DRAWINGS
The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.
FIG. 1 is a perspective view of a golf car having the rear suspension eyelet mount shocks according to various embodiments;
FIG. 2 is a bottom plan view of the golf car of FIG. 1;
FIG. 3 is a rear elevation view looking forward of the golf car of FIG. 1;
FIG. 4 is a perspective view of a golf car frame having the sliding rear leaf spring assemblies of the present disclosure;
FIG. 5 is a partial rear perspective view of a sliding rear leaf spring assembly of the present disclosure;
FIG. 6 is a perspective view of a sliding rear leaf spring of the present disclosure;
FIG. 7 is an exploded view taken at area 7 of FIG. 3;
FIG. 8 is a side elevational view of the sliding rear leaf spring assembly of FIG. 5; and
FIG. 9 is a rear elevational view looking forward of the sliding rear leaf spring assembly of FIG. 5.
DETAILED DESCRIPTION
The following description is merely exemplary in nature and is in no way intended to limit the present disclosure, application, or uses. Throughout this specification, like reference numerals will be used to refer to like elements. As referred to herein, the term “golf car” is synonymously used to describe application of the present disclosure to golf cars as well as sport utility vehicles such as modified golf cars, used for example as food and/or beverage cars, golf cars adapted for use as hunting/sporting clays vehicles, golf course maintenance vehicles, and the like.
Referring generally to FIG. 1, a golf car 10 can include a body 12 supported from a structural frame 14. Frame 14 can also support a plurality of wheels including a first steerable wheel 16 and a second steerable wheel 18. In addition, powered or driven wheels including a first driven wheel 20 and a second driven wheel 22 are commonly connected to a rear structural portion of frame 14. A front suspension system 23 can also be provided which is adapted for supporting each of the first and second steerable wheels 16, 18. A rear suspension system 24 can also be provided which is adapted for supporting each of the first and second driven wheels 20, 22. A steering mechanism 26 which commonly includes a steering wheel and a support post assembly is also included to provide the necessary steering input to first and second steerable wheels 16, 18.
Golf car 10 can also include a passenger bench seat 28 and a passenger back support cushion 30. A cover or roof 32 can also be provided which is supported from either body 12 or frame 14 by first and second support members 34, 36. A windscreen or windshield 38 can also provided which is also supported by each of first and second support members 34, 36. A rear section of roof 32 can be supported by each of a first and a second rear support elements 40, 42. Other items provided with golf car 10 include golf bag support equipment, accessory racks or bins, headlights, side rails, fenders, and the like.
Golf car 10 is commonly propelled by a power unit such as an engine or battery/motor system which is commonly provided below and/or behind bench seat 28. Golf car 10 is capable of motion in either of a forward direction “A” or a rearward direction “B”. Each of first and second driven wheels 20, 22 can be commonly supported to frame 14 using rear suspension system 24. Each of first and second steerable wheels 16, 18 can be independently or commonly supported to frame 14, therefore the present disclosure is not limited by the design of front suspension system 23.
As best seen in reference to FIG. 2, frame 14 can further include a longitudinally arranged first frame member 44 and a second frame member 46. First and second frame members 44, 46 can be hollow, tubular shaped members which are created of a steel material or similar structural material and formed by welding, extruding, hydroforming, or similar processes. A first and second sliding leaf spring assembly 48, 50 support each of first and second driven wheels 20, 22. A first shock assembly 52 can be connected to a first sliding leaf spring assembly 48 and first frame member 44. Similarly, a second shock assembly 54 can be connected to a second sliding leaf spring assembly 50 and second frame member 46. Each of first and second shock assemblies 52, 54 are also connected to an axle housing 56 within which an axle (shown in FIG. 4) is rotatably disposed for providing driving power to the first and second driven wheels 20, 22 through a gear train housed by axle gearhousing 57 connected to the power unit.
Referring now to FIG. 3, a first sliding leaf bracket assembly 58 connects a rear portion of first sliding leaf spring assembly 48 to frame 14. Similarly, a second sliding leaf bracket assembly 60 connects a rear portion of second sliding leaf spring assembly 50 to frame 14. First and second sliding leaf spring assemblies 48, 50 and first and second sliding leaf bracket assemblies 58, 60 reduce side-to-side deflection of first and second driven wheels 20, 22 in first and second deflection directions “C” and “D” while permitting vertical deflection of the driven wheels with respect to frame 14.
Referring now to FIG. 4, frame 14 includes one of first and second sliding leaf bracket assemblies 58, 60 fastenably connected to a rear end of a corresponding one of first and second frame members 44, 46. First sliding leaf bracket assembly 58 includes a first leaf spring 62. Similarly, second sliding leaf bracket assembly 60 includes a second leaf spring 64. A forward end of first leaf spring 62 is connected to first frame member 44 using a first forward spring bracket 66. Similarly, a forward end of second leaf spring 64 is connected to second frame member 46 using a second forward spring bracket 68. Each of first and second forward spring brackets 66, 68 can be welded to frame 14.
Items that are common to each of first and second sliding leaf bracket assemblies 58 and 60 will be further discussed in reference to second sliding leaf bracket assembly 60. A support plate 70 is suspended below second leaf spring 64, sandwiching second leaf spring 64 between support plate 70 and a shock mount bracket 72. Shock mount bracket 72 is welded or otherwise permanently connected to axle housing 56. Shock mount bracket 72 also acts as a receiving member for a lower end of a shock absorber provided with second shock assembly 54. A sandwiched connection is formed between support plate 70, second leaf spring 64, and shock mount bracket 72 using a U-bolt 74 and fasteners such as nuts. An axle 76 is rotatably disposed within and extends outwardly from opposed ends of axle housing 56, and is connected to both first and second driven wheels 20, 22. Axle housing 56 is positioned between second leaf spring 64 and second frame member 46 with sufficient clearance for vertical motion of axle housing 56. The forward facing end of second leaf spring 64 is connected to second forward spring bracket 68 using a fastener 78 slidably disposed through a rolled end 80 of second leaf spring 64. Fastener 78 permits a rotation of second leaf spring 64 within rolled end 80 during deflection of second leaf spring 64.
As best seen in reference to FIG. 5, a sliding end 82 of second leaf spring 64 extends rearwardly of second sliding leaf bracket assembly 60. Second sliding leaf bracket assembly 60 is fastened to second frame member 46 using a fastener 84 inserted through an oppositely aligned pair of apertures 86 created through opposed walls of second frame member 46. The plurality of apertures 86 therefore permits varying a length of the leaf springs of the present disclosure. When positioned within second sliding leaf bracket assembly 60 as shown, the sliding end 82 of second leaf spring 64 can slidably displace in either of the forward direction “A” or the rearward direction “B” as second leaf spring 64 deflects either upwardly or downwardly relative to second frame member 46. The use of sliding end 82 therefore eliminates the need for a linked connection at either end of the leaf springs. A locating pin 88 is inserted through second leaf spring 64 in a position which can engage support plate 70. Locating pin 88 fixes the position of second leaf spring 64 relative to axle housing 56 to translate the up and down motion of axle housing 56 and second leaf spring 64 into the fore-aft sliding directions of sliding end 82. The rolled end 80 common to each of first and second leaf springs 62, 64 is created, for example, by rolling a distal end of the leaf spring over a form or by bending in a bending die. The inner diameter of rolled end 80 is sized to accommodate fastener 78 with clearance to permit rolled end 80 to rotate with respect to fastener 78.
Referring now to FIG. 6, details that are common to each of first and second leaf springs 62, 64 include a homogenous spring body 89 having a first curving portion 90 positioned proximate to the first end or rolled end 80 and a second curving portion 92 extending away from the first curving portion 90 with respect to rolled end 80. A first concavely curved surface 93 is defined by first and second curving portions 90, 92. A planar section 94 can be positioned between first and second curving portions 90, 92. Planar section 94 provides an engagement surface for support plate 70. Extending distally away from second curving portion 92 is a bend portion 96 having a bend radius “E”. A second end of the body 89 defined as sliding end 82 provides a flat portion positioned distally off bend portion 96 with respect to rolled end 80. Sliding end 82 is substantially flat, similar to planar section 94. A second concavely curved surface 95 is defined by bend portion 96. In some embodiments, first concavely curved surface 93 faces opposite to second concavely curved surface 95. A thickness “F” of both first and second leaf springs 62, 64 can be substantially equivalent throughout a length of the leaf spring or can vary in either or both of the first and second curving portions 90, 92 as well as in planar section 94. In some embodiments, a thickness F′ of the first curving portion 90 continuously decreases from the planar section 94 towards the rolled end 80. In several embodiments, a thickness F″ of the second curving portion 92 continuously decreases from the planar section 94 towards the flat portion or sliding end 82.
Referring now generally to FIG. 7, details of first and second sliding leaf bracket assemblies 58, 60 that are common to each other include first and second side walls 98, 100. First side wall 98 includes a first clearance aperture 102, and second side wall 100 includes a second clearance aperture 104. First and second clearance apertures 102, 104 are coaxially aligned with each other to receive a pin 106 positioned below sliding end 82 to support either first or second leaf spring 62, 64. Pin 106 includes a retention element aperture 108 for receiving a retention element (not shown) such as a cotter pin or removable/releasable fastener to retain pin 106 in first and second clearance apertures 102, 104. A connecting flange 110 joins each of first and second side walls 98, 100. A substantially U-shaped bearing element 112 is positioned below connecting flange 110 and above sliding end 82. U-shaped bearing element 112 can be created from a polymeric material such as polyamide or DELRIN®, available from the E.I. du Pont de Nemours and Company, which reduces or minimizes the sliding friction of sliding end 82. U-shaped bearing element 112 can be retained within connecting flange 110 by multiple connection devices, such as fasteners, adhesives and the like. In addition to providing clearance for front to back sliding motion of sliding end 82, U-shaped bearing element 112 and pin 106 provide a maximum upward and downward deflection position for sliding end 82. Pin 106 further prevents release of either first or second leaf spring 62, 64 if golf car 10 is lifted to perform maintenance.
Each of first and second sliding leaf bracket assemblies 58, 60 also include a support arm 114 extending from connecting flange 110 either as an integrally created part or a permanently connected part such as by welding. Support arm 114 extends upwardly to a rolled end 116. Rolled end 116 is formed similar to rolled end 80 of each of the first and second leaf springs 62, 64. Fastener 84, shown in FIG. 5, is inserted through one of the first or second frame members 44, 46 to rotatably engage rolled end 116. Some rotation of rolled end 116 and therefore some rotation of each of first and/or second sliding leaf bracket assemblies 58, 60 is permitted by rotation about rolled end 116 in a forward or rearward direction as first or second leaf springs 62, 64 deflect. In some embodiments, rolled end 116 can be fixed, thereby preventing rotation.
Referring now to FIG. 8, in several embodiments, a sliding bracket assembly 118 similar to first and second sliding leaf bracket assemblies 58, 60 is supported from either first or second frame member 44, 46 by a support arm 120 and a joining member 122. Joining member 122 provides additional stiffness for support arm 120 allowing further extension in a downward direction for sliding bracket assembly 118. Sliding bracket assembly 118 otherwise supports either first or second leaf spring 62, 64 for forward or rearward direction deflection of sliding end 82.
Axle housing 56 is connected to first or second leaf spring 62, 64 at planar section 94. An upward or downward motion of axle housing 56 creates either a downward deflection direction “G” or an upward deflection direction “H” of first or second leaf spring 62, 64 which is permitted by deflection of either or both first and second curving portions 90, 92. Locating pin 88 is also clearly seen in this view having an extending end 88′ with a diameter sized to slidably mate within an aperture of support plate 70. In some embodiments, a distal face 123 of the rolled end 80 is positioned proximate to and faces the first concavely curved surface 93.
Referring now to FIG. 9, a side-to-side clearance between sliding end 82 and U-shaped bearing element 112 is minimized to reduce or eliminate the side-to-side deflection of first or second leaf springs 62, 64. The clearance between rolled end 116 and the inner walls of either first or second frame member 44, 46 is also reduced or minimized to further prevent side-to-side deflection of first or second sliding leaf bracket assembly 58, 60. Bushings 124 can also be positioned between rolled end 116 and the inner walls of first and second frame members 44, 46. Material for bushings 124 can be similar to the material of U-shaped bearing element 112, selected to reduce friction between the moving and/or rotating parts. Except for U-shaped bearing element 112 and bushings 124, the materials of both first and second sliding leaf bracket assemblies 58, 60 are substantially created from a steel material such as a 1010 low carbon steel. The steel material can also be coated to reduce corrosion. Coating can be applied for example by plating and/or by spray such as a powder coating.
The description herein is merely exemplary in nature and, thus, variations that do not depart from the gist of that which is described are intended to be within the scope of the disclosure. Such variations are not to be regarded as a departure from the spirit and scope of the disclosure.
Patent Application
20070267790
