame.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the first suspension component comprises the frame and the second suspension component comprises one of an upper control arm and a lower control arm.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the surface portion comprises a lower surface portion of the one of the upper control arm and the lower control arm.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the spring element is mounted to the bracket.

Also disclosed is a vehicle including a frame, a body supported by the frame, a plurality of wheels connected to the frame, and a suspension system operatively connected between the plurality of wheels and the frame. The suspension system includes a first suspension component having a surface and a bracket cantilevered from the surface, a second suspension component including a surface portion, and a spring element mounted to one of the bracket and the surface portion of the second suspension component. Interaction between the spring element and the another of the bracket and the surface portion limits upward travel of the body of the vehicle.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the first suspension component is pivotally mounted to the frame and the second suspension component includes a portion of the frame.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the surface defines a lower surface of the first suspension component.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the first suspension component comprises a lower control arm.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the bracket comprises a paddle cantilevered from the lower surface of the lower control arm and the spring element is mounted to the surface portion of the second suspension component.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the second suspension component comprises the frame.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the second suspension component is pivotally mounted to the frame.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the first suspension component comprises the frame and the second suspension component comprises one of an upper control arm and a lower control arm.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the surface portion comprises a lower surface portion of the one of the upper control arm and the lower control arm.

In addition to one or more of the features described above or below, or as an alternative, further embodiments could include wherein the spring element is mounted to the bracket.

DETAILED DESCRIPTION

A vehicle, in accordance with a non-limiting example, is indicated generally at10inFIG.1. Vehicle10includes a body12and a plurality of wheels, indicated generally at14. Body12includes a passenger compartment18and may be connected to wheels14through a variety of structures. In one non-limiting example, vehicle10may include a frame16(FIG.2) that is coupled to the plurality of wheels through a suspension system20. In accordance with another non-limiting example body12may include an integral frame (not shown) with suspension system20being connected between the plurality of wheels14and a cradle (not shown) coupled to body12. At this point, it should be understood that the term “frame” covers both an external frame as well as an integral frame/cradle arrangement. Suspension system20provides a mechanical connection between wheels14and body12. Suspension system20absorbs both jounce and rebound forces between the wheels14and body12.

Referring toFIGS.2,3and4and with continued reference toFIG.1, suspension system20includes a first suspension component29connected to a second suspension component31. First suspension component29may define a lower control arm34that is mechanically connected to frame16and to an upper control arm37via a steering knuckle40. Second suspension component31may take the form of a lower control arm support43that forms part of frame16. A spring (not shown) may be connected between lower control arm34and a spring tower45coupled to frame16. The spring may take on a variety of forms and may be coupled with a dampener (also not shown) such as a shock absorber. The spring is designed to support the weight of vehicle10and absorb jounce and rebound forces associated with travel over a roadway.

Suspension system20also includes a rebound control mechanism47that operates to absorb lift forces due to longitudinal acceleration of vehicle10so as to maintain a clear line of sight for a driver in passenger compartment18and maintain normal forces on front tires to maintain traction. In a non-limiting example, lower control arm34includes a lower surface49and lower control arm support43includes a surface portion52. Lower control arm34is pivotally connected to lower control arm support43about an axis “A”. Lower control arm34includes a feature56shown in the form of a paddle58that may be cantilevered from lower surface49. While shown as a paddle58, feature56may take on a variety of forms.

In a non-limiting example, a spring element62is mounted to surface portion52of lower control arm support43. Paddle58is arranged so as to engage with spring element62when longitudinal acceleration forces generated by vehicle10exceed a predetermined level. Spring element62may be formed from a variety of substances including microcellular urethane (MCU), thermoplastic polyurethane (TPU), rubber and the like. The materials may be specifically designed, sized, and oriented to include either linear or non-linear spring rates that cannot be achieved with coil springs. Thus, the use of spring elements that are not packaged within a damper allow for the use of higher spring rates that can respond faster and generate more force than traditional spring/shock absorber or MacPherson strut arrangements in order to limit upward travel of body due to longitudinal acceleration forces and also improve steering, handling, roll control and structural feel of the vehicle.

Reference will now follow toFIGS.5and6and with continued reference toFIG.1, in describing rebound control mechanism47in accordance with another non-limiting example. Rebound control mechanism47includes a first suspension component82and a second suspension component84. First suspension component82may take the form of a lower control arm support86integrated into frame16. Second suspension component84may take the form of a lower control arm89. In a manner similar to that discussed herein, lower control arm89is coupled to an upper control arm92via a steering knuckle94. Lower control arm support86includes a lower surface96that supports a bracket100. Bracket100is cantilevered from lower surface96and supports rebound control spring element104.

In a non-limiting example, spring element104is designed to absorb acceleration forces. That is, lower control arm89includes a lower surface portion107that is oriented to engage spring element104when acceleration forces generated by vehicle10exceed a predetermined threshold. Spring element104may be formed from a variety of substances including microcellular urethane (MCU), thermoplastic polyurethane (TPU), rubber and the like. The materials may be specifically designed, sized, and oriented to include either linear or non-linear spring rates that cannot be achieved with coil springs. Thus, the use of spring elements that are not packaged with a damper allows for the use of higher spring rates that can respond faster and generate higher forces than traditional spring/shock absorber or MacPherson strut arrangements to acceleration forces.

Reference will now follow toFIGS.7and8with continued reference toFIG.1in describing rebound control mechanism47in accordance with yet another non-limiting example. Rebound control mechanism47includes a first suspension component118and a second suspension component120. First suspension component118may take the form of an upper control arm support122integrated into frame16. Second suspension component120may take the form of an upper control arm125. Upper control arm125is connected to a lower control arm126through a steering knuckle128. In a non-limiting example, upper control arm support122includes a surface130that supports a bracket132. Bracket132is cantilevered from surface130and supports a spring element134.

In a non-limiting example, spring element134is designed to absorb suspension forces due to longitudinal acceleration forces on the body. That is, upper control arm125includes a lower surface portion137that is arranged to engage with spring element134when longitudinal body acceleration forces generated by vehicle10exceed a predetermined threshold. Spring element134may be formed from a variety of substances including microcellular urethane (MCU), thermoplastic polyurethane (TPU), rubber and the like. The materials may be specifically designed, sized, and oriented to include either linear or non-linear spring rates that cannot be achieved with coil springs. Thus, the use of spring elements134that are not packaged with a damper allows for the use of higher spring rates that can respond faster and generate higher forces than traditional spring/shock absorber or MacPherson strut arrangements in order to limit upward travel of body due to longitudinal acceleration forces and also improve steering, handling, roll control and structural feel of the vehicle.