WO2015097712A1

WO2015097712A1 - Very low jerk and low cost vehicle suspension

Info

Publication number: WO2015097712A1
Application number: PCT/IN2014/000700
Authority: WO
Inventors: Narendra Swarup AGARWAL; Rekha Agarwal; Rajat Agarwal
Original assignee: Agarwal Narendra Swarup; Rekha Agarwal; Rajat Agarwal
Priority date: 2013-12-23
Filing date: 2014-11-03
Publication date: 2015-07-02

Abstract

A vehicle suspension system comprises of chassis or its attachment (1) is connected to the tyre wheel assembly (4) by the rollers (2) and links (3). With the rise of tyre/wheel on the bumps, the tyre wheel assembly (4) rises along with the lower end of the link (3) resulting in rolling of rollers (2) away from each other to maintain the chassis nearly at the same level without giving jerk to the chassis and riders of the vehicle. In case of potholes reverse movements take place to avoid the jerks. A shock absorber (13) is attached to the chassis or its attachment (1) through a pivoted shock-absorbing arm (12) and spring (9) for maintaining the shock absorber (13) in equilibrium to further avoid the jerks to the chassis and riders of the vehicle and conserve energy.

Description

Very Low Jerk and Low Cost Vehicle Suspension

TECHNICAL FIELD

[0001] The present invention describes a novel 'very low jerk and low cost suspension' system for all types and categories of wheel drive vehicles to move on the roads, rails and also off the roads.

[0002] All types of vehicles from bicycles to sport cars including all automobiles, trains, agricultural vehicles and military vehicles etc. can use very low jerks and low cost suspension system for very low jerks even on bad conditions of the roads and ground.

BACKGROUND ART

[0003] Suspension of a vehicle controls the ride & comfort of the person travelling in the vehicle.

Generally suspension uses 'Spring' and 'Shock Absorber / Dampener' to smoothen the ride. Inevitably one encounters bumps and potholes during driving. These variations in the surface of a road send vertical energy through the wheels. Bumps send the tyres skyward, and holes draw them down. The job of the suspension is to absorb this energy and bring the wheels back to a state of equilibrium with respect to the chassis.

[0004] Suspension system of a vehicle has following purposes:

- To provide compliance between the road and the chassis by ensuring that the wheels follow the road profile and ensure steering control during manoeuvring.

- To isolate the chassis occupants from the roughness of the roads so that journey is comfortable for the riders.

- Very little tyre/wheel load fluctuation and vertical compliance providing chassis isolation.

- To ensure that vehicle responds favourably during braking, acceleration, cornering or turning etc.

- To conserve energy and maintain vehicle efficiency.

[0005] Examples of some common independent suspension linkages are:

MacPherson strut

- Double A-arm also called double wishbone

Semi-trailing arm

- Multi-link [0006] A suspension system can be active or passive. Above mentioned suspensions are passive. In an active suspension, controlled forces are introduced to the suspension by actuators such as hydraulic, pneumatic, electric or electromagnetic actuators. Active suspension systems preferably are able to introduce forces that are independent of relative wheel motions and velocities.

However, active suspension systems are expensive and therefore used in costly vehicles to provide better comfort for the riders of the vehicles in comparison to the passive suspension systems.

[0007] The prevailing passive suspensions are cheaper but results in more jerks and results in uncomfortable drive due to the roughness, bumps and potholes of the roads and grounds.

[0008] This new invention of 'Very Low Jerk and Low Cost Suspension' system provides very good comfort level for the riders of vehicles even though it is not expensive. This can be used in all different types of wheel drive vehicles whether low cost vehicles or expensive vehicles with good comfort level even on bad conditions of the roads and ground. [0009] In addition to the Automobile vehicles, this new invention is also suitable for Railways, Farm vehicles, Construction vehicles and Military vehicles etc.

SUMMARY OF THE INVENTION

[0010] Tyre wheel assembly is attached to the chassis through the rollers and links. The rollers can roll in the chassis or its attachment and also support the chassis. With uneven conditions of the road, the rollers roll and angle of the links change to keep the chassis nearly at the same level to avoid nearly all the jerks and make the journey comfortable even due to the sudden bumps and potholes on bad roads and ground.

[0011] The lower end of the shock absorber is attached to the tyre wheel assembly and upper end is attached to an end of a pivoted shock absorbing arm whose other end is attached to a spring.

By this system the shock absorber conserves better energy and quickly come to equilibrium without transferring jerks to the chassis due to the sudden bumps and potholes on the bad roads and ground. TECHNICAL PROBLEM

[0012] A suspension, also called stmt, controls the quality of ride of the vehicle. In commonly used suspension systems the spring and dampener (shock absorber) are used to smooth the ride. Different arrangements of spring and dampener with links are being used. There are variations in streets or roads like bumps or dips / potholes etc. The bumps send the energy through the wheels vertically upward and potholes send the energy through the wheels vertically downward transferring the jerks to the chassis and riders of the vehicle.

[0013] The springs absorb this energy and shock absorbers dampens the vibrations of the springs.

This smoothen the ride by bringing the wheels to the equilibrium. Still the variations in the roads results in jerks to the riders of the vehicle.

[0014] Due to the uneven conditions of the roads with bumps and potholes, the wheel also moves up & down in addition to the sway of the vehicle. This up & down movements of the wheels are also transmitted to the chassis of the vehicle through the suspension system and the links. Even though the suspension system and the shock absorber reduce the transmission of the jerks to the chassis, the journey is very tiring and not comfortable for the riders due to the bad conditions of the roads and ground. Moreover the life of the vehicle is also reduced.

[0015] Active suspension systems are very expensive and generally provided in luxury vehicles which are out of the reach of the common persons. Active suspension systems use sensors to monitor the bumps & dips / potholes on the road and send signals to a control system which in turn compresses or expands the fluid operated cylinders in the active suspension system to maintain the chassis nearly at the original level to avoid the jerks.

[0016] There is need for very low jerk and yet low cost suspension system which can be used in all types of vehicles especially for the common persons. This new invention meets this requirement and provides good comfortable journey even on the bad roads and ground with bumps and potholes.

SOLUTION TO THE PROBLEM

[0017] This invention relates to a novel very low jerks and low cost passive suspension system which makes the journey comfortable and enjoyable even on bad conditions of the roads. This is a new independent passive suspension system with very low jerk and still low cost. [0018] The present invention 'Very Low Jerk and Low Cost Vehicle Suspension' system can be used in all different types of wheel drive vehicles on the roads, rails and also various other types of the vehicles used off the roads.

[0019] In this embodiment the chassis is connected to the tyre wheel assembly through the rollers and the links. These rollers roll and the links move keeping the chassis nearly at the same level even though the tyre wheel assembly along with the tyre moves up or down due to the bumps and potholes of the road to avoid jerks to the riders. Moreover the tyre of the vehicle comes to equilibrium state quickly with respect to the chassis due to the springs in addition to the dampener / shock absorber. [0020] The cost of the 'Very Low Jerk and Low Cost Vehicle Suspension' is expected to be very much below the cost of expensive active suspension system and comparable to the prevailing passive suspension systems therefore it is not costly and can be used in low cost vehicles.

[0021]This new invention is named 'Agarwal Suspension' for the comfortable ride for the occupants of the vehicles with very low jerks even on the bad conditions of the roads and ground with bumps and potholes.

ADVANTAGEOUS EFFECTS OF INVENTION

This new invention offers following advantages:

1) Very low or nearly no jerks to the riders of the vehicles even on bad roads, streets and ground with bumps and potholes.

2) Low cost of the vehicle suspension system and can be used even in entry level vehicles at affordable price for the common persons.

3) Can be used in all types of wheel drive vehicles from bicycles to sports car, commercial vehicles and the trains moving on rails etc.

4) Can also be used in farm sector, construction sector and military sector vehicles which are required to move off the road on uneven grounds.

5) Easy to manufacture and install in the vehicles.

6) Good manoeuvring of vehicles as the wheels are kept in better contact with road/ground. BRIEF DESCRIPTION OF DRAWINGS:

[0023] Brief description of the drawings are given below:

- Drawing No. 1 : Elevation of Vehicle Suspension System

- Drawing No. 2 : Side View of Vehicle Suspension System

- Drawing No. 3 : Elevation of Vehicle Suspension System on Bumps

- Drawing No. 4 : Elevation of Vehicle Suspension System on Potholes

- Drawing No. 5 : Isometric View of Vehicle Suspension System

- Drawing No. 6 : Vehicle Suspension System on Road with Bumps &

potholes

DESCRIPTION OF THE PREFERRED EMBODIMENT

Please refer to the drawings.

[0024] An attachment of the chassis (1) of the vehicle is made in a shape like two opposite channels so that one or more rollers (or wheels) (2), can roll and also support the chassis. In addition to this shape other shapes can also be used. Alternatively the chassis (1) of the vehicle can also be formed in a shape so that rollers (2) can freely roll and support the chassis (1).

[0025] Each roller (2) has a central shaft projecting out on both the sides from the attachment of the chassis or the chassis (1). Both the ends of the central shaft of the roller (2) are attached to the upper end of a link (3) so that the rolling of the roller is uniform and smooth. [0026] The lower end of the link (3) is attached to the tyre wheel assembly (4). Preferably two sets of the rollers (2) and the links (3) are used.

[0027] The sprung weight of the vehicle is transferred from the chassis to the tyre wheel assembly (4) through the rollers (2) and the links (3).

[0028] The rollers (2) are provided with B-spring (5) and C-spring (6) on both the rolling directions of the rollers (2) to smoothen the rolling action at the time of jerks due to the bad conditions of the road and also to bring back the tyre wheel assembly (4) in the equilibrium state with respect to the chassis of the vehicle quickly on the normal level of road or ground.

[0029] Whenever the tyre/wheel of the vehicle passes over a bump on the road, the tyre/wheel moves up along with the tyre wheel assembly (4). The raising of the tyre wheel assembly (4) raises the lower ends of both the links (3) attached to it. This moves the upper ends of links (3) to roll the rollers (2) away from each other.

[0030] By the rolling of the rollers (2) as above, the angle of the links (3) changes and the vertical distance between the chassis (1) and the tyre wheel assembly (4) reduces. This keeps the chassis (1) nearly at its original level without giving jerk or shock to the occupants of the vehicle even due to the bump of the road or uneven ground.

[0031] Whenever the tyre/wheel of the vehicle passes over a pothole on the road, the tyre/wheel moves down along with the tyre wheel assembly (4). The lowering of the tyre wheel assembly (4) lowers the lower ends of both the links (3) attached to it. This moves the upper ends of links (3) to roll the rollers (2) closer to each other.

[0032] By the rolling of the rollers (2) as above, the angle of the links (3) changes and the vertical distance between the chassis (1) and the tyre wheel assembly (4) increases. This keeps the chassis (1) nearly at its original level without giving jerk or shock to the occupants of the vehicle even due to the pothole of the road or uneven ground.

[0033] With the chassis (1) of the vehicle being maintained nearly at its original level even when the tyre of the vehicle passes over a bump or pothole, the jerks to the chassis (1) are nearly avoided and the occupants of the vehicle have comfortable ride even on the bad conditions of roads or uneven ground with bumps and potholes.

[0034] The B-spring (5) and C-spring (6) are provided on both the sides of the rollers (2) for the smooth movements of the rollers (2) along with links (3) so that the journey even on the bad roads and ground with bumps and potholes transfers only very low jerks to the riders of the vehicle.

[0035] A distance piece (7) is attached to the chassis or its attachment (1). A fixed support (10) is fixed to the distance piece (7) for providing a pivot (11) to shock-absorbing arm (12) so that it can move like see-saw. Alternatively, the distance piece (7) can be avoided and the fixed support (10) can be directly attached to the chassis or its attachment (1).

[0036] Both sides of the pivoted shock-absorbing arm (12) are preferably unequal in size. The shorter side of the shock-absorbing arm (12) is attached to an A-spring (9) whose other end is attached to the distance piece (7) or directly to the chassis or to any of its attachment (1). A flexible material piece (8) is preferably used in between the A-spring (9) and its support to further dampen the jerks transmitted by the shock absorber assembly to the chassis (1).

[0037] The other end of the shock-absorbing arm (12) which is preferably longer is attached to the upper end of the shock absorber (13). The lower end of the shock absorber (13) is attached to the tyre wheel assembly (4). This arrangement not only minimises the jerks to the chassis (1) but also conserves energy and keep the tyre/wheel of the vehicle in contact with the road or ground for manoeuvring and good steering control.

[0038] Whenever the tyre/wheel of the vehicle passes over a bump on the road or ground, the tyre/wheel moves up along with the tyre wheel assembly (4). The shock absorber (13) dampens the movements conserving the energy. The shock absorber (13) is raised due to the rise of tyre wheel assembly (4) on the bump.

[0039] The raising of the shock absorber (13) raises the shock-absorbing arm (12) at its end, this in turn compresses the A-spring (9) at the opposite end of the shock-absorbing arm (12) to dampen the jerks and maintain the shock absorber (13) in equilibrium. The compression of the

A-spring (9) not only conserves the remaining energy, it also nearly avoids all the jerks transmitted to the chassis due to the bumps on the road or ground to make the ride comfortable.

[0040] Whenever the tyre/wheel of the vehicle passes over a pothole of the road or ground, the tyre/wheel moves down along with the tyre wheel assembly (4). The shock absorber (13) dampens the movements conserving the energy. The shock absorber (13) is lowered due to the lowering of tyre wheel assembly (4) on the pothole.

[0041] The lowering of shock absorber (13) lowers the shock-absorbing arm (12) at its end, this in turn expands the A-spring (9) at the opposite end of the shock-absorbing arm (12) to dampen the jerks and maintain the shock absorber (13) in equilibrium. The expansion of the A-spring

(9) not only conserves the remaining energy, it also nearly avoids all the jerks transmitted to the chassis due to the potholes on the road or ground to make the ride comfortable.

[0042] This embodiment of two systems to avoid the jerks by (i) rollers (2) with B-spring (5) and C- spring (6) & links (3) and (ii) A-spring (9), shock-absorbing arm (12) & shock absorber (13) etc. either completely eliminates or minimizes the transfer of jerks to the chassis to negligibly low level due to the bumps and potholes on the roads or ground. This makes the journey comfortable for the occupants of the vehicle.

[0043]Since the vehicle suffers minimum jerks, the life of the vehicle and its overall performance improves even on bad roads and ground conditions. INDUSTRIAL APPLICABILITY

[0044] The embodiment 'Very low jerk and low cost vehicle suspension' has good industrial applicability since it is suitable for all types of wheel drive vehicles including automobile, trains, agricultural vehicles, construction vehicles and military vehicles etc. [0045] The embodiment is suitable for both the types of vehicles on the road as well as off the road vehicles such as used in farms, fields, rural areas and uneven grounds.

[0046] Since the embodiment of 'Very Low Jerk and Low Cost System' requires simple system, it is not costly and can be used in low cost vehicles.

[0047] For new vehicles, the chassis of the vehicles can be designed for this embodiment. For the existing vehicles modification of chassis is required.

PRIOR ART

[0048] Several patents on active as well as passive suspension systems are available. Few patents with little resemblance are mentioned below: 1. Passive ride control for a vehicle suspension system - EP 1189775 Bl :

A roll control system (1) for a vehicle suspension system and a method for controlling said control system, the vehicle having at least one pair of laterally spaced front wheel assemblies (2) and at least one pair of laterally spaced rear wheel assemblies (3), each tyre wheel assembly (2, 3) including a wheel (4) and a wheel mounting (5) permitting wheel movement in a generally vertical direction relative to the vehicle body.

2. Passive vehicular suspension system including a roll control mechanism EP 0952929 Bl:

A suspension system for a vehicle having a chassis (1) supported on at least one forward pair of laterally spaced wheels (7a, 7b) and at least one rear pair of laterally spaced wheels (7c, 7d), including vehicle support means (4, 5, 6) for supporting the chassis above each said pair of wheels, and roll moment reaction means (10) for providing location of the chassis about a substantially level roll attitude. 3. Passive vehicle suspension system providing optimal camber gain US 20110148060 Al:

The present invention provides a passive vehicle suspension system providing optimal camber gain and avoiding the "bump camber" problem. This vehicle suspension system utilizes a conventional sway bar and a kinematic system to rotate the tire(s) of a vehicle in a direction opposite the roll of the vehicle during turning or cornering.

4. Anti-roll suspension systems for vehicles EP 0858918 Al:

Roll control systems for highway vehicles provide hydro -pneumatic and mechanical (torsion) resistance to vehicle pitch and roll. In the hydro-pneumatic system double-acting piston/cylinder assemblies (214,214',215,215') connected head side-to-rod side in laterally-spaced pairs provide roll and pitch control in combination with resilient suspension compliance.

5. Passive ride control for a vehicle suspension system - US 6761371 Bl:

A roll control system for a vehicle suspension system and a method for controlling the control system is disclosed. The vehicle has at least one pair of laterally spaced front wheel assemblies and at least one pair of laterally spaced rear wheel assemblies. Each tyre wheel assembly includes a wheel and a wheel mounting permitting wheel movement in a generally vertical direction relative to the vehicle body, and vehicle support means for providing at least substantially a major portion of the support for the vehicle. 6. Passive vehicle suspension system - US 5330225 A:

A low band width passive vehicle suspension system for utilization with land vehicles which includes a shock absorber of the cylinder-piston type suspended between each wheel of the vehicle and its chassis. The piston divides the cylinder into a pair of chambers and the chambers are interconnected with a bypass passageway within which there is mounted a variable orifice controlled by a moveable valve.

7. Vehicle suspension system - WO 2003029036 Al :

A method of controlling the roll stiffness and roll moment distribution of a vehicle suspension system of a vehicle, the vehicle suspension system including front and rear vehicle support means for supporting the vehicle and any load carried by the vehicle, and at least one roll moment reaction means for providing a variable roll stiffness for the vehicle suspension system; the method including the step of adjusting the roll stiffness and the roll moment distribution of the vehicle suspension system in dependence on the load carried by at least a rear or front of the vehicle.

8. Passive vehicle suspension system providing optimal camber gain

US 7896361 B2: The present invention provides a passive vehicle suspension system providing optimal camber gain and avoiding the "bump camber" problem. This vehicle suspension system utilizes a conventional sway bar and a kinematic system to rotate the tire(s) of a vehicle in a direction opposite the roll of the vehicle during turning or cornering, for example. The kinematic design allows for adjustability and optimization, providing optimal camber gain.

Claims

1. A very low jerk and low cost vehicle suspension system comprising of:

Chassis of the vehicle or its attachment ( 1 )

One or more roller (or wheel) (2) which can roll and also support the above mentioned chassis (1)

- One link (3) for each above mentioned roller (2), with its upper end attached to the above mentioned roller (2) and the lower end of the link (3) attached to tyre wheel assembly (4) of the vehicle

- One or more Springs (or Dampeners) (5 & 6) attached to the above mentioned roller (2)

2. As claimed in claim 1, preferably 2 sets of rollers (2) and the links (3) are provided, one on each side of the vertical centreline of the tyre wheel assembly for the transfer of sprung weight of the vehicle to the tyre wheel assembly (4) of the vehicle.

3. As claimed in claim no. 1 whenever the tyre of the vehicle passes over a bump, the tyre wheel assembly (4) rises and the lower ends of the links (3) attached to the tyre wheel assembly also move up to change the angle of links (3) and to roll the rollers (2) away from each other so that the chassis (1) is maintained nearly at the same height to avoid or minimise the transfer of jerks to the chassis (1) due to the bump.

4. As claimed in claim no. 1 whenever the tyre of the vehicle passes on a pothole, the tyre wheel assembly (4) lowers and the lower ends of the links (3) attached to the tyre wheel assembly (4) also move down to change the angle of links (3) and to roll the rollers closer to each other so that the chassis (1) is maintained nearly at the same height to avoid or minimise the transfer of jerks to the chassis (1) due to the pothole.

5. As claimed in claim 1, springs (5 & 6) are provided on both the sides of the rollers (2) so that the movements of the rollers (2) are smooth and there is no or minimum transfer of jerks to the chassis (1) of the vehicle due to the sudden bumps and potholes of the roads and grounds and also to bring the embodiment to its normal position on smooth road or ground.

6. This very low jerk and low cost vehicle suspension system also comprising of:

A distance piece (7) attached to the chassis of the vehicle or its attachment (1)

A support (10) with pivot (11) attached to the above mentioned distance piece (7) or directly to the chassis or its attachment (1) - A spring (9) attached to the above mentioned distance piece or directly to the chassis or its attachment (1)

A flexible material (8) between the above mentioned spring (9) and its support

A shock absorbing arm (12) pivoted at pivot (11) with its one end attached to the above mentioned spring (9)

A shock absorber (or dampener) (13) with its upper end attached to the above mentioned shock absorbing arm (12) and its lower end attached to the tyre wheel assembly (4) of the vehicle.

7. As claimed in claim 6, the shock-absorbing arm (12) pivoted at pivot (11), moves like a see- saw is preferably so pivoted that the distance between the shock absorber (13) and pivot (11) is much more than the distance between the spring (9) and pivot (11) so that the movement of spring (9) is much less than the movement of shock absorber (13) to ensure that the transfer of jerks to the chassis is avoided or minimised due to sudden bump or pothole.

8. As claimed in claim 6, the spring (9) attached to the shock-absorbing arm (12) also maintains the shock absorber (13) in equilibrium while conserving the energy and both the spring (9) and shock absorber (13) together keep the tyre/wheel of the vehicle in contact with the road or ground for good manoeuvring and steering control of the vehicle.

9. As claimed in claim 6, when the tyre/wheel of the vehicle moves on a bump, the tyre wheel assembly (4) along with the bottom attachment of the shock absorber (13) moves up and the shock absorber (1 ), while absorbing most of the shock & energy, raises the shock absorbing arm (12) at its end which in turn compresses the spring (9) attached to the shock-absorbing arm (12) to absorb the remaining shock & energy and also to maintain the shock absorber (13) in equilibrium to avoid nearly all the jerks to the chassis (1) due to the bump of the road or ground.

10. As claimed in claim 6, when the tyre/wheel of the vehicle moves on a pothole, the tyre wheel assembly (4) along with the bottom attachment of the shock absorber (13) moves down and the shock absorber (13), while absorbing most of the shock & energy, lowers the shock absorbing arm (12) at its end which in turn expands the spring (9) attached to the shock-absorbing arm (12) to absorb the remaining shock & energy and also to maintain the shock absorber (13) in equilibrium to avoid nearly all the jerks to the chassis (1) due to the pothole of the road or ground.

11. As claimed in claim 6, the flexible material (8) between spring (9) and its support further minimise the jerks.

12. As claimed in claim 6, the spring (9) also help the shock absorber (13) to come to its normal position quickly on smooth road and ground after the bump or pothole.

13. The embodiment as claimed in claim 1 either in part or complete with or without the embodiment as claimed in claim 6 in part or complete can be used in a vehicle to reduce the jerks to the chassis (1) and riders of the vehicle, however, the complete embodiment as claimed in claim 1 & claim 6 will result in very low jerks to the chassis (1) and riders of the vehicle.