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US 4,046,212 AGranted
Steerable front wheel drive transmitting mechanism
AssigneeGeneral Motors Corporation
InventorKai H. Hansen
Life of this patent
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AssigneeGeneral Motors Corporation
InventorKai H. Hansen
Estimating the term…
The presently disclosed mechanism is used on a vehicle having front wheels steerably mounted on a support member which is suspended from the frame of the vehicle. A drive-transfer case is centrally located on the frame and angle-drive cases are mounted on the support member. A two section drive shaft, interconnected by a universal joint drivingly connects the output of the transfer case with each input of the angle-drive cases. The forward section of the drive shaft is encased in a tubular torque reaction member which is rigidly fixed to the angle-drive case. A bracket and an arcuate-shaped arm connect the reaction member to the frame for pivotal movement about the axis of the universal joint. A shock absorber is mounted between a retainer secured to the frame and flange means formed on one of the angle-drive case and the steering knuckle support rearwardly of the steering axis and the upper control arm.
In a vehicle having a sprung mass portion including a vehicular frame, and an unsprung mass portion including steerable road wheels, each of said wheels being drivingly attached to a drive spindle rotatably supported on a steering knuckle, a suspension system for said steerable road wheel comprising a steering knuckle support member including a vertical extension, said steering knuckle being pivotally connected to said steering knuckle support member so as to define a generally vertically-oriented steering axis therewith, an upper laterally extending control arm pivotally connected at the ends thereof between said frame and said vertical extension of said steering knuckle support member, a lower laterally extending control arm pivotally connected at the ends thereof between said frame and said steering knuckle support member, a drive-transfer case centrally disposed on said sprung mass portion, an angle-drive case rigidly attached to an inner surface of said steering knuckle support member, aligned openings formed in said angle-drive case and said steering knuckle support member, a drive shaft rotatably supported in said angle-drive case and extending therefrom through said aligned openings, a first universal joint located on said vertically-oriented steering axis operatively interconnecting said drive shaft and said drive spindle, bevel gear means formed on said drive shaft within said angle-drive case, a two-section drive transfer shaft interconnected by a second universal joint intermediate the overall length thereof, the rear section thereof being operatively connected by a third universal joint to said drive-transfer case, and the forward section thereof being operatively connected to said bevel gear means in said angle-drive case for effecting driving rotation of said steerable road wheel via said drive shaft, a tubular torque reaction member encasing said forward section of said two-section drive transfer shaft and secured at the forward end thereof to said angle-drive case, a bracket secured adjacent the rear end of said forward section, an arcuate-shaped arm fixedly secured at one end thereof to said bracket and pivotally secured at the other end thereof by pivot pin means to said side rail, the axis of said pivot pin means extending through the center of said second universal joint, a retainer cup fixedly secured to said frame, and a shock absorber disposed between said retainer cup and flange means formed on one of said angle-drive case and said steering knuckle support member rearwardly of said vertically oriented steering axis and rearwardly of said upper control arm for effecting primary suspension of said sprung mass portion relative to said unsprung mass portion.
In a vehicle having a sprung mass portion including a vehicular frame, and an unsprung mass portion including steerable road wheels, each of said wheels being drivingly attached to a drive spindle rotatably supported on a steering knuckle, a suspension system for said steerable road wheel comprising a steering knuckle support member including a vertical extension, said steering knuckle being pivotally connected to said steering knuckle support member so as to define a generally vertically-oriented steering axis therewith, an upper laterally extending control arm pivotally connected at the ends thereof between said frame and said vertical extension of said steering knuckle support member, a lower laterally extending control arm pivotally connected at the ends thereof between said frame and said steering knuckle support member, a drive-transfer case centrally disposed on said sprung mass portion, an angle-drive case rigidly attached to an inner surface of said steering knuckle support member, aligned openings formed in said angle-drive case and said steering knuckle support member, a drive shaft rotatably supported in said angle-drive case and extending therefrom through said aligned openings, a first universal joint located on said vertically-oriented steering axis operatively interconnecting said drive shaft and said drive spindle, bevel gear means formed on said drive shaft within said angle-drive case, a two-section drive transfer shaft interconnected by a second universal joint intermediate the overall length thereof and operatively connected between said drive-transfer case and said bevel gear means in said angle-drive case for effecting driving rotation of said steerable road wheel via said drive shaft, a tubular torque reaction member encasing the forward section of said two-section drive transfer shaft and secured at the forward end thereof to said angle-drive case, a bracket secured adjacent the rear end of said forward section, an arcuate-shaped arm fixedly secured at one end thereof to said bracket and pivotally secured at the other end thereof by pivot pin means to said side rail, the axis of said pivot pin means extending through the center of said second universal joint, a retainer cup fixedly secured to said frame, and a coil spring and a shock absorber disposed between said retainer cup and flange means formed on said angle-drive case rearwardly of said vertically-oriented steering axis and rearwardly of said upper control arm for effecting primary suspension of said sprung mass portion relative to said unsprung mass portion.
In a vehicle having a sprung mass portion including a vehicular frame, and an unsprung mass portion including steerable road wheels, each of said wheels being drivingly attached to a drive spindle rotatably supported on a steering knuckle, a suspension system for said steerable road wheel comprising a steering knuckle support member including a vertical extension, said steering knuckle being pivotally connected to said steering knuckle support member so as to define a generally vertically-oriented steering axis therewith, an upper laterally extending control arm pivotally connected at the ends thereof between said frame and said vertical extension of said steering knuckle support member, a lower laterally extending control arm pivotally connected at the ends thereof between said frame and said steering knuckle support member, a drive-transfer case centrally disposed on said sprung mass portion, an angle-drive case rigidly attached to an inner surface of said steering knuckle support member, aligned openings formed in said angle-drive case and said steering knuckle support member, a drive shaft rotatably supported in said angle-drive case and extending therefrom through said aligned openings, a first universal joint located on said vertically-oriented steering axis operatively interconnecting said drive shaft and said drive spindle, bevel gear means formed on said drive shaft within said angle-drive case, a two-section drive transfer shaft interconnected by a second universal joint intermediate the overall length thereof, the rear section thereof being operatively connected by a third universal joint to said drive-transfer case, and the forward section thereof being operatively connected to said bevel gear means in said angle-drive case for effecting driving rotation of said steerable road wheel via said drive shaft, a tubular torque reaction member encasing said forward section of said two-section drive transfer shaft and secured at the forward end thereof to said angle-drive case, a bracket secured adjacent the rear end of said forward section, an arcuate-shaped arm fixedly secured at one end thereof to said bracket and pivotally secured at the other end thereof by pivot pin means to said side rail, the axis of said pivot pin means extending through the center of said second universal joint, a retainer cup fixedly secured to said frame, and a coil spring and a shock absorber disposed between said retainer cup and flange means formed on said steering knuckle support member rearwardly of said vertically-oriented steering axis and rearwardly of said upper control arm for effecting primary suspension of said sprung mass portion relative to said unsprung mass portion.
Dependencies are inferred from the claim text.
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No related US applications are recorded in the indexed filing history.
The ultimate propulsive elements, e.g. ground wheels, being steerable: with a universal joint in the axis of the steering knuckle
All arms being rigid: a rigid arm being formed by the live axle
With lateral arms: with two lateral arms forming a parallelogram
With the spring arranged around the damper, e.g. MacPherson strut: the spring being a wound spring
Term ended 6 Sep 1994 (estimated)
USPTO file history isn’t available for this patent, so only indexed dates are shown.
This invention relates generally to vehicle suspension systems and, more particularly, to an improved independent front suspension system particularly adapted for front wheel or four wheel drive applications.
In designing a vehicle suspension system, automotive engineers evaluate the expected usage of the proposed vehicle and then design a suspension system which is most suitable for that usage. For example, when evaluating the expected usage of an off-highway or recreational vehicle, it can be expected that such a vehicle will be driven over terrain requiring maximum tractive effort from all four wheels of the vehicle. Such terrain may, of course, include numerous projections and depressions. In addition, however, it is to be expected that the vehicle will also be operated on conventional paved roads. Each of these expectations dictates that the vehicle suspension system embody certain desirable characteristics. In particular, a rough terrain expectation dictates that the suspension system provide maximum ground clearance at the front of the vehicle, and that it be readily adaptable to a front wheel driving arrangement. Further, a normal highway operation expectation dictates that the suspension system must provide ride and handling characteristics substantially comparable to an ordinary passenger conveying automobile.
Accordingly, an object of the invention is to provide an improved suspension system which combines in a relatively simple and economical arrangement a plurality of elements which provide all the requirements for rough terrain conditions as well as conventional highway operations.
These and other objects and advantages of the invention will be apparent when reference is made to the following description and accompanying drawings, wherein:
FIG. 1 is a perspective view of an automotive frame embodying the inventive suspension system;
FIG. 2 is an enlarged fragmentary front view taken along the plane of the line 2--2 of FIG. 1, and looking in the direction of the arrows;
Referring now to the drawings in greater detail, FIGS. 1-3 illustrate a front suspension system 10 associated with an automotive frame 11 having oppositely disposed longitudinal side members 12, respective front and rear cross-members 14 and 16, and one or more intermediate cross-members 18.
The suspension system 10 includes a vertically disposed support member 20 (FIG. 2), defining the wheel steering axis designated by the letter A and pivotally secured by ball joints 22 to a steering knuckle 24 on which each front road wheel 26 is rotatably mounted.
A laterally extending upper control arm or link 28 is pivotally connected at one end thereof by suitable pivot means 30 to each support member 20, and at the other end thereof by a pivot pin 32 to a bracket 34 formed on the top surface of a forward portion of each frame side member 12. A laterally extending lower control arm or link 36 is pivotally connected between each support member 20 and the adjacent end portion of the front cross-member 14. A length-adjusting sleeve 38 is threadedly mounted at an intermediate point along each lower control arm 36. Suitable rubber bushing means (not shown) are employed at each end of each of the upper and lower control arms or links 28 and 36, respectively, for wear control and isolation advantage.