Suspension system

Patent metadata

Field	Value
Publication number	US-9707813-B2
Application number	US-201414776548-A
Country	US
Kind code	B2
Filing date	Mar 17, 2014
Priority date	Mar 15, 2013
Publication date	Jul 18, 2017
Grant date	Jul 18, 2017

Abstract

A vehicle having a hub carrier coupled to a body of the vehicle by a camber mechanism, the vehicle having first and second mounting points by means of which the camber mechanism is coupled to the body of the vehicle, wherein: (i) the camber mechanism comprises: a first wing attached to the first mounting point by a first rotationally free joint; a second wing attached to the second mounting point by a second rotationally free joint and attached to the first wing by an inter-wing joint that permits relative motion of the first and second wings; and a tie link attached by a third rotationally free joint to the first wing and running to the vehicle body; (ii) the hub carrier is attached to the first wing by a first hub carrier joint permitting relative rotation of the first wing and the hub carrier about only a single axis, which axis substantially intersects a camber axis; (iii) the hub carrier is attached to the second wing by a second hub carrier joint permitting relative rotation of the second wing and the hub carrier about only a single axis, which axis substantially intersects the camber axis; and (iv) the inter-wing joint and the first and second hub carrier joints provide freedom of motion such that the hub carrier can camber relative to the vehicle body about the camber axis.

First claim

The invention claimed is:

1. A vehicle having a hub carrier coupled to a body of the vehicle by a camber mechanism, the vehicle having first and second mounting points by means of which the camber mechanism is coupled to the body of the vehicle, wherein:
(i) the camber mechanism comprises:
a first wing attached to the first mounting point by a first rotationally free joint;
a second wing attached to the second mounting point by a second rotationally free joint and attached to the first wing by an inter-wing joint that permits relative motion of the first and second wings; and
a tie link attached by a third rotationally free joint to the first wing and running to the vehicle body;
(ii) the hub carrier is attached to the first wing by a first hub carrier joint permitting relative rotation of the first wing and the hub carrier about only a single axis, which axis substantially intersects a camber axis;
(iii) the hub carrier is attached to the second wing by a second hub carrier joint permitting relative rotation of the second wing and the hub carrier about only a single axis, which axis substantially intersects the camber axis; and
(iv) the inter-wing joint and the first and second hub carrier joints provide freedom of motion such that the hub carrier can camber relative to the vehicle body about the camber axis.

2. A vehicle as claimed in claim 1 , wherein second rotationally free joint is a spherical joint.

3. A vehicle as claimed in claim 1 , wherein the inter-wing joint and the first and second hub carrier joints provide freedom of motion such that the only permitted motions of the hub carrier relative to the first and second mounting points are:
(a) cambering relative to the vehicle body about the camber axis; and
optionally (b) steering relative to the vehicle body about an axis running between the first and second mounting points.

4. A vehicle as claimed in claim 3 , wherein the first wing can rotate relative to the first mounting point about a first wing rotation axis passing substantially through the first rotationally free joint and between the camber axis and the axis of the first hub carrier joint.

5. A vehicle as claimed in claim 1 , wherein the first wing can rotate relative to the first mounting point about a first wing rotation axis passing substantially through the first rotationally free joint and between the camber axis and the axis of the first hub carrier joint where the camber axis and the axis of the first hub carrier joint are closest.

6. A vehicle as claimed in claim 5 , wherein the second wing can rotate relative to the second mounting point about a second wing rotation axis passing substantially through the second rotationally free joint and between the axis of the second hub carrier joint and the camber axis.

7. A vehicle as claimed in claim 5 , wherein the first wing rotation axis passes substantially through the third rotationally free joint.

8. A vehicle as claimed in claim 5 , wherein the first rotationally free joint is defined by multilinks.

9. A vehicle as claimed in claim 8 , wherein the first wing rotation axis passes substantially through the third rotationally free joint.

10. A vehicle as claimed in claim 1 , wherein the second wing can rotate relative to the second mounting point about a second wing rotation axis passing substantially through the second rotationally free joint and between the axis of the second hub carrier joint and the camber axis where the camber axis and the axis of the second hub carrier joint are closest.

11. A vehicle as claimed in claim 10 , wherein the first wing can rotate relative to the first mounting point about a first wing rotation axis passing substantially through the first rotationally free joint and between the camber axis and the axis of the first hub carrier joint where the camber axis and the axis of the first hub carrier joint are closest; and wherein the inter-wing joint is located adjacent an axis joining (a) the point of closest approach of the first wing axis and the second wing axis and (b) the point of closest approach of the axis of the first hub carrier joint and the axis of the second hub carrier joint.

12. A vehicle as claimed in claim 11 , wherein a part of the tie rod is translationally fast with a steering mechanism whereby it can be moved relative to the body of the vehicle in response to steering inputs.

13. A vehicle as claimed in claim 1 , wherein a part of the tie rod is translationally fast with the body of the vehicle.

14. A vehicle as claimed in claim 1 , wherein a part of the tie rod is translationally fast with a steering mechanism whereby it can be moved relative to the body of the vehicle in response to steering inputs.

15. A vehicle as claimed in claim 1 , wherein the first rotationally free joint is a spherical joint.

16. A vehicle as claimed in claim 1 , comprising a suspension mechanism whereby the vehicle can be suspended from the first and second mounting points in such a way as to permit bump travel of the camber mechanism relative to the body of the vehicle.

17. A vehicle as claimed in claim 16 , wherein the vehicle can be suspended from at least one of the wings by means of at least two multilinks.

18. A vehicle as claimed in claim 1 , wherein the first and second hub carrier joints are cylindrical joints and the inter-wing joint is a spherical joint.

19. A vehicle as claimed in claim 1 , wherein the camber mechanism presents no resistance to motion of the hub carrier in camber relative to the body of the vehicle from its neutral position.

20. A vehicle as claimed in claim 1 , comprising a wheel attached to the hub carrier and wherein the camber axis is located below the running surface of the wheel.

21. A vehicle as claimed in claim 1 , wherein the camber mechanism is such that the wheel is able to move in camber substantially independently of bump and steer during normal motion of the vehicle.

22. A vehicle as claimed in claim 1 , further comprising a second hub carrier coupled to the body of the vehicle in the manner set out in claim 1 , the first and second hub carriers being interlinked so as to coordinate their motion in camber.

23. A vehicle as claimed in claim 22 , wherein the first and second hub carriers are interlinked by a camber control mechanism connected between one wing attached to one of the hub carriers and one wing attached to the other of the hub carriers.

24. A vehicle as claimed in claim 23 , wherein the camber control mechanism is attached to each of the said wings at a respective point substantially on an axis between the respective first and second mounting points.

25. A vehicle as claimed in claim 24 , wherein the camber control mechanism is a strut rigid for transmission of force axially along the strut.

26. A vehicle as claimed in claim 23 , wherein the camber control mechanism is a strut rigid for transmission of force axially along the strut.

27. A vehicle as claimed in claim 23 , wherein the camber control mechanism is resiliently flexible in response to bump motion of each hub carrier.

28. A vehicle as claimed in claim 23 , wherein the camber control mechanism presents no resistance to coordinated motion of the hub carriers in camber relative to the body of the vehicle from their neutral positions.

29. A vehicle as claimed in claim 23 , wherein the camber control mechanism presents resistance to ca

Assignees

• Mclaren Automotive Ltd

Inventors

• Randle Steven James

Classifications

• B60G3/26 Primary

  Means for maintaining substantially-constant wheel camber during suspension movement {; Means for controlling the variation of the wheel position during suspension movement (B60G3/202, B60G3/22, B60G7/003, B60G7/006 take precedence; means for adjusting camber, castor, or toe-in B62D17/00)} · CPC title

• B60G2200/46

  camber angle · CPC title

• B60G2206/50

  Constructional features of wheel supports or knuckles, e.g. steering knuckles, spindle attachments · CPC title

• B60G3/20

  all arms being rigid · CPC title

• B62D17/00

  Means on vehicles for adjusting camber, castor, or toe-in · CPC title