SUSPENSION SYSTEM

Abstract: A suspension system for a motorized vehicle wherein the weight of the vehicle is supported by torsion springs. The vehicle chassis (l0, ll) supports the drive output shafts and are connected to the driven wheels (20, 2l) via a splined connection. The vehicle wheels have a stationary wheel drum bracket (23) with an upper bracket section (24) and a lower bracket section (25) located respectively above and below the drive shaft connection to the wheel. The torsion spring suspension includes a pair of upper torsion springs (32) interconnecting the vehicle chassis to the upper bracket section of the wheels and a pair of lower torsion springs (57) interconnecting the vehicle chassis to the lower bracket section of the wheels.

Description: The present invention relates to a suspension system for a vehicle and more particularly to a suspension for an independent drive axle. Conventional vehicle suspension systems that are cooperative with the drive axle utilize coil springs and complex control linkages in order to protect the drive axle output. This has been standard construction so that no forces are transmitted back to the differential and its accompanying transmission. Further, when a vehicle is braked on a vehicle having independent suspensions that are coupled to the drive shaft, there is a problem of maintaining vehicle control due to the unusual forces imparted to the wheel axle. The precharacterizing part of claim 1 refers to a vehicle suspension system as disclosed in US-A-2 191 211. The known suspension system comprises wheel drum bracket means supporting the wheels and torsion means interconnecting the wheel drum bracket means to the chassis of the vehicle. Each torsion means consists of an outer shell member and an inner shaft member both bonded to an elastomeric annulus. The outer shell is connected to the chassis and the inner shaft is interconnected with the wheel drum bracket means. The wheels supported by wheel drum bracket means are not connected to driven shafts. Further, there is disclosed in FR-A-759 615 that wheels supported by brackets are connected with outwardly from the differential extending driven shafts. The driven shafts are connected via universal joints to the wheels respectively to the differential output which allows tilting or pivoting of the wheel member relative to the chassis. The brackets are connected to torsion means, which are fixed to suspension arms and control arms. The suspension arms and the control arms are fixed to the chassis by further torsion means. Nevertheless, reactive forces and impact stresses are directly transferred through the drive shafts to the brakes, the differential and the drive axle of the vehicle. There is no independent movement of the wheel brackets and the drive shafts so that the drive shafts are not free from strain. US-A-2 163 981 discloses a vehicle suspension system with a brake drum bracket means, which has suspension arms and control arms. Coil springs engage with the suspension arms. The driven shafts, which have splined portions, extend in a horizontal view between the suspension arm and the control arm and in a vertical plan view between the legs of the suspension arms and the control arms. The coil springs require bulky struts and extraneous tie rods. US-A-2 080 969 discloses a spring suspension system for road wheel of automobile vehicle employing ball joints that allow pivoting of the wheels. Every wheel is carried on upper and lower links pivotally connected to the chassis of the vehicle. There is also a non-yielding connection between the wheel support and the differential so that the reactive forces from the wheels are transferred to the drive axle. The suspension system of GB-A-427 907 comprises torsion members which cooperate with linkages. The linkages support wheels which are driven by rigid shafts. It is the object of the present invention to provide a balanced suspension system utilizing torsion springs operative with driven shafts in which all reactive forces from the wheels are absorbed so that the forces would not be transferred through the drive shafts to the differential respectively to the drive axle. This object is solved, according to the invention, with the features of claim 1. The suspension system of the invention for a motor vehicle comprises bifurcated suspension arms and control arms which interconnect the chassis frame support and wheel drum bracket means which support the wheels for rotation. Suspension arms are connected to first torsion means and the control arms to second torsion means whereby the first torsion means comprises a first pair of torsion springs and the second torsion means a second pair of torsion springs, each torsion spring having an annulus of elastomeric material as the yieldable element. A driven shaft with a splined portion which is driven directly from the differential is connected to the wheels providing independent wheel drive and movement in a vertical plane relative to a stationary output shaft of the differential. Such suspension system allows for uniform as well as non-uniform wheel motion while limiting tilt deflection under maximum acceleration, braking and skid forces while maintaining low ground clearance. Such suspension system eliminates compressive load transfer to the drive shaft or to the differential and eliminates bulky struts and extraneous tie rods for the system with no requirement for lubrication. Fig. 1 is a plan view of a suspension system for the drive axle of a vehicle embodying the invention; Fig. 2 is a front elevational view of the suspension system taken on line 2-2 of Fig. 1; Fig. 3 is an enlarged plan view of the lower portion of the suspension system shown in Fig. 1 taken on line 3-3 in Fig. 2; Fig. 4 is an enlarged cross-sectional view taken of the torsion spring construction taken on line 4-4 in Fig. 3; Fig. 5 is an enlarged plan view partly in section of the upper portion of the suspension system taken on line 5-5 in Fig. 2; Fig. 6 is a cross-sectional view of the torsion spring taken on line 6-6 in Fig. 5; Fig. 7 is a perspective view partly exploded depicting the means for adjusting the torsion spring; DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawings wherein like reference numerals designate like or corresponding parts throughout the several views, there is shown in Fig. 1 a pair of laterally spaced support members 10 and 11 which are part of the main support frame or chassis of a vehicle such as a motor home. Suitably mounted on the support frame of the vehicle is a motor M having its output connected via a transmission means T to a differential D whose drive output in turn is connected to a pair of laterally extending axles 12 and 13 via universal joint U. Such drive axles are connected via splined shafts 14 to rotate wheels 20 and 21 in a manner old and well known in the art. Wheels 20 and 21 have a brake drum housing 23 (Fig. 2) which has an upper extension bracket 24 (Figs. 2 and 5) and a lower extension bracket 25 (Figs. 2 and 3). Upper bracket 24 (Fig. 5) has a pair of integral, laterally extending shaft extensions 26 and 27 for supporting the ends of assembly housings 28' and 28, respectively. Housings 28 and 28' are split to facilitate the assembling of the bearings within such housing on shafts 26 and 27. Each housing 28-28' has inwardly extending control arms 29-29' joined together at their intermediate portions by a bolt 30. The inner ends of each control arm 29-29' have a bore which receives a shaft 31 of a torsion spring device 32. Only one of such torsion spring devices 32 will be described, it being understood that they are alike and mutually interchangeable. As seen in Fig. 6, shaft 31 has its outer surface bonded to the inner surface of an annular sleeve 33 of elastomeric material. Annular sleeve 33 has a pair of diametrically disposed projections 34 and 35. The outer surface of elastomeric annular sleeve 33 is bonded to the inner surfaces of a pair of half shells 36 and 37. Each half shell 36 and 37 has a pair of outwardly extending projections with a plurality of apertures therethrough to receive bolts 39 which also pass through apertures in the projections 34 and 35 to provide a means for attaching the torsion springs 32 to the frame of the vehicle. To securely fasten the respective torsion springs 32 to the support members 10 or 11 of the frame, a semi-cylindrical boss 40 receives the lower half shell 37 and is bolted to the torsion spring by the bolts 39. Boss 40 has a plurality of triangular shaped webs 41 that are suitably welded to the box-type support members 10 and 11 of the chassis frame. Each shaft 31 has an angular groove 42 (Fig. 5) adjacent one end thereof that registers with a bore in control arms 29-29 whereby a bolt 43 (Fig. 5) received by such bore secures shaft 31 to their respective control arm 29-29'. The lower extension bracket 25 (Fig. 3) has a pair of laterally extending shaft extensions 45 and 46 on which is mounted bearing assemblies. A pair of suspension arms 48 and 49 have bores 50 on one end thereof to slidingly receive the respective end portions of shafts 45 and 46. The respective ends of shafts 45 and 46 are threaded and receive nuts 52 to retain the suspension arms 48 and 49 into a unitary bracket means. Each suspension arm 48 and 49 has an upwardly extending web portion 53 with aligned bores to accommodate bolts 54 to firmly secure such suspension arms 48 and 49 together. The other end of each suspension arm 48 and 49 terminates into an arcuate segment 55 (Fig. 4) having a pair of bosses 56. A torsion spring 57 is mounted on arcuate segment 55 in a manner to be described. As seen in Figs. 3 and 4, torsion spring 57 has an annular sleeve or shaft 58 with its outer surface bonded to the inner surface of an annular sleeve member 59 of elastomeric material. The outer surface of elastomeric sleeve member 59 is bonded to a pair of semi-cylindrical half shells 60 and 61. Such annular elastomeric sleeve member 59 which operates as the spring element is molded and vulcanized in the usual way in the space between the shell halves 60 and 61 and the annular sleeve 58, preferably with rubber-to-metal cement adhesives. The mold used for supporting the components of the torsion spring during the molding and vulcanization operation is shaped to permit the rubber or elastomeric material to fill the entire space between the longitudinal edges of the shell halves 60 and 61 and become bonded firmly to the rounded edges 62 clear out to the generally cylindrical external surface of the shell halves. A key 63 is formed on the external surface of each shell half 60 and 61 midway along its annular surface. The keys 63 are received by keyways 64 in cylindrical housing 65. Cylindrical housing 65 has a pair of outwardly extending flanges 66 with bores 67 therethrough which bores 67 are in alignment with bores 68 in bosses 56. Bolts 69 passing through bores 67 and 68 secure the torsion spring 57 to the suspension arms 48 and 49. The respective ends of sleeve 58 are journaled in bearing supports 70 which in turn are fastened to mounting brackets 71 which are connected via brackets 72 to either support members 10 or 11 as by welding as seen in Fig. 2. An elongated paddle 73 (Figs. 3 and 7) has a bore in one end thereof receiving sleeve 58 and is suitably connected thereto as by welding. The other end of paddle 73 is connected to a swivel member 74 (Figs. 2 and 3) . Swivel member 74 has a bore 75 which receives an adjusting rod 76 threaded on one end and connected to support members 10 or 11 on the other end via a swivel block 77. Threaded rod 76 has a pair of nuts threaded thereon on either side of the swivel member 74 to effect adjustment of the torsion in torsion spring 57 which in turn can adjust the height of the suspension system discussed above. Suitable shock absorbers 80 are interconnected between the chassis frame and the suspension arms 48 and 49 and operate in the normal manner to perform its normal function.

Claims: A vehicle suspension system having the weight of the vehicle supported by torsion springs comprising a vehicle chassis (10,11), wheels (20,21) supported by wheel drum bracket means, comprising brake drum housings (23), a first torsion means (57) nonrotatably mounted on said vehicle chassis (10,11), said first torsion means (57) being connected to the lower portion of a wheel drum bracket means by means of suspension arms (48,49), a second torsion means (32) nonrotatably mounted on said vehicle chassis (10,11), said second torsion means (32) being connected to an upper portion of said wheel drum bracket means by means of control arms (29,29'), each of said torsion means (32,57) comprising a torsion spring having an outer shell member (36,60,61) and an inner shaft member, both bonded to an elastomeric annulus which is the yieldable element of said torsion spring means, one of said members being connected to said chassis and the other one of said members being connected to said suspension or control arm, and an adjusting means (74,76) acting on said first torsion means (57) for preloading a torsion force on said elastomeric annulus, characterized in that the first torsion means (57) comprises a first pair of torsion springs in longitudinally spaced alignment, the second torsion means (32) comprises a second pair of torsion springs in longitudinally spaced alignment, each of the suspension arms (48,49) and the control arms (29,29') is bifurcated, a driven shaft (12,13) connected to the wheel (20,21), extends in a horizontal front view between the suspension arm (48,49) and the control arm (29,29') and in a vertical plan view between the legs of the bifurcated suspension and control arms, and the driven shaft (12,13) is splined (14) to facilitate axial extension and retraction of said driven shaft (12,13) as said wheel (20,21) moves in a vertical plane. A vehicle suspension system as set forth in claim 1 wherein each of said connections of said suspension arms (48,49) and said control arms (29,29') to said wheel drum bracket means are pivotal connections adjacent said wheel. A vehicle suspension system as set forth in one of the claims 1 or 2 wherein each of said inner shafts (58) are journaled in bracket means secured to said chassis (10,11) and each of said shafts (58) have one end of an elongated paddle (73) secured thereto, the other ends of said elongated paddles have an adjusting rod (76) secured thereto and to said chassis (10,11) to provide means for preloading said elastomeric annulus (59) of said first pair of torsion springs. A vehicle suspension system as set forth in one of the claims 1-3 wherein each torsion spring has its outer shell member and its inner shaft (58) or inner rod (31) bonded to its elastomeric annulus (59,33). A vehicle suspension system as set forth in one of the claims 1-4 wherein each of said driven shafts (12,13) has a universal joint connection to said wheel (20,21) and a universal joint connection to a differential output means.

Inventors: HAGGERTY, JOHN ARVEL, ORNDORFF, ROY LEE, JR.
Applicants: THE B.F. GOODRICH COMPANY
Application year: 1987
Main classification: B60G11
IPC codes: B60G7, B60G11