Abstract:
Disclosed herein is a novel suspension concept specifically designed for handling quality as well as travel and articulation. The foundation for this concept can be viewed as the integration of two different types of independent suspension systems—the double wishbone independent suspension system and Ford&#39;s twin I-beam front suspension system. Included in this concept is a novel configuration of two pairs of links per wheel whereby the length of each link in one of the two pairs pair is analogous to the vehicle&#39;s track width. Both spring and damping functions for the suspension system are provided by the novel segmented air shock absorber, this shock absorber being disclosed in U.S. patent application Ser. No. 13/854,055. This concept discussed herein is suitable for use on either the front or rear of a vehicle, that uniquely offers the handling quality like an independent suspension system and the travel and articulation capabilities potentially superior to that of a solid axle.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application utilizes the segmented air shock absorber for both the spring and damping functions in the suspension system described herein. This novel shock absorber is covered in U.S. patent application Ser. No. 13/854,055. 
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
     Not Applicable 
     REFERENCE TO SEQUENCE LISTING, A TABLE, OR A COMPUTER PROGRAM LISTING COMPACT DISC APPENDIX 
     Not Applicable 
     BACKGROUND OF THE INVENTION 
     In 1965, the Ford Motor Company developed the twin I-beam (TIB) front suspension system for their two wheel drive F series trucks. Later in 1980, Ford incorporated a differential into the driver side beam of the TIB. Labeled the twin traction-beam (TTB) front suspension system, Ford installed this powered version of the TIB in their four wheel drive F-series trucks. Over time, both the TIB and TTB earned the reputation as the first mass-produced long travel independent front suspension systems for a vehicle. Simple yet rugged in design, the TIB and TTB front suspension systems are based on a configuration that utilizes a single beam and trailing control arm per frame side such that—beginning with, say, the front driver wheel—one end of the beam is attached to a cross-member next to the passenger side of the frame, then the beam is directed laterally towards the driver side of the frame such that the other end of the beam is attached to the driver steering knuckle. The design is completed by repeating this process beginning with the front passenger wheel. The trailing control arms act like radius arms and stabilize the beams against uncontrolled front-to-back motion. By stretching across from one frame side to the other, the beams endow the TIB and TTB with an enviable long travel capability, and by operating in conjunction with the control arms also act to invoke a change in both caster and camber angles during suspension movement. 
     Given that many types of production-based vehicles are routinely used in industries that involve off-road driving, e.g., construction, farming and ranching, mining, forestry, gas and oil exploration, that many obstacles—e.g., boulders, fallen trees, ravines, cliffs—encountered off-road exceed the limits of suspension travel, and that handling quality is reduced by changes in caster and camber angles during suspension travel, then automobile manufacturers and numerous other industries would greatly benefit from an independent suspension system that possessed the long travel capability characteristic of the TIB and TTB front suspension systems that also retained caster and camber angles throughout suspension travel. 
     In principle, the TIB and TTB suspension systems can be re-designed to maintain both caster and camber angles by adding an additional beam and trailing control arm to the existing configuration of a single beam and trailing control arm per frame side. With the addition of another beam and trailing control arm, this re-design represents a configuration of four links per frame side, or more specifically, four links per wheel. In effect, this re-design refers to a variation of the modern double wishbone (aka, double A-arm) suspension system used by automobile manufacturers since the 1960s. The present invention presents this variation of the modern double wishbone suspension system as a design concept that possesses the long travel capability characteristic of the TIB and TTB front suspension systems that also retains caster and camber angles throughout suspension travel. 
     The present invention represents a system of four control linkages per wheel. The system of four control linkages represents a type of independent suspension system analogous to a a double A-arm (or wishbone) suspension system, and acts to preserve both camber and caster angles as well as uncontrolled side-to-side and front-to-back motions through the full range of travel. 
     ADDENDUM 
     The present invention also represents a system of four control linkages per wheel that:
     is suitable for use as either an independent front or rear suspension system;   possesses a unique suspension configuration per wheel comprising a pair of upper and lower leading links that extends laterally from the driver or passenger frame side to the passenger or driver wheel, the driver or passenger frame side being proximate the driver or passenger one wheel; and a pair of upper and lower trailing links that extends longitudinally from the mid-point of the driver or passenger frame side to the driver or passenger wheel, respectively;   in principle possesses the handling quality like an independent suspension system due to each wheel being located and stabilized by its own set of four links;   in principle can exceed the articulation capabilities of a solid axle based suspension system due to the length of its leading links approaching that of a vehicle&#39;s track width;   refers to a type of multi-link configuration known as a double wishbone suspension system; an independent suspension system highly regarded for superior handling quality;   governs the weight-bearing and damping operations with the segmented air shock absorber, the segmented air shock absorber being disclosed in patent application Ser. No. 13/854,055.   

     The present invention represents a novel approach to an independent suspension design. This design involves a unique configuration of the leading links—one in which each leading link is oriented laterally from one frame side to the other wheel, the one frame side being proximate the one wheel; whereby one end is attached to one frame side proximate one wheel while the other end is attached to the other wheel. The lateral orientation of the leading links mandates that a unique (1) drivetrain must be developed in order to successfully transmit power from the transmission to the wheels and (2) steering system must be developed in order to successfully transmit steering input from the steering gearbox to the front steering knuckles, as well as lock the rear non-steering knuckles into a straight-ahead orientation. The drivetrain and steering system will each be disclosed in subsequent patent applications. 
     Spring means and damping for the present invention is accomplished by the novel segmented air shock absorber. Unknown to the art of vehicle shock absorbers, the segmented shock absorber is presented for the first time in the patent application Ser. No. 13/854,055. Endowed with the unprecedented quality to extend beyond twice its compressed length, the segmented air shock absorber is uniquely capable of affording the compression and extension properties necessary to exploit the extreme-travel capability of the present invention. This unique capability is shown in  FIG. 4  in this specification. 
     BRIEF SUMMARY OF THE INVENTION 
     The present invention represents a novel extreme-travel independent suspension system comprised of four links per wheel, the four links refer to a type of double A-arm suspension system, and act to preserve both camber and caster angles as well as uncontrolled side-to-side and front-to-back motions through the full range of travel; 
     The present invention also represents an independent suspension system that:
     is specifically designed for a 4WD vehicle;   is suitable for use as either an independent front or rear suspension system;   in principle possesses handling qualities like that of the suspension systems used by manufacturers of independent front suspension 4WD vehicles; e.g., General Motors, Ford, Dodge Ram, Toyota, and Nissan;   in principle possesses off-road characteristics that are superior to the suspension systems used by manufacturers of independent front suspension 4WD vehicles; e.g., General Motors, Ford, Dodge Ram, Toyota, and Nissan;   possesses a unique suspension configuration per wheel comprising a pair of upper and lower leading links that extends laterally from one frame side to the other wheel, the one frame side being proximate the one wheel; and a pair of upper and lower trailing links that extends longitudinally from the mid-point of the other frame side to the other wheel;   in principle possesses the handling quality like an independent suspension system due to each wheel being located and stabilized by its own set of four links;   in principle can exceed the articulation capabilities of a solid axle based suspension system due to the length of its leading links approaching that of a vehicle&#39;s track width;   refers to a type of multi-link configuration known as a double wishbone suspension system; an independent suspension system highly regarded for superior handling quality;   governs the weight-bearing and damping operations with the novel segmented air shock absorber, the segmented air shock absorber being disclosed in patent application Ser. No. 13/854,055.   

     BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING 
     List of Reference Numerals Utilized in the Drawings 
     
         
           10 —frame 
           11 —front driver upper leading link 
           12 —front driver lower leading link 
           13 —front passenger upper leading link 
           14 —front passenger lower leading link 
           15 —front driver upper trailing link 
           16 —front driver lower trailing link 
           17 —front passenger upper trailing link 
           18 —front passenger lower trailing link 
           19 —front driver upper apex bracket 
           20 —Front driver lower apex bracket 
           21 —front passenger upper apex bracket 
           22 —front passenger lower apex bracket 
           23 —front driver steering knuckle 
           24 —front passenger steering knuckle 
           25 —rear driver upper leading link 
           26 —rear driver lower leading link 
           27 —rear passenger upper leading link 
           28 —rear passenger lower leading link 
           29 —rear driver upper trailing link 
           30 —rear driver lower trailing link 
           31 —rear passenger upper trailing link 
           32 —rear passenger lower trailing link 
           33 —rear driver upper apex bracket 
           34 —rear driver lower apex bracket 
           35 —rear passenger upper apex bracket 
           36 —rear passenger lower apex bracket 
           37 —rear driver non-steering knuckle 
           38 —rear passenger non-steering knuckle 
           39 —leading link mounting brackets 
           40 —trailing link mounting brackets 
           41 —segmented air shock absorber 
           42 —shock tower 
           43 —shock upper mounting bracket 
           44 —shock lower mounting bracket 
       
    
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a front side perspective view of the front and rear suspension systems; 
         FIG. 2  is a top plan view thereof; 
         FIG. 3  is a front view of the front suspension system thereof; 
         FIG. 4  is a front view of the front suspension system articulated thereof; 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring to  FIGS. 1 ,  2 , and  3 , there is shown a vehicle&#39;s frame  10  that is comprised of a combination of the front and rear independent suspension systems. This front or rear independent suspension system involves a type of double wishbone configuration per wheel, the configuration comprising a pair of upper and lower leading links and a pair of upper and lower trailing links: 
     Considering the front driver wheel (not shown): the pair of upper and lower leading links,  11  and  12 , respectively, is oriented laterally across the frame  10  from the front passenger frame side to the front driver wheel, the front passenger frame side being proximate the front passenger wheel (not shown); and the pair of upper and lower trailing links,  15  and  16 , respectively, is oriented longitudinally and forwardly from the mid-point of the driver frame side to the front driver wheel. The one ends of the upper and lower leading links,  11  and  12 , are affixed to flexible joints, the flexible joints being pivotally attached to mounting brackets  39 , the mounting brackets  39  being vertically affixed to the top and bottom of the front passenger frame side proximate the front passenger wheel, respectively, each mounting bracket  39  projecting inward towards the engine bay. The one ends of the upper and lower trailing links,  15  and  16 , are affixed to flexible joints, the flexible joints being pivotally attached to mounting brackets  40 , the mounting brackets  40  being vertically affixed to the top and bottom of the driver frame side near its mid-point, respectively, each mounting bracket  40  projecting outward away from the engine bay. The other ends of the upper leading and trailing links,  11  and  15 , are attached to the upper apex bracket  19  while the other ends of the lower leading and trailing links,  12  and  16 , are attached to the lower apex bracket  20 , respectively. The upper and lower apex brackets,  19  and  20 , each contain a ball joint, the ball joints being pivotally attached to the top and bottom of the front driver steering knuckle  23 , respectively. Suspension spring means and damping are provided by a segmented air shock absorber  41 , the top of the shock being attached to a shock tower  42  with mounting brackets  43  and the bottom of the shock being attached to the lower apex bracket  20  with mounting brackets  44 . 
     Considering the front passenger wheel: the pair of upper and lower leading links,  13  and  14 , respectively, is oriented laterally across the frame  10  from the front driver frame side to the front passenger wheel, the front driver frame side being proximate the front driver wheel; and the pair of upper and lower trailing links,  17  and  18 , respectively, is oriented longitudinally and forwardly from the mid-point of the passenger frame side to the front passenger wheel. The one ends of the upper and lower leading links,  13  and  14 , are affixed to flexible joints, the flexible joints being pivotally attached to mounting brackets  39 , the mounting brackets  39  being vertically affixed to the top and bottom of the front driver frame side proximate the front driver wheel, respectively, each mounting bracket  39  projecting inward towards the engine bay. The one ends of the upper and lower trailing links,  17  and  18 , are affixed to flexible joints, the flexible joints being pivotally attached to mounting brackets  40 , the mounting brackets  40  being vertically affixed to the top and bottom of the passenger frame side near its mid-point, respectively, each mounting bracket  40  projecting outward away from the engine bay. The other ends of the upper leading and trailing links,  13  and  17 , are attached to the upper apex bracket  21  while the other ends of the lower leading and trailing links,  14  and  18 , are attached to the lower apex bracket  22 . The upper and lower apex brackets,  21  and  22 , each contain a ball joint, the ball joints being pivotally attached to the top and bottom of the front passenger steering knuckle  24 , respectively. Suspension spring means and damping are provided by a segmented air shock absorber  41 , the top of the shock being attached to a shock tower  42  with mounting brackets  43  and the bottom of the shock being attached to the lower apex bracket  22  with mounting brackets  44 . 
     The lateral orientation of both pairs of upper and lower leading links,  11  and  12 , and  13  and  14 , respectively, refers to an angular arrangement in which each pair of upper and lower leading links,  11  and  12  or  13  and  14 , respectively, adopt a slightly opposed angular position about a line drawn through the front wheels. The angular arrangement is made possible by affixing the mounting brackets  39  for the pairs of upper and lower leading links,  11  and  12 , and  13  and  14 , to the top and bottom of the passenger and driver frame sides next to and on opposite sides of the vertical edges bordering the apertures, respectively. An aperture refers to an open space being fabricated into a driver or passenger frame side in such a manner that the other ends of a pair of upper and lower leading links,  11  and  12  or  13  and  14 . can travel upward into the aperture during suspension compression thereby enhancing the travel capability of the present invention, respectively. For purposes of illustration, the pair of upper and lower leading links,  11  and  12 , are angled slightly forward while the pair of upper and lower leading links,  13  and  14 , are angled slightly rearward, respectively. This angular arrangement refers to the mounting brackets  39  for the pairs of upper and tower leading links,  11  and  12 , and  13  and  14 , being vertically affixed to the passenger and driver frame side in front of and behind the aperture, whereby being vertically affixed in front of the aperture refers to being vertically affixed between the aperture and front end of the vehicle, whereas being vertically affixed behind the aperture refers to being vertically affixed between the aperture and middle of the vehicle. This angular arrangement is required in order to prevent the pair of upper and lower leading links,  11  and  12 , from interfering with the pair of upper and lower leading links,  13  and  14 , respectively. Each link in the pair of upper and lower leading links,  11  and  12 , or  13  and  14 , lies approximately parallel to the other, respectively. 
     The longitudinal orientation of the upper and lower trailing links,  15  and  16 , and  17  and  18 , refers to an angular configuration whereby for each link in the pair of upper and lower trailing links,  15  and  16 , or  17  and  18 , the one ends are closer to the vehicle&#39;s center-line than are the other ends such that each pair of upper and lower trailing links,  15  and  16 , or  17  and  18 , is more closely aligned with the upper and lower leading links,  11  and  12 , and  13  and  14 , respectively. This closer alignment serves three purposes during suspension travel: one, to reduce the curvature of the longitudinal arc traced out by each front wheel thereby improving handling quality; two, to reduce the binding of the one ends of the upper and lower trailing links,  15  and  16 , and  17  and  18 , in their mounting brackets  40  thereby facilitating greater articulation of each front wheel; and three, to increase the turning capability of the front wheels thereby improving the vehicle&#39;s turning radius. Each link in the pair of upper and lower trailing links,  15  and  16 , or  17  and  18 , lies approximately parallel to one another, respectively. 
     Considering the rear driver wheel (not shown): the pair of upper and tower leading links,  25  and  26 , respectively, is oriented laterally across the frame  10  from the rear passenger frame side to the rear driver wheel, the rear passenger frame side being proximate the rear passenger wheel (not shown); and the pair of upper and lower trailing links,  29  and  30 , respectively, is oriented longitudinally and backwardly from the mid-point of the driver frame side to the rear driver wheel. The one ends of the upper and lower leading links,  25  and  26 , are affixed to flexible joints, the flexible joints being pivotally attached to mounting brackets  39 , the mounting brackets  39  being vertically affixed to the top and bottom of the rear passenger frame side proximate the rear passenger wheel, respectively, each mounting bracket  39  projecting inward towards the engine bay. The one ends of the upper and lower trailing links,  29  and  30 , are affixed to flexible joints, the flexible joints being pivotally attached to mounting brackets  40 , the mounting brackets  40  being vertically affixed to the top and bottom of the driver frame side near its mid-point, respectively, each mounting bracket  40  projecting outward away from the engine bay. The other ends of the upper leading and trailing links,  25  and  29 , are attached to the upper apex bracket  33  while the other ends of the lower leading and trailing links,  26  and  30 , are attached to the lower apex brocket  34 , respectively. The upper and lower apex brockets,  33  and  34 , each contain a ball joint, the ball joints being pivotally attached to the top and bottom of the rear driver non-steering knuckle  37 , respectively. Suspension spring means and damping are provided by a segmented air shock absorber  41 , the top of the shock being attached to a shock tower  42  with mounting brackets  43  and the bottom of the shock being attached to the lower apex bracket  34  with mounting brackets  44 . 
     Considering the rear passenger wheel: the pair of upper and lower leading links,  27  and  28 , respectively, is oriented laterally across the frame  10  from the rear driver frame side to the rear passenger wheel, the rear driver frame side being proximate the rear driver wheel; and the pair of upper and lower trailing links,  31  and  32 , respectively, is oriented longitudinally and backwardly from the mid-point of the passenger frame side to the rear passenger wheel. The one ends of the upper and tower leading links  27  and  28  are affixed to flexible joints, the flexible joints being pivotally attached to mounting brackets  39 , the mounting brackets  39  being vertically affixed to the top and bottom of the rear driver frame side proximate the rear driver wheel, respectively, each mounting bracket  39  projecting inward towards the engine bay. The one ends of the upper and lower trailing links,  31  and  32 , are affixed to flexible joints, the flexible joints being pivotally attached to mounting brackets  40 , the mounting brackets  40  being vertically affixed to the top and bottom of the passenger frame side near its mid-point, respectively, each mounting bracket  40  projecting outward away from the engine bay. The other ends of the upper leading and trailing links,  27  and  31 , are attached to the upper apex bracket  35  while the other ends of the lower leading and trailing links,  28  and  32 , are attached to the lower apex bracket  36 , respectively. The upper and lower apex brackets,  35  and  36 , each contain a ball joint, the ball joints being pivotally attached to the top and bottom of the rear passenger non-steering knuckle  38 , respectively. Suspension spring means and damping are provided by a segmented air shock absorber  41 , the top of the shock being attached to a shock tower  42  with mounting brackets  43  and the bottom of the shock being attached to the lower apex bracket  36  with mounting brackets  44 . 
     The lateral orientation of both pairs of upper and lower leading links,  25  and  26 , and  27  and  28 , respectively, refers to an angular arrangement in which each pair of upper and lower leading links,  25  and  26 , or  27  and  28 , respectively, adopt a slightly opposed angular position about a line drawn through the rear wheels. The angular arrangement is made possible by affixing the mounting brackets  39  for the pairs of upper and lower leading links,  25  and  26 , and  27  and  28 , to the top and bottom of the passenger and driver frame sides next to and on opposite sides of the vertical edges bordering the apertures, respectively. An aperture refers to an open space being fabricated into a driver or passenger frame side in such a manner that the other ends of a pair of upper and lower leading links,  25  and  26 , or  27  and  28 , can travel upward into the aperture during suspension compression thereby enhancing the travel capability of the present invention, respectively. For purposes of illustration, the pair of upper and lower leading links,  25  and  26 , are angled slightly forward while the pair of upper and lower leading links,  27  and  28 , are angled slightly rearward, respectively. This angular arrangement refers to the mounting brackets  39  for the pairs of upper and lower leading links,  25  and  26 , and  27  and  28 , being vertically affixed to the passenger and driver frame sides in front of and behind the aperture, whereby being vertically affixed in front of the aperture refers to being vertically affixed between the aperture and rear end of the vehicle, whereas being vertically affixed behind the aperture refers to being vertically affixed between the aperture and middle of the vehicle. This angular arrangement is required in order to prevent the pair of upper and lower leading links,  25  and  26 , from interfering with the pair of upper and lower leading links,  27  and  28 , respectively. Each link in the pair of upper and lower leading links,  25  and  25 , or  27  and  28 , lies approximately parallel to the other, respectively. 
     The longitudinal orientation of the upper and lower trailing links,  29  and  30 , and  31  and  32 , refers to an angular configuration whereby for each link in the pair of upper and lower trailing links,  29  and  30 , or  31  and  32 , the one ends are closer to the vehicle&#39;s center-line than are the other ends such that each pair of upper and lower trailing links,  29  and  30 , or  31  and  32 , is more closely aligned with the upper and lower leading links,  25  and  26 , and  27  and  28 , respectively. This closer alignment serves two purposes during suspension travel: one, to reduce the curvature of the longitudinal arc traced out by each rear wheel thereby improving handling quality; and two, to reduce the binding of the one ends of the upper and lower trailing links,  29  and  30 , and  31  and  32 , in their mounting brackets  40  thereby facilitating greater articulation of each rear wheel. Each link in a pair of upper and lower trailing links,  29  and  30 , or  31  and  32 , lies approximately parallel to one another. 
     Referring to FIG  4 , there is shown the front suspension system in an articulated condition, the condition referring to a link configuration in which, for purposes of illustration, the driver side upper and lower leading and trailing links,  11  and  12 , and  15  and  16 , are fully compressed, i.e., “bottomed out”, while the passenger side upper and lower leading and trailing links,  13  and  14 , and  17  and  18 , are fully extended, respectively. The fully compressed and extended geometry of the links is indicative of the travel capability of the front suspension system specifically, and the present invention in general. 
     While the invention has been illustrated and described as embodied in a vehicle suspension system, it is not intended to be limited to the details shown, since it will be understood that various omissions, modifications, substitutions and changes in the forms and details of the device illustrated and in its operation can be made by those skilled on the art without departing in any way from the scope and spirit of the present invention.