Land vehicles – Wheeled – Running gear
Patent
1993-09-14
1995-05-16
Culbreth, Eric D.
Land vehicles
Wheeled
Running gear
280691, 280675, B60G 300
Patent
active
054154278
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND AND SUMMARY OF THE INVENTION
The present invention relates to a wheel suspension system for the driven rear wheels of a motor vehicle in a steerable and non-steerable arrangement and, more particularly, to a wheel suspension system comprising a wheel carrier which is supported by way of a spring strut on the vehicle body side and which is guided by way of two individual links forming an upper pivotal connection and by way of a lower pivotal connection consisting of an A-arm with a tie rod link which extends approximately in the transverse direction of the vehicle. The pivotal connections are supported on the vehicle body side in joints of different radial characteristics, and the individual links are arranged in a diverging manner in the vehicle transverse direction and are disposed in two spaced joints of the wheel carrier. The A-arm is held by a joint on the wheel carrier, and both pivotal connections form an elastokinematic wheel swivelling axis, which is disposed on the outer side of the wheel, with a steering pole in the wheel contact plane which is disposed, with respect to the driving direction, behind a perpendicular wheel center transverse plane and outside the perpendicular wheel center longitudinal plane.
A twin control arm suspension for unsteered wheels is described in a published report entitled, On the Sixth International Technical Conference on Experimental Safety Vehicles; Oct. 12-15, 1976, Pages 656 to 664) which comprises a lower A arm and an upper opened up control arm with two individual links, adjacent to which another link is assigned. The pivotal connections, which are arranged in superimposed horizontal planes, together form an elastokinematic swivelling axis for a wheel position change when longitudinal and lateral forces affect the wheel. For this purpose, the swivelling axis is aligned in such a manner that a wheel steering pole is formed in the wheel contact plane which is situated outside the wheel track and, with respect to the driving direction, behind a perpendicular wheel center transverse plane.
Furthermore, German Patent Document DE-PS 19 38 850 describes a wheel suspension system for steered front wheels comprising a lower A-arm and an upper opened-up control arm. The connecting lines of the intersecting points of the longitudinal axes of these suspension links situated in horizontal planes arranged above one another form an elastokinematic swivelling axis of the wheel.
Furthermore, from German Patent Document DE-OS 36 42 421 describes a wheel suspension for unsteered wheels of a motor vehicle which has a lower A-arm and an upper opened-up control arm as well as a tie rod. On the side of the vehicle body, the A-arm is held in longitudinally elastic bearings. The tie rod is supported in a joint and causes, when longitudinal and lateral forces act upon the wheel, a displacement of the A-arm in the longitudinal direction and, as a result, a wheel position change is triggered in the toe-in direction.
These known arrangements of suspension links with the forming elastokinematic swivelling axis of the wheel and an occurring wheel steering pole in the wheel contact plane cause wheel position changes in the driving operation. These are achieved only insufficiently by forces acting upon the wheel as well as during compression movements so that, on the whole, no stable vehicle handling is ensured along the entire speed range with the superposition of braking and starting or accelerating forces during cornering and straight-ahead driving.
Because of the pivotal connections to the vehicle body and a resulting setting and position with respect to the vehicle wheel, the effects of the known wheel suspensions are geared only to a special vehicle. A transfer of this known wheel suspension to a vehicle of a defined construction is not possible in a simple manner because of the different vehicle body structures and resulting changed pivotal connecting points on the vehicle body as well as their dimensions so that, when the driving conditions differ, a desired wheel position c
REFERENCES:
patent: 3858901 (1975-01-01), Johnson
patent: 4462609 (1984-07-01), van der Ohr
patent: 4840396 (1989-06-01), Kako
patent: 4998748 (1991-03-01), Kashiwagi et al.
patent: 5116876 (1992-05-01), Moll
Schote Norbert
Sommerer Karl
Culbreth Eric D.
Dr. Ing. h.c.F. Porsche AG
Ellis Christopher P.
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