Description:FIELD
The present disclosure relates to a camber link for a vehicle and in particular relates to the camber link for the vehicle suspension.
DEFINITION
As used in the present disclosure, the following terms are generally intended to have the meaning as set forth below, except to the extent that the context in which they are used indicate otherwise.
Camber link - The term camber link refers to a link that attaches the hub of vehicle wheel to the chassis of the vehicle.
BACKGROUND
The background information herein below relates to the present disclosure.
A camber link for a vehicle suspension has a first end attached to the vehicle chassis and a second end attached to the vehicle suspension frame. The existing camber links have a constant cross section usually selected from the group consisting of a circular cross section, a C-shaped cross section. The constant cross section of the existing camber link offers simplicity of construction and low self-weight. However, the existing camber link does not offer strength when subjected to incident bending loads in different directions. Fatigue strength of the existing camber link is decreased under the action of repetitive loads as the vehicle is moved. Moreover, to increase the strength demands against these bending loads, the size of the cross section of the existing camber link has to be significantly increased. However, with an increase in size results in increased weight of the camber link. Still further, the existing camber links with increased dimensions require increased packaging space. Therefore, the fitment of the existing camber links between the suspension of the vehicle and the chassis of the vehicle is a problem. Further, the existing camber link is made of aluminum by casting process which is costly.
Thus, there is a need for, a camber link for a vehicle that alleviates the aforementioned drawbacks.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
An object of the present invention is to provide a camber link for a vehicle that offers increased strength against complex loading conditions.
Another object of the present invention is to provide a camber link for a vehicle that offers reduced weight of construction.
Still another object of the present invention is to provide a camber link for a vehicle that offers simplicity in the manufacturing process thereof.
Yet another object of the present invention is to provide a camber link for a vehicle that offers cost reduction.
Another object of the present invention is to provide a camber link for a vehicle that offers increased packaging space.
Another object of the present invention is to provide a camber link for a vehicle that eliminates interference between components during operative condition of vehicle; and
Another object of the present invention is to provide a camber link for a vehicle that offers increased fatigue strength.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure discloses a camber link for a vehicle. The camber link is config-ured to be mounted on a vehicle chassis to support at least one vehicle suspension there-on. The camber link comprises a body portion having a first arcuate section, a second arcuate section, and a third arcuate section. A first perforated end is configured at the free extremity of the first arcuate section, and a second perforated end configured at the free extremity of the second arcuate section. The first arcuate section, the second arcu-ate section and the third arcuate section are in different planes. The edges of the body portion are defined by flanges to define a channel extending from the first perforated end to the second perforated end. An at least one reinforcing element is attached which extends partly in the first arcuate section, substantially in the second arcuate section, and wholly in the third arcuate section.
In a preferred embodiment, the channel has a cross section that varies along the length of the channel from the first perforated end to the second perforated end.
In a preferred embodiment, the at least one reinforcing element is weldably attached to the inner walls of the camber link.
In a preferred embodiment, the at least one reinforcing element is located midway along an operative width of the camber link.
In a preferred embodiment, at least one reinforcing element has at least one void, con-figured thereon.
In a preferred embodiment, the camber link is made of sheet metal panels, that are welded together, the sheet metal panels are in the form of C channels having standard dimensions.
In a preferred embodiment, the camber link is made of sheet metal panels, having dif-ferent sizes.
In a preferred embodiment, wherein the at least one reinforcement member is made of sheet metal.
In a preferred embodiment, at least one stiffening element is configured on the outer sidewalls of the channel.
In a preferred embodiment, tooling holes are configured on the outer sidewalls of the channel.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING
A camber link for a vehicle, of the present disclosure, will now be described with the help of the accompanying drawing, in which:
Figures 1-3 show isometric views of the vehicle having different cross sections, in accordance with various embodiments of the prior art;

Figure 4 shows an isometric view of the vehicle, in accordance with an embodiment of the present disclosure;
Figure 5 shows another isometric view of the vehicle, in accordance with an embodiment of the present disclosure;
Figure 6 shows an isometric view of the camber link of the figure 1;
Figure 7 shows a front view of the figure 3;
Figure 8 shows a front view of a panel of the camber link of the figure 3;
Figure 9 shows an isometric view of a panel of the camber link of the figure 3;
Figure 10 shows a top view of the figure 3;
Figure 11 shows the camber link in undeformed position, an upper extreme position and a lower extreme position; and
Figure 12 shows a top view of the first end of the camber link.
LIST OF REFERENCE NUMERALS
10 – first end of camber link
20 – second end of camber link
30 – first arcuate section
40 – second arcuate section
50 – third arcuate section
60 – reinforcing element
70, 72 – voids
80, 82 – panels
84 – stiffening element
86 – tooling holes
90 – channel
100 – body portion
100a – camber link of the present disclosure
100a’, 100a’’, 100a’’’ – camber links of the prior art
101 – undeformed position of camber link
102 – upper extreme position of camber link
103 – lower extreme position of camber link
104 – edges of the body portion
400 – suspension
500 – vehicle chassis
600 – drive shaft
700 – body-in-white member
H – operative horizontal direction
V – operative vertical direction
L – operative longitudinal direction
DETAILED DESCRIPTION
Embodiments of the present disclosure, will now be described with reference to the accompanying drawings.
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms “a”, “an”, and “the” may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms “comprises”, “comprising”, “including”, and “having”, are open ended transitional phrases and therefore specify the presence of stated features, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, elements, components, and/or groups thereof. The particular order of steps disclosed in the method and process of the present disclosure is not to be constructed as necessarily requiring their performance as described or illustrated. It is also to be understood that additional or alternative steps may be employed.
When an element is referred to as being “mounted on”, “engaged to”, “connected to”, or “coupled to” another element, it may be directly on, engaged, connected or coupled to the other element. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed elements.
The terms first, second, third, etc., should not be construed to limit the scope of the present disclosure as the aforementioned terms may be only used to distinguish one element, component, region, layer or section from another component, region, layer or section. Terms such as first, second, third etc., when used herein do not imply a specific sequence or order unless clearly suggested by the present disclosure.
Terms such as “inner”, “outer”, “beneath”, “below”, “lower”, “above”, “upper”, and the like, may be used in the present disclosure to describe relationships between different elements as depicted from the figures.
Referring to figures 1-3 show various embodiments of the camber link 100a’, 100a’’, 100a’’’ of the prior art. Figure 1 shows the camber link 100a’ having a hat-shaped cross section. Figure 2 shows the camber link 100a’’ having a circular cross section. Figure 3 shows the camber link 100a’’’ having a C-shaped cross section. The camber links 100a’, 100a’’, 100a’’’ mentioned in all the prior arts of figures 1-3, offer a simple construction and are light in weight. However, they lack strength when subjected to complex bending loads, especially when the bending loads are incident in different directions/planes. An increased strength of the existing camber link 100a’, 100a’’, 100a’’’ is obtained by increasing the dimensions thereof. Moreover, the existing camber links 100a’, 100a’’, 100a’’’ are made by casting process which is very costly. Still further, the existing camber links 100a’, 100a’’, 100a’’’ with increased dimensions require increased packaging space. The existing camber links 100a’, 100a’’, 100a’’’ are made of aluminium which requires larger dimensions to offer increased strength. This requires larger packaging space to accommodate the conventional camber links 100a’, 100a’’, 100a’’’. Therefore, the fitment of the existing camber links 100a’, 100a’’, 100a’’’ between the suspension of the vehicle and the chassis of the vehicle poses a problem for accommodating other components of the vehicle. The existing camber links 100a’, 100a’’, 100a’’’ results in fitment issues.
Referring to figures 4-12, a camber link 100a for a vehicle will now be described. Fig-ure 1 shows an operative right side and an operative left side of the vehicle suspension. The operative right side is symmetrical to the operative left side of the vehicle suspen-sion. Hereafter, the camber link 100a on the operative right side will be described here-after. The camber link 100a has a longitudinal direction L in a direction from the opera-tive left to the operative right of the vehicle. An operative vertical direction V is in the direction of the weight of the vehicle. An operative horizontal direction H of the camber link 100a is in the direction from an operative front of the vehicle to an operative rear of the vehicle. The camber link 100a is configured to be mounted on a vehicle chassis 500, to support the vehicle suspension thereon. The camber link 100a comprises a body por-tion 100, a first perforated end 10, and a second perforated end 20. The body portion 100 has a first arcuate section 30, a second arcuate section 40, and a third arcuate sec-tion 50 thereon. The first perforated end 10 is configured at the free extremity of the first arcuate section 30. The second perforated end 20 is configured at the free extremity of the second arcuate section 40. The first arcuate section 30, the second arcuate section 40 and the third arcuate section 50 lie in different planes. In an embodiment as shown in figure 3, the first arcuate section 30, the second arcuate section 40 and the third arcuate section 50 lie a H-L plane, V-L plane and a V-H plane. The first arcuate section 30, the second arcuate section 40 and the third arcuate section 50 facilitate achieving desired clearances with the surrounding parts to avoid clashes/fouling when the vehicle travels over potholes and speed breakers.
Additionally, as seen in figure 8, the first arcuate section 30, the second arcuate section 40 and the third arcuate section 50 eliminates fitment issues that are observed in conven-tional camber links 100a’, 100a’’, 100a’’’ having no arcuate regions. It is seen from the figure 11, the camber link 100a of the present disclosure avoids interference with a body-in-white member 700. This also increases the packaging space available for fitment of components. An undeformed assembled position 101 of the camber link 100a is shown in figure 11, which clearly shows avoidance of interference of the camber link 100a with the body-in-white member 700. A clearance is maintained due to the first ar-cuate section 30, the second arcuate section 40 and the third arcuate section 50. The clearance is maintained between the first arcuate section 30, the second arcuate section 40 and the third arcuate section 50 of the camber link 100a, and the body-in-white member 700 in all the directions H, V, L. Thus, existing packaging construction of the vehicle suspension does not have to be altered, as alteration results in significant increase in costs.
Moreover, figure 11 shows an upper extreme position 102 of the camber link 100a and a lower extreme position 103 of the camber link 100a. The upper extreme position 102 corresponds to a position when the vehicle passes through a ditch or a depression on the road. In the upper extreme position 102, the clearance is maintained between the first arcuate section 30, the second arcuate section 40 and the third arcuate section 50, and the body-in-white member 700 in all the directions H, V, L. In the lower extreme posi-tion 103, the clearance is maintained between the first arcuate section 30, the second arcuate section 40 and the third arcuate section 50, and the body-in-white member 700 in all the directions H, V, L. Thus, packaging problems are avoided.
Further, the edges 104 of the body portion 100 are defined by flanges to define a chan-nel 90 extending from the first perforated end 10 to the second perforated end 20. The camber link 100a comprises an at least one reinforcing element 60 attached which ex-tends partly in the first arcuate section 30, substantially in the second arcuate section 40, and wholly in the third arcuate section 50. The at least one reinforcing element 60 pro-vided partly in the first arcuate section 30, substantially in the second arcuate section 40, and wholly in the third arcuate section 50 offers increased stiffness of the camber link 100a against complex loading conditions. Additionally, fatigue strength of the camber link 100a of the present disclosure is increased significantly due to the at least one rein-forcing element 60. The conventional camber links 100a’, 100a’’, 100a’’’ simply lack the ability of the camber link 100a of the present disclosure to offer increased strength against complex loading conditions that are incident in more than one plane/direction.
The camber link 100a further comprises at least one stiffening element 84 configured on the outer sidewalls of the channel 90. The camber link 100a further comprises tooling holes 86 configured on the outer sidewalls of the channel 90.
In a preferred embodiment, the channel 90 has a cross section that varies along the length of the channel 90 from the first perforated end 10 to the second perforated end 20. This facilitates imparting strength against complex loading conditions.
In a preferred embodiment, the at least one reinforcing element 60 is weldably attached to the inner walls of the camber link 100a.
In a preferred embodiment, the at least one reinforcing element 60 is located midway along an operative width 200 of the camber link 100a. This facilitates increased strength, to avoid stress concentration. The at least one reinforcing element 60 provided partly in the first arcuate section 30, substantially in the second arcuate section 40, and wholly in the third arcuate section 50 offers increased stiffness of the camber link 100a against complex loading conditions. The at least one reinforcing element 60 compensates for loss in stiffness/strength of the camber link 100a due to the curvature of the first arcuate section 30, the second arcuate section 40 and the third arcuate section 50. Additionally, fatigue strength of the camber link 100a of the present disclosure is increased signifi-cantly due to the at least one reinforcing element 60.
In an embodiment as shown in figure 10, the first arcuate section 30 has a curvature in the H-L plane. This facilitates eliminating the requirement of additional packaging space. In the embodiment shown in the figure 10, the offset distance of the first arcuate region 30 is 15mm in the operative horizontal direction H from a line joining the first perforated end 10 and the second perforated end 20. In addition to this, the first arcuate section 30 has a curvature in the V-L plane which can be packaged with the existing packaging constraints. In the embodiment shown in the figure 7, the offset distance of the third arcuate region 50 is 90mm in the operative vertical direction V from the line joining the first perforated end 10 and the second perforated end 20.
In a preferred embodiment, the at least one reinforcing element 60 has at least one void 70, 72 configured thereon. This facilitates weight optimization of the camber link 100a.
In a preferred embodiment, the camber link 100a is made of sheet metal panels 80, 82 that are welded together. The sheet metal panels 80, 82 are in the form of C channels having standard dimensions that are easily available in the market.
In a preferred embodiment, the camber link 100a is made of sheet metal panels 80, 82 having different sizes. As shown in figure 9, the panel 80 has a bigger size than the pan-el 82 having a smaller size.
In a preferred embodiment, the at least one reinforcement member 60 is made of sheet metal.
The camber link 100a further comprises at least one stiffening element 84 configured on the outer sidewalls of the channel 90. The camber link 100a further comprises tooling holes 86 configured on the outer sidewalls of the channel 90.
In an embodiment, the camber link 100a is attached to the chassis 500 of a seven-seater electric sport utility vehicle.
In an embodiment, the camber link 100a is attached to the chassis 500 of an automobile selected from the group consisting of truck, car, vehicles powered by conventional fuels.
The foregoing description of the embodiments has been provided for purposes of illustration and not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment, but, are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCEMENT
The present disclosure described herein above has several technical advantages including, but not limited to, a camber link for a vehicle that:
• is lightweight in construction;
• offers an increased strength against complex loading conditions;
• requires less packaging space; and
• is easy to manufacture;
• offers increased packaging space;
• increases fatigue strength of the camber link due to presence of reinforcement element;
• eliminates interference between components during operative condition of vehicle.
The disclosure has been described with reference to the accompanying embodiments which do not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully revealed the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated element or group of elements, but not the exclusion of any other element or group of elements.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. , Claims:WE CLAIM:
1. A camber link (100a) for a vehicle, said camber link (100a) configured to be mounted on a vehicle chassis (500) to support at least one vehicle suspension (400) thereon, said camber link (100a) comprising:
o a body portion (100) having a first arcuate section (30), a second arcuate section (40), and a third arcuate section (50) thereon;
o a first perforated end (10) configured at the free extremity of said first arcuate section (30);
o a second perforated end (20) configured at the free extremity of said second arcuate section (40);
wherein,
• said first arcuate section (30), said second arcuate section (40) and said third arcuate section (50) are in different planes;
• edges (104) of said body portion (100) are defined by flanges to define a channel (90) extending from said first perforated end (10) to said second perforated end (20); and
• at least one reinforcing element (60) attached which extends part-ly in said first arcuate section (30), substantially in said second ar-cuate section (40), and wholly in said third arcuate section (50).
2. The camber link (100a) as claimed in claim 1, wherein said channel (90) has a cross section that varies along the length of said channel (90) from said first per-forated end (10) to said second perforated end (20).
3. The camber link (100a) as claimed in claim 1, wherein said at least one reinforc-ing element (60) is weldably attached to the inner walls of said camber link (100a).
4. The camber link (100a) as claimed in claim 1, wherein said at least one reinforc-ing element (60) is located midway along an operative width (200) of said cam-ber link (100a).
5. The camber link (100a) as claimed in claim 1, wherein said at least one reinforc-ing element (60) has at least one void (70, 72) configured thereon.
6. The camber link (100a) as claimed in claim 1, wherein said camber link (100a) is made of sheet metal panels (80, 82) that are welded together, said sheet metal panels (80, 82) are in the form of C channels.
7. The camber link (100a) as claimed in claim 1, wherein said camber link (100a) is made of sheet metal panels (80, 82) having different sizes.
8. The camber link (100a) as claimed in claim 1, wherein said at least one rein-forcement member (60) is made of sheet metal.
9. The camber link (100a) as claimed in claim 1 including at least one stiffening el-ement (84) configured on the outer sidewalls of said channel (90).
10. The camber link (100a) as claimed in claim 1 including tooling holes (86) config-ured on the outer sidewalls of said channel (90).
Dated this 31st day of October, 2023

_______________________________
MOHAN RAJKUMAR DEWAN, IN/PA – 25
of R.K.DEWAN & CO.
Authorized Agent of Applicant

TO,
THE CONTROLLER OF PATENTS
THE PATENT OFFICE, AT MUMBAI