阅读说明：本技术 用于车辆的悬架 (Suspension for vehicle ) 是由 若泽·弗朗西瓦尔多·佩雷拉莱莫斯 于 2019-07-10 设计创作，主要内容包括：一种用于车辆(1)的后轴(5)的悬架系统(7),该车辆设置有框架,该框架配备有至少两个侧部构件(3a,3b),悬架系统(7)将轴(5)连接至所述侧部构件(3a,3b)并且包括左侧部(7a)和右侧部(7b)以及扭杆(31),左侧部(7a)和右侧部(7b)各自包括轴保持器组件(8)、波纹管(9)、板簧(12)、第一杆(25)和第二杆(27),扭杆(31)插置在所述左侧部(7a)与所述右侧部(7b)之间。悬架系统(7)的前述元件布置成提供具有降低的成本和减小的总体尺寸的功能布局。(A suspension system (7) for a rear axle (5) of a vehicle (1) provided with a frame equipped with at least two side members (3a, 3b), the suspension system (7) connecting the axle (5) to said side members (3a, 3b) and comprising a left side (7a) and a right side (7b) each comprising an axle holder assembly (8), a bellows (9), a leaf spring (12), a first rod (25) and a second rod (27), and a torsion bar (31), the torsion bar (31) being interposed between said left side (7a) and said right side (7 b). The aforementioned elements of the suspension system (7) are arranged to provide a functional layout having reduced cost and reduced overall dimensions.)

1. A suspension system (7) for a rear axle (5) of a vehicle (1), the vehicle comprising a frame provided with at least two side members (3a, 3b), the suspension system (7) connecting the axle (5) to the side members (3a, 3b), and the suspension system (7) comprising a left side (7a) and a right side (7b) each comprising an axle holder assembly (8), a bellows (9) and a leaf spring (12),

the leaf spring (12) comprising a first end portion (12a), a second end portion (12b) and an intermediate portion (12c), the first end portion (12a) being connected to one of the side members (3a, 3b), the intermediate portion (12c) being located between the end portions (12a, 12b), the bellows (9) being connected to the second end portion (12b) and to one of the side members (3a, 3b), the shaft holder assembly (8) comprising a plurality of plates (12) interposed between the shaft (5) and the leaf spring (12) and a retaining means (22) configured to hold the plates (21) and the shaft (5) and the leaf spring (12) pressed together under the action of a compression force,

the left and right sides (7a, 7b) further comprising a first rod (25) and a second rod (27), the first rod (25) comprising a first end connected to one of the side members (3a, 3b) and a second end connected to the axle-holder assembly (8), the second rod (27) comprising a first portion (27a) connected to one of the side members (3a, 3b) and a second end (27b) connected to the axle (5), the first and second rods (25, 27) defining respective angles (β, γ) with respect to a horizontal axis, the second rods (27) of the left and right sides (7a, 7b) defining an angle (α) between each other with respect to a longitudinal axis (A) of the vehicle, the suspension system (7) further comprising a torsion bar (31), the torsion bar (31) is connected to one of the plates (21) and to the first bar (21).

2. Suspension system according to claim 1, further comprising a shock absorber (11), said shock absorber (11) being connected to one of said side members (3a, 3b) and to one of said plates (21) by means of a respective hinge (19).

3. The suspension system according to claim 1 or 2, further comprising a cross member (18), said cross member (18) being interposed between said bellows (9) and the respective ends (12b) of said leaf springs (12).

4. Suspension system according to one of claims 1 to 3, wherein at least one of the connections (28', 28 ", 26) of the first and second rods (25, 27) with the respective element is adjustable in height and/or in level so as to vary the respective inclination angle (β, γ) with respect to the level.

5. Suspension system according to one of claims 1 to 4, wherein the connection (28 ") between the second rod (27) and the shaft (5) is adjustable in height.

6. Suspension system according to one of the preceding claims, wherein the first rod (25) is a stabilizer link.

7. Suspension system according to one of the preceding claims, wherein the first rod (25) is connected to the torsion bar (31) and to one of the plates (21) by means of a hinge.

8. Suspension system according to one of the preceding claims, wherein the torsion bar (31) comprises a pair of linear end portions (32) and a U-shaped central portion (33), said central portion (33) having an opening facing the axle (5).

9. Suspension system according to one of the preceding claims, wherein the torsion bar (31) is arranged above the axle (5).

10. Suspension system according to one of the preceding claims, wherein the torsion bar (31) is arranged below the axle (5).

11. System according to claim 9, wherein the leaf spring (12) has a longitudinal Z-shaped cross-section, wherein the second end portion (12b) is straight, the first end portion (12a) is inclined with respect to the horizontal and is arranged at the same height as the lower plate (21a) in the plate (21) until reaching a height higher than the shaft holder assembly (8) at the connection point with the side members (3a, 3b), and the intermediate portion (12c) has an L-shape joining the first end portion (21a) and the second end portion (21 b).

12. System according to claim 10, wherein the leaf spring (12) has a straight section, wherein the second end portion (12b) is straight and arranged above a lower plate (21a) in the plate (21), the first end portion (12a) is inclined with respect to the horizontal until reaching a height approximately equal to the height of an intermediate plate (21b) in the plate (21) at the point of connection with the side members (3a, 3b), and the intermediate portion (12b) is linear and joins the first end portion (12a) and the second end portion (12 b).

13. A vehicle (1), the vehicle (1) comprising a rear axle (5) and a frame provided with at least one pair of side members (3a, 3b), the vehicle (1) comprising a suspension system (7) according to any one of the preceding claims.

Technical Field

The present invention relates to a suspension for a vehicle, and more particularly to a rear suspension for a heavy vehicle, such as for example a truck or lorry.

Background

The vehicle suspension comprises an assembly of the following elements: the element is configured to reduce the transmission of vibrations, which may be transmitted to the frame of the vehicle through the axle due to the contour of the road surface. The performance of the suspension is achieved by the ability to dampen the transmission of the aforementioned vibrations relative to the drivability of the vehicle, the cost and weight of the suspension.

Various types of suspensions for heavy vehicles are known, for example purely mechanical suspensions comprising elements such as torsion or anti-roll bars, Panhard (Panhard) bars, or even "V" bars, or "active" suspensions such as for example known as "all-air" or "air-link" suspensions, or even "active" suspensions comprising actuators such as air springs and a sensor system connected to an electronic interface designed to control the actuators in order to compensate for the stresses generated between the frame and the axles of the vehicle.

However, the aforementioned solutions are provided with many elements and therefore take up much space and are heavy; furthermore, "active" suspensions are particularly expensive and require dedicated wiring for the sensor/actuator elements, which in turn takes up a lot of space and is heavy.

Furthermore, the design of any type of rear suspension must take into account the angle known as "anti-tail-squat" (also known as "dive" angle); said angle defines the tendency of the body to lower or to raise at the front depending on the value assumed by said angle when accelerating.

With reference to fig. 1, the tangent of said angle is equal to the ratio of the height E at which the intersection point of the straight line extending between the two connecting elements connecting the suspension to the vehicle frame is arranged to the horizontal distance D of said intersection point with respect to the rear wheel contact point. In the case of fixation with a single arm, the mounting point is then the point at which the height E is measured.

According to fig. 1, said "anti-tail-sinking" angle is set as the ratio between the vertical distance H of the drive shaft of the vehicle and the horizontal distance L along a line R, ideally connecting the contact point between the rear wheel of the vehicle and the drive shaft of the vehicle, relative to the contact point of the rear wheel.

The angle has a greater value below the aforementioned line (for example in the joining point P ") and a smaller value above the aforementioned line (for example in the joining point P'). For heavy vehicles, it is known that suspension configurations with anti-tail-dip angle values exceeding 50% of the aforementioned H/L ratio may present a cocking problem during acceleration of the vehicle, for example when driving uphill.

Known suspensions have a fixed value of the anti-tail-dip angle, typically greater than 50%, thus causing problems associated with the front part of the vehicle rising during acceleration.

Thus, manufacturers have indicated a need to improve known rear suspensions for heavy vehicles in order to reduce the value of the anti-tail-dip angle with respect to the value of the H/L ratio to values lower than the aforementioned anti-tail-dip angle value of more than 50%.

Furthermore, there is a need to improve the known rear suspensions by reducing the weight and size of the rear suspension and at the same time by increasing the damping and driving properties of the rear suspension.

The object of the present invention is to meet the above discussed need in an economical manner.

Disclosure of Invention

The aforementioned objects are achieved by a vehicle suspension according to the appended claims.

Drawings

The invention may be better understood by reading the following detailed description of a preferred embodiment, provided by way of non-limiting example, with reference to the accompanying drawings, in which:

FIG. 1 shows a schematic side view of the calculation of an anti-tail-dip angle for a heavy vehicle;

FIG. 2 shows a schematic view from the top of a vehicle including a rear suspension according to the present invention;

FIG. 3 shows an enlarged and partially sectioned view of the suspension of the vehicle of FIG. 2, as viewed from the top;

FIG. 4 shows a partial cross-sectional side view of a first embodiment of a suspension of the vehicle of FIG. 2; and

figure 5 shows a partial cross-sectional side view of a second embodiment of the suspension of the vehicle of figure 2.

Detailed Description

Fig. 1 shows a known vehicle 1, which vehicle 1 comprises a frame (not shown) connected to a plurality of wheels 2, a front wheel 2a and a rear wheel 2b, which are supported by the frame described below.

As is known in the heavy vehicle industry, the frame comprises at least one pair of side members 3, in particular a right side member 3a and a left side member 3b, the right side member 3a and the left side member 3b being connected to each other at least by means of a plurality of rods 4 perpendicular to the side members 3a, 3 b.

The rear wheels 2b are connected to each other by means of a rear axle 5, which rear axle 5 is connected to the frame of the vehicle, i.e. to the side members 3a, 3b, by means of a suspension system 7 according to the invention.

The suspension system 7 comprises a right side portion 7a and a left side portion 7b connected to each other as described in more detail below.

Each of the right and left side portions 7a and 7b basically includes a shaft holder 8, a bellows 9, a damper 11, and a plate spring 12.

The leaf spring 12, preferably a leaf spring 12 having a rectangular cross section, comprises a first end portion 12a, a second end portion 12b and an intermediate portion 12c, the first end portion 12a being connected to the respective side member 3a, 3b by means of a bracket 13 fixed to the side member 3a, 3b in the example described herein, the second end portion 12b being opposite the first end portion 12a and connected to the bellows 9, the intermediate portion 12c fitting in contact with the shaft holder assembly 8.

The bracket 13 is fixed transversely to the respective side member 3a, 3b, for example by means of threaded means, the bracket 13 extending perpendicularly downwards from the side member 3a, 3b and comprising an upper portion 13a, a lower portion 13b and an intermediate portion 13c, the upper portion 13a being configured to allow the bracket 13 to be fixed to the respective side member 3a, 3b, the lower portion 13b being opposite to the portion 13a, the intermediate portion 13c incorporating the upper portion 13a and the lower portion 13 b. The first end 12a of the leaf spring 12 is preferably connected to the intermediate portion 13c by means of a connection 14.

According to one aspect of the invention, the connecting member 14 is a mechanical coupling configured to at least limit the horizontal movement of the leaf spring, thereby allowing the leaf spring to rotate about the hinge-like first end 12 a. In the embodiment described herein, the first end portion 12a comprises a terminal portion 12d having a hook shape, the terminal portion 12d being configured to mate with a protrusion 15, the protrusion 15 having a shape complementary to one of the hook-shaped terminal portions 12d and extending perpendicularly in a transverse direction from the intermediate portion 13c of the bracket 13.

The bellows 9 is fixed at the bottom to the second end 12b of the leaf spring 12, for example by means of a threaded connection, such as for example a bolt. The bellows 9 is connected at the top to the respective side member 2a, 2b, for example by means of a threaded connection, such as for example a bolt.

The suspension 7 further comprises a cross beam 18, which cross beam 18 is connected between the bellows 9 and the second end 12b of the leaf spring by means of threaded elements, such as bolts; the cross beams 18 are preferably made as profile bodies and connect the right 7a and left 7b sides of the suspension 7 between the respective bellows 9 and the respective leaf springs 12, as described above.

A shock absorber 11, preferably made as a hydraulic or pneumatic cylinder, 11 is connected at a first end to the respective side member 3a, 3b and at a second end to the shaft holder assembly 8 in a position comprised between the shaft 5 and the bellows 9, as described below. The connection with the shaft-holder assembly 8 and with the side members 3a, 3b is advantageously obtained by means of hinges 19, the hinges 19 being configured to allow rotation of the shock absorber 11 with respect to the shaft-holder assembly 8 and/or with respect to the side members 3a, 3 b.

The axle holder assembly 8 is configured to surround the axle 5 and provide an anchor point for elements of the suspension 7, as described below.

According to the embodiments described herein, the shaft holder assembly 8 comprises a plurality of plates 21, in the case described herein comprising a lower plate 21a, an upper plate 21b and an intermediate plate 21c arranged between the lower plate 21a and the upper plate 21 b; the plates 21a, 21b and 21c are interposed vertically between the shaft 5 and the leaf spring 12 and are held together by the compressive force provided by the holding means 22.

For example, the retaining means 22 may comprise a pair of U-shaped arms 23 passing through the plates 21a, 21b and 21c and comprising, at the free end portions, a thread designed to cooperate with a nut 24, the nut 24 being designed to provide the compressive force necessary to retain the aforementioned elements pressed together.

Each of the right and left side portions 7a, 7b of the suspension system 7 further includes a first stabilizer bar 25, also referred to as a "stabilizer link", the first stabilizer bar 25 including a first end portion 25a connected to the bracket 13 and a second end portion 25b opposite the first end portion 25a connected to the shaft holder assembly 8. The first end 25a and the second end 25b are advantageously connected to the respective elements by means of a hinged connection 26.

Below the connection of the leaf spring 12 to the bracket 13, a hinged connection 26 of the first end 25a is advantageously obtained in the lower portion 13b of the bracket 13, and the hinged connection 26 of the first end 25a is preferably collinear with the lower portion 13 b.

The stabilizing coupling 25 preferably has a rectangular cross section arranged perpendicularly with respect to the rectangular cross section of the leaf spring 12 and is connected to the bracket 13 and the shaft holder assembly 8 so as to define an inclination angle β with respect to the horizontal axis and which varies as a function of the distance between the axes, the center of mass and the anti-tail-sinking angle preset for the vehicle.

Each of the right and left side portions 7a, 7b of the suspension system 7 also comprises a second stabilizer bar 27 or "V-bar" comprising a first end portion 27a connected to the bracket 13 by means of a connector 28' and a second end portion 27b opposite the first end portion 27a connected to the shaft 5 by means of a connector 28 ".

In particular, the V-shaped bars 27 of the right and left side portions 7a, 7B have respective longitudinal axes B inclined with respect to the longitudinal axis a of the vehicle, with respect to a horizontal plane parallel to the ground. The inclination advantageously defines an angle α, preferably an angle α between each V-bar 27 and the axis a, wherein the value of the angle α is preset on the basis of the vehicle type.

The links 28', 28 "are advantageously hinged links and each V-bar 27 is fixed to the bracket 13 and to the shaft 5 so as to define an inclination angle γ which varies according to the distance between the axes, the centre of mass and the angle of protection against rear sinking preset for the vehicle.

According to an aspect of the invention, at least one of the connections 26, 28 is adjustable in height and/or level in order to vary the respective inclination angle β, γ with respect to the horizontal. In the case described herein, the link 28 "is configured to allow the height of the link 28" to be adjustable with respect to the point of contact between the wheel 2b and the ground, so as to vary the angle of inclination γ of the V-bar accordingly.

The adjustment of the connection 28 "is achieved, for example, by means of a vertical sliding prismatic (prism) coupling of the portion 28b with the shaft 5, which may be obtained, for example, by means of a groove (not shown) configured to receive in a sliding manner a portion with complementary shape carried by the portion 28 b. After the preset height has been adjusted, the portion 28b is fixed by means of threaded means, such as bolts.

The suspension 7 further comprises a torsion bar 31, the torsion bar 31 being connected to the axle holder assembly 8 and configured to generate torsional resistance when the side members 3a, 3b tend to move relatively in the vertical direction.

The torsion bar 31 advantageously comprises a pair of end portions 32, which end portions 32 are connected at the ends to the shaft holder assembly 8 and to a U-shaped central portion 33, which U-shaped central portion 33 is preferably provided with an opening towards the shaft 5. The torsion bar 31 advantageously has a symmetrical shape with respect to the axis a, and the end portions 32 and the central portion 33 are made in one piece.

The end portion 32 is advantageously connected to the shaft-holder assembly 8 at the same connection point as the second portion of the stabilizing coupling 25, and the hinge 26 of the second portion 25b is preferably obtained around the end portion 32.

According to the embodiment shown in fig. 4, the torsion bar 31 is arranged above the axle 5, in particular above the differential 40 of the vehicle 1.

In this configuration, the plates 21a, 21b, 21c are arranged such that the leaf spring 12 is included between the upper plate 21c and the intermediate plate 21b, and the torsion bar 31 is fixed to the intermediate plate 21b, and thus the stabilizing link 25 is fixed to the intermediate plate 21 b. The intermediate plate 21b is placed above the shaft 5, and the lower plate 21a serves as a hinge point for the shock absorber 11.

As a result of this embodiment, the leaf spring 12 has a longitudinal section defining a "Z" shape, in the leaf spring 12 the second end portion 12b is substantially straight and arranged substantially at the same height as the lower plate 21a, the first end portion 12a is inclined with respect to the horizontal until the first end portion 12a reaches a higher height than the upper plate 21c at the connection point 14, and the intermediate portion 12c has an "L" shape joining said first and second end portions 12a, 12 b.

According to a second embodiment shown in fig. 5, the torsion bar 31 is arranged below the shaft 5, in particular below the differential 40.

In this configuration, the plates 21a, 21b, 21c are arranged such that the leaf spring 12 is included between the lower plate 21a and the intermediate plate 21b, and thus the torsion bar 31 and the stabilizing coupler 25 are fixed to the lower plate 21 a. The intermediate plate 21b is placed below the shaft 5 and also acts as a hinge point similar to that for the shock absorber 11. As a result of this embodiment, the leaf spring 12 has a longitudinal section defining a substantially linear shape, similar to a slider, in the leaf spring 12 the second end portion 12b is substantially straight and arranged above the lower plate 21a, the first end portion 12a is inclined with respect to the horizontal until the first end portion 12a reaches a height at the connection point 14 approximately equal to one of the intermediate plates 21b, and the intermediate portion 12c is linear and joins said first and second end portions 12a, 12 b.

The suspension system 7 described above operates in the following manner.

When the suspension 7 is mounted, the height of the link 28 "can be adjusted so as to change the inclination angle γ of the V-shaped lever 27. In this way, the suspension 7 can be adjusted for a particular vehicle in order to adjust the angle of the anti-tail-dip.

After having been mounted at a predetermined inclination angle γ, the suspension 7 couples the axle 5 to the side members 3a, 3b, and thus to the frame of the vehicle, so as to inhibit relative movement between the two of them.

In particular, the substantially vertical movement is counteracted by the bellows 9, by the shock absorber 11 and by the leaf spring 12. On the other hand, the substantially transverse and/or longitudinal movement between the side members 3a, 3b is counteracted by the cross beam 18, by the stabilizing coupling 25, by the V-bar 27 and by the torsion bar 31.

The advantages of the suspension system 7 according to the invention are evident for the above reasons.

The suspension system 7 comprises fewer elements than the known rear axle suspension system 7 and therefore occupies less space and is lighter; thus, the suspension system 7 is easier and more economical to assemble.

At the same time, the suspension system 7 significantly suppresses the transmission of load between the shaft 5 and the frame of the vehicle. Furthermore, the above-described suspension system 7 ensures very good drivability of the vehicle.

Due to the specific relative arrangement and shape of the elements in the two embodiments described above, the aforementioned suppression effect and drivability are also obtained.

Furthermore, thanks to the fact that the position of the connection 28 "can be adjusted during the assembly phase, the same suspension can be used for different types of vehicles in which the position of the engine and/or the length between the wheels varies, thus bringing savings and simplification to the manufacturer of said vehicles.

Finally, the suspension system 7 according to the invention may undergo modifications and variations, which, however, do not go beyond the scope of protection set forth in the appended claims.

For example, not only may the connector 28' be adjustable in height, but also the connector 28 "or one or both connectors 26 of the stabilizing coupler 25 may be adjustable in height.

It is furthermore obvious that these adjustable connections can also be adjusted in the horizontal direction in order to vary the angle of inclination of the respective rods 25, 27.

Further, some elements may be omitted or have a different cross-section or shape than the elements described above without exceeding the function of these elements as claimed below.