DESC:FIELD
The present disclosure relates to the field of vehicle suspension.
DEFINITIONS
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.
Cradle: Suspension cradles (front and rear) are elements of a car chassis that configured to support the suspension elements such as arms and other elements.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
Automotive vehicles today have suspension systems generally known as MacPherson strut type suspension system or double-wishbone type suspension systems. Such systems typically include a lower control arm (also called as an A-arm) which pivots relative to the vehicle's frame to allow a wheel and tire to move upwardly and downwardly relative to the frame during cornering or in response to encountering an object, such as a pot hole in the road.
Generally, in double wishbone suspensions, bushings are used for vibration isolation. The bushing is compliant, so the system is slow to respond, thus giving poor steering, low lateral stiffness and bad handling characteristics.
Hence, there is a need for a lower control arm assembly of a vehicle suspension system which gives comparatively better steering feel, increased lateral stiffness of suspension and improves handling.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment satisfies, are as follows:
A primary object of the present disclosure is to provide a suspension system for a vehicle.
Another object of the present disclosure is to provide a suspension system having a lower control arm assembly which has high durability.
Yet another object of the present disclosure is to provide a suspension system which has improved life of the lower control arm.
Still another object of the present disclosure is to provide a suspension system gives a good steering feel.
Yet another object of the present disclosure is to provide a suspension system which gives good lateral stiffness of the suspension.
Still another object of the present disclosure is to provide a suspension system which gives good handling and control of the vehicle.
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 is related to a suspension system for a vehicle. The suspension system is fitted with at least one lower-control arm assembly, wherein the lower-control arm assembly is pivotally connected to the chassis of the vehicle. The lower-control arm assembly is provided with an opening for receiving a cross-axis ball joint. The cross-axis ball joint is configured to receive a wheel end assembly (not seen in figures).
In an embodiment, the cross-axis ball joint comprises the following elements:
• a housing for connecting the cross-axis ball joint with the lower-control arm assembly of the suspension system;
• a ball race provided on the inner surface of the housing;
• a ball sleeve disposed within the ball race;
• a sealing boot clamped at each end of the ball sleeve for sealing the cross-axis ball joint from particles and fluids;
• an end ring disposed between each of the sealing boots and each end of the ball sleeve; and
• clamping rings for clamping each of the sealing boots to the ball sleeve.
In another embodiment, the material of the lower-control arm assembly is selected from the group consisting of steel, aluminium, and composite materials.
In yet another embodiment, the housing of the cross axis ball joint is press fit into the opening provided in the lower control arm.
In still another embodiment, the lower control arm assembly includes a control arm body with a ball joint at a first pivotal end of the arm assembly, a bushing (not seen in figures) provided at a second other pivotal end of the arm assembly, and the cross axis ball joint provided at the free end of the arm assembly. The free end is configured for receiving a wheel end assembly (not seen in figures).
In an embodiment, the ball race is a separate element press fitted on the inner surface of the housing.
In another embodiment, the ball race is a formed on the inner surface of the housing.

BRIEF DESCRIPTION OF ACCOMPANYING DRAWING
Figure 1 illustrates a cross axis ball joint assembly and a sectional schematic of the ball joint according to an embodiment of the present disclosure;
Figure 2 illustrates lower control arm assembly shown in Figure 1;
Figure 3a illustrates cross axis ball joint; and
Figure 3b illustrates a sectional schematic of a cross axis ball joint of Figure 3a.
LIST OF REFERENCE NUMERALS
10 Lower Control Arm Assembly
11 Body of the lower control arm
20 Cross Axis Ball Joint
21 Ball Sleeve
22 Housing
23 Ball Race
24 End Ring
25 Sealing Boot
26 Clamping Ring
100 Suspension system for a vehicle
DETAILED DESCRIPTION
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
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, steps, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, steps, 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 construed 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, section from another component, region, 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.
Generally, in double wishbone type suspension system bushings are used for vibration isolation. The bushing has more compliance as compare to cross axis ball joint, so the system is slower to respond. To get better steering feel, increased lateral stiffness of suspension and to improve handling, we considered cross axis ball joint 20 for shown assembly.
A cross axis joint is a ball-joint especially designed to carry loads in a radial direction and transfer such loads to a mating part by clamping force and friction. Typically, a two-sided device (connection of lower control arm assembly with cradle) is touching the respective surfaces of the inner sleeve. The cross axis ball joint mounting opening in cradle have a through hole and during the assembly process a bolt will be put through the cradle and the inner diameter or through hole of the cross axis joint. After that the bolt will be tightened up, so that the contact friction (between end face and connection piece) will keep the joint from moving. Typically the cross axis joint is used as a pivot joint as replacement for a bushing at the lower control arm to cradle connection at the front suspension.
The present disclosure describes a suspension system 100 for a vehicle. The suspension system 100 is a system having a lower control arm assembly 10. The suspension system 100 is durable and a longer life when compared to other known suspensions with control arms. The control arm assembly 10 includes a control arm body 11 with a ball joint (not seen in figures), bushings (not seen in figures) and a cross axis ball joint 20 for receiving a wheel end assembly (not specifically shown in figures).
In an embodiment, the cross axis ball joint 20 is press fitted on the lower control arm assembly 10.
In another embodiment, the body 11 of the lower control arm assembly 10 is a forged component. The material of the body 11 is selected from the group consisting of steel, aluminium, and composite material.
The cross axis ball joints 20 include a central ball joining two pivot pins (stud ends). Such ball-and-socket joints make possible a controlled movement of two adjacent components in relation to one another.
A housing 22 of the cross axis ball joint 20 is press fitted into a bore/opening provided in the body 11 of the lower control arm assembly 10. The housing 22 extends along a horizontal axis between first and second open ends and has an inner bore which extends between the open ends.
A ball sleeve 21 is disposed within the inner bore of the housing 22, and the bearing has a curved inner surface. An end ring 24 is in engagement with the housing 22 and the bearing and retains the bearing within the inner bore of the housing 22. A stud extends through the inner bore of the housing 22 and past the open first and second ends for engaging the vehicle cradle on opposite sides of the housing 22. The stud has a curved outer surface which is in sliding engagement with the curved inner surface of the ball race 23 for allowing rotational movement of the housing 22 and the lower control arm 10 relative to the stud and the vehicle cradle. In operation, rotational movement of the housing 22 and control arm body 10 relative to the stud does little to no damage to the socket, thus providing the control arm 10 with improved durability and operating life.
In another embodiment, the material of the lower-control arm assembly is selected from the group consisting of steel, aluminium, and composite materials.
In yet another embodiment, the ball race (23) is a separate element press fitted inside the inner surface of said housing (22).
In still another embodiment, the ball race (23) is a formed on the inner surface of said housing (22) by machining or any other suitable means.
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, steps, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, steps, 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 construed as necessarily requiring their performance as described or illustrated. It is also to be understood that additional or alternative steps may be employed.
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 ADVANCEMENTS
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of an assembly, that:
• has high durability;
• has improved life of the lower control arm;
• gives a good steering feel;
• gives good lateral stiffness of the suspension; and
• gives good handling of the vehicle.
The foregoing 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 reveal 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.
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.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.
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 suspension system (100) for a vehicle, said suspension fitted with a lower-control arm assembly (10) wherein said lower-control arm assembly (10) is pivotally connected to the chassis of the vehicle, said lower-control arm assembly (10) being provided with an opening for receiving a cross-axis ball joint (20), said cross-axis ball joint (20) configured to receive a wheel end assembly (not seen in figures).
2. The suspension system (100) for a vehicle as claimed in claim 1, wherein said cross-axis ball joint (20) comprises the following elements:
• a housing (22) for connecting said cross-axis ball joint (20) with said lower-control arm assembly (10) of the suspension;
• a ball race (23) provided on the inner surface of said housing (22);
• a ball sleeve (21) disposed within said ball race (23);
• a sealing boot (25) clamped at each end of said ball sleeve (21) for sealing said cross-axis ball joint (20) from particles and fluids;
• an end ring (24) disposed between each of said sealing boots (25) and each end of said ball sleeve (21); and
• clamping rings (26) for clamping each of said sealing boots (25) to said ball sleeve (21).
3. The suspension system (100) for a vehicle as claimed in claim 1, wherein the material of said lower-control arm assembly (10) is selected from the group consisting of steel, aluminium, and composite materials.
4. The suspension system (100) for a vehicle as claimed in claim 2, wherein said housing (22) of said cross axis ball joint (20) is press fit into the opening provided in said lower control arm assembly (10).
5. The suspension system (100) for a vehicle as claimed in claim 1, said lower control arm assembly (10) includes a control arm body (11) with a ball joint at a first pivotal end of said arm assembly (10), bushing (not seen in figures) provided at a second pivotal end of said arm assembly (10), and said cross axis ball joint (20) provided at free end of the arm assembly (10), wherein said free end is configured for receiving a wheel end assembly(not seen in figures).
6. The suspension system (100) for a vehicle as claimed in claim 2, wherein said ball race (23) is a separate element press fitted inside the inner surface of said housing (22).
7. The suspension system (100) for a vehicle as claimed in claim 2, wherein said ball race (23) is a formed on the inner surface of said housing (22).