Patent Application
20220111697
This invention generally relates to vehicular suspensions and, particularly, to a control assembly and a kit of parts for a vehicular suspension that keeps both rear wheels on the ground during cornering.
In performance driving with live-axle or straight rear-axle suspensions, automobiles going around a corner at high speeds can create significant loss of traction. As the body of the car rolls in cornering, the rear axle rolls as well and in performance driving creates a potentially unsafe traction condition.
When driving in a straight line there is equal weight (force) on both rear tires. In high-speed cornering as the rear body/axle rolls going through the corner, the weight on the inside tire lessens and begins to lift off the road, which in turn reduces the tire contact patch to the road. As the weight on the rear outside tire increases, it can overwhelm the amount of grip available through the rear tire contact patch, producing what is referred to as a loose condition equating to the loss of control of the rear of the car.
Rear anti-sway bars help reduce the roll differential between the rear body components, but this can still lead to excessive weight transfer and loss of control.
The foregoing problems are solved, and a technical advance is achieved in a suspension control assembly of the present invention for a straight axle housing of a vehicle. The suspension control assembly includes two major modules, a K-Link control module connected to the frame module. The frame module attaches the K-link control module to the car. The frame module is vehicle specific but can be adapted for any number of live-axle cars.
The K-Link control module includes five major components: left and right radius rods each attachable to one end of the straight rear axle housing; straight and asymmetrical pivot links each attachable to the other end of the left and right radius rods, respectively; and a short straight link for interconnecting the straight and the asymmetrical pivot links. The frame module is configured to connect and stabilize the K-Link control module to the left and the right sides of the vehicle chassis and to the left and right ends of the rear axle. First (left) and second (right) pivot members (first and second fasteners) interconnect the frame module and the K-Link control module. When a downward force is applied to one end of the axle housing, the K-Link control module advantageously pushes the other end of the axle housing downward to maintain the axle housing in a substantially level position with equal downward force on each tire.
The frame has first (left) and second (right) attachment ends that are configured to fixedly attach to opposite sides (left and right) of the vehicle chassis, respectively. The frame has a first or lower and a second or upper elongate member each having first and second opposite (left and right) attachment ends configured to connect to opposite vehicle sides, respectively.
First (back) and second (front) extensions are radially spaced from each other and extend perpendicularly between the first and the second elongate members. The first extension also interconnects with the first elongate member adjacent the first (left) and the second (right) pivot member attachment orifices thereof. This posits the first and second extension midway along the first and second elongate members. The second extension is attached to the second elongate member and radially spaced from the first extension. The second extension includes third (left) and fourth (right) pivot member orifices at the far radial edge thereof. The pivot member orifices of the first and the second extensions are aligned with each other to insert the first and the second pivot members therethrough. The first and the second pivot members also extend through the pivot orifices of the straight and the symmetrical pivot links. Accordingly, when connected to the vehicle, the K-link control module is advantageously centered about the roll axis of the axle housing and attached to the frame. During high-speed cornering, this allows the K-Link control frame module or suspension control assembly to keep equal force on both rear wheels and to maintain control of the vehicle. Thus, the vehicle is much more stable during high-speed cornering and reducing the possibility of the rear of the vehicle getting unstable and out of control with the car possibly spinning around.
To help balance the forces on each rear wheel during high-speed cornering, the asymmetrical link includes first and second legs with an angle therebetween in the range of 95 degrees to 175 degrees, particularly in the range of 115 degrees to 160 degrees, and more particularly in the range of 155 degrees to 160 degrees. The length of the radius rods is adjustable to balance the weight on each wheel during high-speed cornering. The radius rods can be lengthened or shortened to adjust the rear roll center.
In another aspect, the present invention is directed to a kit of parts for a suspension control assembly for a vehicle. The control assembly includes parts for the K-Link control module for transferring and balancing the force at each axle housing end and to each rear wheel. The frame module connects the K-Link control module to both sides of the vehicle. The K-Link control module connects to each end of the vehicle's rear axle housing.
The K-Link control module includes a straight pivot link, an asymmetrical pivot link, a short straight link for interconnecting the straight and the asymmetrical pivot links. The pivot links interconnect the first (left) and second (right) radius rods each with first (left) and second (right) rod ends. Also included are first through fourth rod attachment members for each end of the radius rods. The first (left) and fourth (right) rod attachment members are adapted to connect to the left and the right axle housing ends, respectively. The second (right) and third (left) rod attachment members are configured to connect to the left end of the straight pivot link and the right end of the asymmetrical pivot link, respectively.
The frame includes left and right frame ends configured to connect to the left and right vehicle attachment brackets on respective opposite sides of the vehicle chassis. The frame includes a first or lower and a second or upper elongate member. The first elongate member is configured to attach to the rear vehicle attachment brackets on opposite sides of the vehicle. The first elongate member also has first (left) and second (right) attachment orifices centrally disposed there along to receive respective first (left) and second (right) pivot members (bolts or fasteners). The first pivot member (bolt or fastener) is configured to also pass through the pivot orifice in the straight pivot link. The second pivot member (bolt or fastener) is configured to also pass through the pivot orifice in the asymmetrical pivot link. The pivot members (bolts or fasteners) interconnect the K-Link control module and the frame module.
The second elongate member of the frame module is likewise configured to attach to the opposite sides of the vehicle chassis. A first (back) extension is connected centrally between the first and the second elongate frame members. The second (front) extension is attached to the first elongate frame member and radially spaced from the back extension. The K-Link control module is posited in the space between the back and front extensions. The front extension has first and second attachment orifices along the far edge thereof that align with the first (left) and second (right) attachment orifices in the first elongate frame member. The first and second pivot members are configured to pass through the respective first and second attachment orifices of the back and front extensions as well as the pivot point orifices in the respective straight and asymmetrical pivot links. Thus, the first and second attachment members (bolts or fasteners) interconnect the K-Link control and the frame modules. In addition, the straight and asymmetrical pivot links are advantageously longitudinally aligned with the roll centers of the axle housing and the vehicle body.
The first and the second radius rods 21 and 26 are each for example approximately 13-inches long with a 1.00-inch outside diameter and a wall thickness of 0.22 inches. Each radius rod has right-hand internal machine threads extending axially therein at one respective end 22 or 27 and left-hand machine threads at the opposite respective end 23 or 28. Radius rod attachment members or eyebolts 82 and 84, also known as rod ends, include right-hand external machine threads 145. Eyebolts or rod ends 83 and 85 include left-hand external machine threads 146 such as, for example, a 0.625-inch commercially available external machine threaded eyebolt or rod end. A right-hand threaded locknut 104 fixedly positions each right-hand threaded eyebolt 82 and 84 at one end of the associated radius rod. A left-hand threaded locknut 113 fixedly positions each left-hand threaded eyebolt 83 and 85 at the opposite end of the radius rod. The locknuts are loosened to allow the overall length of a radius rod to be adjusted and subsequently tightened to fixedly position the eyebolt and the radius rod end during installation on the rear axle housing of a vehicle. The adjustment of the radius rod lengths works the same way as a commercially available turnbuckle. Adjusting the radius rod length will raise or lower the rear roll center.
In
As pictured or depicted again in
Depicted in the pictures and drawings of
Returning to
Right radius rod 26 is connected to the right axel housing end 29 as also partially pictured in
Attached to left end 52 of upper elongate frame member 51 is wedge-shaped vehicle attachment assembly 96 that directly connects to the left bottom of the car chassis. Attached to right end 53 of the upper elongate frame member 51 is right-side vehicle attachment assembly 97 that directly connects to the right bottom of the car chassis. Right-side vehicle attachment assembly 97 includes right-end 125 and penultimate-end 126 vehicle attachment sleeves separated by separation bar 128. The left-end 47 of lower elongate frame member 46 includes vehicle attachment sleeve 94 with vehicle attachment bore 49 extending therethrough for attachment to the left bottom of the car chassis.
First or left 54 and second or right 55 lateral interconnecting members interconnect the lower and the upper elongate frame members 46 and 51 midway between the ends thereof. The ends of the lateral interconnecting members 54 and 55 are welded in a well-known manner perpendicular to the first and the second elongate members 46 and 51. First or left 123 and second or right 124 interconnection fastener sleeves are perpendicularly disposed and welded at the ends of member center bar 121 and to lateral interconnecting members 54 and 55, respectively.
By way of example, center section separation bar 121 is approximately 1.00-inches high, 1.25-inches deep and 7.375-inches long between the approximate centers of the welded fastener sleeves 123 and 124. The sleeves are approximately 2.00-inches long with a 1.25-inch outside diameter, a 0.624-inch inside diameter and a 0.90-inch counterbore at the face of the center bar. The counterbored face of the sleeve is approximately 0.25-inches from the front face of the center bar and 0.50-inches from the rear face. The left and the right sections of lower elongate frame member 46 are welded to the fastener sleeves along with the interconnecting frame members 54 and 55. First or lower elongated frame member 46 is an approximately 1.25-inch outside diameter, 12-gauge ( 7/64-inch, 0.1094-inch) D.O.M. steel tube. Second or upper elongated frame member 51 has an approximately 0.8125-inch outside diameter, 12-guage D.O.M. steel tube, whereas interconnecting frame members 54 and 55 have an approximate 0.750-inch outside diameter, 12-gauge D.O.M. steel tube. Lateral extension 120 is an approximately 0.375-inch-thick steel plate with threaded ½-13-inch extension bores 60 and 62 with their centers 7.375-inches apart and 5.21-inches from top edge 128, which is welded to the second or upper elongated frame member 51. Extension bores 60 and 62 are disposed next to the lower extension plate edge 147 and aligned with respective first and second interconnecting bores 56 and 58 of respective center end sleeves 123 and 124. The steel plate is approximately 6.00-inches high and 8.625-inches wide with the bottom triangularly recessed in approximately 2.25-Inches and the sides triangularly recessed in approximately 1.25-inches. Two kidney-shaped openings are formed as pictured in the steel plate. The upper edge 148 of the extension plate is welded to upper elongated frame member 51. The bottom of the front extension plate face is disposed approximately 4.29-inches from the front of the interconnection fastener sleeves 123 and 124 with respective sleeve holes 56 and 58 being aligned with respective tapped extension plate holes 60 and 62.
for attaching the radius rods to the two sides of the vehicle axle housing and the outside ends of the pivot links.
Frame 43 or frame module 100 includes lower and upper elongated members 46 and 51 that are interconnected by and welded to lateral interconnecting members 54 and 55 at opposite ends of center section 121. As previously pictured, a lateral extension plate is welded to and laterally extends from the upper elongated member. Two threaded bores 60 and 61 are disposed at the lower edge of the extension plate and align and laterally space themselves with the respective bores of the fastener sleeves at opposite ends of the center section to connect the control assembly or module.to the frame. Although not essential, the members and vehicle attachment ends of frame 43 are welded together to cradle the control assembly in a fixed position relative to the vehicle. The radius rods of the control assembly connect to the opposite ends of the straight axle housing to equalize the downward force on the opposite ends. The radius rods with the rest of the control assembly interact to keep equal downward force on opposite ends of the straight axle housing. As a result, the vehicle can turn through a road curve at a higher speed without letting the rear of the vehicle spin out of control. The components of the control assembly are separate and individual parts that are interconnected to control the cornering of the vehicle.
The suspension control assembly compensates for this occurrence and transfers the increased downward force to the left radius rod 21 and the straight pivot link rotates counterclockwise about the stationary left pivot link fastener 34 which is part of the frame. As the right end of the straight pivot link rises, the short straight link pulls the left end of the asymmetrical pivot link 35 upward increasing the downward force along the right radius rod 26. The asymmetrical pivot link is also held stationary with respect to the control frame with the right pivot link fastener 39. The downward force on the right-side radius rod pulls the right axle end down, thereby pulling the right rear tire down. The control assembly transfers the increased downward force on the inside axle housing end to the opposite axle housing end with equal downward force being applied to each rear tire. The downward force applied to the contact patches of the tires is essentially the same as when the vehicle straight forward and the vehicle can get through the turn at a much greater speed.
Throughout this specification various indications have been given as to the scope of this invention, but the invention is not limited to any one of these but may reside in two or more of these combined together. The examples are given for illustration only and not for limitation.
Throughout this specification and the claims that follow unless the context requires otherwise, the words ‘comprise’ and ‘include’ and variations such as ‘comprising’ and ‘including’ will be understood to imply the inclusion of a stated integer or group of integers but not the exclusion of any other integer or group of integers.
It will be appreciated by those skilled in the art that the invention is not restricted in its use to the application described. Neither is the present invention restricted in its preferred embodiment regarding the elements and/or features described or depicted herein. It will be appreciated that the invention is not limited to the embodiment or embodiments disclosed, but is capable of numerous rearrangements, modifications and substitutions without departing from the scope of the invention as set forth and defined by the following claims.
It is to be also understood, however, that the above-described apparatus and kit of parts are merely an illustrative embodiment of the principles of this invention, and that other apparatus and kit of parts for using them may be devised by those skilled in the art, without departing from the spirit and scope of the invention. It is to be further understood that the invention is directed to embodiments both comprising and consisting of the disclosed parts.
The following list of elements will aid in identifying the elements in the Figs. and in the claims. This list itemizes the elements by numeric identification along with a description of the element and the Fig(s) that the element can be found.
| Number | Date | Country | |
|---|---|---|---|
| 63085106 | Sep 2020 | US |
