GB2365829A

GB2365829A - An integrated vehicle suspension, axle and frame assembly

Info

Publication number: GB2365829A
Application number: GB0119374A
Authority: GB
Inventors: Gordon K Andersen; Brian K Anderson; Christopher K Yakes; Jon J Morrow; Jesse D Gander; Geoffrey W Schmitz; David W Archer
Original assignee: Oshkosh Truck Corp
Current assignee: Oshkosh Truck Corp
Priority date: 2000-08-08
Filing date: 2001-08-08
Publication date: 2002-02-27
Anticipated expiration: 2021-08-08
Also published as: GB2365829B; GB0119374D0

Abstract

An integrated assembly for large vehicles including independent suspension components (24,26,28,32,34), supporting side plates (10,12) and axle and frame components (16,2 in Fig.1). Each of the side plates (10,12) is a weldment in which the main part is a series of metal plates formed by bending a single sheet. Pockets (38,39,61 in Fig.4) are formed on the outside surfaces of the side plates (10,12). The pockets support the upper ends of suspension components, i.e. a coil spring 26, a shock absorber 24 and a jounce bumper (not shown), while the lower ends of the suspension components are carried by a lower control arm (32). The half-shafts of each axle (16 in Fig.1) extend through the side plates (10,12) which are carried by two C-shaped main frame members (2 in Fig. 1).

Description

<Desc/Clms Page number 1> INTEGRATED VEHICLE SUSPENSION, AXLE NND FRAME ASSEMBLY BACKGROUND AND SUMMARY OF THE INVENTION The present invention relates to large vehicles having independent suspensions, such as those which are typically used in military applications and in large municipal vehicles, such as fire trucks. In particular, the invention relates to a frame and independent suspension assembly which allows a vehicle to have better stability by lowering the center of gravity, and C# ZP better visibility, because a lower drivetrain and hoodline are made possible by providing more room between the main longitudinal members of the vehicle frame.

Military and other emergency vehicles must be designed to extremely demanding specifications. The vehicles must be capable of driving over or through obstacles which only a tactical or emergency operator would attempt. The vehicles must be able to endure corrosive, partially submerge and frequently dirty environments, such as standing water, chemicals or deep mud.

In addition, it is desirable for such vehicles to provide maximum forward visibility ring capacity. One step which has been taken in the design of heavy and maximum load cam' duty vehicles has been to utilize C-shaped channels as the main frame members. The use of two widely-spaced beams provides a space where various engine, transmission and other essential components can be mounted. Making more space available along the center line of the vehicle frame allows heavy components to be more effectively mounted at a lower elevation which, in turn, lowers the vehicle's center of gravity. Vehicles with low centers of gravity have improved stability. A lower center of gravity in a vehicle provides improved resistance to overturning as the vehicle traverses rough terrain or maneuvers around obstacles at high rates of speed. The improved visibility that results from the lowering of a vehicle's C#

drive train and hoodline allows for safer operation of the vehicle. While the present invention has particular application in the context of frame members which are C-shaped, the invention may be used with frame members having other shapes, such at tubular shapes (rounded and rectangular) and other structurally advantageous shapes.

The present invention provides a vehicle with a lower center of gravity, both with respect to vehicle components and with respect to cargo areas. These and other advantages are accomplished by using weldments which attach to and reach under the main frame members. The weldments include opposing side plates. Each side plate has two buttress- type end plates which support a main side plate member. The main side plate members are comprised of four generally rectilinerally oriented and integrally formed plates. Small buttress plates are used to define pockets for suspension components. such as a suspension spring and shock absorber. The weldments may include a pocket for a sway bar bushing and an opening which allows a sway bar to pass through the pair of weldments. A non-contact spring guide may be mounted inside a suspension coil sprin'g. The spring and spring guide are mounted between a lower control arm and a bearing plate carried by the front weldment of the present invention. The spring guide cooperates with a spring guide bushing. which is also carried by the bearing plat,e and which extends into the interior of the coil spring.

Other features and advantage of the present invention will be better understood upon a reading of the following specification, read together with the accompanying drawings, wherein: BRIEF DESCRIPTION OF THE DRAWINGS Figure I is a perspective view of a pair of front weldments and portions of a front axle constructed in accordance with the present invention; Figure 2 is a second perspective view of the weldments shown in Figure I with other suspension components shown adjacent thereto;

Figure 3 is a third perspective view of the weldments shown in Figures 1 and 2; Figure 4 is a side-elevational view of a front left-hand weldment of the present invention, as configured with no anti-sway bar; Fioure 5 is an end view of the weldment shown in Figure 4; Figure 6 is a top plan view of the weldment shown in Figures 4 and 5; Figure 7 is side-elevational view of a rear left-hand weldment of the present invention, as configured for use with an anti-sway bar; Figure 8 is an end view of the weldment shown in Figure 7; Figure 9 is a top plan view of the weldment shown in Figures 7 and 8; Figure' 10 is an exploded perspective view of a lower control arm constructed in accordance with the present invention; Fla e I I is cross-sectional view of a bushin- assembly of the control arm of the ur CD present invention; Figure 12 is an exploded perspective view of an anti-sway bar assembly made in accordance with the present invention; Fic,ure 13 is a cross-sectional view showina a bushin- for a spring guide made ir, 1-1 0 accordance with the present invention; Figure 14 is an end view of the spring guide bushing shown in Figure 13; Figure 15 is a longitudinal cross-section through a spring guide made in accordance with the present invention; and Figure 16 is a perspective view of structural frame elements used in the invention. FI-ur-_ 17 is a perspective vie,.A, oi a suspension assembly in which electric motors are held between two side plates of the suspension assembly.

DETAILED DESCRIPTION OF THE INVENTION Figure I shows the front portion of a vehicle and its suspension support in relation to a frame rail 2 of a vehicle. A left-hand or first side plate 10 is mounted beneath a left-hand frame rail (not shown), and a right-hand or second side late 12 is mounted beneath a right- p t, hand frame rail 2. Several bolts are used to connect each of the side plates 10 and 12 to its respective frame rail. A differential 15 with a differential drive connection 14 is connected to each of the side plates 10 and 12. The side plates shown in Figures I through 6 are for a suspension that is not equipped with an anti-sway bar.

Referring now to the first plate 10 shown in Figures I throuOh 6. it is comprised of three main components which are welded together. Those components are. a longitudinally extending main plate member 51; a leading end plate 48; and a trailing end plate 50. Longitudinally extending plate member 51 includes four sections: an upper vertical piate section 52; a horizontal plate section 54- a lower vertical plate section 56: and a lower lip 58. The upper vertical plate section 52 and the lower v_ertical plate section 56 are in a off-set and generally parallel relationship. Extending from the outer face of the upper vertical plate section 52 are three pockets including a shock absorber pocket ' )8 formed by gusset plates 40 and a bearing plate 42, a 'ounce bumper pocket 61 formed by gusset plates 40 and 46 and J jounce. bumper plate 62, and a coil spring pocket 39, defined by the end plate 48. gusset plate 46 and coil spring bearing plate 47. A liffing lug 44 may be welded to the bearing plate 47 for use in lifting the complete vehicle. The lower vertical plate section 56 has an opening 70 so that a driveshaft., in the form of a half-shaft 16, can extend from the differential 15 to the wheel end 18 (see: Figure 1).

As is most clearly shown in Figure 2, the elements of the suspension system are connected to the outer portions of the first side plate 10. The shock absorber 24 extends from the bearing plate 42 to the lower control ann 32. Similarly, the suspension coil spring 26

extends ftoin the lower control arm 32 to the bearing plate 47. In addition, inside the suspension coil spring 26, a spring guide 28 extends from the lower control arm 32 into the spring guide bushing 30 which is bolted to the coil spring bearing plate 47. An upper control arm 34 is connected by a ball joint 37 to an upper portion of the steering knuckle 41. The upper and lower control arms 34 and 32.. respectively, are held in place by four control arm mounting assemblies 94, an example of which is more clearly shown in Figure 10 discussed below. The locations of the control arm mountinc, assemblies for a left-hand side plate 10 can best be seen in Figure 4 wherein upper control arm attachment locations 68 and lower control arm attachment locations 66 are at upper and lower portions of the vertical mounting plate 56. An'ear 78 is used to support various system lines, i.e., hoses and wires, etc., which lead to the wheel end 18. A stiffening flange 60 extends from the outer edge of the end plate 50 to provide the plate 50 with increased resistance to buckling.

Figures 7, 8 and 9 show a left-hand side plate 10a for use with an anti-sway bar. In describing the anti-sway bar equipped left-hand side plate I Oa, the same reference numerals which are used to indicate portions of the non anti-sway bar front side plate 10 which are thle same. For example, a coil spring bearing plate 47 extends between an end plate 48 and a Qusset 46 to define a pocket 38 for a coil spring (not shown in Figure 7). The left-hand side plate 1.0a includes upper control arm mounting locations 68 and lower control arm mounting C locations 66. Gusset plates 40 and shock absorber bearing plate 42 define a shock absorber pocket 38. However, an element, which is part of the left-hand side plate 10a, which is not included in the side plate 10 is a bushing pocket 76 and an opening 74 through which extends an anti-sway bar 112, more details of which are shown in Figure 12.

Figure 10 is an exploded view of a lower control arm assembly. The lower control arm ' )2 has two control arm mounting assemblies 94, one of which is shown in exploded form on the left side of Figure 10. The control arm mounting assembly 94 includes a pin 96 and Z__

two bushing assemblies 98 (more detail of which is shown in Figure 11). The ends of the pin 96 are clamped by the blocks 36 as the blocks 36 are attached to the lower vertical plate section 56 of a side plate. A thrust washer 108 is disposed between each bushing assembly 98 and a block 36. A screw 110 and washer I I I are used to properly pre-load the bushing assembly 98 before installation. The lower control arm 32 includes a spring mount 90 through which there extends a spring pivot pin 91 and a sleeve bearing 95. A spring, seat 84, with a threaded hole 85 for receiving the spring guide 28, straddles the spring mount 90. A small dowel pin 89 retains the pin 89 in the spring seat 84, and causes the spring seat 84 to rotate the spring pivot pin 91 within the sleeve bearing 95. A pair of seals 9' ) prevent contaminants from entering the sleeve bearing 95 within the spring mount 90. Figure 10 also shows a ball Joint assembly, within which is housed a socket 80 on the outer end of the lower control arm 1) Figure I I is an enlarged cross-sectional view of the bushing assembly 98 which is part of the control arm mounting assembly 94. The bushing assembly 98 includes an inner sleeve bearing 106, an intermediate sleeve 104 and an outer elastomeric sleeve 102 which has a flange 107 at one end and annular ribs and grooves on the outside surface thereof. A seal 100 engages a shoulder formed on the outer edge of the intermediate sleeve 104. The bushing assembly 98 fits snugly into a bore formed at the inside end of each leg of the lower control arm _32. As the block 36 is tightened into position against the lower vertical plate section 56 of an end plate, the pin 96 is gripped by the block 3 )6 as a result of the closing of the gap formed by the slot 97 in the block 36. A slot in each block 36 of a control arm mounting assembly allows for easy removal of a pin 96 from the assembly 94. Arranging the slots 97 so that they face down makes it harder for water and mud to flow into the pin/block joint.

Figure 12 shows the anti-sway assembly which forms a part of the present invention. An anti-sway bar 112 has a splined end 114 and extends through the opening 74 in the upper vertical plate section 52 of a rear side plate I Oa. The anti-sway bar 112 is supported by a bushing 116. The bushing 116 is contained in a pocket 73, the top portion of which is formed by a removable plate 124. One end of the plate 124 is inserted into a slot 77 formed in a gusset plate 40, and the other plate 124 is held in place by bolts. A pair of collars I 18 maintain the position of the anti-sway bar 112 in the bushing 116. A pair of seals 119 prevent contaminants from entering the bushing 116. The splined end 114 of the anti-sway bar 112 is engaged in and clamped by an end of the arm 120. A vertical link 122 connects an end of the arm 120 to a lug 3 3 of the steering knuckle 4 1, as shown in Figure 3.

Figures 13 and 14 show the spring guide bushing 30 which is attached to the coil spring bearing plate 47 on the front side plates 10 and 12. The spring guide bushing 30 includes a tapered bore through which a spring guide 28 extends. The taper allows the sprin" Z:' 4-1 guide 28 to articulate slightly within the bushing 30. Mounting ears 33 facilitate the connection of the bushina 30 to the bearing plate 47. The bushing 30 is mounted in the orientation shown in Figure 2 so that the narrower end of the tapered opening 3 1 is upward, i.e., the bushing 30 extends down into and through the opening in the bearing plate 47. The rear spring is stable enough by itself not to need a guide. The spring guide 28 is shown in Figure 15. The spring guide 28 has a threaded end 27 which threads into the threaded hole 85 in the spring seat 84. (See Figure 10.) A stop 3 5 is welded to the body of the spring guide 28 to limit the threaded engagement of the threaded end 27 and the spring seat 84. At the opposite end of the spring guide 28, a drive socket is incorporated to facilitate the threaded engagement of the spring guide 28 into the spring seat 84 with a common wrench. It should be noted that the diameter of the spring guide 28 is substantially smaller than the inside diameter of the coil spring 26 through which it extends. The result is a non-contact spring

guide. The spring guide 28 is free to slide within the tapered opening 3 1 'in the spring guide Z=1 t# bushing 30 as the wheel of a vehicle moves up and down, The alignment of the spring seat 84, however, is maintained so that buckling of the coil spring 26 is prevented, even in instances where there is a large compression of the spring as a result of relative movement of ZD the wheel and the frame.

Figure 16 shows bow the C-shaped main frame members 2 and 4 are tied together Z-- without the formation of holes in the top and bottom flanges thereof. Reinforcing channels 133 and 134 are bolted to the inside of the vertical webs 130 and 0 1. Angle supports 135 and 136 connect the crossmember 137. In effect, the reinforcing channels 133 provide a horizontal extension of the flanges of the main frame members 2 and 4, and provide a location to which vertical bolts 140 may be used to connect the channels 133) and 1314 to the crossmember 13 7. The crossmember 13 7 is located just ahead of the rear axle or axles, in the case of tandem rear wheels.

Also shown in Figure 16 is a front crossmember 150, which is located under the main frame member 2 and 4, leaving room between the frame members 2 and 4. The front crossmember 150 is, like the rear crossmember, affixed to the main frame members without compromising the structural integrity of those members, as might be the case if holes in top and bottom flanges of the main frame members were drilled to receive connecting bolts. Large angle plates are bolted to the outside of the main frame members 2 and 4. Inwardly extending flanges 153 on large angle members 151 carry the ends of the front crossmember Zn Zn 150. Smaller angles 152 hold the crossmember 150 in place on the flanges 153). An upper angle plate 154 connects the vertical webs 13 )0 and 131 of the main frame members to the smaller angles 152 and to the crossmember 150.

Figure 17 is a perspective view of a suspension assembly in which two electric motors 160 and 162 are mounted between side plates 10b and 12b, rather than a more traditional

differential as shown in earlier described embodiments of the invention. This arrangement allows each of the motors to drive one half-shaft and one wheel. In the particular example shown in Figure 17, the motors directly drive the half-shafts (not shown). To enhance the structural strength of the assembly, which includes the side plates l0b and 12b, the housings of the motors 160 and 162 may be rigidly connected to one another. However, that if larger motors are used a 90 degree drive box may be inserted and the motors mounted in positions in which they are not disposed between the side plates, but are axially offset with respect to one another. Also in the example shown in Figure 17, the wheels are held in aligned positions relative to the frame by stabilizing bars 164 and 166, although the assembly shown is equally applicable to pairs of wheels which are steered wheels.

Having described a number of features, discoveries and principals embodied in the foregoing examples, it is intended and will be understood by those skilled in the art, that a number of modifications, alternatives and variations thereof may be made while still incorporating the spirit and scope of the inventions as claimed below.

Claims

Claims: I . A support for a suspwsion assembly for a heavy duty vehicle comprising a weldment forming a first side plate, said first side plate being mounted to a first elongated frame member, said first side plate having first and second mounting plates, said first and second mounting plates being generally parallel and being joined by a connecting plate, a pair of main buttress plates generally perpendicular to each of said first and second mounting plates and to said connecting plates, said first mounting plate having a first outer pocket and a second outer pocket, one end of a first extendible suspension element being supported in said first pocket and one end of a second extendible suspension element being supported in said second outer pocket. A frame and suspension assembly in accordance with claim I wherein: s al id assembly includes a second weldment forming C, a second side plate, said second side plat-, being mounted to an elongated frame member, said second side plate havina mounting plates, a connecting plate, buttress plates and pockets comprising a substan-tially mirror image configuration with reSDect to said first side plate- said first side plate being rigidlyjoined to said second side plate, and each of said side plates having an opening for allowing passage of a driveshaft there-through. whereby said first and second side plates form a support for a differential disposed between said side plates with said side plates comprising an independent suspension for wheels driven by said differential. 3. A frame and suspension assembly in accordance with claim 2 wherein: said first and second side plates are joined by a differential housing.

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4. A frame and suspension assembly in accordance with claim 1 wherein: an upper control arm is pivotably mounted to a lower portion of said second mounting plate, and an upper control arm is pivotably mounted to an upper portion of said second mounting plate, said upper and lower control arms each being pivotably connected to a steerin- knuckle, and said first and second suspension elements extending from said pockets to said lower control arm. 5. A frame and suspension assembly in accordance with claim I wherein: said first and second mounting plates are vertically oriented and laterally offset, and said connecting, plate is disposed horizontally between said first and second mounting plates, and said first mounting plate, said second mounting plate and said connecting plate comprise a single stamping. 6. A frame and suspension assembly in accordance with claim I wherein: a third outer pocket is carried by an outer suri'ace of said first mounting platc, said third outer pocket being disposed between said first and second outer pockets. 7. A frame and suspension assembly in accordance with claim I wherein: said first outer pocket supports one end of a shock absorber, a second end of said shock absorber being supported by a lower control arm attached to a lower portion of said second mounting plate, and said second outer pocket supporting one end of a suspension coil spring, a second end of said coil spring being mounted to said lower control arm. 8. A frame and suspension assembly in accordance with claim I in which a differential housing bridges said side plates. 9. A frame and suspension assembly in accordance with claim I in which a pair of electric motors are mounted between said side plates.

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10. A frame and suspension assembly in accordance with claim I in which a pair of gear boxes, each of which is connected to an electric motor, are mounted between said side plates. 1 11. A vehicle suspension assembly comprising a control arm, a coil spring, a pivotable spring seat rotatably mounted to said control arm, a coil spring bearing plate carried by a vehicle frame, said spring being normally partially compressed by weight of a vehicle between said control arm and said spring seat, an elongated member rigidly mounted to said spring seat and extending axially within said coil spring to said bearing plate, said bearing plate having said elongated member extending through and being guided by an opening. 12. A vehicle suspension assembly in accordance with claim I I wherein: a bushing is disposed adjacent to said opening, said bushina having a central through-hole aligned with said opening and having mounting flanges at one end mounted to one side of said bearing plate, s 'd throu-h-hole being tapered with one end of said through-hole being larger al in diameter than said elongated member, and an opposite end of said through-hoic having a diameter smaller than said elongated member, s *d bushina being comprised of wear-resistant materiai, whereby said bushing al ZD guides said elongated member as said elongated member passes through said bushing. ZD 13. A vehicle suspension assembly in accordance with claim .12 wherein: said elongated member is cylindrical and has an externally threaded first end and,,wench engagement surfaces at a second end, said spring seat having a threaded hole, whereby said elongated member may be installed by passing said elongated member through said bushing and using said ATench engagement surfaces to thread said externally threaded end into nigid supporting engagement with said internally threaded hole in said spring seat. Z#

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said elongated member being a hollow tube with internal driving surfaces at one end whereby said tube may be tightened into said intemally threaded hold by application of rotative forces to said driving surface, said tube being smooth on its upper portion and said bushing is made of a wear-resistant polymeric. 14. A vehicle suspension assembly in accordance with claim I I wherein: said coil spring has an inside diameter and said elongated member has an outside diameter, said inside diameter of said coil spring being substantially greater than said outside diameter of said elongated member. 15. An anti-sway bar assembly comprising a main torsion bar having splines on at least one end, and arm with mating section in gripping engagement with said splined end, s 'd arm being removeably attached and extending generally perpendicular to said main al torsion bar, a link connected to an upwardly and downwardly to a portion of a wheel end. 16. An anti-sway bar assembly in accordance with claim 15 wherein: said arm has an internally splined clamp, said clamp making a rigid non- rotative connection with said splined end of said main torsion bar. 17. An anti-sway bar assembly in accordance with claim 16 wherein: said assembly includes a bushing through which said main torsion bar extends, said bushing being mounted in a pocket in an outside face of a side plate carried by the main frame of a vehicle, and a removable plate to hold said bushing in said pocket. 18. An anti-sway bar in accordance with claim 15 wherein: said main torsion bar includes a first splined end and a second splined end, said main torsion bar being a generally straight round bar, said assembly includin(Ta first and a second arm and a first and a second link, C

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said first arm and first link being attached to said first splined end of said main torsion bar, and said second arm and second link being attached to said second splined end of said main torsion bar, s id main torsion bar extends through left and right rear side plates of a vehicle frame, al I C, 4:1 and said main torsion bar being moveable axially into and out of an operating position for repair and replacement thereof, upon disconnection of said splined ends from their respective arms. 19. A mountinc, assembly for a rotating arm comprising: an arm with a longitudinal axis cylindrical bore at one end of said arm, said cylindrical bore havin a bore 9 axis transverse to said longitudinal axis. a pin extending through said bore, a pair of clamping blocks, each block having a central opening, said clamping block being circumferenti ally discontinuous about said central opening unclamped and having a slot defined by portion of said block, said opening being dimensioned to allow said pin to pass through said opening in a first unchanged position and tightly gripping said pin in a second clamped position. 20. A mountina assembly in accordance with claim 19 wherein: portions of said block defining said slot have aligned holes through which a bolt may pass, whereby tightening of sail, bolt causes said slot to close and said block to grip said pin, said block being mountable to a surface by said bolt and said holes are unthreaded, said assembly includes a pair of bushings, said bushings being disposed in said cylindrical bore of said arm, said pin having a length greater than the sum of the lengths of said bushings whereby said pin when passing through said bushing has exposed ends grippable by said clamping blocks, Z#

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said bushings having an inner sleeve bearing and an outer elastomeric flanged sleeve and an intermediate sleeve therebetween with a seal at an outer end of said intermediate sleeve, said flanged sleeve having a flange at an outer end thereof, said pin has a threaded bore at each end, a threaded fastener being threadably engageable in said threaded bore, and said threaded fastener connecting with a washer to properly pre-load said pin between said clamping blocks when said clamping blocks grip said pin.