Patent GB-787208-A (GB)
Title: Improvements relating to vehicle springing or suspension arrangements
IPC: B61F5/22
Filed: 1955-10-06
Abstract: 787,208. Spring suspensions; preventing lateral checking equalizing load on wheels. DRECHSEL, A. Oct. 6, 1955 [Oct. 6. 1954], No. 28573/55. Class 108(2) Relates to a differential springing or suspension arrangement for a wheeled vehicle with force equalization between front and rear springing and with addi- 'tional restoring spring means for stabilizing the vehicle about a transverse axis. According to the invention, braking moments of wheel brakes are transmitted or can be conceived as transmitted, by wheel-guiding or axle guiding elements, in the longitudinal vertical plane of force at pivotal points or instantaneous centres which are located in or near the lines connecting the points of contact of the wheels to the centre of gravity of the body, so that moments about the transverse axis tending to maintain the body upright are produced which are sufficient to compensate completely or largely for the tendency of the body to dip upon braking, thus permitting the use of weak restoring spring means for stabilizing the vehicle body about the transverse axis. In the first embodiment, Fig. V, a vehicle frame is pivotally mounted on a member 35 which is connected to wheel axles 39, 40 by a leaf spring 36 and links 37, 38. The frame is also supported on the axles through coil springs 41, 42, the latter'serving to stabilize the frame about the transverse axis. In another arrangement, Fig. VIII, solid front and rear axles 74 and 75 are carried by struts 76 and 77, the pivot points 78 and 79 of which on the vehicle frame lie on lines joining the contact of the wheels with the ground and the centre of gravity of the vehicle, the axles being sprung by springs 72, 73 which respectively act on the frame through levers 70. 71 pivoted and connected thereto through springs 84, 86. The levers are interconnected by a tie rod 69. The suspension also includes Panhard rods 82 and 83. In the embodiment according to Fig. IX, for an independent front wheel suspension, front angle levers 87, 88 pivoted on the vehicle frame, bear on coil springs 96 and 97 which are carried by bottom suspension links 98 and 99 connected to axle supports 100 and 101. The latter are also pivotally connected to the frame through links 102, 103 and extend rearwardly to pivotal connections 104, 105 in a plane determined by the centre of gravity of the vehicle and the points of contact of the two front wheels on the ground. A rear axle 95 is pivotally connected to the frame through a member 106 and is interconnected with the front angle levers 87, 88 by tie rods 91, 92, levers 89, 90 and links 93 and 94. The rear axle is sprung by coil springs 109 and 110, and stabilization about a transverse axis is effected by springs 111, 112, 113 and 114 actuated by the tie rods. In a modification, Fig. X, the main spring- ing is effected by torsion bars 115, 116 which in coniuction with rubber bearings 131, 132 operating, in torsion stabilize the vehicle about the transverse axis. In another arrangements, Figs. XI to XV (not shown) independent suspension of the front wheels is effected respectively through longitudinally extending suspension links; wishbone links and by means of a wheel carrying member which slides upon a curved guide in response to spring- ing movements of the associated road wheel. In the arrangement according to Fig. XVI, in which independently suspended front wheels and a solid rear axle 170 are sprung by torsion bars 160 and 161, the rear axle is located by a guide rod 171 amd is supported laterally of the vehicle by linkage 172, 173, the link 173 being also connected through a link 174 to a non-preloaded torsion spring 175 for stabilizing the vehicle about the transverse axis. In similar arrangement, Fig. XVII (not shown), upper and lower wishbone links are provided for the front wheels, the upper links being connected through additional links to the forward end of the main torsion bars. The solid rear axle is located by a longitudinally extending triangular link which is pivotally connected near its apex to linkage for the non-preloaded torsion spring. In a further arrangement, Fig. XVIII, in which front wheels are carried by trailing links, and rear wheels by a solid axle 239, the upper trailing links are pivotally connected through linkage 232, 233 to a balance member 234 which is pivoted intermediate its ends to an arm 235 of a torsion spring 236. The other end of the torsion spring 236 is pivotally connected to the rear axle 239 through a balance lever 238 pivotally mounted thereon and connected to the vehicle body through a link 240. The rear axle is pivotally connected to the vehicle body by a member 241. The rear axle and the upper trailing links are interconnected by torsion springs 246 and 247 which serve to stabilize the vehicle about its longitudinal axis. Stabilization about the transverse axis is effected by means of a leaf spring which is attached to a lever 253 connected to a sleeve 252 attached to the torsion spring 236. The leaf spring is arranged to roll on the lever, thereby modifying its rate, and to compensate for changes in loading at the rear of the vehicle. The leaf spring may be operated automatically by an electric motor or by a hand lever 256. The Specification also includes a theoretical discussion with reference to Figs. I-IV (not shown), of some aspects of vehicle springing.