Suspension systems with rebound control for vehicles

Abstract

A vehicle suspension system for a vehicle having a body supported on a frame, the vehicle suspension system including a first suspension component having a surface and a bracket extending from the surface via a cantilever, a second suspension component including a surface portion, and a spring element mounted to one of the surface portions of the bracket and the second suspension component. The interaction between the spring element and the other surface portion of the bracket and the second suspension component limits the upward travel of the vehicle body.

Description

Technical Field

[0001] This subject matter relates to vehicle suspension systems, and more specifically, to suspension systems with rebound control. Background Technology

[0002] Vehicles include various suspension systems that reduce the transmission of forces from the road to the passenger compartment. Springs, shock absorbers, bushings, jounce bumpers, and other components absorb the forces input to the suspension through the vehicle's tires. These components suppress tire movement toward the vehicle body (bumps) and, to some extent, control the rebound force (rebound) as the tires move away from the vehicle body.

[0003] The tires also move away from the vehicle, especially during rapid acceleration. The suspension forces generated during rapid longitudinal acceleration can cause the front of the vehicle to rise. Typically, the forward acceleration force is insufficient to lift the front of the vehicle high enough to obstruct the driver's forward view or unload the front tires and limit traction. Shock absorbers, suspension springs (air springs or coil springs), etc., prevent some of this upward movement.

[0004] Modern vehicles, especially electric vehicles, can accelerate beyond the limits of existing suspension system components, allowing the front of the vehicle to rise and obstruct the driver's view or unload the front tires and limit traction. Therefore, a rebound control system is desired that can limit the rise of the front of the vehicle and control the load transfer force from the front wheels to the front of the vehicle during longitudinal acceleration or normal driving motion due to uneven road surfaces. Summary of the Invention

[0005] A vehicle suspension system is disclosed for a vehicle having a body supported on a frame. The vehicle suspension system includes a first suspension component having a surface and a bracket extending cantilevered from the surface, a second suspension component including a surface portion, and a spring element mounted to one of the surface portions of the bracket and the second suspension component. The interaction between the spring element and the other surface portion of the bracket and the second suspension component limits the upward travel of the vehicle body.

[0006] In addition to one or more features described above or below, or as an alternative, further embodiments may include a first suspension component pivotally mounted to the frame, and a second suspension component comprising a portion of the frame.

[0007] In addition to one or more features described above or below, or as an alternative, further embodiments may include wherein the surface defines the lower surface of the first suspension component.

[0008] In addition to one or more features described above or below, or as an alternative, other embodiments may include a first suspension component including a lower control arm.

[0009] In addition to one or more features described above or below, or as an alternative, other embodiments may include a support comprising a paddle extending cantilevered from the lower surface of the lower control arm, with a spring element mounted on a surface portion of the second suspension component.

[0010] In addition to one or more features described above or below, or as an alternative, further embodiments may include a second suspension component comprising a frame.

[0011] In addition to one or more features described above or below, or as an alternative, other embodiments may include a second suspension component pivotally mounted on the frame.

[0012] In addition to one or more features described above or below, or as an alternative, other embodiments may include a first suspension component comprising a frame and a second suspension component comprising one of an upper control arm and a lower control arm.

[0013] In addition to one or more features described above or below, or as an alternative, other embodiments may include a surface portion comprising a lower surface portion of one of the upper control arm and the lower control arm.

[0014] In addition to one or more features described above or below, or as an alternative, other embodiments may include a spring element mounted on a bracket.

[0015] A vehicle is also disclosed, including a frame, a body supported by the frame, a plurality of wheels connected to the frame, and a suspension system operably connected between the plurality of wheels and the frame. The suspension system includes a first suspension component having a surface and a support extending from the surface via a cantilever, a second suspension component including a surface portion, and a spring element mounted to one of the support and the surface portion of the second suspension component. The interaction between the spring element and the other of the support and the surface portion limits the upward travel of the vehicle body.

[0016] In addition to one or more features described above or below, or as an alternative, further embodiments may include a first suspension component pivotally mounted on a frame, and a second suspension component comprising a portion of the frame.

[0017] In addition to one or more features described above or below, or as an alternative, further embodiments may include a surface that defines the lower surface of the first suspension component.

[0018] In addition to one or more features described above or below, or as an alternative, other embodiments may include a first suspension component including a lower control arm.

[0019] In addition to one or more features described above or below, or as an alternative, other embodiments may include a support comprising a paddle extending cantilevered from the lower surface of the lower control arm, with a spring element mounted to a surface portion of the second suspension component.

[0020] In addition to one or more features described above or below, or as an alternative, further embodiments may include a second suspension component comprising a frame.

[0021] In addition to one or more features described above or below, or as an alternative, further embodiments may include a second suspension component pivotally mounted to the frame.

[0022] In addition to one or more features described above or below, or as an alternative, other embodiments may include a first suspension component comprising a frame and a second suspension component comprising one of an upper control arm and a lower control arm.

[0023] In addition to one or more features described above or below, or as an alternative, other embodiments may include a surface portion comprising a lower surface portion of one of the upper control arm and the lower control arm.

[0024] In addition to one or more features described above or below, or as an alternative, further embodiments may include wherein the spring element is mounted to the bracket.

[0025] The above-described features and advantages, as well as other features and advantages of this disclosure, will readily become apparent when taken in conjunction with the accompanying drawings and the following detailed description. Attached Figure Description

[0026] Other features, advantages, and details appear by way of example only in the following detailed description, which is illustrated in the accompanying drawings:

[0027] Figure 1 A vehicle with a suspension system with rebound control device is depicted according to a non-limiting example;

[0028] Figure 2 A suspension system with a rebound control device integrated between the lower control arm and the frame of a vehicle is depicted, according to a non-limiting example.

[0029] Figure 3 For the purposes of the non-restrictive example Figure 2 A partial perspective view of the suspension system;

[0030] Figure 4Based on the non-restrictive example Figure 3 A partial cross-sectional side view of the suspension system;

[0031] Figure 5 A suspension system integrated between the lower control arm and the frame of the vehicle is shown according to another non-limiting example;

[0032] Figure 6 For the purposes of the non-restrictive example Figure 5 A partial perspective view of the suspension system;

[0033] Figure 7 A suspension system with a rebound control device integrated between the upper control arm and the frame / body of a vehicle is described, according to another non-limiting example; and

[0034] Figure 8 Depicting based on non-restrictive examples Figure 7 A partial perspective view of the suspension system. Detailed Implementation

[0035] The following description is merely exemplary in nature and is not intended to limit the invention or its application or use. It should be understood that in all the drawings, corresponding reference numerals denote the same or corresponding parts and features.

[0036] Based on a non-restrictive example, Figure 1 The vehicle in the diagram is generally designated as 10. Vehicle 10 includes a body 12 and multiple wheels, generally designated as 14. Body 12 includes a passenger compartment 18 and can be connected to the wheels 14 via various structures. In a non-limiting example, vehicle 10 may include a frame 16 connected to the multiple wheels via a suspension system 20. Figure 2 According to another non-limiting example, the body 12 may include an integral frame (not shown), with a suspension system 20 connected between a plurality of wheels 14 and a cradle (not shown) coupled to the body 12. At this point, it should be understood that the term "frame" encompasses both the external frame and the integral frame / cradle assembly. The suspension system 20 provides the mechanical connection between the wheels 14 and the body 12. The suspension system 20 absorbs bumps and rebound forces between the wheels 14 and the body 12.

[0037] refer to Figure 2 , 3 And 4, and continue to refer to Figure 1The suspension system 20 includes a first suspension component 29 connected to a second suspension component 31. The first suspension component 29 may define a lower control arm 34, which is mechanically connected to the frame 16 and an upper control arm 37 via a steering knuckle 40. The second suspension component 31 may take the form of a lower control arm support 43 forming part of the frame 16. A spring (not shown) may be connected between the lower control arm 34 and a spring tower 45 connected to the frame 16. The spring may take various forms and may be coupled with a damper (also not shown), such as a shock absorber. The spring is designed to support the weight of the vehicle 10 and absorb bumps and rebound forces associated with driving on the road.

[0038] The suspension system 20 also includes a rebound control mechanism 47, which operates to absorb lift forces generated by the longitudinal acceleration of the vehicle 10, thereby maintaining a clear view for the driver in the passenger compartment 18 and maintaining normal forces on the front tires to maintain traction. In a non-limiting example, the lower control arm 34 includes a lower surface 49, and the lower control arm support 43 includes a surface portion 52. The lower control arm 34 is pivotally connected to the lower control arm support 43 about axis "A". The lower control arm 34 includes a feature 56, shown as a paddle 58, which cantilevered out from the lower surface 49. Although shown as a paddle 58, feature 56 can take various forms.

[0039] In a non-limiting example, spring element 62 is mounted on surface portion 52 of lower control arm support 43. Paddle 58 is arranged to engage spring element 62 when the longitudinal acceleration force generated by vehicle 10 exceeds a predetermined level. Spring element 62 can be formed from a variety of materials, including microporous polyurethane (MCU), thermoplastic polyurethane (TPU), rubber, etc. These materials can be specifically designed, sized, and oriented to include linear or nonlinear spring stiffnesses that cannot be achieved with coil springs. Therefore, using spring elements not encapsulated within dampers allows for the use of higher spring stiffnesses, which can respond faster and generate greater forces than conventional spring / shock absorbers or MacPherson struts to limit vehicle body upward movement due to longitudinal acceleration forces, and also improves vehicle steering, handling, roll control, and structural feel.

[0040] Now for reference Figure 5 and Figure 6 And continue to refer to Figure 1The rebound control mechanism 47 is described according to another non-limiting example. The rebound control mechanism 47 includes a first suspension component 82 and a second suspension component 84. The first suspension component 82 may take the form of a lower control arm support 86 integrated into the frame 16. The second suspension component 84 may take the form of a lower control arm 89. The lower control arm 89 is coupled to the upper control arm 92 via a steering knuckle 94 in a manner similar to that discussed herein. The lower control arm support 86 includes a lower surface 96 supporting a bracket 100. The bracket 100 cantilevered out from the lower surface 96 and supported the rebound control spring element 104.

[0041] In a non-limiting example, spring element 104 is designed to absorb acceleration forces. That is, the lower control arm 89 includes a lower surface portion 107 oriented to engage spring element 104 when the acceleration force generated by vehicle 10 exceeds a predetermined threshold. Spring element 104 can be formed from a variety of materials, including microporous polyurethane (MCU), thermoplastic polyurethane (TPU), rubber, etc. These materials can be specifically designed, sized, and oriented to include linear or nonlinear spring rates that cannot be achieved with coil springs. Therefore, using a spring element not encapsulated with a damper allows for higher spring stiffness, which can respond faster and generate greater force compared to conventional spring / vibration absorbers or MacPherson strut assemblies.

[0042] Now for reference Figure 7 and Figure 8 Continue to refer to Figure 1 According to another non-limiting example, a rebound control mechanism 47 is described. The rebound control mechanism 47 includes a first suspension component 118 and a second suspension component 120. The first suspension component 118 may take the form of an upper control arm support 122 integrated into the frame 16. The second suspension component 120 may take the form of an upper control arm 125. The upper control arm 125 is connected to a lower control arm 126 via a steering knuckle 128. In a non-limiting example, the upper control arm support 122 includes a surface 130 supporting a bracket 132. The bracket 132 cantilevered from the surface 130 and supported a spring element 134.

[0043] In a non-limiting example, spring element 134 is designed to absorb suspension forces resulting from longitudinal acceleration forces on the vehicle body. Specifically, the upper control arm 125 includes a lower surface portion 137 arranged to engage with spring element 134 when the longitudinal body acceleration force generated by the vehicle 10 exceeds a predetermined threshold. Spring element 134 can be formed from a variety of materials, including microporous polyurethane (MCU), thermoplastic polyurethane (TPU), rubber, etc. These materials can be specifically designed, sized, and oriented to include linear or nonlinear spring stiffnesses that cannot be achieved with coil springs. Therefore, using spring element 134, which is not encapsulated with a damper, allows for higher spring stiffnesses that can respond faster and generate greater forces than conventional spring / shock absorbers or MacPherson strut assemblies to limit body roll due to longitudinal acceleration forces and also improves vehicle steering, handling, roll control, and structural feel.

[0044] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that the terms “comprises” and / or “comprising”, when used in this specification, specify the presence of the stated features, integers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0045] While the above disclosure has been described with reference to exemplary embodiments, those skilled in the art will understand that various changes can be made thereto and equivalent substitutions can be made to its elements without departing from its scope. Furthermore, many modifications can be made to adapt particular situations or materials to the teachings of this disclosure without departing from its essential scope. Therefore, it is intended that this disclosure be limited to the specific embodiments disclosed, but will include all embodiments falling within its scope.

Claims

1. A vehicle suspension system for a vehicle having a body supported on a frame, the vehicle suspension system comprising: A frame connected to multiple wheels, the frame having spring towers; A first suspension component has a surface and a bracket extending from the surface via a cantilever, and a spring connects the first suspension component and the spring tower; The second suspension component includes the surface portion; and A spring element is mounted on one of the surface portions of the bracket and the second suspension component, wherein the interaction between the spring element and the other surface portion of the bracket and the second suspension component restricts the upward movement of the vehicle body; When the longitudinal acceleration force generated by the vehicle exceeds a predetermined threshold, the spring element contacts the other of the surface portions of the bracket and the second suspension component.

2. The vehicle suspension system of claim 1, wherein the first suspension component is pivotally mounted to the frame, and the second suspension component includes a portion of the frame.

3. The vehicle suspension system of claim 2, wherein the surface defines the lower surface of the first suspension component.

4. The vehicle suspension system of claim 3, wherein the first suspension component includes a lower control arm.

5. The vehicle suspension system of claim 4, wherein the bracket includes a paddle-shaped extension cantilevered from the lower surface of the lower control arm, and the spring element is mounted to a surface portion of the second suspension component.

6. The vehicle suspension system of claim 5, wherein the second suspension component comprises a frame.

7. The vehicle suspension system of claim 1, wherein the second suspension component is pivotally mounted to the frame.

8. The vehicle suspension system of claim 7, wherein the first suspension component includes a frame and the second suspension component includes one of an upper control arm and a lower control arm.

9. The vehicle suspension system of claim 8, wherein the surface portion includes a lower surface portion of one of the upper control arm and the lower control arm.

10. The vehicle suspension system of claim 9, wherein the spring element is mounted to a bracket.

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