Abstract: A wheel support rotatably supports a dirigible wheel. An upper wheel-support support member connects an upper portion of the wheel support to the vehicle body, and a lower wheel-support support member connects a lower portion of the wheel support to the vehicle body. The upper and lower wheel-support support members are arranged to respectively define upper and lower pivot points which define an imaginary kingpin axis. At least one of the upper and lower wheel-support support members is formed of a pair of separate link members one end of each of which is pivoted on the vehicle body at different portions of the vehicle body and the other end of each of which is rotatably connected to the wheel support at different portions of the wheel support.
Abstract: The chassis of a motor vehicle is fitted with spaced bearer bars running parallel to the lateral longitudinal members of the chassis, with which the bars are connected at their ends by junction plates. Each bearer bar has a horizontally extending center part with downwardly extending arms at its ends. The center part bears on a wheel spring. There are further junction plates connecting the center part of the bar with the respective longitudinal beam.
Abstract: An off-road vehicle has a vehicle frame of piping, a power unit including an engine, a fuel tank, an air cleaner, and other components, and a double-wishbone suspension supporting a rear wheel on the vehicle frame. The vehicle frame has a side frame member positioned laterally of the power unit and a rear frame member positioned rearwardly of the power unit. The suspension comprises a knuckle having a proximal end and an upward extension, a lower arm assembly coupled between the proximal end of the knuckle and the side frame member, and a bifurcated upper arm having a vertex end pivotally coupled to the upward extension of the knuckle, a front leg pivotally coupled to the side frame member, and a rear leg being pivotally coupled to the rear frame member.
Abstract: An electric, variable damping suspension for a motor vehicle comprises a three phase rotary electric alternator, a ball screw and nut apparatus connecting the sprung and unsprung masses and driving the alternator in alternating rotary directions as the sprung and unsprung masses oscillate relative to each other, a rectifier bridge for converting the three phase alternator output to a single DC current, an electric load, and a switch for controlling the application of the DC current to the electrical load. Circuits determine the times of consecutive zero crossings of each phase and update therefrom a signal indicative of the magnitude of rattle space velocity. The circuits further determine, from the identities of the alternator phases of successive zero crossings of any phase compared with stored expected consecutive phase identities, the direction of the rattle space velocity.
Abstract: A vehicle rear suspension system having a vertically swingable arm connected at the front end swingably to the vehicle body and secured at the rear end to a wheel carrying member which carries a rear wheel for rotation. Three lateral links ar provided and have inward ends pivotably connected to the vehicle body and outward ends pivotably connected to the wheel carrying member. The points of connection of the three lateral links to the wheel carrying member are not aligned in a straight line so that the orientation of the wheel carrying member can appropriately be controlled under bump and rebouncing movements of the rear wheel and under side and longitudinal forces acting on the rear wheel.
Abstract: A stabilizer for all terrain vehicles which has a mounting bracket (20) attached to the undercarriage to which an outrigger spring (22) or (22a) is mounted at a forward angle. A rear spring (30) extends aft of the vehicle in similar manner. Stabilizer arms (26) and (32) are juxtapositionly attached to the springs and act as snubbers, allowing limited deflection of the springs. A folded runner section 23 or a pair of outrigger feet (28), having an upwardly tapering end are integral or attached to the outrigger springs and a cross bar (34) is fastened to the rear spring providing an extended footprint capable of holding the weight of the vehicle. The spring or springs are so located as to change the center of gravity preventing the overturning of the vehicle while yieldingly absorbing the load if an obstruction is encountered.
Abstract: A wheel suspension for steerable wheels of motor vehicles, especially for rear wheels which includes a wheel carrier supporting the wheel. Of the wheel guide members (upper triangular guide member, lower individual cross guide members) one guide member is displaceable approximately in the transverse direction of the vehicle by way of an adjusting motor and additionally supports the support spring. With its inner end, this guide member is pivotally connected at an intermediate lever. This intermediate lever is pivotally supported at the vehicle body about a pivot axis extending approximately in the vehicle longitudinal direction and is connected at its lower end with the adjusting motor by way of lateral tie rods. The high bearing forces at the inner end of the guide member are absorbed in this manner principally by the intermediate levers and are kept away from the adjusting motor and the adjusting members thereof (tie rod, actuating member).
February 2, 1988
Date of Patent:
March 28, 1989
Bayerische Motoren Werke Aktiengesellschaft
Abstract: The pitching motion of the vehicle can be suppressed by a pitch suppressing member interpositioned between a suspension upper and lower members. The pitch suppressing member is fixed to the suspension upper member and connected to the suspension lower member via upper and lower links. The pitch suppressing member and the upper and lower links are so connected that the pitching force will act on respective upper and lower links in opposite direction to provide opposite directions of rotational torques. Bushings interpositioned between the pitch suppressing member and upper and lower links are provided with enough rigidity or suppressing the pitching motion of the vehicle. On the other hand, bushings between the pitch suppressing member and the vehicle floor member are provided with enough flexibility for satisfactorily absorbing bounding and rebounding force due to road shock.
Abstract: Two embodiments of three wheeled shaft driven vehicles embodying an improved construction for affixing the final drive assembly to the remaining portion of the vehicle. The attachment is accomplished in a way that facilitates alignment and servicing. In each embodiment, the final drive assembly is not provided with any suspension and is affixed directly to the frame. In one embodiment, a splined connection is employed for rotatably coupling the transmission output shaft with the final drive input shaft. In the other embodiment, a universal joint is used for this purpose.
Abstract: This invention provides an apparatus for controlling the steering angle of a rear wheel in which a vehicle speed and a steering angle of a front wheel are detected and a rear wheel is controlled to toe-in in response to the vehicle speed and steering angle of the front wheel during high speed turning. Turning stability and control during high speed turning is improved.
Abstract: An automotive suspension comprises a wheel support for rotatably supporting a rear wheel, a pair of front and rear lateral link systems for supporting the wheel support on the vehicle body so that it is swingable on the vertical and longitudinal directions of the vehicle body and producing a toe-in movement in the rear wheel when the rear wheel is subjected to rearward force, and a trailing link system for supporting resiliently either one of the wheel support and the connecting portion of the lateral links with the wheel support to the vehicle body so that the wheel support is allowed to travel a short distance in the longitudinal direction of the vehicle body. At least one of said front and lateral link systems is set to exhibit a non-linear deformation characteristic with respect to lateral force acting on the rear wheel. The trailing link system is set to exhibit a non-linear deformation characteristic which has a given relation with said non-linear deformation characteristic of said lateral link system.
Abstract: Suspension for a wheeled vehicle, each wheel (4) of which is supported by the end of a lever such as (5) articulated on a transverse axis such as (9), the wheel lever (5) forming a solid unit with another central lever likewise oscillating about the same axis (9), the end (16) of which central lever is connected to a floating single longitudinal elastic member (21) by means of a control bar (18), the oscillation pin (19) of which is connected to one end of the elastic member (21) by the shackle (20).
Abstract: An instrument panel structure is provided for an automotive vehicle. The instrument panel structure includes an energy absorbing panel member fabricated of a relatively rigid impact resistant material. The panel member has an upper portion adapted to accept head impacts of a vehicle occupant and a lower portion adapted to accept knee impact of a vehicle occupant. The upper portion is weakened with respect to the lower portion by providing spaced apart protuberances on the surface on the reverse side of the surface designed to be impacted so that it will give more readily under impact than does the lower portion.
December 16, 1987
Date of Patent:
February 21, 1989
Chrysler Motors Corporation
James M. Birchfield, Ralph A. Molinaro, Lynn K. Tilly
Abstract: A suspension system for a wheeled vehicle, particularly for off road use, the suspension system comprising a plurality of axle assemblies (26, 35, 44), each carrying wheels (27, 36, 48) at either end with a leaf spring suspension element (28, 37, 45) located between each end of each axle assembly and a chassis frame (20) of the vehicle, the axle assemblies (26, 35, 44) being connected to each leaf spring suspension element (27, 36, 48) by means of a connecting device (50) enabling pivotal movement of the spring suspension element relative to the associated axle assembly about an axis transverse to the axle assembly or generally parallel to the longitudinal direction of the vehicle thereby permitting relative vertical movement between the wheels at opposite ends of the axle assemblies without any substantial distortion or twisting of either the vehicle chassis or the spring elements themselves.
Abstract: A frame type tractor comprising an engine mounted on a forward region of a body frame, and a transmission mounted on a rear region of the body frame and operatively connected to the engine through a transmission shaft. The transmission consists of an input section, a change speed section and an output section. The input section includes an input shaft connected to the transmission shaft, a wet type multidisk clutch for establishing and breaking transmission of a engine drive received from the input shaft, and an oil pump driven by the input shaft.
Abstract: A demountable headrest assembly for use in a cab type vehicle having a rear, windowed cab wall comprises a planar mounting board shaped to overlay a portion of the frame of the window in the cab wall, a cushion member mounted on one surface of the mounting board, a first mount affixed to the other surface of the mounting board for affixing the headrest assembly to the window frame, and a second mount adapted to be affixed to the frame of the window in the cab wall to which the first mount may be releasibly affixed.
Abstract: A flexible bumper 11, 14 is provided on an automatic guided vehicle 10 carrying an emitter/receiver photocell 21 thereon in electrical connection with motor circuit 28 and brake circuit 29. When photocell 21 is actuated by a suitable relay, the photocell beam signal 27 (FIG. 1) is transmitted through fiber optic cables 22, 23, emitter 25 and receiver 26 to permit propulsion motor operation through motor circuit 28 and vehicle brake release through brake circuit 29. If vehicle 10 strikes an obstruction safety bumper 11 is deflected, causing the aligned emitter-receiver beam 27 to be interrupted. This interruption of the beam signal to photocell 21 triggers motor circuit 28 to stop the motor and causes brake circuit 29 to set the vehicle brakes. When the obstruction is removed, the bumper deflects back to its normal position and light beam 27 is again transmitted to photocell 21 to permit brake release and motor operation to resume.
Abstract: Each vehicle door in which a retractor is mounted includes a jamb switch mounted in the door jamb for sensing actual opening of the door, and a lock switch mounted in the door lock assembly for sensing actuation of the interior or exterior door handles. When door opening or closure is indicated, locking of the retractors is inhibited for a predetermined interval. Logical agreement between the lock and jamb switches is required to maintain the inhibit beyond the predetermined interval while the door is open. If agreement is not achieved within the interval, a switch failure is presumed, and the inhibit is removed to permit normal locking of the retractors. If such agreement is achieved, the inhibit is maintained until closure of the door, and thereafter for another predetermined interval. If the switches fail to remain in agreement after closure of the door, further operation of the inhibit on subsequent opening of the door is disabled.
Abstract: A deflection device attachable to a vehicle lap/shoulder seatbelt below the door post anchorage, free of any attachment to fixed structure of the vehicle, to shorten the length of the shoulder belt portion and dispose it across the chest of a smaller seat occupant such as a child. The attachment prevents relative movement between the shoulder belt portion and the vertical run of the seatbelt located below the door post anchorage.
Abstract: An automotive suspension system has a roll stablizer with an adjustable torsion modulus. The torsion modulus of the stabilizer is adjusted depending upon road surface conditions and other parameters. A controller is associated with the stabilizer to adjust its torsion modulus. When the vehicle is moving on a relatively smooth road surface, the torsion modulus of the stabilizer is adjusted toward to a relatively high value. On the other hand, when the vehicle travels along a rough road, the torsion modulus is adjusted toward a lower value.
February 24, 1987
Date of Patent:
January 10, 1989
Nissan Motor Company, Ltd.
Junsuke Kuroki, Tohru Takahashi, Ken Ito