Camber angle control suspension system

Land vehicles – Wheeled – Running gear

Reexamination Certificate

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Details

C280S124152, C280S124167

Reexamination Certificate

active

06250660

ABSTRACT:

BACKGROUND OF THE INVENTION
(a) Field of the Invention
The present invention relates to a vehicle suspension and, in particular, to a suspension system capable of optimally controlling camber angle regardless of suspension movement without a stabilizer bar.
(b) Description of the Related Art
A suspension system is designed to provide the best combination of ride quality, directional control, ease of handling, safety, stability, and service life. Particularly, the front suspension system makes provision for turning the front wheels both right and left, as well as for straight-ahead directional control. Also, the front suspension system absorbs most of the braking torque caused by weight transfer during braking.
The camber angle of the front wheels has an important relationship with the behavior of the vehicle. Generally, in most suspension system of prior art, the camber angle is zero or very small for ideal contact between the tire and the ground.
However, if a suspension system is designed to have no camber angle while the vehicle is being driven straightforward, camber angle is generated when the vehicle turns, and it varies as the turning radius varies. If the suspension system is designed to have no camber angle during turning of the vehicle, there exists a camber angle when the vehicle runs in a straightforward direction.
FIG.
1
and
FIG. 2
are schematic views showing behavior of prior wishbone type and trailing arm type suspensions.
As shown in
FIG. 1
, the wishbone type and trailing arm type suspension systems
6
and
8
are designed to have no camber angle when the vehicle encounters bumps and is being driven in a straightforward direction, so camber angles are generated when the vehicle turns, and it varies as the turning radius varies.
As shown in
FIG. 2
, when the suspension systems are designed to have no camber angle during turning of the vehicle, there exists a camber angle when the vehicle bumps and rebounds.
Accordingly, in these prior suspension systems, it is impossible to obtain both straightforward running stability and turning stability with the same front suspension geometry.
SUMMARY OF THE INVENTION
The present invention has been made in an effort to solve the above problems of the prior art.
It is an object of the present invention to provide a camber angle control type suspension system capable of maintaining an ideal contact surface between the tire and the ground regardless of the vehicle's directional condition and road surface condition.
To achieve the above object, a camber angle control type suspension system of a preferred embodiment of the present invention comprises a trailing arm pivotally connected to a vehicle body, a pair of swing arm connected to the vehicle body by means of a damping member, and a torsion bar for connecting the trailing arm to the swing arm.


REFERENCES:
patent: 3086793 (1963-04-01), Kozicki
patent: 3147990 (1964-09-01), Wettstein
patent: 3701542 (1972-10-01), Grosseau
patent: 4635958 (1987-01-01), Yonemoto
patent: 4871187 (1989-10-01), Schaible
patent: 5641175 (1997-06-01), Meada et al.
patent: 5839742 (1998-11-01), Holt
patent: 5921568 (1999-07-01), Cruise et al.

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