A connecting member for a suspension system of a vehicle

Abstract

Present disclosure discloses a connecting member (10) for a suspension system (100) of a vehicle (200). The connecting member (10) includes a connecting arm (2) defined with a first end (4) and a second end (6). Further, the connecting member (10) includes a first provision (12) extending from the first end (4). The first provision (12) is defined with a cavity (14) to receive one end of a damper (106). Furthermore, the connecting member (10) includes a second provision (20) extending from the first end (4) and proximal to the first provision (12). The second provision (20) receives a first ball joint (22) to couple the first end (4) of the connecting arm (2) with a knuckle (102). In addition, the connecting member includes clamp (30) defined at the second end (6) of the connecting arm. The clamp (30) is connectable to a link member of the suspension system (100).

Description

TECHNICAL FIELD

[0001] Present disclosure relates to a field of automobiles. Particularly but not exclusively, the present disclosure relates to a suspension system of a vehicle. Further, embodiments of the present disclosure relate to a connecting member for the suspension system of the vehicle.BACKGROUND OF THE DISCLOSURE

[0002] Generally, vehicles are equipped with suspension systems which act as shockabsorbing means. The suspension system isolate passengers from undulations of the road, impends shocks and vibrations arising from going over the undulations, thus makes the ride more comfortable. The suspension system further keeps tires / wheels of the vehicle in contact with the road and controls wear and tear of the tyres. Furthermore, the suspension system helps in providing stability to the vehicle along with good handling characteristics.

[0003] Typically, the suspension system includes a knuckle, a control arm coupled to one end of the knuckle, and a damper coupled to another end of the knuckle. The damper is accommodated in a strut and the strut is connected to the knuckle. The suspension system may further include a stabilizer / sway bar connected to the strut and a chassis of the vehicle, and linkages. One type of suspension system which is widely used is a Macpherson strut suspension system. While this suspension system is simple, the same possesses difficulty in developing a desired camber curve, i.e., to adjust a wheel camber as the vehicle moves. Further, the Macpherson strut suspension system possesses low geometry tuning capability. The geometry tuning capability refers to adjusting angles and positions of the control arm, the stabilizer / sway bar, and the linkages, to optimize the handling and stability of the vehicle.

[0004] Considering the above and with the advent of technology, various attempts have been made to address limitations posed by Macpherson strut suspension system . One such attempt is to modify the configuration of the Macpherson struct suspension system , where the one end of the knuckle receives a lower control arm and the another end of the knuckle receives an upper control arm. Further, the damper is connected to the lower control arm. This configuration of the strut is termed generally as a double wishbone suspension system. However, the double wishbone suspension system is bulky and requires huge space around the knuckle [proximal to the wheels] for accommodating. Further, the double wishbone suspension system is complex and is associated with a high cost.

[0005] The present disclosure is directed to overcome one or more limitations stated above and any other limitations associated with the prior arts.

[0006] The drawbacks / difficulties / disadvantages / limitations of the conventional techniques explained in the background section are just for exemplary purposes and the disclosure would never limit its scope only to such limitations. A person skilled in the art would understand that this disclosure and below mentioned description may also solve other problems or overcome the other drawbacks / disadvantages of the conventional arts which are not explicitly captured above.SUMMARY OF THE DISCLOSURE

[0007] One or more shortcomings of the conventional arts are overcome by a connecting member as claimed. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

[0008] In a non-limiting embodiment of the disclosure, a connecting member for a suspension system of a vehicle is disclosed. The connecting member includes a connecting arm defined with a first end and a second end. Further, the connecting member includes a first provision extending from the first end. The first provision is defined with a cavity to receive one end of a damper of the suspension system. Furthermore, the connecting member includes a second provision extending from the first end and proximal to the first provision. The second provision receives a first ball joint to couple the first end of the connecting arm with a knuckle. In addition, the connecting member includes a clamp defined at the second end of the connecting arm. The clamp is connectable to a link member of the suspension system. Configuration of the connecting member enables the lateral load to pass through the link member in addition to the damper, thereby increasing the camber stiffness. Such distribution of the lateral load enhances the kinematic characteristics of the vehicle, enhances handling characteristics, and aids in reducing the diameter of the damper [piston rod] .

[0009] In an embodiment, the clamp comprises a bush, the bush is sandwiched between the clamp and the link member, when the clamp is connected to the link member. The bush aids in mitigating harshness during the operation of the connecting member.

[0010] In an embodiment, the connecting member is a unitary structure. This ensures rigidity, high strength, and enhanced load bearing capabilities.

[0011] In another non-limiting embodiment of the present disclosure, a suspension system of a vehicle is disclosed. The suspension system includes a knuckle and a link member coupled to one end of the knuckle. Further, the suspension system includes a damper coupled to another end of the knuckle. Furthermore, the suspension system includes a connecting member disposed between and connectable to the damper, the link member, and the knuckle. The connecting member includes a connecting arm defined with a first end and a second end. Further, the connecting member includes a first provision extending from the first end. The first provision is defined with a cavity to receive one end of the damper of the suspension system. Furthermore, the connecting member includes a second provision extending from the first end and proximal to the first provision. The second provision receives a first ball joint to couple the first end of the connecting arm with the knuckle . In addition, the connecting member includes a clamp defined at the second end of the connecting arm. The clamp is connectable to the link member of the suspension system. In the suspension system, a kingpin axis is shifted towards a wheel axis, thereby reducing a spindle offset. This in turn aids in reducing an aligning torque, thereby reducing the effort [force] required to steer the wheels. Further, due to the reduction in the spindle offset, camber stiffness is increased, the turning circle diameter (TCD) of the vehicle is reduced and a scrub radius is tuneable by adjusting the angle or position of the link member.

[0012] In an embodiment, the link member is connected to the one end of the knuckle through a second ball joint.

[0013] In yet another non-limiting embodiment of the present disclosure, a vehicle is disclosed. The vehicle includes a chassis and a plurality of wheels supporting the chassis. The vehicle further includes a suspension system connectable to the chassis and the plurality of wheels. The suspension system includes a knuckle and a link member coupled to one end of the knuckle. Further, the suspension system includes a damper coupled to another end of the knuckle. Furthermore, the suspension system includes a connecting member disposed between and connectable to the damper, the link member, and the knuckle. The connecting member includes a connecting arm defined with a first end and a second end. Further, the connecting member includes a first provision extending from the first end. The first provision is defined with acavity to receive one end of the damper of the suspension system. Furthermore, the connecting member includes a second provision extending from the first end and proximal to the first provision. The second provision receives a first ball joint to couple the first end of the connecting arm with the knuckle. In addition, the connecting member includes a clamp defined at the second end of the connecting arm. The clamp is connectable to the link member of the suspension system.

[0014] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

[0015] The novel features and characteristics of the disclosure are set forth in the appended description. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

[0016] Figure 1 is a block diagram of a vehicle, according to an embodiment of the present disclosure

[0017] Figure 2 illustrates a perspective view of a portion of a vehicle depicting a suspension system equipped with a connecting member, according to an embodiment of the present disclosure;

[0018] Figure 3 illustrates a perspective view of the suspension system, according to an embodiment of the present disclosure;

[0019] Figure 4 illustrates a magnified view of portion A of Figure 3;

[0020] Figure 5 illustrates a bottom view of the connecting member of Figure 4; and

[0021] Figure 6 is a perspective view of the suspension system depicting a kingpin axis of the vehicle equipped with the suspension system of the present disclosure and the kingpin axis of the vehicle if equipped with the convention suspension system.

[0022] The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the system illustrated herein may be employed without departing from the principles of the disclosure described herein.DETAILED DESCRIPTION

[0023] While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiments thereof have been shown by the way of examples in the figures and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.

[0024] It is to be noted that a person skilled in the art would be motivated by the present disclosure and modify various features of a connecting member, a suspension system, and a vehicle, without departing from the scope of the disclosure. Therefore, such modifications are considered to be part of the disclosure. Accordingly, the drawings show only those specific details that are pertinent to understand the embodiments of the present disclosure, so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skilled in the art having the benefit of the description herein.

[0025] The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover non-exclusive inclusions, such that a device, an assembly, a mechanism, a system and a method that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system, or assembly, or device or method. In other words, one or more elements in a system / assembly / method proceeded by “comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the assembly or system or method.

[0026] In the present disclosure, the term “as an example” is used herein to mean “serving as an example, instance, or illustration”. Any embodiment or implementation of the presentsubject matter described herein as “as an example” is not necessarily to be construed as preferred or advantageous over other embodiments.

[0027] Unless the context of the disclosure describes or indicates a different interpretation, any reference to an object in the specification that is preceded by a definite or indefinite article, such as 'the', 'a', or 'an', should be understood to encompass both the singular and the plural forms of the object. Accordingly, “a” means “at least one / one or more”. The phrase “a / an X” may be construed as “at least one / one or more X”.The following paragraphs describe the present disclosure with reference to Figures 1 to 6. In the figures, the same element or elements that have similar functions are indicated by the same reference signs. In accordance with an embodiment of the present disclosure, a vehicle is disclosed. As depicted by a block diagram in Figure 1, the vehicle is generally illustrated and generally identified with reference numeral (200). It will be understood that the teachings of the present disclosure are not limited to any particular vehicle and may be employed in a myriad of category of vehicles including, but not limited to, commercial vehicles, passenger vehicles, hybrid vehicles (HV), and among others.

[0028] Referring to Figure 1, the vehicle (200) includes a chassis (202) and a plurality of wheels (204) supporting the chassis (202). As seen in Figure 2, the vehicle (200) further includes a suspension system (100) connected to the chassis (202) and the plurality of wheels (204). In an embodiment, the chassis (202) supports a body [cabin] [not shown in Figures] of the vehicle (200). The suspension system (100) is structured to isolate passengers from undulations of the road and impending shocks and vibrations arising from going over the undulations, making the ride more comfortable. The suspension system (100) further keeps the wheels (204) [tyres] of the vehicle (200) in contact with the road and controls the wear and tear of the tyres. Furthermore, the suspension system (100) helps in providing stability to the vehicle (200) along with good handling characteristics. In addition, the vehicle (200) may include a stabilizer / sway bar (206) connected to two adjacent suspension systems (100) associated with wheels at a front portion of the vehicle. The stabilizer / sway bar (206) is structured to prevent body roll or toppling of the vehicle (200), for instance, prevent body roll when the vehicle (200) is moving at a velocity higher than a maximum turning velocity during cornering / tuming / banking and high pitching movements of the vehicle (200).

[0029] Referring to Figure 3, the suspension system (100) further includes a knuckle (102). The knuckle (102) is coupled to the wheels (204) on one side through a hub (116) [best seen in Figure 6], The knuckle (102) is defined with one end (112) and another end (114). The suspension system (100) further includes a link member (104) coupled to the one end (112) of the knuckle (102). The link member (104) is connected to the one end (112) of the knuckle (102) through a second ball joint (40) [best seen in Figure 4], In an embodiment, as seen in Figure 4, the suspension system (100) may include two link members (104, 104'), where a first link member (104) is connected to the one end (112) of the knuckle (102) through one second ball joint (40) and a second link member (104) is connected to the one end (112) of the knuckle (102) through another second ball joint (40'). Furthermore, the suspension system (100) includes a damper (106) coupled to the another end (114) of the knuckle (102) by the connecting member (10) through a first ball joint (22), where another end (110) of the damper (106) is coupled to the chassis (202). Without limiting, the damper (106) may be a telescopic damper having a piston-cylinder arrangement. In addition, the suspension system (100) includes a connecting member (10) disposed between and connected to the damper (106) and the link member ( 104) . Configuration of the connecting member ( 10) is elucidated in the below sections.

[0030] As seen in Figure 4, the connecting member (10) includes a connecting arm (2) defined with a first end (4) and a second end (6). The connecting member (10) includes a first provision (12) extending from the first end (4). The first provision (12) is defined with a cavity (14) to receive one end (108) of the damper (106). As an example, the first provision (12) may be but not limiting to a cylindrical provision. Further, the connecting member (10) includes a second provision (20) extending from the first end (4) and proximal to the first provision (12). The second provision (20) includes an aperture (24) to receive a first ball joint (22) to couple the first end (4) of the connecting arm (2) with the another end (114) of the knuckle (102).

[0031] The connecting member (10) further includes a clamp (30) defined at the second end (6) of the connecting arm (2). The clamp (30) is firmly connectable to the link member (104). The clamp (30) may resemble a U-shape or a C-shape, defining a slot (32). As seen in Figure 5, the clamp (30) includes a bush (34). The bush (34) may be connected to the clamp (30) through a fastener (50). The bush (34) is sandwiched between the clamp (30) and the link member (104), when the clamp (30) is connected to the link member (104). That is, the bush (34) is disposed within the slot (32) and the link member (104) is receivable on the bush (34).The bush (34) aids in providing movement in x, y and z directions between the link member (104) and the connecting member (10), during operation of the suspension system (100), thus effectively dampening lateral forces induced on to the suspension system (100). in mitigating harshness during the operation of the connecting member (10). In an embodiment, the connecting member (10) is a unitary structure. Such unitary configuration of the connecting member (10) ensures rigidity, high strength, and enhanced load bearing capabilities. In an embodiment, the shape of the connecting arm (2) may resemble a substantially boomerang shape. Such configuration of the connecting arm (2) enhances load bearing capabilities, particularly aids in distributing lateral loads.

[0032] Turning now to Figure 6, depicting kingpin axis position in the suspension system (100) equipped with the connecting member ( 10) of the present disclosure and the conventional suspension system. The kingpin axis (B-B) in a conventional suspension system [MacPherson strut suspension] is established by a line that connects a top bearing of the strut to a lower ball joint. The kingpin axis (A-A) is established by a connecting line that connects the first ball joint (22) and a point (D) [as depicted in Figure 5], The point (D) is obtained where central axis of the first link member ( 104) and central axis of the second link member (104') intersects . The distance between a wheel axis (X-X) to the kingpin axis (A-A, B-B) at wheel centre is termed a spindle offset. The lower the spindle offset, the better is performance of the vehicle (200) in relation to handling, turning, camber stiffness, and among others. As evident from Figure 6, the spindle offset of the suspension system (100) equipped with the connecting member (10) of the present disclosure is lower when compared to the spindle offset of the suspension system of the conventional vehicle. This reduction in the spindle offset helps in reducing an aligning torque. The aligning torque is a torque that is generated by the wheels (204) during rolling, to steer towards the direction of travel. Since the aligning torque is reduced, the effort [force] required to steer the wheels (204) is reduced. Further, the reduction in spindle offset aids in increasing the camber stiffness and reducing the turning circle diameter (TCD) of the vehicle (200), and enabling tuning of a scrub radius by adjusting angle or position of the link member (104).

[0033] In the conventional suspension system [MacPherson strut], the lateral force is solely handled by the damper (106). On the other hand, in the present disclosure, the connecting member (10) is connected to the link member (104). This enables the lateral load to passthrough the link member (104) in addition to the damper (106), thereby increasing the camber stiffness. Such distribution of the lateral load enhances the kinematic characteristics of the vehicle (200) and enhances handling characteristics. Further, due to the distribution of the lateral load, the diameter of the damper (106) [piston rod] is reduced, aiding in obtaining cost effective suspension system. Furthermore, the connecting member (10) of the present disclosure is simple in construction, cost effective, and requires less space. In addition, the connecting member (10) of the present disclosure is retrofittable.

[0034] It is to be understood that a person of ordinary skill in the art may develop the connecting member (10), the suspension system (100), and the vehicle (200) of a similar configuration without deviating from the scope of the present disclosure. Such modifications and variations may be made without departing from the scope of the present invention. Therefore, it is intended that the present disclosure covers such modifications and variations provided they come within the ambit of the appended claims and their equivalents.EQUIVALENTS

[0035] With respect to the use of substantially any plural and / or singular terms herein, those having skill in the art can translate from the plural to the singular and / or from the singular to the plural as is appropriate to the context and / or application. The various singular / plural permutations may be expressly set forth herein for sake of clarity.

[0036] In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.

[0037] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

[0038] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims are generally intended as “open” terms. It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the followingappended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an”; the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number. Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention. In those instances, where a convention analogous to “at least one of A, B, or C, etc.” is used, in general, such a construction is intended in the sense one having skill in the art would understand the convention. It will be further understood by those within the art that virtually any disjunctive word and / or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.” While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.REFERRAL NUMERICALS

Claims

Claims:

1. A connecting member (10) for a suspension system (100) of a vehicle (200), the connecting member (10) comprising:a connecting arm (2) defined with a first end (4) and a second end (6);a first provision (12) extending from the first end (4), and being defined with a cavity (14) to receive one end of a damper (106) of the suspension system (100);a second provision (20) extending from the first end (4) and proximal to the first provision (12), the second provision (20) receives a first ball joint (22) to couple the first end (4) of the connecting arm (2) with a knuckle (102); anda clamp (30) defined at the second end (6) of the connecting arm (2), wherein the clamp (30) is connectable to a link member (104) of the suspension system (100).

2. The connecting member (10) as claimed in claim 1, wherein the clamp (30) comprises a bush (34), wherein the bush (34) is sandwiched between the clamp (30) and the link member (104), when the clamp (30) is connected to the link member (104).

3. The connecting member (10) as claimed in claim 1, wherein the connecting member (10) is a unitary structure.

4. A suspension system (100) of a vehicle (200), the suspension system (100) comprising:a knuckle (102);a link member (104) coupled to one end (112) of the knuckle (102);a damper (106) coupled to another end (114) of the knuckle (102); anda connecting member (10) disposed between and connectable to the damper (106), the link member (104), and the knuckle (102), the connecting member (10) comprising: a connecting arm (2) defined with a first end (4) and a second end (6);a first provision (12) extending from the first end (4), and being defined with a cavity (14) to receive one end (108) of the damper (106) of the suspension system (100);a second provision (20) extending from the first end (4) and proximal to the first provision (12), the second provision (20) receives a first ball joint (22) to couple the first end (4) of the connecting arm (2) with the knuckle (102); anda clamp (30) defined at the second end (6) of the connecting arm (2), wherein the clamp (30) is connectable to the link member (104) of the suspension system (100).

5. The suspension system (100) as claimed in claim 4, wherein the link member (104) is connected to the one end (112) of the knuckle (102) through a second ball joint (40).

6. The suspension system (100) as claimed in claim 4, wherein the clamp (30) comprises a bush (34), wherein the bush (34) is sandwiched between the clamp (30) and the link member (104), when the clamp (30) is connected to the link member (104).

7. The suspension system (100) as claimed in claim 4, wherein the first provision (12) is offset at an angle relative to the clamp (30), wherein the offset angle ranges between 10° and 40°.

8. The suspension system (100) as claimed in claim 4, wherein the connecting member (10) is a unitary structure.

9. A vehicle (200), comprisinga chassis (202);a plurality of wheels (204) supporting the chassis (202); anda suspension system (100) connectable to the chassis (202) and the plurality of wheels (204), the suspension system (100) comprising:a knuckle (102);a link member (104) coupled to one end (112) of the knuckle (102); a damper (106) coupled to another end (114) of the knuckle (102); and a connecting member (10) disposed between and connectable to the damper (106), the link member (104), and the knuckle (102), the connecting member (10) comprising:a connecting arm (2) defined with a first end (4) and a second end (6); a first provision (12) extending from the first end (4), and being defined with a cavity (14) to receive one end (108) of the damper (106) of the suspension system (100);a second provision (20) extending from the first end (4) and proximal to the first provision (12), the second provision (20) receives a first ball joint (22) to couple the first end (4) of the connecting arm (2) with the knuckle (102); anda clamp (30) defined at the second end (6) of the connecting arm (2), wherein the clamp (30) is connectable to the link member (104) of the suspension system (100).

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