DESC:FIELD
The present disclosure relates to the field of suspension systems.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
Conventionally, vehicles include a rigid multi-link/independent suspension system that allows relative motion between wheels and body of the vehicle. The rigid multi-link/independent suspension allows each wheel mounted on the same axle to react to an obstacle independently of the other wheel. The left and right sides of the suspension are connected with mechanisms such as anti-roll bars. However, the independent suspension is complex in design, expensive to use and consumes more weight. Further, the camber, caster, or toe changes in the wheels of the vehicle occur to a higher extent during high-load conditions such as cornering and braking, thereby adversely affecting the vehicle's handling.
There is therefore, felt a need of a rear suspension system for a vehicle that alleviates the drawbacks of the rigid multi-link/independent suspension system.
OBJECTS
Some of the objects of the present disclosure are described herein below:
One object of the present disclosure is to provide a rear suspension system for a vehicle.
Another object of the present disclosure is to provide a rear suspension system that reduces the weight of a vehicle.
Yet another object of the present disclosure is to provide a rear suspension system that has a reduced manufacturing cost.
Still another object of the present disclosure is to provide a rear suspension system that is easily fitted to a vehicle.
One object of the present disclosure is to provide a rear suspension system that is easy to maintain.
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 envisages a twist beam rear suspension system for a vehicle having the rear wheels coaxially mounted on the rear axle. The suspension system comprises a pair of dampers, a pair of springs, a pair of stub axle assemblies and an H-beam. Each stub axle assembly is configured to receive a wheel. The H-beam consists of a twist beam member disposed along an operative latitudinal axis of the vehicle, a pair of operative front extensions and a pair of operative rear extensions extending from the twist beam. The dampers and the springs are disposed between the H-beam and the chassis frame of the vehicle. The operative front extensions are configured to support the chassis frame. The operative rear extensions are configured to carry the stub axle assemblies. The twist beam rear suspension system is thus configured to facilitate movement of the wheels received by the stub axle assemblies relative to each other and relative to the chassis frame.
Preferably, each of the dampers and a corresponding spring is configured to be positioned between an operative rear extension of the H-beam and the chassis frame.
Preferably, the twist beam has a U-shaped cross-section along the longitudinal axis thereof.
Preferably, the suspension system comprises a torsion bar fitted between the operative rear extensions of the H-beam.
Preferably, the H-beam comprises a spring seat configured to receive a spring therein.
Preferably, the springs are coil springs.
BRIEF DESCRIPTION OF ACCOMPANYING DRAWING
A twist beam rear suspension system, of the present disclosure, for a vehicle will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates a top view of the schematic view of a twist beam rear suspension system;
Figure 2A illustrates a first isometric view of an H-beam of the twist beam rear suspension system of Figure 1;
Figure 2B illustrates a second isometric view of an H-beam of the twist beam rear suspension system of Figure 1; and
Figure 3A, 3B illustrate cross-sectional view of the twist beam member at sections A-A, B-B respectively.
LIST OF REFERENCE NUMERALS
100 – Suspension system
105 – Chassis frame
110 – Twist beam mounting
115 – Damper
120 – Stub axle assembly
130 – H-beam
135 – H-beam
135A – Twist beam member
135B – Front extensions
135C – Rear extensions
140 – Torsion bar
145 – Trailing bush
150 – Wheel hub plate
155 – Sensor cable bracket
160 – Brake hose bracket
165 – Upper side rail
170 – Lower rail
175 – Twist beam reinforcement
180 – Brake calliper mounting
185 – Spring seat
190 – Damper mounting bracket
195 – Bump stop mounting
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, 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.
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.
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.
A preferred embodiment of a twist beam rear suspension system (100), of the present disclosure, for a vehicle will now be described in detail with reference to the Figure 1 through Figure 3. The preferred embodiment does not limit the scope and ambit of the disclosure.
The twist beam rear suspension system (100) for a vehicle (hereinafter referred to as “system 100”) is configured to be mounted on a chassis frame (105) of a vehicle. The twist beam rear suspension system (100) includes a pair of dampers (115), a pair of springs, a stub axle assembly (120) and an H-beam (130). The H-beam (135) consists of a twist beam member (135A) disposed along an operative latitudinal axis of the vehicle, a pair of operative front extensions (135B) and a pair of operative rear extensions (135C) extending from the twist beam member (135A). The dampers (115) and the springs are disposed between the H-beam (135) and the chassis frame (105) of the vehicle. The operative front extensions (135B) are configured to support the chassis frame (105). The operative rear extensions (135C) are configured to carry the stub axle assemblies (120). The twist beam rear suspension system (100) is thus configured to facilitate movement of the wheels received by the stub axle assemblies (120) relative to each other and relative to the chassis frame (105), wherein the wheels are mounted on the same axle.
The stub axle assembly (120) includes a bearing, a brake calliper and a brake disc.
The H-beam (130) is fitted with a torsion bar (140), a pair of trailing bushes (145), a pair of wheel hub plates (150), a sensor cable bracket (155), a brake hose bracket (160), a pair of upper side rails (165), a pair of lower rails (170), a pair of twist beam reinforcements (175), a brake calliper mounting (180), a pair of spring seats (185), a pair of damper mounting brackets (190) and a pair of bump stop mountings (195).
In an embodiment, the twist beam member (135A) has a U-shaped cross-section along the longitudinal axis of the twist beam member (135A).
In one embodiment, operative front extensions (135) of the H-beam (135) support the chassis frame (105). More specifically, rubber bushings (not specifically shown in figures) are employed to mount the chassis frame (105) on the operative front extensions (135B) of the H-beam (135). Further, the operative rear extensions (135C) of the H-beam (135) are configured to carry a stub-axle assembly (120) each.
In an embodiment, the torsion bar (140) is welded between the operative rear extensions (135C) on each operative end. The torsion bar (140) is configured to provide roll stiffness by twisting as the operative rear extensions (135C) move vertically, relative to each other.
In another embodiment, the longitudinal location of the torsion beam (140) is configured to control behavioral parameters of the system, such as the roll steer curve, and toe and camber compliances. More specifically, the closer the torsion beam (140) is to the stub axle assembly (120), more is the camber and toe changes under deflection.
Further, the torsion bar (140) is preferably has a low weight-to-volume ratio. As a result, the manufacturing cost of the suspension system (100) is reduced.
In one embodiment, each of the coil springs is received on a spring seat (185) alongside the stub axle assembly (120). A damper (115) is mounted between the chassis frame (105) and the H-beam (135). The damper (115) is employed to be configured as a restraint strap in order to stop the descending motion of the operative rear extensions (135C) such that the coil spring falls out through being completely unloaded. The mounting position of the damper (115) is configured to provide the damper (115) with a high motion ratio as compared to conventional suspension systems. As a result, the performance of the suspension system (100) increases. Further, the weight of the suspension system (100) reduces, thereby reducing the overall weight of the vehicle. Additionally, the suspension system (100) can employ less number of rubber bushings. As a result, camber, caster, or toe changes in the rear wheels of the vehicle that occur during high-load conditions are reduced, thereby improving the handling of the vehicle. Moreover, the suspension system (100) is configured to be easily fitted to the chassis frame (105), thereby facilitating easy servicing of the vehicle.
In a working example, a vehicle having a conventional suspension system and a vehicle having the suspension system (100) of the present disclosure were tested for performance related to vehicle handling and difference between the camber and toe changes of the wheels of the vehicle.
It is inferred that the changes in the camber and toe of wheels of the vehicle having the conventional system are more as compared to the changes in the camber and toe of wheels of the vehicle having the suspension system (100) of the present disclosure.
It is further inferred that changes in the camber and toe of the wheels are dependent on the position of the other wheel, and not on the chassis frame of the vehicle. Further, in the vehicle having the conventional system, the camber and toe are based on the position of the wheels relative to the body.
It is concluded that if both wheels are compressed together the camber and toe of the wheels do not change. As a result, if both wheels started functioning perpendicular to the road and are compressed together they will stay perpendicular to the road. The camber and toe changes are the result of one wheel being compressed relative to the other.
Since the wheels of the vehicle having the suspension system (100) of the present disclosure do not experience much changes with respect to camber and toe, the steering and handling of the vehicle is not much affected.
The suspension system (100) can be employed in front wheel drive body-on-frame (BOF) architecture. More particularly, the suspension system (100) can be employed in multi-utility vehicles (MUVs) and sports utility vehicle (SUVs), wherein handling and riding of the vehicle needs to be consistent.
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 ADVANCES AND ECONOMICAL SIGNIFICANCE
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of a twist beam rear suspension system for a vehicle that:
• reduces the weight of a vehicle;
• has a reduced manufacturing cost;
• is easily fitted to the vehicle; and
• is easy to maintain.
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.
Any discussion of materials, devices, 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 twist beam rear suspension system (100) for a vehicle having the rear wheels coaxially mounted on the rear axle (not illustrated in figures), said suspension system (100) comprising:
• a pair of dampers (115);
• a pair of springs;
• a pair of stub axle assemblies (120), each stub axle assembly (120) configured to receive a rear wheel;
• an H-beam (135) consisting of a twist beam member (135A) disposed along an operative latitudinal axis of the vehicle, a pair of operative front extensions (135B) and a pair of operative rear extensions (135C) extending from said twist beam member (135A);
wherein said dampers (115) and said springs are disposed between said H-beam (135) and the chassis frame (105) of the vehicle, said operative front extensions (135B) are configured to support the chassis frame (105), said operative rear extensions (135C) are configured to carry said stub axle assemblies (120), said twist beam rear suspension system (100) thus configured to facilitate movement of the rear wheels received by said stub axle assemblies (120) relative to each other and relative to the chassis frame (105).
2. The twist beam rear suspension system (100) as claimed in claim 1, wherein said each of said dampers (115) and a corresponding spring is configured to be positioned between an operative rear extension (135C) of said H-beam (135) and said chassis frame (105).
3. The twist beam rear suspension system (100) as claimed in claim 1, wherein said twist beam member (135A) has a U-shaped cross-section along the longitudinal axis thereof.
4. The twist beam rear suspension system (100) as claimed in claim 1, wherein system (100) comprises a torsion bar (140) fitted between said operative rear extensions (135B) of said H-beam (135).
5. The twist beam rear suspension system (100) as claimed in claim 1, wherein said H-beam (135) comprises a spring seat (185) configured to receive a spring therein.
6. The twist beam rear suspension system (100) as claimed in claim 1, wherein said springs are coil springs.