| from metal alloys, polymeric matrix composites, metal matrix composites, or polymers. 7. Claims What I claim as my invention is: 1- An interior C-like shaped channel (2) is vertically attached to vehicle wheel (16) and slides into an exterior C-like shaped channel (1) which is vertically attached to vehicle chassis (15) in order to withstand all the applied horizontal external forces to the vehicle. 2- The exterior C-like shaped channel (1) as claimed in claim 1, is attached to the vehicle chassis (15) through a load-splitting shackle shoe (13) which has a centrally-split base which splits the load transmitted from the vehicle wheel (16) to the vehicle chassis (15) into two vertical components each of which applies at a different section to the vehicle chassis (15) from the other section. 3- The interior C-like shaped channel (2) as claimed in claim 1, slides into the exterior C-like shaped channel (1) based on a powder graphite dry lubricant that covers the contact surfaces between them. 4- The interior C-like shaped channel (2) as claimed in claim 1, to the exterior surface of which a U-like shaped vertically slotted solid block (27) is attached and can be selectively engaged in between two semi-active suspension springs (22, 23) at their line of action through a horizontally-actuated solenoid valve (32) which is attached to the interior surface of the interior C-like shaped channel (2) in order to alter mechanically vehicle suspension spring rate from a soft spring rate to a hard spring rate in a controlled fashion while the vehicle is moving. 5- The U-like shaped vertically slotted solid block of altering the vehicle suspension spring rate (27) as claimed in claim 4, has a middle through slot in order to embrace suspension hydraulic damper (21). 6- The short spring (23) of the two semi-active suspension springs (22, 23) according to claim 4, has a U-like shaped rubber piece (25) attached to it in order to damp the noise that can result from the engagement with the tall spring (22) of the two semi-active suspension springs (22, 23). 7- The exterior C-like shaped channel (1) as claimed in claim 1, on which side, front, and top rubber pieces (29, 30, 6) are fitted in order to damp the noise that can result from the engagement with the interior C-like shaped channel (2). 8- The interior C-like shaped channel (2) as claimed in claim 1, on which side and front rubber pieces (3, 4) are fitted in order to damp the noise that can result from the engagement with the exterior C-like shaped channel (1). 9- The exterior C-like shaped channel (1) as claimed in claim 1, to which the load- splitting shackle shoe (13) which attaches the exterior C-like shaped channel (1) to the vehicle chassis (15) is attached through the centroidal axis of the exterior C- like shaped channel (1) in order to avoid giving rise to the out-of-plane bending stresses in the channel cross-section. 10- The exterior C-like shaped channel (1) as claimed in claim 1, for which a commercially available rectangular hollow section channel (36) can substitute. 11- The commercially available rectangular hollow section channel (36) as claimed in claim 10, can have thin and short side flanges (35) welded to it in order to substitute the return flange of the exterior C-like shaped channel (1). 12- The rectangular hollow section channel (36) as claimed in claim 10, can be attached to the vehicle chassis (15) through the same shackle shoe (17) that attaches the vehicle suspension springs (22, 23) to the vehicle chassis (15) through a bolt (19) and sleeve (10) that pass through the webs of the rectangular hollow section channel (36). 13- The exterior C-like shaped sliding channel (1) and interior C-like shaped sliding channel (2) as claimed in claim 1, may be fabricated from metal alloys, polymeric matrix composites, or metal matrix composites. 14- The spring rate altering device (27) as claimed in claim 4, may be fabricated from metal alloys, polymeric matrix composites, metal matrix composites, or polymers. |
'Sliding C-channel, Load-splitting Shackle Shoe, Spring Rate Altering Device, and Springs Noise Damper'
2. Field of the Invention
This invention relates generally to suspension systems and vehicle suspension systems. Particularly, the invention relates to load-transmitting components to vehicle chassis that may be fabricated from metal alloys, polymeric matrix composites, metal matrix composites, or polymers. The invention also relates to damping and structural mechanics. In addition, the invention relates to applications in Micro-Electro Mechanical Systems (MEMS) and at the nano-level in Nano- Electro Mechanical Systems (NEMS).
3. Description of the Prior Art
Originally, a publication by Brisacher, US Patent number 829837, demonstrated in 1906 a leaf spring. The Brisacher's patent describes a spring that provides springing to the vehicle sprung mass, locates vehicle axel, and withstands a large proportion of the external horizontal forces apply to the vehicle. More recently, a publication by Mclntyre et al., US Patent number 2275637, in 1942 and a publication by Johnson, et al., US Patent number 7,448,636, in 2008 demonstrated a stabilizer bar or anti-roll bar. The Mclntyre's patent and Johnson's patent demonstrate a stabilizer bar or anti-roll bar that connects opposite left and right wheels together through a short lever boosting the suspension roll stiffness. A publication by MacPherson, E. S., US Patent number 2660449, in 1953 demonstrated MacPherson strut. The MacPherson' s patent demonstrates a compact suspension system fitted on the vehicle steering pivot and consists of a hydraulic damper fitted coaxially on a coil spring and linked to the vehicle chassis through a tie rod.
A publication by Smith, US Patent number 2874458, in 1959 and a publication by
Geno, et al., US Patent number 4,787,606, in 1988 demonstrated an air suspension system. The Smith's patent and Geno's patent demonstrate a self-levelling vehicle suspension system that maintains a constant ride height of the vehicle above the road regardless of load.
A publication by Johnson, R. E., US Patent number 3,788,629, in 1974 demonstrated a traction bar. The Johnson's patent demonstrates a rigid control arm that helps to locate vehicle axle.
A publication by Matschinsky, US Patent number 4556238, in 1985 and a publication by Ackley, et al., US Patent number 6,945,547, in 2005 demonstrated a multi-link suspension system. The Matschinsky' s patent and Ackley' s patent demonstrate an independent vehicle suspension using three or more unequal lateral arms, and one or more unequal longitudinal arms exhibiting both good ride quality and vehicle handling.
A publication by Kusama, et al., US Patent number 5,662,348, in 1997 demonstrated wishbone suspension. The Kusama' s patent demonstrates a swinging control arm that is a nearly flat and of triangulated shape that provides high rigidity in locating vehicle axle without an increase in suspension weight.
A publication by Wong, J. M., US Patent number 5,884,925, in 1999 demonstrated solid axle suspension for vehicles. The Wong's patent demonstrates a simple and cheap to manufacture anti-roll bar to control the roll motion of vehicle body.
A publication by Boutin, R., US Patent number 5,911,286, in 1999 demonstrated swing axle suspension for vehicles. The Boutin's patent demonstrates an independent suspension of each wheel mounted on the same axle reducing vehicle unsprung weight since the differential is mounted to the vehicle chassis. A publication by Watanabe, et al., US Patent number 5,901,972, in 1999 demonstrated Pan-hard rod. The Watanabe' s patent demonstrates a bar that locates axle laterally.
A publication by Worman, Jr., US Patent number 6,454,284, in 2002 demonstrated torsion bar. The Worman' s patent demonstrates a bar that its twisting provides springing to the vehicle sprung mass.
A publication by Power , M. A., et al., US Patent number 6,626,454, in 2003 demonstrated trailing arm. The Power's patent demonstrates a suspension system in which one or more arms are connected between the axle and the chassis and pivoting around the axle.
A publication by Nagorcka, et al., US Patent number 6,810,975, in 2004 demonstrated Watt's linkage. The Nagorcka's patent demonstrates a type of mechanical linkage to constrain the movement of vehicle sprung mass vertically relative to the vehicle chassis to compensate for uneven terrain.
Finally, a publication by Elmoselhy, S. A., South African PCT Patent number
2007/03644, in 2007 demonstrated micro-composite E-springs for vehicle suspension. The Elmoselhy' s patent demonstrates micro-composite E-like shaped vehicle suspension springs and their semi-active suspension arrangements.
While the prior art described above has advanced the art of vehicle suspension design and structure, there is still a need for a cost-effective, compact, and light weight vehicle suspension system that strikes a balance between ride comfort, vehicle handling, and load carrying capacity.
Brisacher's invention of the a leaf spring, US Patent number 829837, has drawbacks include high induced stresses at the edges of the leaves; frequent deterioration of leaves clips causing spring stiffness deterioration; large rattle space requirement; it results in squatting of vehicle under acceleration and diving of vehicle under braking and thus needs other suspension elements to be attached to such as a traction bar. The invention of stabilizer bar or anti-roll bar, US Patent number 2275637 and US Patent number 7,448,636, has drawbacks include transmitting the force of one- wheel bumps to the opposite wheel which can produce a waddling sensation in the vehicle cabin and can cause vehicle inside wheels to lift off the ground during very hard cornering.
MacPherson's invention of MacPherson strut suspension, US Patent number 2660449, has drawbacks include its low load carrying capacity and its linear spring rate.
The invention of air suspension system by Smith, US Patent number 2874458, and Geno, et al., US Patent number 4,787,606, has drawbacks include complexity; high cost of manufacturing, components and fittings, installation, operation, and maintenance; failure of the hydraulic system will cause a drop in ride height and possibly failure of suspension completely and likely the brakes will not work; less reliable in the long run; relatively slow to react in sudden maneuver. The invention of traction bar, US Patent number 3,788,629, is an auxiliary suspension component and its limited functionality does not enable it to stand as a primary suspension component.
The invention of multi-link suspension, US Patent number 4556238 and US Patent number 6,945,547, has drawbacks include it is costly and complex. The invention of wishbone suspension, US Patent number 5,662,348, has drawbacks include the difficulty of altering one parameter in the suspension at a time without affecting the other two suspension parameters in contrary with the multi-link suspension.
The invention of the solid axle suspension for vehicles demonstrated by Wong, J. M., US Patent number 5,884,925, has drawbacks include poor ride quality. The invention of swing axle, US Patent number 5,911,286, has drawbacks include reduction in cornering forces due to change in camber which can lead to oversteer instability. The invention of Pan-hard rod, US Patent number 5,901,972, has drawbacks include the necessary move of the axle relative to the body in an arc of radius equal to the length of the Panhard rod resulting in excessive sideways movement between the axle and the body at the ends of the spring travel.
The invention of the torsion bar demonstrated by Worman, Jr., US Patent number
6,454,284, has drawbacks include it is naturally of linear spring rate or of limited durability; its operation is attributed to noise, vibration, and harshness on one hand, or to limited cornering capabilities; it is attributed to limited vertical deflection capability.
The invention of trailing arm, US Patent number 6,626,454, has drawbacks include it forces suspension spring to vertically deflect and rebound in an arc.
The invention of Watt's linkage, US Patent number 6,810,975, is an auxiliary suspension component and its limited functionality does not enable it to stand as a primary suspension component.
The invention of the micro-composite E-springs for vehicle suspension by
Elmoselhy, S.A., South African PCT Patent number 2007/03644, has a drawback of its lack of withstanding horizontal external forces applied to vehicle.
4. Identification of Objects of the Invention
Accordingly, it is a primary object of the invention to withstand all the applied horizontal external forces to the vehicle. It is another object of the invention to reduce the load transmitted to the vehicle chassis from the vehicle wheel at any given section of the vehicle chassis which can result in reduced dimensions of the vehicle chassis cross section. Another object of the invention is to alter mechanically vehicle suspension spring rate in a controlled fashion while the vehicle is moving. Another object of the invention is to damp the noise that can result from the engagement of the semi-active vehicle suspension springs. 5. Brief Description of the Drawings
The objects, advantages and features of the invention will become more apparent by reference to the drawings that are appended hereto and wherein like numerals indicate like parts and wherein an illustrative embodiment of the invention is shown, of which:
FIG. 1/22 depicts an elevation view of the sliding C-channel;
FIG. 2/22 depicts a top view of the sliding C-channel;
FIG. 3/22 depicts a side view of the sliding C-channel;
FIG. 4/22 depicts a sectional elevation view of the sliding C-channel assembly;
FIG. 5/22 depicts a sectional side view of the sliding C-channel assembly;
FIG. 6/22 depicts a 3-Dimensional view of the sliding C-channel fitted on a vehicle suspension spring with a damper;
FIG. 7/22 depicts a top view of the sliding C-channel fitted on a vehicle suspension spring;
FIG. 8/22 depicts a sectional side view of the sliding C-channel fitted on a vehicle suspension spring with a damper; FIG. 9/22 depicts a sectional side view of the sliding C-channel fitted on a vehicle suspension spring without a damper;
FIG. 10/22 depicts a 3 -Dimensional view of the sliding C-channel fitted on a vehicle suspension spring without a damper;
FIG. 11/22 depicts an elevation view of the sliding C-channel with the spring rate altering device;
FIG. 12/22 depicts a top view of the sliding C-channel with the spring rate altering device;
FIG. 13/22 depicts a sectional side view of the sliding C-channel with the spring rate altering device;
FIG. 14/22 depicts a top view of the spring rate altering device;
FIG. 15/22 depicts a sectional Elevation view of the spring rate altering device;
FIG. 16/22 depicts a side view of the spring rate altering device;
FIG. 17/22 depicts a sectional elevation view of the shackle shoe;
FIG. 18/22 depicts a sectional side view of the shackle shoe;
FIG. 19/22 depicts a top view of the shackle shoe; FIG. 20/22 depicts a top view of hollow rectangular channel with the interior sliding C-channel;
FIG. 21/22 depicts a sectional elevation view of hollow rectangular channel with the interior sliding C-channel;
FIG. 22/22 depicts a sectional side view of hollow rectangular channel with the interior sliding C-channel;
6. Detailed Description of the Invention:
This invention is intended to withstand all the applied horizontal external forces to the vehicle through the Sliding C-channel. Figures 1, 2, and 3 illustrate details of the configuration of the exterior sliding C-channel (1) and interior sliding C- channel (2). Figures 4 and 5 illustrate details of the sliding C-channel assembly. Figures 6, 7, 8, 9, and 10 illustrate sliding C-channel fitted on vehicle suspension springs (22, 23). An interior C-like shaped channel (2) is vertically attached to vehicle wheel (16) and slides into an exterior C-like shaped channel (1) which is vertically attached to vehicle chassis (15) in order to withstand all the applied horizontal external forces to the vehicle. The interior C-like shaped channel (2) slides into the exterior C-like shaped channel (1) based on a powder graphite dry lubricant that covers the contact surfaces between them. The length of the interior C-like shaped channel (2) should at least equal to the sum of the maximum wheel vertical travel, the depth of the interior C-like shaped channel (2), and the height of the shackle shoe (13) from the shackle shoe sleeve centerline to the top of the shackle shoe. A travel limit rubber stopper (6) is attached to the sleeve of the bolt of attaching the exterior part of the sliding C-channel to vehicle chassis (10) as a travel limit stopper of the interior C-like shaped channel (2) as well as of the vehicle suspension springs (22, 23), as shown in Fig 4. A travel limit rubber stopper (37) is attached to the vehicle suspension springs (22, 23) as an alternative means of limiting the vehicle suspension springs travel, as shown in Fig 8. A rubber piece (3) is attached to the side corners of the interior part of the sliding C- channel (2) in order to damp the noise of the flange side and web front and back engagement of the interior part of the sliding C-channel (2) to the exterior part of the sliding C-channel (1), as shown in Fig 4. A rubber piece (4) is attached to the front of the interior part of the sliding C-channel (2) in order to damp the noise of the flange front engagement of the interior part of the sliding C-channel (2) to the exterior part of the sliding C-channel (1), as shown in Fig 2. Both of the rubber pieces (3) and (4) are attached to the interior part of the sliding C-channel (2) through a bolt (5). A rubber piece (29) is attached to the side corners of the exterior part of the sliding C-channel (1) in order to damp the noise of the flange side and web front and back engagement of the interior part of the sliding C-channel (2) to the exterior part of the sliding C-channel (1), as shown in Fig 12. A rubber piece (30) is attached to the front of the exterior part of the sliding C-channel (1) in order to damp the noise of the flange front engagement of the interior part of the sliding C-channel (2) to the exterior part of the sliding C-channel (1), as shown in Fig 12. Both of the rubber pieces (29) and (30) are attached to the exterior part of the sliding C-channel (1) through a bolt (5). The interior part of the sliding C-channel (2) is attached to the vehicle wheel (16) through bolt (7) on which sleeve (8) is fitted coaxially in order to shield the thread of the bolt (7) and to distribute the load transmitted to the bolt (7), as shown in Fig 4. The tightening of the bolt (7) is secured in place through nut (24) and locking nut washer (12), as shown in Fig 5. The exterior part of the sliding C-channel (1) is attached to shackle shoe (13) through bolt (9) which is secured in place through nut (11) and locking nut washer (12). The shackle shoe (13) in turn is attached to the vehicle chassis (15) through bolt (14). In addition, the invention is intended to damp the noise that can result from the engagement of the semi-active vehicle suspension springs through the Springs Noise Damper (25) as shown in Figure 8. A U-like shaped rubber piece (25) is attached to the short spring (23) of the two semi-active suspension springs (22, 23) in order to damp the noise that can result from the engagement with the tall spring (22) of the two semi-active suspension springs (22, 23).
Moreover, this invention is intended to alter mechanically vehicle suspension spring rate in a controlled fashion while the vehicle is moving through the Spring Rate Altering Device (27). Figures 14, 15, and 16 illustrate details of the configuration of the Spring Rate Altering Device (27) itself. Figures 11, 12, and 13 illustrate the assembly of the Spring Rate Altering Device (27) with the Exterior Sliding C-channel (1) and Interior Sliding C-channel (2). Vehicle suspension spring rate can be altered mechanically from a soft spring rate to a hard spring rate in a controlled fashion while the vehicle is moving by selectively engaging a U- like shaped vertically slotted solid block (27) which is attached to the exterior surface of the interior C-like shaped channel (2) in between two semi-active suspension springs (22, 23) at their line of action through a horizontally-actuated solenoid valve (32) which is attached to the interior surface of the interior C-like shaped channel (2). Rubber piece (28) is attached to the spring rate altering device (27) through bolt (31) in order to damp the noise that can result from the engagement to the tall suspension spring (22), as shown in Fig 11. The spring rate altering device (27) is actuated by solenoid rod (34) which is attached to the solenoid block (32). The solenoid block (32) is attached to the interior C-like shaped channel (2) through bolt (33), as shown in Fig 13.
Further, this invention is intended to reduce the load transmitted to the vehicle chassis from the vehicle wheel at any given section of the vehicle chassis which can result in reduced dimensions of the vehicle chassis cross section through the Load-splitting Shackle Shoe (13,17). Figures 17, 18, and 19 illustrate details of the configuration of the Load-splitting Shackle Shoe (13,17). The exterior C-like shaped channel (1) is attached to the vehicle chassis (15) through a load-splitting shackle shoe (13) which has a centrally-split base which splits the load transmitted from the vehicle wheel (16) to the vehicle chassis (15) into two vertical components each of which applies at a different section to the vehicle chassis (15) from the other section. The suspension springs (22, 23) and hydraulic damper (21) are attached to the load splitting shackle shoe (17) through bolt (18) on which sleeve (19) is fitted coaxially in order to shield the thread of the bolt (18) and to distribute the load transmitted to the bolt (18). The tightening of the bolt (18) is secured in place through nut (20) and locking nut washer (12). Bolt (26) can be used in case of using stand alone vehicle suspension springs that provide both springing and damping in order to maintain upright position of the short suspension spring (23), as shown in Fig 9.
Furthermore, a commercially available rectangular hollow section channel (36) can substitute for the exterior C-like shaped channel (1). In addition, the commercially available rectangular hollow section channel (36) can have thin and short side flanges (35) welded to it in order to substitute the return flange of the exterior C- like shaped channel (1). Moreover, the commercially available rectangular hollow section channel (36) can have thin and short side flanges (35) welded to it in order to substitute the return flange of the exterior C-like shaped channel (1). Figures 20, 21, and 22 illustrate details of the configuration of the commercially available rectangular hollow section channel (36) and its assembly configuration with the sliding C-channel.
The sliding C-channel may be fabricated from metal alloys, polymeric matrix composites, or metal matrix composites. The load-splitting shackle shoe may be fabricated from metal alloys. The spring rate altering device may be fabricated
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