Integrated steering yoke and spring seat for suspension systems

Abstract

A vehicle suspension system is described herein. An exemplary vehicle suspension includes a yoke for connecting a steering knuckle to an axle of the vehicle suspension. The yoke includes a post for receiving the axle and a lobe protruding from the post.

Description

Technical Field

[0001] The present disclosure relates generally to suspensions, and more particularly, to an integrated steering yoke and spring seat for a suspension system. Background Art

[0002] The vehicle suspension system provides an articulated connection between the wheels and the vehicle chassis so that the wheels can traverse a path of bumps and rebounds when the vehicle travels over an irregular surface. The suspension also includes spring means for resiliently supporting the chassis on the wheels of the vehicle. Summary of the invention

[0003] An exemplary vehicle suspension includes a yoke for connecting a steering knuckle to an axle of the vehicle suspension. The yoke includes a post for receiving the axle and a lobe protruding from the post.

[0004] Another exemplary vehicle suspension includes a yoke connecting a steerable wheel assembly to a solid axle. The yoke has a post for receiving the solid axle and a clamp engagement surface positioned adjacent to the post. A clamp is used to connect a leaf spring assembly of the vehicle suspension to the yoke. The clamp has a cam engagement surface to matingly engage the clamp engagement surface of the yoke when the clamp is connected to the yoke. The clamp is rotatable relative to the clamp engagement surface of the yoke to adjust at least one of a first pinion angle of the vehicle suspension or a first caster angle of the wheel assembly.

[0005] Another exemplary vehicle suspension includes means for connecting a wheel end assembly to an axle of the vehicle suspension. The means for connecting includes: means for attaching the means for connecting to the axle; means for positioning; and means for enabling adjustment of at least one of a pinion angle of the vehicle suspension or a caster angle of the wheel end assembly. The vehicle suspension includes means for clamping, the means for clamping connecting the means for biasing to the means for positioning. The means for clamping is rotatable relative to the means for enabling adjustment of the means for connecting to adjust at least one of the pinion angle or the caster angle.

[0006] According to the present invention, there is provided a vehicle suspension, comprising:

[0007] A yoke connecting a steering knuckle to an axle of a vehicle suspension, the yoke comprising:

[0008] a column to receive the shaft; and

[0009] A lobe protrudes from the post.

[0010] According to one embodiment of the present invention, the vehicle suspension further comprises a guide plate engaging the lobe, the guide plate connecting a biasing element of the vehicle suspension to the shaft.

[0011] According to another embodiment of the invention, the lobe comprises a clamp engagement surface having a profile complementary to the lobe engagement surface of the guide plate.

[0012] According to another embodiment of the present invention, the guide plate is rotatable along at least a portion of the convex corner.

[0013] According to another embodiment of the present invention, wherein the guide plate is rotatable relative to the lobe to provide a first pinion angle or a second pinion angle associated with the vehicle suspension.

[0014] According to another embodiment of the present invention, wherein the guide plate is rotatable relative to the lobe to provide a first caster angle or a second caster angle associated with a wheel assembly of the vehicle suspension.

[0015] According to another embodiment of the present invention, wherein the guide plate includes a fastener receiving portion that receives a fastener connecting the biasing element to the shaft.

[0016] According to another embodiment of the present invention, the yoke further comprises a spring seat supporting a biasing element of the vehicle suspension.

[0017] According to another embodiment of the present invention, the spring seat is positioned opposite to the convex corner.

[0018] According to another embodiment of the present invention, the column, the cam and the spring seat are integrally formed as a unitary structure.

[0019] According to another embodiment of the invention, wherein the lobe comprises a radius of curvature substantially similar to a radius of curvature of an outer surface of the shaft.

[0020] According to the present invention, there is also provided a vehicle suspension device, comprising:

[0021] a yoke for connecting a steerable wheel assembly to a solid axle, the yoke having a post for receiving the solid axle and a clamp engaging surface located adjacent the post; and

[0022] A clamp for connecting a leaf spring assembly of a vehicle suspension to the yoke, the clamp having a cam engagement surface, which can matchably engage the clamp engagement surface of the yoke when the clamp is connected to the yoke, and the clamp can be rotated relative to the clamp engagement surface of the yoke to adjust at least one of a first pinion angle of the vehicle suspension or a first caster angle of the wheel assembly.

[0023] According to one embodiment of the present invention, the clamp includes a fastener that is detachably connected to a plate to clamp the leaf spring assembly to the yoke.

[0024] According to another embodiment of the present invention, the yoke comprises: a first groove for receiving a first portion of the fastener; and a second groove for receiving a second portion of the fastener, the first groove being positioned adjacent to the second groove.

[0025] According to another embodiment of the present invention, wherein the first groove and the second groove are positioned above the clamp engaging surface of the yoke.

[0026] According to another embodiment of the present invention, the yoke includes a spring seat integrally formed with the yoke, and the spring seat is used to receive the leaf spring assembly.

[0027] According to another embodiment of the present invention, the vehicle suspension device further comprises a first spacer positioned between the leaf spring assembly and the spring seat, the first spacer providing at least one of a first pinion angle of the vehicle suspension or a first caster angle of the wheel assembly.

[0028] According to another embodiment of the present invention, the vehicle suspension device further comprises a second spacer, the second spacer being positioned between the leaf spring assembly and the spring seat, the second spacer being used to provide at least one of a second pinion angle of the vehicle suspension or a second caster angle of the wheel assembly, the first pinion angle being different from the second pinion angle, and the first caster angle being different from the second caster angle.

[0029] According to the present invention, there is also provided a vehicle suspension, comprising:

[0030] Means for connecting a wheel assembly to an axle of the vehicle suspension, the means for connecting comprising:

[0031] means for attaching the means for connection to the shaft;

[0032] means for placement; and

[0033] Used in the vehicle suspension to adjust the pinion angle or the caster angle of the wheel assembly

[0034] at least one device; and

[0035] Means for clamping connects the means for biasing to the means for placing, the means for clamping being rotatable relative to the means for adjusting the means for connecting to adjust at least one of the pinion angle or the caster angle.

[0036] According to one embodiment of the invention, the means for enabling adjustment comprises an arcuate profile which is complementary to the arcuate profile of the means for clamping.

[0037] According to another embodiment of the invention, the arcuate profile of the means for being adjustable has a radius of curvature which corresponds to the radius of curvature of the outer surface of the shaft. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 represents an exemplary vehicle that may be implemented using an exemplary vehicle suspension in accordance with the teachings of the present disclosure;

[0039] Figure 2 yes Figure 1 a perspective view of an exemplary vehicle suspension of an exemplary vehicle of;

[0040] Figure 3 yes Figure 1 A side view of an exemplary vehicle suspension;

[0041] Figure 4 yes Figure 2-3 A partial rear view of an exemplary vehicle suspension;

[0042] Figure 5A yes Figure 2-4 A partial perspective rear view of an exemplary vehicle suspension;

[0043] Figure 5B yes Figure 2-4 and 5A is a partial perspective front view of an exemplary vehicle suspension;

[0044] Figures 6A-6C yes Figure 2-4 5A and 5B are perspective views of an exemplary yoke of an exemplary vehicle suspension;

[0045] Figure 7 yes Figure 2-4 5A and 5B are partial perspective views of exemplary vehicle suspensions;

[0046] Fig. 8A It is cut through the center of the spring seat Figure 2-4 , 5A and 5B are perspective cutaway views of exemplary vehicle suspensions;

[0047] Figure 8B yes Figure 2-4 5A and 5B are side views of an exemplary yoke of an exemplary vehicle suspension;

[0048] Figure 8C yes Figure 2-4 5A and 5B are partial perspective views of exemplary vehicle suspensions;

[0049] Fig.9Ais a perspective view of another exemplary vehicle suspension disclosed herein;

[0050] Fig. 9B yes Fig.9A A side view of an exemplary vehicle suspension;

[0051] The drawings are not drawn to scale. Instead, the thickness of the layers may be exaggerated in the drawings to illustrate multiple layers and regions. Whenever possible, the same reference numerals will be used throughout the drawings and accompanying written descriptions to represent the same or similar parts. As used in this patent, stating that any part (e.g., a layer, film, region, or plate) is positioned on another part in any way (e.g., positioned on it, located on it, disposed on it, or formed on it, etc.) indicates that the referenced part is in contact with the other part, or the referenced part is on the other part, with one or more intermediate parts located therebetween. Indicating that any component is in contact with another component means that there are no intermediate components between the two components. Indicating that a component is coupled or connected to another component indicates that the component is directly connected or connected through one or more intermediate components. Therefore, the two components to be coupled or connected do not need to be in physical contact. DETAILED DESCRIPTION

[0052] Some known vehicles use a solid axle and leaf spring suspension system. Such a solid axle and leaf spring suspension system provides robustness, low manufacturing costs, and is often used with heavy or heavy payload vehicles (e.g., commercial trucks, military vehicles, etc.). Such a solid axle has a large load capacity. In order to increase (e.g., maximize) the roll stiffness characteristics of the leaf spring suspension, the leaf spring can be positioned or installed at the outermost lateral position of the axle. For example, the right leaf spring and the left leaf spring are spaced apart at the maximum possible distance (e.g., width, lateral position) between the left and right wheels of the vehicle. However, in order to reduce the total mass of the vehicle, the track width of the vehicle should be kept as small as possible. Therefore, in order to provide increased roll stiffness characteristics while reducing the total mass of the vehicle, the left leaf spring of the leaf spring suspension can be attached to be close to (e.g., adjacent to) the left wheel (e.g., the left wheel hub) and the right leaf spring of the leaf spring suspension can be attached to be close to (e.g., adjacent to) the right wheel (e.g., the right wheel hub).

[0053] Solid axle leaf spring suspension systems typically include non-steerable wheels. With a non-steerable suspension, a desired vehicle track width and leaf spring mounting position can be achieved without significant interference from other vehicle components. As a result, the mounting position of the leaf spring suspension system can be positioned at a desired outermost lateral position relative to the vehicle's frame to optimize roll stiffness performance and vehicle weight.

[0054] Some vehicles utilize all-wheel steering functionality so that the rear wheels in addition to the front wheels also provide steering, which improves vehicle handling, vehicle maneuverability and / or can enable the vehicle control module to provide advanced steering features. Implementing a four-wheel steering system (e.g., front wheel and / or rear wheel steerability) may require increasing the vehicle track width to accommodate additional steering components, such as steering knuckles, yokes and / or ball joints. For example, implementing a steerable wheel system on a solid rear axle (e.g., a Hotchkiss solid rear axle) may cause the steerable hardware of the wheel assembly (e.g., steering knuckles, ball joint yokes, etc.) to interfere with the desired leaf spring installation position (e.g., near the wheel hub). In other words, steerable hardware, such as steering knuckles and / or ball joint yokes may hinder the positioning of the left leaf spring of the leaf spring suspension system near the left wheel hub and the positioning of the right leaf spring of the leaf spring suspension system near the right wheel hub to achieve the desired vehicle roll stiffness performance or vehicle track width. For example, in some cases, the leaf spring mount lateral mounting location of the steerable wheel assembly and the steering yoke hardware may occupy the same space when connected to the vehicle suspension. For example, when implementing a rear steering system on a Hotchkiss solid rear axle, the steerable hardware may conflict with the desired or conventional leaf spring mounting location.

[0055] As a result, the left and right leaf springs may need to be relocated inboard of the solid axle or closer to the middle of the solid axle. Moving the left and right leaf spring locations inboard provides a narrower spring seat, which reduces the roll stiffness characteristics or performance of the vehicle. For example, the narrower spring seat may cause smaller lateral forces to rock or tilt the vehicle body relative to the axle through a significant roll angle, thereby causing discomfort to vehicle occupants and / or providing undesirable steering influences that may reduce vehicle performance. Increasing the lateral distance to accommodate the steering hardware may increase the vehicle track width, which may increase the overall mass of the vehicle.

[0056] The exemplary vehicle suspension device disclosed herein accommodates the steering components of the wheel assembly without narrowing the spring seat of the vehicle suspension and without increasing the vehicle track width. In order to accommodate the steering components, the exemplary vehicle suspension device disclosed herein adopts a yoke. The exemplary yoke can include a single body (e.g., a one-piece structure), and the single body is connected (e.g., welded) to the shaft (e.g., axle tube) and receives the steering knuckle that connects the steerable wheel assembly to the shaft. In some examples, the exemplary yoke device disclosed herein can be used with a solid shaft and support the steerable wheel assembly. In some examples, the yoke device disclosed herein can be used with any suspension (e.g., a solid rear axle suspension with leaf springs, coil springs, air springs with multi-links and / or any other suspension). The yoke device disclosed herein can be used with any type of vehicle (e.g., heavy vehicles, trucks, cars, buses, military vehicles, etc.).

[0057] In addition, although the exemplary yoke device disclosed herein supports a steerable wheel assembly and / or hardware, the exemplary yoke device disclosed herein does not affect the mounting position of the leaf spring suspension system (e.g., Hotchkiss solid axle suspension). In other words, the left leaf spring can be positioned close to (e.g., adjacent to) the left wheel assembly (e.g., the left wheel hub), and the right leaf spring can be positioned close to (e.g., adjacent to) the right wheel assembly (e.g., the right wheel hub), thereby maximizing the lateral distance between the right leaf spring and the left leaf spring to improve the roll characteristics. In other words, the exemplary yoke device disclosed herein enables the leaf spring suspension mounting position to be similar (e.g., consistent or the same) between a vehicle that adopts a solid axle or hardware supporting a non-steerable wheel assembly and a vehicle that adopts a solid axle or hardware supporting a steerable wheel assembly (e.g., the same vehicle). Therefore, the exemplary yoke device disclosed herein enables the leaf spring suspension to be positioned at the outermost outboard position relative to the solid axle and / or the frame without interfering with the steering hardware (e.g., the steering knuckle and / or the ball joint yoke) of the wheel assembly. In addition, the exemplary yoke devices disclosed herein do not require an increase in vehicle track width to accommodate steering components or hardware. The exemplary yokes disclosed herein provide an integrated leaf spring seat and steering yoke structure. The exemplary yokes disclosed herein include a solid axle leaf spring seat structure to provide the most compact packaging possible, which is required to implement a rear steering system on a Hotchkiss solid axle arrangement while maintaining a conventional leaf spring structure, packaging and / or frame design.

[0058] Those skilled in the art will appreciate that vehicles typically have a front or rear axle with a fixed caster angle, or a rear drive shaft with a fixed pinion angle. In some cases, an exemplary yoke device enables the wheelbase to be positioned at different pinion angles relative to the angle of the drive shaft of the differential connected to the shaft. The exemplary yoke device disclosed herein enables different pinion angles and / or caster angles to accommodate different vehicles. For example, the exemplary yoke device disclosed herein enables the pinion angle relative to the drive shaft to be between approximately less than 1 degree and 10 degrees. In order to adjust the pinion angle and / or caster angle, the exemplary vehicle suspension system disclosed herein uses spacers, wedges and / or shims to effectively rotate the pinion of the differential up or down relative to the centerline of the drive shaft. For example, a first spacer having a flat profile can be provided to set an ideal pinion angle relative to the centerline of the drive shaft (e.g., a pinion angle that results in minimal or substantially zero drive shaft vibration), and a second spacer having a tapered profile can be provided to set the pinion angle between approximately 1 and 7 degrees relative to the centerline of the drive shaft.

[0059] Figure 11 is an exemplary vehicle 100 in which the teachings of the present disclosure may be implemented. The illustrated example vehicle 100 includes front wheels 102, 104 supported by a front suspension and rear wheels 106, 108 supported by a rear suspension. The front suspension associated with the front wheels 102, 104 provides steerability for the front wheels 102, 104. Similarly, the rear suspension associated with the rear wheels 106, 108 provides steerability for the rear wheels 106, 108. The vehicle 100 may be a frame body structure or a unibody structure. In some examples, the vehicle 100 may be a Ford F-Super commercial truck. The exemplary teachings of the present disclosure may be implemented with any type of suspension (e.g., steerable suspension, non-steerable suspension) and / or any other type of vehicle.

[0060] Figure 2 yes Figure 1 100 of the vehicle 100. Specifically, the vehicle suspension 200 of the illustrated example can be implemented with the rear wheels 106, 108 ( Figure 1 ) is associated with a rear suspension. The illustrated example vehicle suspension 200 is a steerable solid axle leaf spring suspension. Such an exemplary steerable solid axle suspension (e.g., a live leaf spring suspension) may be referred to as a Hotchkiss suspension. Although the exemplary vehicle suspension is described in conjunction with a rear suspension or a rear solid axle leaf spring suspension, the teachings of the present disclosure may also be applied to a front suspension ( Figure 1 ) and / or any other type of suspension.

[0061] See also Figure 2 As shown, the vehicle suspension 200 of the illustrated example includes a suspension system that connects the rear wheels 106, 108 ( Figure 1 ) is connected to the chassis or frame of the vehicle 100 (e.g., a steerable rear axle). The axle 202 of the illustrated example includes a plurality of axles for supporting the rear wheels 106 ( Figure 1 ) of a wheel assembly 204 (e.g., a first or right wheel assembly) and supporting rear wheel 108 ( Figure 1 ) of the wheel assembly 206 (e.g., the second or left wheel). The axle 202 of the illustrated example includes a differential 208 (e.g., a differential gear device) that is connected to the drivetrain 210 (e.g., via a propeller shaft) and distributes the drive torque through the wheel assembly 204 and the wheel assembly 206 to the rear wheels 106, 108 ( Figure 1). In order to provide lateral stability to the vehicle 100 and to provide an anti-roll stabilizer, the vehicle suspension 200 of the illustrated example includes a biasing element or leaf spring system 212. The leaf spring system 212 of the illustrated example includes a leaf spring assembly 214 (e.g., a first or right leaf spring assembly) positioned proximate (e.g., adjacent) to a wheel assembly 204 (e.g., a right wheel hub 216) of the vehicle 100 and a leaf spring assembly 218 (e.g., a second or left leaf spring assembly) positioned proximate (e.g., adjacent) to a wheel assembly 206 (e.g., a left wheel hub 220). The leaf spring assembly 214 and the leaf spring assembly 218 include a leaf spring bracket 222 (e.g., a hook 222a, an eye 222b, etc.) that connects or secures the biasing element or leaf spring 224 (e.g., an end) to a chassis or frame of the vehicle 100. A lateral distance 226 (eg, perpendicular to the longitudinal axis of the vehicle 100 ) between the leaf spring assembly 214 and the leaf spring assembly 218 affects the roll characteristics or performance of the vehicle 100 .

[0062] As described in more detail below, the yoke 228 connects the wheel assembly 204 and the leaf spring assembly 214 to the axle 202, and the yoke 230 connects the wheel assembly 206 and the leaf spring assembly 218 to the axle 202. The yoke 228 of the illustrated example is positioned proximate to the leaf spring assembly 214, and the yoke 230 of the illustrated example is positioned proximate to the leaf spring assembly 218. In particular, the yoke 228 and the yoke 230 enable the installation positions of the corresponding leaf spring assemblies 214 and 218 to be the same as the installation positions of the leaf spring assemblies 214 and 218 of the non-steerable axle variant, thereby reducing manufacturing costs and / or complexity. For example, the lateral distance 226 of the illustrated example is substantially similar (e.g., within 10%) to the lateral distance of the non-steerable axle that can be achieved with the vehicle 100 of the illustrated example.

[0063] To connect the leaf spring system 212 to the shaft 202 via the yokes 228, 230, the vehicle suspension 200 of the illustrated example includes a fastener or clamp 232 (e.g., a first clamp) and a fastener or clamp 234 (e.g., a second clamp). In the illustrated example, the clamp 232 attaches or secures the leaf spring assembly 214 to the yoke 228, and the clamp 234 attaches or secures the leaf spring assembly 218 to the yoke 230.

[0064] The yoke 228, wheel assembly 204, leaf spring assembly 214, and clamp 232 are identical to the yoke 230, wheel assembly 206, leaf spring assembly 218, and clamp 234. Therefore, the yoke 230, wheel assembly 206, leaf spring assembly 218, and clamp 234 will not be discussed further.

[0065] Furthermore, although the example yokes 228 and 230 are described in conjunction with a solid axle leaf spring suspension, the yokes 228 and 230 of the illustrated examples may be used with any suspension (e.g., a solid axle suspension having coil springs, air springs with multiple links, and / or any other biasing element that supports a steerable wheel assembly and / or a non-steerable wheel assembly). Figure 1 The vehicle 100 (e.g., a truck) shown in the drawings depicts the example yokes 228 and 230, but the example yokes 228 and 230 shown may be connected to any type of axle and / or may be used with any other type of vehicle, including but not limited to passenger cars, military vehicles, etc.

[0066] Figure 3 yes Figure 2 200. Those skilled in the art will appreciate that vehicles typically have a front or rear axle with a fixed caster angle, or a rear drive shaft with a fixed pinion angle. The illustrated example vehicle suspension 200 includes a pinion angle 302 relative to a centerline of a drivetrain 210 (e.g., a drive shaft), the pinion angle 302 being nominal or ideal (e.g., slightly greater than 0 degrees, less than 1 degree, etc.). In other words, a centerline 303 of a pinion of the differential 208 (e.g., positioned in a housing or pinion yoke 304) is aligned with a centerline of a drive shaft of the drivetrain 210. Additionally, the illustrated example wheel assembly 204 ( Figure 2 ) and / or the wheel assembly 206 has a caster angle 306 (e.g., the angle between a centerline 308 passing through a ball joint 310 (e.g., an upper ball joint) and a ball joint 312 (e.g., a lower ball joint 312) and a vertical reference 314). As described in more detail below, the pinion angle 302 and / or the caster angle 306 can be adjusted (e.g., increased or decreased). Therefore, the vehicle suspension 200 of the illustrated example can adjust a variety of pinion angles and / or caster angles. For example, the vehicle suspension 200 of the illustrated example can adjust the pinion angle relative to the powertrain 210 between approximately less than 1 degree and 10 degrees. Due to the yoke 228 and the clamp 232, the vehicle suspension 200 or the shaft 202 of the illustrated example can be used in various installations that may require different pinion angles and / or caster angles.

[0067] Figure 4 yes Figure 2 and 3 An enlarged partial side view of a vehicle suspension 200 is shown. Figure 4 Shows Figure 2 However, it should be understood that similar components configured for the left side of the vehicle suspension 200 will be provided to form a complete suspension, such as Figure 2The axle 202 of the illustrated example includes an axle rod 402 rotatably connected within a solid axle housing or axle tube 404. The axle rod 402 rotates within the axle tube 404 to provide rotational motion to the wheel assembly 204. In order to allow for the steerability of the wheel assembly 204 and thus the rear wheels 106 ( Figure 1 ), the vehicle suspension 200 of the illustrated example includes a steering knuckle 406. The steering knuckle 406 of the illustrated example transmits steering rotation to the mounted wheel assembly 204. For example, a tie rod 408 of the steering assembly 410 moves or pivots the steering knuckle 406 relative to the yoke 228, thereby rotating the wheel assembly 204 and thus the rear wheel 106 during steering.

[0068] In order to connect the wheel assembly 204 to the shaft 202 (e.g., via the knuckle 406), the vehicle suspension 200 of the illustrated example includes a yoke 228. The yoke 228 of the illustrated example includes a knuckle receiving portion 412 that receives the knuckle 406. Therefore, the knuckle 406 of the illustrated example is attached to the knuckle receiving portion 412 of the yoke 228. Specifically, the yoke 228 of the illustrated example receives the ball joint 310 (e.g., a ball stud or fastener) and the ball joint 312 (e.g., a ball stud or fastener) of the knuckle 406 to pivotally connect the knuckle 406 to the yoke 228.

[0069] In order to connect the yoke 228 to the shaft 202, the yoke 228 of the illustrated example is connected to the shaft tube 404. For example, the yoke 228 of the illustrated example includes a shaft tube receiving portion or post 416. For example, the post 416 of the illustrated example receives at least a portion of the shaft tube 404. In some examples, the yoke 228 of the illustrated example provides a device for connecting the wheel assembly 204 (e.g., the steering knuckle 406) to the shaft 202 (e.g., the shaft tube 404) of the vehicle suspension 200. In some examples, the post 416 of the illustrated example provides a device for attaching the yoke 228 (e.g., the device for connecting) to the shaft 202. The yoke 228 of the illustrated example is welded to the shaft tube 404. However, in other examples, the yoke 228 can be connected to the shaft tube 404 via any other fasteners (e.g., clamps, screws, etc.).

[0070] Additionally, the yoke 228 of the illustrated example connects the leaf spring assembly 214 to the shaft 202. To support the leaf spring assembly 214, the yoke 228 of the illustrated example includes a support surface or spring seat 418. The spring seat 418 of the illustrated example receives or supports the leaf spring 224 of the leaf spring assembly 214. In some examples, the spring seat 418 of the yoke 228 of the illustrated example provides a means for seating or supporting a biasing element (e.g., the leaf spring 224).

[0071] In the example shown, the clamp 232 attaches or secures the leaf spring assembly 214 to the yoke 228. As described in more detail below, when the clamp 232 is connected to the yoke 228, the clamp 232 of the example shown engages the cam 420 of the yoke 228. As described in more detail below, the clamp 232 of the example shown can be rotated along at least a portion of the cam 420 to adjust the pinion angle 302 ( Figure 3 ) or the caster angle 306 ( Figure 3 ). In some examples, the cam 420 of the illustrated example provides a means for enabling adjustment of at least one of the pinion angle 302 or the caster angle 306. In some examples, the clamp 232 of the illustrated example provides a means for clamping to connect the leaf spring assembly 214 (e.g., the means for biasing) to the means for seating (e.g., the spring seat 418), wherein the means for clamping can be rotated relative to the cam 420 (e.g., the means for adjusting) to adjust at least one of the pinion angle 302 or the caster angle 306.

[0072] Figure 5A yes Figure 2-4 A front perspective view of a vehicle suspension 200 is shown. Figure 5B yes Figure 2-4 2 is a rear perspective view of the vehicle suspension 200. The clamp 232 of the illustrated example includes a guide plate 502 (e.g., a bracket) and a fastener 504 that is removably connected to the guide plate 502. In order to receive the fastener 504, the guide plate 502 of the illustrated example includes a fastener receiving portion 502a. The fasteners of the illustrated example include a first fastener 506 and a second fastener 508. The first fastener 506 and the second fastener 508 of the illustrated example are U-bolts. The first fastener 506 has a U-shaped profile including a first end and a second end 506a and 506b, and the first end and the second end 506a and 506b are connected by corresponding first and second holes 510 and 512 ( Figure 5A The second fastener 508 has a U-shaped profile including first and second ends 508a and 508b, which are received by respective third and fourth holes 514 and 516 ( Figure 5B ) is received. The guide plate 502 of the illustrated example includes a rectangular profile or shape. Therefore, a corresponding one of the holes 510-516 of the fastener receiving portion 502a is positioned or formed in a corresponding corner of the guide plate 502. Figure 5AAs shown, the yoke 228 of the illustrated example includes a first notch or groove 520 for receiving or guiding the first body or shank 506c of the first fastener 506 and a second notch or groove 522 for receiving or guiding the second body or shank 506d of the first fastener 506. Figure 5B As shown, the yoke 228 of the illustrated example includes a third notch or groove 524 for receiving or guiding the first body or shank 508c of the second fastener 508 and a second notch or groove 526 for receiving or guiding the second body or shank 508d of the second fastener 508. The grooves 520-526 allow the guide plate 502 to be rotationally positioned relative to the lobes 420 of the yoke 228 to provide the pinion angle 302 and / or the caster angle 306.

[0073] Figures 6A-6C yes Figure 2-4 , 5A and 5B are perspective views of the yoke 228. The yoke 228 of the illustrated example includes an integral body 600 (e.g., a one-piece structure). The integral body 600 of the yoke 228 of the illustrated example defines a knuckle receiving portion 412, a post 416, a spring seat 418, and a cam 420. The knuckle receiving portion 412 includes a first aperture 604 for receiving the knuckle 406 ( Figure 3 and 4 ) of the ball joint 310 (eg, an upper ball stud) and defines a first lobe 602 and a second hole 608 to receive the steering knuckle 406 (eg, Figure 3 and 4 ) of the ball joint 312 (e.g., a lower ball stud). The first hole 604 and / or the second hole 608 can receive a bushing or insert (i.e., a ball joint and / or an alignment insert) having an opening to receive the ball joint (e.g., a ball stud) to provide a caster and / or camber angle of the wheel 106. For example, the first hole 604 and / or the second hole 608 can receive a first insert and / or a second insert different from the first insert to provide different caster or camber angles for different vehicles without having to modify the structure of the yoke 228.

[0074] To provide the first caster angle and / or the first camber angle, the first insert can be positioned in the first hole 604 and / or the second hole 608. For example, the first insert includes an opening having a longitudinal axis, and when the first insert is positioned in the first opening 604, the longitudinal axis is coaxially aligned with the central axis of the first hole 604, or when the first insert is positioned in the second opening 608, the longitudinal axis is coaxially aligned with the central axis of the second hole 608.

[0075] To provide a second caster angle and / or a second camber angle that is different from the first caster angle and / or the first camber angle, a second insert may be disposed in the first hole 604 and / or the second hole 608. For example, the second insert includes an opening having a longitudinal axis that is offset relative to a central axis of the first hole 604 and / or a central axis of the second hole 608. In some examples, the first insert may be positioned in the first hole 604 and the second insert may be positioned in the second hole 608, or vice versa. Additionally, the insert may facilitate combining the knuckle 406 and the yoke 228 when the ball joint 310 and / or the ball joint 312 are used.

[0076] The post 416 of the illustrated example protrudes from the knuckle receiving portion 412 (e.g., in a direction away from the knuckle receiving portion 412). The post 416 of the illustrated example includes a cylindrical profile having a hole or opening 610 to receive the axle tube 404 ( Figure 4 ). Thus, the diameter of the opening 610 of the post 416 is substantially equal to the diameter of the outer surface of the shaft tube 404 (eg, within a 10% tolerance).

[0077] The spring seat 418 of the illustrated example protrudes from the post 416 in a direction away from the central axis 612 of the opening 610 (e.g., in a direction toward the first cam 602). To receive or support the leaf spring assembly 214, the spring seat 418 of the illustrated example includes a seating surface 614 having a rectangular profile and / or a substantially flat profile (e.g., a surface having a slope between 0 and 1 degrees relative to a horizontal plane, a surface having a slope less than 1 degree relative to a horizontal plane, etc.).

[0078] The lobe 420 of the illustrated example protrudes or extends from the post 416 (e.g., in a direction away from the central axis 612 or toward the second lobe 606). Thus, the post 416 of the illustrated example is positioned between the spring seat 418 and the lobe 420. The lobe 420 of the illustrated example extends along a portion (e.g., a perimeter or circumference) of the post 416 and defines a clamp engagement surface 616 about which the guide plate 502 engages and / or rotates to change the pinion angle 302 or the caster angle 306. The clamp engagement surface 616 of the illustrated example has an arcuate or curved surface. More specifically, the arcuate surface of the illustrated example has a radius of curvature that is substantially the same as the radius of curvature of the shaft tube 404 ( Figure 4) have a radius of curvature that is substantially similar (e.g., the same or within a 10% tolerance) to the outer surface of the post 416. Thus, although the post 416 has an outer surface 618, the diameter or radius of curvature of the outer surface 618 is different from (e.g., greater than) the diameter or radius of curvature of the outer surface of the axle tube 404. The arcuate surface of the cam 420 of the illustrated example has a radius of curvature that is similar to (e.g., the same as) the radius of curvature of the outer surface of the axle tube 404. This match between the radius of curvature of the clamp engagement surface 616 of the cam 420 and the radius of curvature of the outer surface of the axle tube 404 enables the guide plate 502 to be used with a non-steerable vehicle suspension, thereby increasing the commonality of components between a steerable vehicle suspension (e.g., the vehicle suspension 200) and a non-steerable vehicle suspension and reducing manufacturing components and / or complexity. However, in some examples, the radius of curvature of the cam 420 may be different from (e.g., larger or smaller than) the radius of curvature of the axle tube 404.

[0079] To achieve this radius of curvature of the clamp engaging surface 616 of the lobe 420, the yoke 228 of the illustrated example has a stepped surface or stepped transition 620 between (e.g., the outer surface 618 of) the post 416 and the lobe 420 (e.g., the clamp engaging surface 616 of the lobe 420). In addition, the lobe 420 of the illustrated example provides additional structure to improve the stiffness characteristics of the yoke 228. For example, the lobe 420 increases the dimensional thickness of the post 416 so that the yoke 228 can withstand greater clamping forces generated by the clamp 232 without damaging (e.g., crushing) the outer surface 618 of the post 416, for example.

[0080] The grooves 520-526 are formed in the outer surface 618 of the post 416 and are positioned between the spring seat 418 and the cam 420. The grooves 520-526 of the illustrated example are elongated such that the grooves 520-526 extend in the longitudinal direction (e.g., Figures 6A-6C The length of the grooves 520-526 in the lateral direction (e.g., Figures 6A-6C The yoke 228 of the illustrated example may be formed by casting, injection molding, additive manufacturing (eg, 3D printing), and / or any other manufacturing process.

[0081] Figure 7 yes Figure 2-4 , 5A and 5B are perspective views of a portion of the vehicle suspension 200. To provide the pinion angle 302 and / or the caster angle 306, the leaf spring assembly 214 of the illustrated example employs a spacer 702. The spacer 702 of the illustrated example is positioned between the leaf spring assembly 214 and the spring seat 418 of the yoke. Figure 7As shown, the clamp 232 (e.g., the guide plate 502) is positioned relative to the lobe 420 of the yoke 228 to adjust or provide the pinion angle 302 and / or the caster angle 306. As described above, the guide plate 502 of the illustrated example can be rotated relative to the clamp engagement surface 616 of the lobe 420. Specifically, the clamp engagement surface 616 of the lobe 420 is complementary to the lobe engagement surface 704 of the guide plate 502, such that the lobe engagement surface 704 of the guide plate 502 can matingly engage the clamp engagement surface 616 of the yoke 228. For example, the radius of curvature of the clamp engagement surface 616 of the lobe 420 is substantially similar (e.g., the same) as the radius of curvature of the lobe engagement surface 704 of the guide plate 502.

[0082] Fig. 8A yes Figure 2-4 , 5A, 5B and 7 are perspective cross-sectional views of the vehicle suspension 200. Figure 8B yes Figure 2-4 , 5A, 5B and 7 are side views of the yoke 228 and clamp 232 of the vehicle suspension 200. Figure 8C yes Figure 2-4 , 5A, 5B and 7 are another partial perspective view of the vehicle suspension 200.

[0083] See also Figures 8A-8C As shown, the spacer 702 is positioned between the leaf spring 802 of the leaf spring assembly 214 and the spring seat 418 of the yoke 228. The spacer 702 has a pinion angle 302 ( Figure 3 ) and / or the caster angle 306 ( Figure 3 ). Specifically, a first surface 804 (e.g., a lower surface) of the spacer 702 engages the seating surface 614 of the spring seat 418 of the yoke 228, and a second surface 806 (e.g., an upper surface) of the spacer 702 engages the leaf spring 802 to provide the pinion angle 302 ( Figure 3 ) and / or caster angle 306 ( Figure 3 ). The first surface 804 and the second surface 806 of the illustrated example are substantially flat (eg, having a slope of less than 1 degree relative to a horizontal plane).

[0084] To adjust the pinion angle 302 and / or the caster angle 306, the lobe engagement surface 704 of the guide plate 502 of the illustrated example is rotatably positioned relative to the clamp engagement surface 616 of the lobe 420. The lobe engagement surface 704 of the guide plate 502 having a profile complementary to the clamp engagement surface 616 of the lobe 420 can cooperatively engage the clamp engagement surface 616 of the lobe 420 and can be rotated relative to the lobe 420 to different rotational positions to adjust the pinion angle 302 and / or the caster angle 306 provided by the spacer 702. In addition, the clamp engagement surface 616 of the lobe 420 of the illustrated example is complementary to the outer surface 808 of the axle tube 404. For example, as described above, the radius of curvature 810 of the outer surface 808 of the axle tube 404 is substantially similar (e.g., the same) as the radius of curvature 812 of the clamp engagement surface 616 of the lobe 420. Thus, the radius of curvature 814 of the lobe engagement surface 704 of the guide plate 502 is substantially similar (eg, the same) as the radius of curvature 810 of the outer surface 808 of the shaft tube 404 .

[0085] In some examples, a wedge or shim can be positioned between the spacer 702 and the spring seat 418 and / or between the spacer 702 and the leaf spring 802 to adjust or change the pinion angle 302 and / or the caster angle 306. The wedge and / or shim can include an angled or tapered surface or profile. In some examples, to adjust or accommodate different pinion angles and / or caster angles, a second spacer (e.g., the spacer 702 can be replaced or substituted with a second spacer 906) can be used (e.g., Fig.9A and 9B 906 of the second spacer). For example, the first surface and / or the second surface of the second spacer 906 can be tapered, angled, and / or inclined relative to the first surface 804 and / or the second surface 806 of the spacer 702. Thus, when the shaft 202 is mounted to the vehicle 100, the angled surface of the second spacer that contacts the leaf spring assembly 214 and / or the spring seat 418 provides the desired caster angle and / or pinion angle. The lobes 420 and / or the grooves 520-526 allow for rotational positioning of the guide plate 502 relative to the lobes 420 when the spacer 702, wedges, shims, and / or the second spacer 906 are set. The lobes 420 and / or the grooves 520-526 of the illustrated example allow the fasteners 504, 508 to remain aligned with the guide plate 502.

[0086] Fig.9A Another example vehicle suspension 900 disclosed herein is shown. Fig. 9B yes Fig.9A9 is a side view of a vehicle suspension 900. Those components of the vehicle suspension 900 of FIG. 9 that are substantially similar or identical to the components of the vehicle suspension 200 of the illustrated example described above, and have functions that are substantially similar or identical to the functions of those components, will not be described in detail below. Instead, the interested reader can refer to the corresponding description above. To facilitate this process, similar figure numbers will be used for the same structure. For example, the vehicle suspension 900 of the illustrated example includes an axle 202, a wheel assembly 204, 206, a leaf spring system 212 (e.g., first and second leaf spring assemblies 214, 216), a differential 208, a drivetrain 210 (e.g., a drive shaft), a lateral distance 226, yokes 228, 230 and clamps 232, 234.

[0087] Fig.9A and 9B The vehicle suspension 900 is substantially similar to Figure 2 , 3 , 4, 5A-5B, 6, 7 and 8A-8C, except that the pinion angle 902 of the vehicle suspension 900 and the caster angle 904 of the wheel assembly 204 are different from the pinion angle 302 and the caster angle 306 of the vehicle suspension 200 disclosed above. In order to provide the pinion angle 902 and the caster angle 904, the vehicle suspension 900 shown includes a spacer 906 located between the leaf spring assembly 214 and the spring seat 418 of the yoke 228, and between the leaf spring assembly 218 and the spring seat 418 of the yoke 230. The spacer 906 has a tapered surface or profile at the interface between the spring seat 418 and the spacer 906 of the leaf spring 802 and the spacer 906. Therefore, the spacer 906 provides a pinion angle 902 and a caster angle 904 that are different from the pinion angle 302 and the caster angle 306 of the vehicle suspension 200. The guide plate 502 of the clamp 232 rotates relative to the cam 420 of the yoke 228, and the guide plate 502 of the clamp 234 rotates relative to the cam 420 of the yoke 230 to adjust the Fig.9A and 9B The pinion angle 902 and caster angle 904 of the vehicle suspension 900 are shown. For example, the pinion angle 902 of the illustrated example is approximately 3 degrees relative to the drive shaft of the powertrain 210. The pinion angle 902 of the illustrated example is greater than the pinion angle 302 of the vehicle suspension 200 disclosed above. The caster angle 904 of the illustrated example is smaller than the caster angle 306 of the vehicle suspension 200 disclosed above. Therefore, in some examples, the spacer 702 of the vehicle suspension 200 may be used. Fig.9A and 9B The spacer 906 shown is replaced with Figure 2-4 , 5A, 5B, 6, 7 and 8A-8C provide a pinion angle 902 and a caster angle 904.

[0088] Although certain exemplary methods, apparatus, and articles have been disclosed herein, the scope of coverage of this patent is not limited thereto. On the contrary, this patent covers all methods, apparatus, and articles that fully fall within the scope of the claims of this patent.

Claims

1. A vehicle suspension, comprising: A yoke connecting a steering knuckle to an axle of the vehicle suspension, the yoke comprising: a column receiving said shaft; a lobe projecting from the post, the lobe including a clamp engaging surface; a guide plate connected to the clamp engaging surface of the lobe, the guide plate connecting a biasing element of the vehicle suspension to the shaft; and A fastener is removably connected to the guide plate to connect the biasing element to the yoke, the yoke including a first recess for receiving a first portion of the fastener and a second recess for receiving a second portion of the fastener, the first recess being positioned proximate to the second recess.

2. The suspension of claim 1, the guide plate connecting the biasing element of the vehicle suspension to the shaft via a spring seat.

3. The suspension of claim 2, wherein the clamp engagement surface has a profile complementary to the lobe engagement surface of the guide plate.

4. The suspension of claim 2, wherein the guide plate is rotatable along at least a portion of the lobe.

5. The suspension of claim 4, wherein the guide plate is rotatable relative to the lobe to provide a first pinion angle or a second pinion angle associated with the vehicle suspension.

6. The suspension of claim 4, wherein the guide plate is rotatable relative to the lobe to provide a first caster angle or a second caster angle associated with a wheel assembly of the vehicle suspension.

7. The suspension of claim 2, wherein the guide plate includes a fastener receiving portion that receives a fastener connecting the biasing element to the shaft.

8. The suspension of claim 1, wherein the first groove and the second groove are positioned above the lobe of the yoke.

9. The suspension of claim 1 , wherein the clamp engaging surface of the lobe comprises a radius of curvature that is the same as a radius of curvature of the outer surface of the shaft, or the radius of curvature of the clamp engaging surface of the lobe is within a tolerance of 10% of the radius of curvature of the outer surface of the shaft.

10. The suspension of claim 1 wherein the yoke connects a steerable wheel assembly to the axle.

11. The suspension of claim 1 , wherein the yoke further comprises a spring seat supporting a biasing element of the vehicle suspension.

12. The suspension of claim 11, wherein the spring seat is positioned opposite the lobe.

13. The suspension of claim 11, wherein the column, the lobe, and the spring seat are integrally formed as a unitary structure.

14. The suspension of claim 11, further comprising a first spacer positioned between the biasing element and the spring seat to provide at least one of a first pinion angle of the vehicle suspension or a first caster angle of a wheel assembly associated with the suspension, and / or, a second spacer positioned between the biasing element and the spring seat to provide at least one of a second pinion angle of the vehicle suspension or a second caster angle of a wheel assembly associated with the suspension, the first pinion angle being different from the second pinion angle and the first caster angle being different from the second caster angle.

15. A vehicle suspension device, comprising: a yoke for connecting a steerable wheel assembly to a solid axle, the yoke having a post for receiving the solid axle and a clamp engaging surface located adjacent the post, the yoke including a first recess for receiving a first portion of a fastener and a second recess for receiving a second portion of the fastener, the first recess being located proximate to the second recess; a fastener connecting a biasing element of a vehicle suspension to the yoke; and A clamp for connecting a leaf spring assembly of a vehicle suspension to the yoke, the clamp having a cam engagement surface, which can matchably engage the clamp engagement surface of the yoke when the clamp is connected to the yoke, and the clamp can be rotated relative to the clamp engagement surface of the yoke to adjust at least one of a first pinion angle of the vehicle suspension or a first caster angle of the wheel assembly.

Images