Independent suspension

Details Independent suspension Independent suspension

1991-08-07

1994-02-08

Tyson, Karin L.

Land vehicles

Wheeled

Running gear

280691, B60G 300

Patent

active

052843530

DESCRIPTION:

BRIEF SUMMARY
TECHNICAL FIELD

This invention relates to an independent suspension for use with front wheels or rear wheels in an automobile and more particularly to a Wishbone type independent suspension.


BACKGROUND ART

For the absorption of various vibrations and impacts exerted by a road surface to a traveling automobile, suspensions furnished with a buffer action are interposed between the automobile body and the axles. These suspensions fulfil important functions of supporting the automobile on the road surface, transmitting the propulsive force from drive wheels to the automobile body and, at the same time, moderating the impacts from the road surface and protecting the automobile against breakage, and further improving comfortableness of ride and stability of operation. With the growing trend of automobiles toward higher speeds, these functions have come to be viewed as factors of increasing significance capable of determining the limits to speed increase. Scientific studies are being promoted comprehensively on the system and have been developing numerous mechanisms and component elements as a consequence.
The suspensions are generally required to be pliable in the vertical direction and rigid in the longitudinal and lateral directions. From the structural point of view, they are broadly divided under two categories, i.e. the axle suspensions and the independent suspensions. The axle suspensions are generally used in front wheels and rear wheels of trucks and in rear wheels of passanger cars. In contrast, the independent suspensions are predominantly used in front wheels and rear wheels of passenger cars which attach primary importance to comfortableness of ride and stability of operation.
The independent suspensions are designed to allow laterally opposite wheels freedom of independent motion instead of requiring them to be interconnected through the medium of one axle. From the structural point of view, they may be broadly divided into Wishbone type, MacFarson type, trailing arm type, and swing axle type. These independent suspensions, as compared with the axle suspensions, have the advantage that when either of the laterally opposite wheels runs on an object projecting from the road surface, the independent suspension serving the particular wheel acts like the knee joint of man, enabling the wheel exclusively to jog vertically thereby preventing the automobile body from a tilt and allowing the automobile to operate stably by effectively avoiding the phenomenon of rolling.
In the various types of independent suspensions, the Wishbone type suspensions are used most widely as mentioned in Japanese Utility Model Application Disclosure SHO 53(1978)-26,020. The independent suspensions of this type are characterized by the fact that since the link mechanisms using two arms produce a parallelepipedal action, the wheels served by the suspensions move substantially vertically and the tires mounted thereon, therefore, contact horizontally the road surface at all times and enjoy a highly satisfactory road surface contact property. They are handicapped by weight and cost because of their complexity in structure as compared with the MacFarson type suspensions. Moreover, they have room for further improvement in respect that the two arms used in each suspension go to decreasing the inner volume of an engine room because they are adapted to thrust into the engine room. The advantage of the Wishbone type independent suspensions that they are robust structurally and excellent in operational stability manifested as during the cornering has come to attract attention again in recent years.
In order that the automobile bodies furnished with such Wishbone type suspensions may fulfil such requirements as alleviation of frictional wear of tires, ability to control the operation of steering, and prevention of transmission of vibrations to the steering handle, the lengths of an upper arm and a lower arm, the positions of fixation thereof (the distance separating them), etc. must be suitably selected.
The lengths of the upper arm and

REFERENCES:
patent: Re21605 (1940-10-01), Kolbe
patent: 4202563 (1980-05-01), Tattermusch
patent: 4685690 (1987-08-01), Fujita et al.

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