Note: Descriptions are shown in the official language in which they were submitted.
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1
LOW PROFILE CHASSIS AND SUSPENSION
BACKGROUND OF THE INVENTION
FIELD OF TBE INVENTION:
This invention relates to the field of wheel suspensions, and parkicularly to
20 wheel suspension systems that independently support the wheels of a vehicle
in
which a wide and low cargo floor is desired. This invention is an improvement
to
the wheel suspension systems described in my earlier patents, namely, U.S.
Patent
No. 4,878,691, issued on November 7, 1989,-U.S. Patent No. 4,934,733, issued
on
June 19, 1990, U.S. Patent No. 5,016,912, issued on May 21, 1991, U.S. Patent
No.
25 5,275,430, issued on January 4, 1994, and U.S. Patent 5,839,750, issued on
Nov.
24, 1998.
For a variety of reasons, it is frequently desirable to have the cargo floor
of a
trailer, van, or similar vehicle as low as reasonably possible. A low floor
provides
for more efficient transportation of cargo, giving a vehicle ?nore useable,
internal
30 space for given exterior dimensions. Also, a low floor placed close to the
road
surface makes for easier access to the vehicle. These and other advantages of
a
low cargo floor have motivated various proposals for low vehicle floors.
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SUMMARY OF THE INVENTION
One embodiment of the present invention is a unique apparatus for placing
the floor of a cargo compartment or payload section of a vehicle close to the
roadway surface. Examples of cargo compartments and payload sections include
the aft section of delivery trucks, airport shuttle buses and ambulances.
In another embodiment of the present invention, there is a novel
configuration for a vehicle which includes a cab section with a high mounted
engine and high placed cab floor coupled to a low profile chassis.
In yet another embodiment of the present invention, there is a novel manner
of supporting an exhaust pipe within a frame that rides close to the road
surface.
In a still further embodiment of the present invention, there is an apparatus
for a road vehicle which includes a pair of frame sections with substantially
planar
top surfaces, and a planar bottom surface on one of the frame sections which
provides increased ground clearance.
A still further embodiment of the present invention pertains to a frame
section of a
vehicle placed below the rotational axes of the rear wheels, the frame section
defining a recessed pocket adapted and configured to provide wheelchair access
to
the vehicle from a ramp.
In another embodiment of the present invention, there is a front suspension
for a road vehicle which includes a pair of trailing arm supports attached to
a
driven front axle, and a pivotal member which links a trailing arm on one side
of
the vehicle with a frame member on the other side of the vehicle.
Yet another embodiment of the present invention pertains to a hydraulic
brake assembly for use on a wheel whose rotational axis is above the top
surface of
a frame section. The hydraulic ports and hydraulic lines for the brake
assembly are
oriented such that they do not extend inward of the inboard surface of the
brake
assembly.
In yet another embodiment of the present invention, a vehicle including a
rear frame with a top surface below rotational axes of the rear wheels is
coupled to
a driven front axle. The front axle receives power from an engine which is
located
aft of the front axle.
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Thus, in a broad aspect, the invention provides an
apparatus for a vehicle, comprising: a first rear wheel
having a first rotational axis; a second rear wheel having a
second rotational axis; a frame having a planar portion with
a top surface and a bottom surface, said frame
interconnecting said first and second rear wheels, said
planar portion being located between said first and second
rear wheels, the first and second rotational axes being
located above the top surface, said frame including first
and second frame members extending longitudinally across
said frame and being located between said first wheel and
said second wheel, each said frame member having a vertical
height; and an exhaust pipe supported by said frame below
the top surface and above the bottom surface and between
said first and second frame members.
Accordingly, one object of the present invention
is to provide a unique apparatus for transporting people
and/or cargo in a vehicle.
Further objects, embodiments, forms, benefits,
aspects, features, and advantages of the present invention
can be obtained from the description, drawings, and claims
provided herein.
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DESCRIPTION OF THE DRAWINGS
FIG. 1 is a perspective view of a pair of wheel suspension systems
constructed in accordance with one embodiment of the present invention.
FIG. 2 is a side elevational view of the wheel assemblies and wheels of
FIG. 1 mounted to a vehicle frame, viewing outwardly from inboard of the
assemblies.
FIG. 3 is a top plan view of the wheel assemblies of FIG. 1.
FIG. 4 is a side elevational view of a frame and suspension section of a
vehicle according to another embodiment of the present invention.
FIG. 5 is a top plan view of the vehicle section of FIG. 4 as taken along line
5-5 of FIG. 4.
FIG. 6A is a cross-sectional view of the vehicle section of FIG. 5 as taken
along line 6-6 of FIG. 5.
FIG. 6B shows the vehicle section of FIG. 6A supporting a cargo
compartment.
FIG. 7 is a partial cross-sectional view of a portion of the vehicle section
of
FIG. 5 as taken along the line 7-7 of FIG. 5.
FIG. 8A is a side elevational view of a wheel support and a portion of the
vehicle section of FIG. 5 as viewed along line 8A-8A of FIG. 5.
FIG. 8B is a side elevational view of the wheel support and portion of the
vehicle section of FIG. 8A including a reinforcing doubler.
FIG. 9 is a perspective view of a wheel support according to one
embodiment of the present invention.
FIG. 10A is a side elevational view of a pivotal attachment according to
one embodiment of the present invention.
FIG. lOB is a side elevational view of another pivotal attachment according
to one embodiment of the present invention.
FIG. 11 is an enlargement of the area within dotted oval 189 of FIG. 5.
FIG. 12 is a perspective view of a two-wheeled embodiment of the present
invention as used within a van.
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FIG. 13 is a perspective view of a four-wheeled embodiment of the present
invention as used within a trailer.
FIG. 14 is a top plan view of a vehicle section in accordance with another
embodiment of the present invention.
5 FIG. 15 is a partial side view of the vehicle section of FIG. 14 as taken
along line 15-15 of FIG. 14.
FIG. 16 is a top plan view of a vehicle section in accordance with another
embodiment of the present invention.
FIG. 17 is a top plan view of a wheel support according to one embodiment
of the present invention.
FIG. 18 is a side elevational view of the wheel support of FIG. 17.
FIG. 19 is a cross-sectional, perspective view of another embodiment of the
present invention.
FIG. 20 is a top plan view of a frame and suspension system according to
another embodiment of the present invention.
FIG. 21 is a top plan view of a frame and suspension system according to
another embodiment of the present invention.
FIG. 22 is a top plan view of a frame and suspension system according to
another embodiment of the present invention.
FIG. 23 is a top plan view of a frame and suspension system according to
another embodiment of the present invention.
FIG. 24 is a front, left side, and top perspective view of another
embodiment of the present invention.
FIG. 25A is a front elevational view of the embodiment of FIG. 24.
FIG. 25B is a rear elevational view of the embodiment of FIG. 24.
FIG. 25C is a left side elevational view of the embodiment of FIG. 24.
FIG. 26 is a bottom planar view of the embodiment of FIG. 26.
FIG. 27 is a rear, top, and right side photograph of another embodiment of
the present invention.
FIG. 28 is a front, top, and left side photograph of the embodiment of FIG.
27.
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FIG. 29 is a partly sectional schematic representation of a side elevational
view of another embodiment of the present invention.
FIG. 30 is a top plan view of an apparatus according to another
embodiment of the present invention.
FIG. 31 is an end elevational view of the apparatus of FIG. 30 as taken
along line 31-31 of FIG. 30.
FIG. 32 is a side elevational view of the apparatus of FIG. 30 as taken
along line 32-32.
FIG. 33 is a top, side perspective view of a portion of the apparatus of FIG.,
30.
FIG. 34 is a side elevational view of another embodiment of the present
invention.
FIG. 35 is a top plan view of an apparatus according to another
embodiment of the present invention.
FIG. 36 is a side and rear perspective view of a vehicle incorporating the
apparatus of FIG. 35.
FIG. 37 is a top, front, left side perspective view of the apparatus of FIG.
30.
FIG. 38 is an enlargement of a portion of the apparatus of FIG. 37.
FIG. 39 is a top perspective view of a portion of the apparatus of FIG. 37.
FIG. 40 is a rear, side perspective view of a portion of the apparatus of FIG.
37.
FIG. 41 is a side true perspective view of a wheel support according to
another embodiment of the present invention.
FIG. 42 is a top true perspective view of the wheel support of FIG. 41.
FIG. 43 is a bottom true perspective view of a mirror-image wheel support
of the wheel support of FIG. 41.
FIG. 44 is a side perspective and cutaway view of a portion of a wheel
support, wheel, brake, and stub axle assembly according to one embodiment of
the
present invention.
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DESCRIPTION OF THE PREFERRED EMBODIMENT
For the purposes of promoting an understanding of the principles of the
invention, reference will now be made to the embodiment illustrated in the
drawings and specific language will be used to describe the same. It will
nevertheless be understood that no limitation of the scope of the invention is
thereby intended, such alterations and further modifications in the
illustrated
device, and such further applications of the principles of the invention as
illustrated
therein being contemplated as would normally occur to one skilled in the art
to
which the invention relates.
The present invention provides a wheel suspension system which has an
extremely low profile. The suspension system utilizes a wheel support that is
connected with the vehicle frame at points of attachment on the frame which
are
spaced apart laterally, thereby providing lateral support for the wheel. The
wheel
support is pivotable between an uppermost position and a lowermost position.
One
or two biasing means are included to maintain the wheel support in an
intermediate
position and to absorb loads from the wheel.
Referring in particular to FIG. 1, there is shown a wheel suspension system
constructed in accordance with the present invention. The system includes a
pair
of wheels mounted to a vehicle frame by respective wheel supports. The wheel
supports are maintained in position by a leaf spring secured between the wheel
support and the frame.
The two wheels are shown mounted on the same side of the vehicle, and of
course similar wheels and suspension systems are used on the opposite side of
the
vehicle. It will further be appreciated that the present invention is equally
useful
when only one wheel is supported on each side of the vehicle. Also, the
embodiment of FIG. 1 utilizes a single leaf spring, but could equally use
separate
biasing means serving the function of the spring.
The wheels are attached to cross members of the vehicle frame by wheel
supports. The wheel supports attach to the cross member at a pair of pivot
points,
with one pivot point being inboard of the other pivot point. This lateral
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displacement of one pivot point relative to the other promotes the lateral
stability
of the wheel support. The frame cross members are held in position by a
longitudinal member of the frame.
The wheel support connects to the frame cross member on a portion of the
support that is largely horizontal and parallel to the roadway. The wheel
support
also has a section that is largely vertical relative to the roadway, to which
the
wheel, spring and shock absorber are attached. The spring and shock absorber
attach to the vertical portion of the wheel support and also a vertical member
of the
frame. The upright portion of the wheel support is adaptable to springs such
as the
coil type, air bag type, or any other type of spring that creates a spring
force when
its attachment points are displaced relative to each other.
There is an additional spring that acts between the wheel support and the
frame. This spring is of the leaf type, and attaches to both the horizontal
portion of
the wheel support and also to the frame. In a preferred embodiment, the
attachment of the spring to the wheel support permits relative sliding of the
spring
within the wheel support in the fore and aft directions, but otherwise
transmits
spring forces created by the pivoting of the wheel support relative to the
frame
cross member. Alternative attachments of the leaf spring may be used,
including
an attachment by which one end of the spring is secured to a wheel support and
the
portion connected with the vehicle frame is allowed to slide relative thereto.
Additionally, a spring configuration and attachment could be employed in which
all attachments of the spring prevent or allow for sliding movement.
It is a feature of the leaf spring design that a biasing device is provided
that
fits generally within the typical vehicle frame. The leaf spring is located
interior of
the frame perimeter. It is also positioned below the upper surface of the
frame, arid
thereby does not intrude into space available above the frame for the bed of
the
vehicle, e.g., the floor of a trailer or van. As shown in FIG. 1, the leaf
spring is
conveniently received through an opening in a frame member, thus
accommodating the position of the leaf spring and minimizing the space
required
for the spring.
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This leaf spring may be used simultaneously with adjacent wheels. The
spring can attach, slidably or not, to two wheel supports and also be attached
to a
cross member of the frame in-between the two wheel supports.
The present invention provides a wheel suspension system useful in a
variety of applications. The preferred embodiment is characterized by a wheel
support with a largely vertical portion and a largely horizontal portion. The
vertical portion is generally outboard of the vehicle frame. The horizontal
portion
is below or within much of the vehicle frame. Also, the shock absorber and
springs of the preferred embodiment are similarly situated either outboard of
much
of the vehicle frame, or below or within much of the vehicle frame. This
general
arrangement permits maximum utilization of the area inboard and above most of
the frame as useful cargo area. The wheel suspension system is useful, for
example, for mounting the wheels of a trailer, or for the rear wheels of a
front-wheel drive vehicle, such as a van.
Referring in particular to FIG. 1, there is depicted a preferred embodiment
of the present invention in a perspective view. Frame outboard longitudinal
member 2, shown with an "L" cross section, is a major structural member of the
vehicle frame traversing fore and aft along one side of the vehicle and
defining an
outer perimeter of the frame. Attached to it are frame cross members 4 and 6,
located fore and aft of each other, respectively. These cross members traverse
the
width of the vehicle, and typically terminate at the mirror image wheel
suspension
system on the other side of the vehicle frame. The frame cross members include
frame vertical members 5 and 7, respectively, located outboard of longitudinal
member 2.
Wheel suspension systems according to the present invention are mounted
to the vehicle frame in the following manner. The wheel suspension systems
include, for example, wheel supports 24 and 26. The supports carry stub axles
or
the like to support wheels thereon. In turn, the wheel supports are mounted to
the
vehicle frame for pivoting about a horizontal axis, thereby allowing the
carried
wheel to move up and down with respect to the vehicle frame.
Located just aft of the cross members are wheels 8 and 10. These wheels
are attached to the wheel supports 24 and 26, respectively, and are free to
rotate
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about respective hubs. For example, wheel 8 is mounted to hub 16 and is free
to
rotate about a horizontal axis 12 (FIG. 3). This hub is attached to upright
portion
of wheel support 24.
The wheel support further includes means for attaching pivotally to the
5 vehicle frame. The support preferably has a generally flat, horizontal
portion 21
attached pivotally to frame cross member 4 at inboard pivotal attachment 28
and
outboard pivotal attachment 30. The attachments preferably comprise a bracket
secured to the frame, and a bolt and nut received through apertures in the
bracket
and the associated portion of the wheel support. These two pivotal attachments
are
10 aligned to provide for pivoting about a horizontal axis extending
therethrough.
The pivotal attachments are also displaced laterally to enhance the lateral
stability
of the wheel support, and therefore of the first wheel 8.
A similar method is used to attach wheel 10 to frame cross member 6. Hub
18, about which second wheel 10 is free to rotate, is attached to upright
portion 22
15 of wheel support 26. This wheel support further includes a horizontal
portion 23
which is pivotally attached to frame cross member 6 at pivotal attachments 32
and
34. The wheel support 26 is thereby pivotal with respect to the frame about a
horizontal axis extending through the pivotal attachments 32 and 34, and the
wheel
10 is rotatable about an axis 14 (FIG. 3) which extends parallel to the
pivoting axis.
20 The upright portions of the wheel supports attach not only to the hubs, but
also continue around the forward upper quadrant of the respective wheels and
attach to spring and shock absorber assemblies. As shown in FIGS. 2 and 3, air
spring (air bag) 50 and shock absorber 56 both connect support upright portion
20
to frame vertical member 5. Air spring 50 is attached at face 51 of first
wheel
support 24, and also at face 52 of first frame vertical member 5, in
conventional
fashion. Shock absorber 56 is mounted in a typical manner along side air
spring
50, to first wheel support 24 at pivotal attachment 57, and to first frame
vertical
member 5 at pivotal attachment 58. As wheel support 24 rotates about pivots 28
and 30, the distance between upright portion 20 and vertical member 5 changes.
The air bag and shock absorber accommodate this movement and cushion the
pivoting of the wheel support.
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An alternate to the spring and shock absorber arrangement utilizes a coil
spring 60, as shown attached between wheel support 26 and frame vertical
member
7 in conventional fashion. This spring attaches to front spring mount 62 of
vertical
member 7, and to rear spring mount 61 of wheel support 26. When utilizing a
coil
spring, the shock absorber could be attached alongside the spring, similar to
the
positioning shown for shock absorber 56, or it could be attached coaxially
with the
coil spring. Shock absorber 66 is shown mounted between frame vertical member
7 and wheel support 26 inside the coils of coil spring 60.
Additionally spring support for the wheel occurs in respect to the horizontal
14 portions of the wheel support members. The horizontal portion is configured
to be
substantially flat and to underlie the vehicle frame. It is a feature of the
present
invention that such a compact wheel support is also supportable in a manner to
further enhance the low profile of the overall suspension in comparison to the
vehicle frame.
The wheel support engages a leaf spring 70 that is secured between the
support and the vehicle frame. Each wheel support can be combined with an
individual leaf spring. Alternatively, pairs of wheel supports can be
accommodated by a single leaf spring, as shown in the drawings. In general, a
wheel support includes a leaf spring receiving member for connection with an
end
,20. of the leaf spring. Leaf spring 70 is shown having a forward portion
received
within a narrow slot comprising a leaf spring forward attachment 78. Leaf
spring
70 continues in the aft direction, attaching to the frame by means of the
frame
attachment 74 through which it passes. Aft of that location the leaf spring
includes
a portion received within the rear attachment 72 defined by the wheel support
26.
Frame attachment 74 prevents lateral, longitudinal or vertical motion of the
leaf spring at the point of attachment. However, pivoting is permitted about
the
lateral access established by frame attachment 74.
As wheel support 24 pivots about the axis defined by the attachments 28
and 30, forward attachment 78 of the wheel support moves in an arc relative to
cross member 4. The distance between attachments 74 and 78 changes as the
wheel support pivots. Attachment 78 permits sliding of leaf spring 70 in the
fore
and aft directions. Thus, a change in the fore/aft distance between
attachments 74
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and 78 does not result in the creation of spring load from spring 70. However,
attachment 78 does resist any change in the vertical distance between
attachments
78 and 74. Thus, rotation of the wheel support results in a change in spring
load of
spring 70 for the vertical component of movement.
Although the preferred embodiment depicts a single leaf spring attached
near its center in providing support to wheel supports both in front and
behind it, it
is also possible to use a single leaf spring for each wheel support. For
example, it
would be possible to remove all portions of leaf spring 70 aft of attachment
74, and
have the remainder support only first wheel support 24. Similarly, it would
also be
possible to remove all portions of leaf spring 70 forward of attachment 74,
thus
providing support only to second wheel support 26. Thus, leaf spring 70 could
provide independent support for each wheel support, and the attachment of that
independent leaf spring, could either be forward or aft of the respective
wheel
rotational axis.
Alternate embodiments of the present invention shown in FIGS. 4-18 also
provide a wheel suspension system which has an extremely low profile. These
alternate embodiments utilize a wheel support that is connected by a pair of
pivotal
attachments to the vehicle frame. The wheel support supports a wheel for
rotation
about a rotational axis. The rotational axis is located above the pivotal
attachments
and above the transverse frame structure which lowers the profile of the wheel
support and permits additional cargo-carrying volume above the wheel support.
The pivotal attachments are spaced apart laterally, thereby providing lateral
support for the wheel. The wheel support is pivotal between a first, uppermost
position and a second, lowermost position. The pivot axes of the two pivotal
attachments are generally coincident, and are preferably arranged such that
the
wheel support pivots in a pitching direction relative to the vehicle.
Some of these embodiments incorporate a spring such as an airbag, leaf
spring, or coil spring for biasing the wheel support to a position
intermediate of the
first and second positions. The spring is placed between a spring support of
the
vehicle frame and a spring support of the wheel support, and is placed beneath
the
rotational axis of the wheel and preferably inward of the wheel and tire. This
placement of the spring helps increase useable cargo carrying volume for the
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vehicle and simplifies the structural support necessary to support the biasing
loads
by utilizing planar portions of the vehicle frame to support the spring. In
addition,
some embodiments orient the shock absorber in a generally horizontal position
beneath the rotational axis of the wheel. This placement of the shock
simplifies the
structure of the wheel support and also the upright structures of the frame
that
houses the wheels. In some of those embodiments with horizontal shock
absorbers
placed below the wheel rotational axis, the biasing mechanism includes either
an
air bag, or one or more leaf springs coupled to both a wheel support and a
cross
member of the vehicle frame. In yet other embodiments, a leaf spring couples
to
adjacent wheel supports and to the vehicle frame.
Referring to Figs. 4-6, a vehicle frame and suspension section 98 with a
longitudinal axis X includes a wheel support 100 which rotatably supports a
wheel
102 and tire 104. Wheel support 100 is pivotally attached to a cross member
106
of a transverse frame structure 116 by a first pivotal attachment 108 and a
second
pivotal attachment 110. Pivotal attachments 108 and 110 couple wheel support
100 to frame section 98, and are displaced laterally from one another so as to
provide stability to wheel support 100. Pivotal attachments 108 and 110 are
pivotal about first axis 109 and second axis 111, respectively. Pivotal axes
109
and 111 are preferably coincident with each other and are preferably oriented
transverse to the direction of motion of the vehicle. Wheel support 100 is
thus
pivotally attached so as to permit pitching motion of wheel support 100. Wheel
support 100 includes a generally upright portion 112 which supports a spindle,
or
stub axle, 114 about which wheel 102 rotates. The present invention
contemplates
spindles, hubs, stub axles, and other similar devices known to those of
ordinary
skill in the art as means for rotatably supporting a wheel on the wheel
support.
Frame and suspension section 98 includes a row of tires 104 on either side
of a transverse frame structure 116. Transverse frame structure 116 generally
supports the vehicle cargo or utility section directly above it, as best seen
in FIGS.
12 and 13. Referring again to FIGS. 5 and 6A, transverse frame structure 116
includes laterally disposed transverse frame sides 118 and 120. Attached to
first
transverse frame side 118 is a first upright frame structure 122. Attached to
second
transverse frame side 120 is a second upright frame structure 124. Frame
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structures 124, 116, and 122 form a generally U shape, as best seen in FIG.
6A,
with transverse structure 116 being attached to the bottoms of the opposing
upright
frame structures 124 and 122. The top surface of transverse structure 116
preferably defines a plane that is located generally at or below the
rotational axis of
the wheels.
Wheels 102, shock absorbers 136, spindles 114, and upright portion 112 of
wheel support 100 are disposed within upright structures 122 and 124. Spindle
114 supports one or more wheels 102 disposed within the upright frame
structures.
Spindle, or stub axle, 114 is not an axle that extends across transverse frame
structure 116. By not having an axle spanning between upright frame structures
122 and 124, it is possible to have more cargo-carrying volume within the
vehicle.
Transverse frame structure 116 can thus be located below the rotational axes
of the
wheels 102, and cargo can be carried below the rotational axes also.
Transverse frame structure 116 preferably includes a cross member 106 for
each pair of wheel supports 100. Cross members 106 are attached to
longitudinal
members 126 and sides 120 and 118 by corner reinforcements 128. In addition,
longitudinal members 126 are also interconnected to members 106 preferably
with
reinforcements 130. Frame spring supports 132 of transverse frame structure
116
are generally planar portions in one embodiment which extend inward preferably
from either first side 118 or second side 120 to longitudinal members 126.
Preferably, spring supports 132 are laterally disposed inwardly from the wheel
being supported. Portions of wheel supports 100 for supporting a spring are
located below frame spring supports 132. Disposed between each wheel support
100 and frame spring support 132 in one embodiment is an air spring 133. Frame
spring support 132 provides a support for air spring 133.
Although what has been shown and described is a specific arrangement of
cross members and longitudinal members with reinforcements, the present
invention also contemplates other arrangements for a transverse frame
structure as
would be known to one of ordinary skill in the art. Although welding is a
preferable means of joining various members of frame and suspension section
98,
the present invention also contemplates other joining and integrating methods,
including fusion, bonding, brazing, bolting, casting, molding, and similar
methods
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known in the art. Also, those of ordinary skill in the art will recognize that
the
cross members and longitudinal members can have a variety of cross sectional
shapes, such as for C channels, I beams, L shapes, rectangular shapes, and
others.
Wheel support 100 is pivotally attached to cross member 106 by a pair of
5 pivotal supports 108 and 110. Supports 108 and 110 permit pivoting of wheel
support 100 in a pitching direction about a pivotal axis that coincides with
first axis
109 of support 108 and second axis 111 of support 110. Inboard pivotal
attachment member 180 of support 100 is preferable releasably fastened to
inner
pivot 108a of support 108. Inner pivot 108a is coupled to outer support
housing
10 108c through a rubber bushing 108b. Inner pivot 108a is able to pivot
relative to
housing 108c by twisting rubber bushings 108b. In a similar fashion, an inner
pivot 110a of pivotal attachment member 110 is able to pivot relative to the
housing 110c by twisting a rubber bushing 110b.
Wheel support 100 supports a wheel for rotation about a rotational axis
15 158, and is arranged and constructed such that there is usable cargo volume
below
the rotational axis of the wheel, as best seen in FIGS. 6A, 12, and 13.
Horizontal
portion 168 of wheel support 1001ies generally below the volume useful for
cargo.
Pivotal attachments 108 and 110, which pivotally support wheel support 100,
have
pivot axes 109 and 111, respectively, that are located below rotational axis
158. In
one embodiment of the present invention, pivot axes 109 and 111 are preferably
parallel to rotational axis 158, as best seen in FIG. 8A.
Wheel support 100 pivots about pivot axis 109 and 111 in a pitching
direction relative to the vehicle, and is pivotal between an uppermost
position and
a lowermost position. Wheel support 100 is biased to a position between the
uppermost and lowermost positions, preferably by air spring 133. However, the
present invention also contemplates the use of other means for biasing the
wheel
support, including by way of example one or more coil springs or one or more
leaf
springs. The one or more springs bias wheel support 100 to a position between
the
uppermost and lowermost positions by urging spring support 156 of wheel
support
100 apart from frame spring support 132 of the vehicle frame.
In one embodiment, spring supports 156 and 132 generally face each other
and are part of a structural load path for the spring forces from spring 133.
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Preferably, spring supports 156 and 132 are disposed laterally inward from the
wheel being supported, although the present invention also contemplates spring
supports disposed laterally inward from the tire being supported. Spring
supports
156 and 132 are preferably generally planar in those embodiments utilizing air
springs with planar attachment surfaces. However, the present invention also
contemplates those embodiments in which spring supports 156 and 132 are
constructed and arranged to compatibly support other types springs, including,
for
example, leaf springs and coil springs.
Referring to FIG. 7, upright frame 124 is joined to transverse frame
structure 116 along second side 120 of frame structure 116. In one embodiment,
vertical wall section 144 of upright structure 124 is angled outwardly about 4
degrees from the vertical, so as to permit additional cargo space. Wall
section 144
is preferably fused to a longitudinal member 150 in the shape of a C channel
that
extends along side 120.
Air spring 133 is preferably fastened to attachment plate 152 by fasteners
(not shown) along upper contact face 154a of air spring 133, contact face 154a
being one end of air spring 133. Attachment plate 152 is preferably fastened
to
spring support 132 of frame section 116 by fasteners (not shown). One side of
spring support 132 is preferably welded to a longitudinal member at 126, and
the
other side of spring support 132 is preferably welded to longitudinal member
150,
the present invention contemplating other means known to those of ordinary
skill
in the art for coupling the spring support to the transverse fame section.
Air spring 133 is preferably fastened by fasteners (not shown) to spring
support 156 of wheel support 100 along a lower contact face 154b of air spring
133, contact face 154b being the other end of air spring 133, this end of air
spring
133 being between the second spring support 156 and the rotational axis of the
wheel. Thus, upper contact face 154a is coupled to and in contact with a first
spring support 132 and lower contact face 154b is coupled to and in contact
with a
second spring support 156.
Although it is preferable to couple lower face 154b of the air spring with
fasteners to attachment member at 156, coupling is not necessary provided
lower
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face 154b is in contact with spring support 156. Attachment members 156 and
132
support biasing loads from spring 133.
Upright portion 112 of wheel support 100 supports spindle 114. Spindle
114 is attached at a fastener attachment pattern 160 to upright portion 112.
Spindle
114 defines a rotational axis 158 that is generally horizontal and preferably
parallel
to the pivotal axis of wheel support 100. However, the present invention also
contemplates those embodiments in which the rotational axis of the wheel and
the
pivotal axis of the wheel support are not parallel. A hub 162 is mounted to
spindle
114 by a pair of bearings 163. A brake drum 164 is fastened to hub 162, and
provides a braking surface for a pair of brake shoes 166.
Upright portion 112 of wheel support 100 in one embodiment includes a
support structure 134. A shock absorber 136 is pivotally coupled to support
structure 134 by a coupling end 138 that attaches to ears 140 of support
structure
134. Attachment ears 140 for coupling to shock absorbers 136 are attached to
support plate structure 183 of support structure 134 as best seen in FIGS. 8A
and
8B. As seen in FIGS. 6A-7, the other coupling end 142 of shock absorber 136 is
pivotally coupled within upright frame structures 124 and 122. Shock absorber
136 and support structure 134 are located forward of the rotational axis of
wheel
102, and above the pivot axis of wheel support 100 in some embodiments.
Support structure 134 preferably provides features for attachment of
various components, including braking system components (not shown). As best
seen in FIG. 9, support 134 includes support plates 183 which incorporate
fastening patterns 182 and 184 for support and attachment of various
components,
including braking system components (not shown). Top support plate 183 also
defines a slot 186 through which brake system linkages (not shown) pass onto
the
braking system components for wheel 102.
Referring to FIG. 8A, a side elevational view of wheel support 100 and a
portion of frame 116 is shown. Some embodiments of wheel support 100 include a
stiffening member 167 generally in the shape of a "W" to provide stiffness and
strength along spring support 156 and to better distribute loads from air
spring 133
into wheel support 100. However, the present invention also contemplates those
wheel supports 100 in which alternative structure is used to provide
sufficient
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support for spring biasing loads imposed upon spring support 156, including by
way of example only, increased thickness for spring support 156, stiffening
ribs
attached or incorporated into spring support 156, V-shaped and I-shaped
structural
members, and various other equivalents known to those of ordinary skill in the
art.
FIG. 8B depicts a side elevational view of an embodiment of wheel support
100 capable of supporting two wheels. A doubler plate 167 is installed on
upright
section 112 between section 112 and wheel spindle 114. Doubler plate 167
provides an improved distribution of load from spindle 114 within upright
section
112. In one embodiment of the present invention, upright section 112 is
constructed from A-36 steel plate of about one and one quarter inch thickness.
Doubler plate 167 is constructed from A-36 steel plate of approximately one
half
inch thickness. In other embodiments the doubler may not be needed, upright
portion 112 being fabricated from thicker material or higher strength
material,
incorporating reinforcing ribs, or otherwise suitably strengthened.
FIG. 9 is a perspective view of a wheel support according to one
embodiment of the present invention. Wheel support 100 includes a generally
horizontal portion 168 attached to upright portion 112. Horizontal portion 168
includes spring support 156 for supporting air spring 133. In one embodiment,
spring support 156 includes a fastener pattern 174 for fastening air spring
133 to
wheel support 100. However, in some embodiments of the present invention
spring support 156 is not fastened to air spring 133. Horizontal portion 168
also
preferably includes a slot 176 or other means to provide clearance for an air
line
for pressurizing and depressurizing air spring 133. In some embodiments, the
center of air spring 133 is located between the rotational axis of the wheel
and the
pivotal axis of the wheel support, as best seen in FIG. 4.
Referring again to FIG. 9, a reinforcing member 170, which may include
one or more distinct pieces, has a generally square cross-section in one
embodiment and supports some of the edges of spring support 156. A reinforcing
member 171 with a C-shaped cross-section is attached to one end of
reinforcement
member 170 and also to upright portion 112. Reinforcement member 171 includes
a pair of inboard pivotal attachment members 180 and a pair of outboard
pivotal
attachment members 178. Inboard attachment members 180 define holes 181 for
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coupling to second pivotal attachment 108. Outboard pivotal attachment members
178 preferably define threaded holes 179 for fastening to first pivotal
attachment
110. In one embodiment, holes 179 are oriented about ninety degrees from holes
181.
Multiple corner reinforcements 172a and 172b attach reinforcement
member 170 to upright portion 112 in one-corner. A corner reinforcement 172a
similarly attaches member 171 to upright portion 112. A reinforcement plate
173
is fused to one end of reinforcement member 171 near upright portion 112 so as
to
better distribute stresses within support 100. Plate member 173 and corner
reinforcement 172a enhance the stiffness and strength of the load path from
spindle
114 to outboard pivotal attachment members 180. In one embodiment of the
present invention, the included angle 175 from upright section 112 to spring
support 156 is about ninety and three fourths degrees, so as to provide about
three
fourths of a degree of positive camber when not loaded by the weight of the
vehicle. Although a specific arrangement of reinforcement members has been
shown and described for wheel support 100, those of ordinary skill in the art
will
recognize equivalent methods of providing sufficient strength and stiffness.
FIGS. 10A and lOB depict side elevational views of pivotal attachments
according to one embodiment of the present invention. Pivotal attachments 108
and 110 include pivotal inner support member 108a and 110a, respectively, that
are
supported from stationary outer members 108c and 110c, respectively, by
elastomeric bushings 108b and 110b, respectively. Inner supports 108a and 110a
are able to pivot about pivot axes 109 and 111, respectively. Inner pivotal
member
108a includes a pair of through holes 108d for coupling attachment assembly
108
by fasteners to attachment members 180 of wheel support 100. In one embodiment
fastener holes 108d are oriented such that their centerlines are inclined from
the
horizontal as indicated by angle 188. Fastener holes 110d of pivotal inner
member
110a, likewise used for fastening pivotal attachment 110 to attachment members
178 of support 100, are inclined from vertical in one embodiment as indicated
by
angle 188. In one embodiment of the present invention angle 188 is about seven
and one half degrees, and may be as large as about fifteen degrees. The offset
angle 188 of the pivotal attachments preferably corresponds to a similar
offset
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angle for wheel support 100 prime, as seen in FIG. 4, as will be discussed
later. In
other embodiments, angle 188 is about zero degrees.
Although what has been shown and described are pivotal attachment
assemblies in which an inner pivoting member is elastomerically mounted to an
5 outer housing, the present invention contemplates other type of pivotal
attachment
assemblies. By way of example only, the present invention also contemplates
pivotal attachment assemblies in which a pivotal inner member is coupled by a
bearing, such as a ball bearing or plane bearing, to an outer casing. By
further way
of example, the outer casing may be a cast, molded, adhered, welded, or
otherwise
10 fixedly attached member to the transverse frame section 116. By further way
of
example, the inner pivoting member may be cast, molded, adhered, welded, or
otherwise fixedly attached or otherwise made integral with wheel support 100,
thus
eliminating the need for attachment members such as members 180 and 178. Yet
other varieties of pivotal attachments are known to those of ordinary skill on
the
15 art. It is preferable that the pivotal attachments include a feature that
permits
spacing apart of the pivotal attachment from either frame section 116 or wheel
support 110 so as to permit adjustment of wheel camber and toe-in. One
embodiment of the present invention which includes such adjustment features
will
now be described.
20 Pivotal attachments 108 and 110 are preferably attached by readily
removable fasteners 177 to cross member 106, as seen in FIG. 11. Pivotal
attachment 110 supports the outboard side of wheel support 100 via outboard
pivotal attachment members 178. Pivotal attachment 108 supports the inboard
side
of wheel support 100 through L-shaped inboard pivotal attachment members 180.
Pivotal attachment members 178 and 180 are preferably welded or otherwise
attached, cast, or molded within channel member 171 of wheel support 100, as
best
seen in FIGS. 8A and 9.
Referring again to FIG. 11, pivotal attachment 110 is capable of being
spaced apart from cross member 106 of frame 116 so as to move pivot axis 111
in
a longitudinal direction relative to the vehicle. This spacing may be
accomplished,
for example, by insertion of a shim between pivotal attachment 110 and cross
member 106. In addition, wheel support 100 may be spaced apart from pivotal
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attachment 110 by insertion of shims between attachment members 180 and
pivotal
inner member 110a. By spacing apart attachment assembly 110 from frame 116,
and/or spacing apart wheel support 100 from attachment assembly 110a, the toe-
in
of the supported wheel 102 can be adjusted.
Second pivotal attachment 108 is similarly coupled to cross member 106 of
frame 116, and may be spaced apart from frame 116 so as to move pivot axis 109
longitudinally relative to the vehicle. Thus spacing apart pivotal attachment
108
from frame 116 adjusts the toe-in of the wheel 102 supported by support 100.
In
one embodiment the present invention contemplates the use of shims for
adjusting
both camber and toe-in, including shims fabricated from sheet or plate
material,
and also shims in which the shim faces are not parallel, but are angled in
proportion to the desired toe-in or camber angle. Further, the pivotal
attachments
are releaseably coupled to the transverse frame section and also to the wheel
support so that the shimming may be performed easily and repeatedly, as
desired,
without the need, for example, to remove welded attachments.
Fastener attachment holes 108d are positioned about ninety degrees relative
to fastener holes 110d. Also, fastener holes 181 of inboard attachment members
180 are oriented about ninety degrees relative to fastener holes 179 of
outboard
attachment members 178, as best seen in FIG. 9. As a result, spacing apart
inner
pivotal member 108a from attachment members 180 moves wheel support 100 in
a different direction than that achieved by shimming between inner member 110a
and attachment members 178. Spacing apart inner pivot 108a from attachment
members 180 adjusts the camber of the wheel 102 supported by wheel support
100.
Although what has been described is an embodiment which includes a
pivotal attachment 108 which can be shimmed or otherwise manipulated so as to
adjust camber or toe-in and another pivotal attachment 110 which can be
manipulated to adjust toe-in, the present invention also contemplates those
embodiments in which there are two pivotal attachments each permitting
adjustment of camber or toe-in or two pivotal attachments each permitting
adjustment of only camber or toe-in. Further the present invention also
contemplates embodiments in which neither pivotal attachment permits
adjustment
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of either camber or toe-in, or in which only one pivotal attachment permits
adjustment of either camber or toe-in.
In one embodiment of the present invention, spring support 156 of wheel
support 100 is preferably inclined from the horizontal for improved airbag
characteristics, as indicated by angle 188 of FIG. 4. Wheel support 100x is
shown
in the inclined position during operation of frame and suspension section 98
on a
level surface. The tire rotatably supported from wheel support 100y is shown
at
full jounce over an irregularity in the roadway such that wheel support 100y
has
pitched up and second spring support 156y is generally parallel to first
spring
support 132y and also to roadway 190.
In this embodiment pivotal attachments 108 and 110 include inner pivoting
members 108a and 110a, respectively, which have an included angle 188, as best
seen in FIGS. 10A and lOB. By incorporating an offset angle 188 into pivotal
attachments 108 and 110 that is the same as the offset angle 188 of wheel
support
100 prime, stress within elastomeric bushing 108b and 110b is kept to a
minimum
during normal operation. Other embodiments of pivotal attachments
incorporating
by way of example plane, roller, or ball bearings in place of the elastomeric
bushings would not need an offset angle 188. The present invention also
contemplates pivotal attachments 110 and 108 in which the offset angle of the
pivotal attachments is different than the offset angle of the wheel support
relative
to the roadway during normal operation, with the difference in the pivotal
attachment offset angle and the wheel support offset angle being provided by
angled attachment faces to attachment members 180 and 178.
One embodiment of the present invention contemplates an angle 188 of
about 7.5 degrees between first spring support 132 and second spring support
156
during typical operation of the suspension system on a level roadway 190.
Having
an included angle 188 of about 7.5 degrees provides an acceptable range of air
spring characteristics and internal air pressure in one embodiment, and
permits
placement of certain types of air springs below the cargo compartment of the
vehicle. However, the present invention contemplates a range for angle 188
from
about 0 degrees to about 15 degrees. For example, a cast wheel support with
different dimensions provides equally acceptable air spring characteristics
and
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internal pressure with an angle 188 of about zero degrees, such that faces
154a and
154b of air spring 133 are generally parallel during operation of the
suspension on
a level road.
In another embodiment of the present invention, there is a suspension
control system for maintaining the ride height of the vehicle as the weight of
the
vehicle changes, and also for changing the air pressure in the air spring in
response
to pivoting of the wheel support. A linkage (not shown) attached to both wheel
support 100 and the upright frame structure provides a control input to a
pneumatic
valve (not shown), such as a Neway Mode19005-40071eveling valve. In
response to movement of the linkage, the valve places air spring 133 in fluid
communication with either ambient air or with a source of air pressure such as
air
tank 192, which is provided pressurized air from an air compressor. Movement
of
wheel support 100 relative to the vehicle frame causes the valve to increase
or
decrease the air pressure in air spring 133. The control system adjusts the
air
pressure within air spring 133 so as to maintain the wheel support at a
predetermined angle relative to the vehicle frame, and also to maintain a
predetermined orientation of the vehicle.
Although FIGS. 4, 5 and 6A depict an embodiment of the present invention
which includes six wheel supports 100 supporting six wheels 102, some
embodiments of the present invention include a single wheel support 100
supporting a single wheel 102. Other embodiments of the present invention,
such
as frame and suspension section 98' shown as part of a van vehicle 200 in FIG.
12,
include two wheel supports 100 each supporting a single wheel 102. In yet
another
embodiment of the present invention shown in FIG. 13, a frame and suspension
section 98" including four wheel supports 100 supporting four wheels 102 is
shown in a trailer section of a vehicle 202. Further, some other embodiments
of
the present invention include a wheel support 100 that support a pair of
wheels 102
to maintain adequate load margin in the tires when supporting a heavy cargo
load.
The frame and suspension sections shown herein may be built modularly
and slidingly coupled to a cargo compartment. As shown in FIG. 6B, some
embodiments of frame and suspension section 98 include a pair of rails 117
coupled to upright frame structures 122 and 124. These rails 117 slidingly
engage
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a pair of receiving C-channels 119 arranged on the underside of the trailer
section
of vehicle 202. After the sliding insertion, the floor of the trailer section
is below
the rotational axes of the wheels, the C-channel of longitudinal member 150
being
replaced with an L-angle longitudinal member. The coupling of rails 117 and C-
channels 1191imits lateral and vertical motion of the frame and suspension
section
relative to the cargo compartment. A locking arrangement (not shown) such as a
plurality of locking shear pins inserted through matched holes limits fore and
aft
relative movement. Although a particular arrangement has been shown for
coupling a frame and suspension section of the present invention to a trailer,
those
of ordinary skill in the art will recognize other arrangements, including
those in
which the frame and suspension section and trailer are not slidingly coupled.
FIGS. 14-16 depict another embodiment of the present invention in which
the shock absorber is located below the rotational axis of the wheel. A wheel
support 100' includes a horizontal portion 168' coupled to an upright section
112'.
Horizontal portion 168' includes a spring support 156' receiving and coupling
to a
spring which urges wheel support 100 away from transverse frame structure 116.
The use of (') and (") indicate elements of the invention substantially the
same as
previously described for that element, except for the changes as noted.
FIGS. 14-15 depict an embodiment in which a leaf spring 70 urges a pair of
wheel supports 100' from transverse frame structure 116. Leaf spring 70
includes
a first end 70a clamped by a pair of bolts to spring support 156'. A second
end 70b
is in sliding contact with spring support 156' of the aft-most wheel support.
Ends
70a and 70b are located between their respective second spring support 156'
and
the rotational axis of the wheel. The center 70c of leaf spring 70 is fastened
to a
portion of cross-member 106 of transverse frame structure 116 which is the
frame
spring support. Pitching movement of either the forward-most wheel support
100'
or the aft-most wheel support 100' is resisted by a biasing force from the
center of
the leaf spring.
Although a particular arrangement for contacting leaf spring 70 with wheel
supports 100 and transverse frame structure 116 has been shown and described,
those of ordinary skill in the art will recognize other suitable arrangements.
For
example, both ends of spring 70 could be clamped to the wheel supports, or
both
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ends could be slidable on the wheel support. Further, the method of clamping
leaf
spring 70 can be one or more through fasteners, an example of which is
depicted at
70c, or a fastened strap, as depicted at 70a, or other methods known in the
art for
clamping a leaf spring to a structure. As another example, spring 70 can pass
5 through a frame attachment 74 as shown in FIG. 1. Further, although FIG. 14
depicts a leaf spring 70 acting upon two adjacent wheel supports, the present
invention also contemplates those embodiments in which a leaf spring acts upon
a
single wheel support. As depicted in FIG. 16, an alternate embodiment includes
an
air spring 133 acting on both spring support 156' of wheel support 100' and
also
10 on spring support 132' of transverse frame structure 116.
Referring to FIGS. 14-15, shock absorber 136 is located beneath the
rotational axis of the wheel so as to further simplify the structure of the
wheel
support, upright frame structures 122 and 124, and to further increase the
cargo-
carrying capability of the vehicle. Placement of shock absorber 136 is such
that it
15 acts upon horizontal portion 168' at wheel support 100', and permits
elimination of
support structure 134 and a generally simplified upright structure 112'. Shock
absorber 136 is actuatable about an axis 137a, which is generally oriented
horizontally as best seen in FIG. 15.
Shock absorber 136 has a first end 136a which is pivotally coupled to a
20 portion of transverse frame structure 116, such as cross-member 106 or
longitudinal member 126', through an attachment ear 140. A second end 136b of
shock absorber 136 is pivotally attached to one end of a lever arm 222. Lever
arm
222 is pivotally secured to pivot 224 which is attached to transverse frame
structure 116, such as by a bracket 226 in a manner well known in the art.
Lever
25 arm 222 pivots about pivot axis 221. The other end of lever arm 222 defines
a slot
228. Pinned bushing 229 is slidable in slot 228. Pinned bushing 229 is secured
into a boss 220 of wheel support 100'.
Upward pitching of wheel support 100' results in compression of shock
absorber 136 and sliding of pin 229 within slot 228. Downward pitching of
wheel
support 100' relative to transverse frame section 116 results in extension of
shock
absorber 136. Pinned bushing 229 and lever arm 222 are fabricated from
hardened
steel so as to minimize wear from sliding. Further, although an embodiment has
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been described and depicted in which shock absorber 136 compresses during
upward pitching of wheel support 100', those of ordinary skill in the art will
recognize other arrangements of pivoting lever arms that will suitably dampen
the
motion of wheel support 100' by extending during upward pitching.
FIGS. 17-18 depict a substantially cast wheel support 100" according to
another embodiment of the present invention. Wheel support 100" includes a
horizontal portion 168" cast integrally with an upright portion 112". A spring
support 156" within horizontal portion 168" receives loads from a spring, and
is
reinforced by a plurality of cast stiffening ribs 169". A cast reinforcing
member
170" stiffens and strengthens wheel support 100". Attachment members 178"
and 180" are cast integrally with wheel support 100".
A support structure 134" for attaching a shock absorber and brake system
components is integrally cast with upright portion 112". Upright portion 112"
also includes a cast spider 239 which includes an attachment pattern of holes
240,
242, and 244 for support of brake system components (not shown) including
brake
shoes and an S-cam. The toe-in of wheel support 100" is adjustable by shimming
in a manner as previously described. Camber is adjustable by incorporating
slots
in stationary outer members 108c and/or 110c of the pivotal attachments. The
slots
permit the orientation of outer member 108c or 110c to be adjusted relative to
cross-member 106. This orientation is maintained by a friction fit provided by
fasteners 177.
Yet other alternate embodiments of the present invention include a
wheel support and a disc brake as part of a wheel suspension system. As shown
in FIG. 19, an upright section 112' is bolted to a spindle 114 by fasteners
through fastener attachment pattern 160. A rotating hub 162 is bearingly
supported on spindle 114. Coupled to hub 162 is a vented disc assembly 165
comprised of opposing rotor plates 165a and 165b. A caliper assembly 159
supported by upright portion 112' includes two friction pads 161 which are
actuated against vented disc 165 so as to slow the vehicle. For sake of
clarity,
only one friction pad 161 is shown. Those of ordinary skill in the art will
recognize the applicability of disc brakes to the many embodiments of the
present invention.
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FIGS. 20, 21 and 22 depict variations of the suspension systems shown in
FIGS. 3, 5 and 14, respectively, in which the wheels on one side of the
vehicle are
longitudinally staggered, or spaced apart, relative to wheels on the other
side of the
vehicle. By staggering the wheels as shown, a softer ride can be presented to
the
cargo or occupants, and less wear is imposed upon the roadway, especially a
roadway with a disturbance that passes under the wheels on both sides of the
vehicle
In the embodiments depicted in FIGS. 20 and 22 wheel supports on a given
side of the vehicle (same-side wheel supports) include one or more springs
that
couple the forward wheel support to the aft wheel support. In these
embodiments,
the motion of a same-side wheel support thereby depends, at least partly, on
the
motion of the other same-side wheel support. However, the present invention
also
includes embodiments such as the one depicted in FIG. 21, in which the motion
of
each wheel support is substantially independent of the motion of each other
wheel
support.
In some embodiments of the present invention, the extent of stagger
between opposite side wheels is as great as half the distance between
rotational
axes of same-side wheels. However, the present invention also includes those
embodiments in which the extent of stagger is less.
In the embodiments depicted in FIGS. 20-22, an even total number of
rotational axes are arranged on both sides of the vehicle in an alternating
longitudinal pattern, with no rotational axis being coincident with any other
rotational axis. However, those of ordinary skill in the art will recognize
that the
present invention contemplates not only embodiments in which there is a
forward-
most wheel on the right side of the vehicle with an aft-most wheel on the left
side,
but also embodiments in which the forward-most wheel is located on the left
side
and the aft-most wheel is located on the right side. Further, the present
invention
also contemplates those embodiments in which both the forward-most and aft-
most
wheels are on the same side of the vehicle, and also those embodiments in
which
one side of the vehicle has an even number of wheels and the other side of the
vehicle has an odd number of wheels, such as by way of example, a vehicle with
two wheels on one side and one wheel on the other side. Further, the total
number
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of rotational axes per frame section is as low as two, and is as great as
required in
the particular application.
The use of element numbers the same as numbers previously used,
including element numbers with letter suffixes, indicates that the element
referred
to is the same, except as described.
FIG. 20 depicts an embodiment of the present invention to which the
discussion herein relative to FIGS. 1, 2 and 3 is applicable, except as now
described. Although a description of the "a" side components is given, those
of
ordinary skill in the art will recognize applicability of the description to
the "b"
side components. Frame and suspension section 398 of a vehicle frame includes
a
forward-most wheel 8a and a rear-most wheel l0a located on one side of the
vehicle frame. Wheels 8a and l0a are pivotally supported by wheel supports 24a
and 26a, respectively, in a manner as previously described. Wheel supports 24a
and 26a are coupled together by a leaf spring 70a, also in a manner as
previously
described. Further, biasing members 50a, 56a and 60a are located generally
above
the rotational axes of the wheels, also as previously described.
The rotational axes 12a and 14a of wheels 8a and 10a, respectively, are
staggered, or longitudinally spaced apart, from the rotational axes 12b and
14b of
wheels 8b and lOb, respectively. In one embodiment, the four rotational axes
are
arranged in an alternating longitudinal pattern, with no rotational axis being
coincident with any other rotational axis. Rotational axis 12a is located in
this
embodiment aft of rotational axis 12b, and forward of rotational axis 14b.
Rotational axis 14a is located aft of all other rotational axes.
FIG. 21 depicts an embodiment of the present invention to which the
description herein relative to FIG. 5 and related figures is applicable,
except as
now described. Although a description of the "e" components is given, those of
ordinary skill in the art will recognize applicability of the description to
the "a,"
"b," "c," "d," and "f," components. As previously described, frame and
suspension section 498 of a vehicle frame includes a wheel 102e and tire 104e
rotatably supported by a spindle 1 14e coupled to a wheel support 100e. The
wheel
support is pivotally attached to frame section 498 by pivotal attachments 108e
and
110e. An air spring 133e biases wheel support 100e and wheel 102e to a
position
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intermediate of an uppermost position and a lowermost position. An optional
shock absorber 136e for dampening motion of wheel 102e is pivotally coupled to
both wheel support 100e and frame structure 416. The rotational axes 158a,
158c,
and 158e, of wheels 104a, 104c, and 104e, respectively, are staggered, or
longitudinally spaced apart, from the rotational axes 158b, 158d, and 158f, of
wheels 104b, 104d, and 104f, respectively. The present invention also
contemplates patterns of stagger other than that shown in FIG. 21, for
example,
including an asymmetric pattern in which rotational axis 158b is located
forward of
rotational axis 158a, or in which rotational axis 158e is located aft of
rotational
axis 158f.
FIG. 22 depicts an embodiment of the present invention that is the same as
the embodiments described herein relative to FIGS. 14, 15 and 16, except as
now
described. Although a description of the forward-most "b" components is given,
those of ordinary skill in the art will recognize applicability of the
description to
the "a," "c," and "d," components. Further, although an embodiment with a leaf
spring linking adjacent, same-side wheel supports is shown, those of ordinary
skill
in the art will recognize that the present invention also includes the
embodiments
depicted in FIG. 16, which include an air spring.
As shown in FIG. 22, a wheel set comprising a pair of wheels 104b' and
104b" rotatable about an axis 158b are supported by a wheel support 100b'
pivotally attached to frame structure 516 by pivotal attachments 108b and
110b.
The pitching movement of wheel support 100b' is dampened by shock absorber
136b, which is pivotally coupled to both frame section 516 and wheel support
100b'. Shock absorber 136b is substantially horizontal.
The rotational axes 158b and 158d of wheels 104b' and 140d', respectively,
are staggered, or longitudinally spaced apart, from the rotational axes 158a
and
158c of wheels 104a' and 104c'. As shown, the four rotational axes are
arranged
in an alternating or longitudinally spaced apart pattern, with no rotational
axis of
any one wheel set being coincident with the rotational axis of any other wheel
set.
Those of ordinary skill in the art will recognize that the present invention
also
contemplates those embodiments in which only wheel sets "a," "b," and "d," are
present.
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FIG. 23 depicts an embodiment of the present invention that is the same as
the embodiments described herein relative to FIGS. 14, 15 and 16, except as
now
described. The wheel support described herein may be pivotally attached to a
frame as trailing-arm wheel supports, in which the pivotal attachment of the
wheel
5 support to the frame is located forward of the rotational axis of the wheel,
or as
leading-arm wheel supports, in which the pivotal attachment of the wheel
support
to the frame is located rearward of the rotational axis of the wheel.
As seen in FIG. 23, a first wheel support 100'a rotatably supporting a wheel
104a on a first side of frame 516 has inboard pivotal attachment 108 and
outboard
10 pivotal attachment 1101ocated forward of rotational axis 158a. A spring,
preferably an air spring 133a, urges first wheel support 100'a apart from a
portion
of frame 516. An end of air spring 133a is coupled to frame 516 below
rotational
axis 158a.
A second wheel 104b is pivotally supported by a second wheel support
15 100'b on the other side of frame 516 in a manner similar to that for the
"a"
components described above. However, inboard pivotal attachment 108 and
outboard pivotal attachment 110 of wheel support 100'b are placed rearward of
rotational axis 158b. By this arrangement of a trailing arm wheel support
100'a on
one side of the frame and a leading-arm wheel support 100'b on the other side,
it is
20 possible to use an identical wheel support for opposing sides of the
vehicle, and
thus benefit from a reduction in cost of the frame and suspension section 698,
and
also a reduction in the number of different parts for building a frame and
suspension section 698.
The present invention also contemplates those embodiments in which other
25 combinations of leading and trailing wheel supports are utilized on a frame
and
suspension section. Wheels 104a and 104c are shown supported by wheel supports
100' a and 100' c, respectively, both wheel supports being pivotally supported
by a
common portion of frame 616. Other embodiments of the present invention
include wheel supports arranged as shown in FIG. 23 with wheels 104b and 104d.
30 Those wheels, supported by wheel supports 100'b and 100'd, respectively,
may be
placed close together by arranging the pivot axes of the respective wheel
supports
as shown. Those of ordinary skill in the art will recognize that frame and
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suspension section 698 as shown in FIG. 23 is but one arrangement combining
leading and trailing wheel supports, and that many other arrangements are
contemplated by the present invention.
The inventions described in my other patent applications, namely U.S.
Patent Application 09/318,428, filed May 25, 1999 and entitled AXIZLESS
VEHICLE SUSPENSION SYSTEM; U.S. Patent Application Serial No.
09/654,584, filed September 1, 2000, and entitled STAGGERED INDEPENDENT
SUSPENSION; U.S. Provisional Patent Application Serial No. 60/202,237, filed
May 5, 2000, and entitled ELECTRIC CAR SUSPENSION; and U.S. Provisional
Patent Application 60/222,478 filed August 2, 2000 and entitled SINGLE ARM
VEHICLE SUSPENSION are of relevance.
In another embodiment, the present invention relates to a low piofile
chassis section for the center and rear portion of a vehicle. The chassis
section
includes a low profile suspension system that supports the rear wheels with
independent trailing arm wheel supports. Preferably, the trailing arm wheel
support has a pivot axis below the rotational axis of the wheels. The chassis
includes a frame section having a substantially planar top surface. Trailing
arm
wheel supports according to the present invention permit the top surface of
the
frame section to be located below the rotational axes of the rear wheels.
Preferably, the rear wheels are not powered by the engine of the vehicle, and
are
not steerable. Preferably, the rear wheels are constrained to pitching motion
describable with a single degree of freedom.
A chassis section according to the present invention preferably is rigidly
coupled to a cab section having a high profile sub-frame and floor. The cab
section preferably includes steerable front wheels, an engine to drive the
front
wheels, and a driver's seat and controls. In one embodiment of the present
invention the cab section is separated from an existing vehicle which
typically
includes a high profile frame throughout the length of the existing vehicle.
The
center and rear portion of the high profile frame section of the existing
vehicle is
separated from the cab section, and the low profile chassis section according
to an
embodiment of the present invention is rigidly coupled to the high profile cab
section, resulting in a new vehicle.
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A separate payload section, such as an ambulance compartment, passenger
compartment, or cargo compartment can be coupled to the top of the center and
rear chassis section and also to the rear of the cab section. The payload
compartment can have a floor that is close to the roadway by placement of the
top
surface of the underlying chassis section below the rotational axes of the
rear
wheels, in the case of an ambulance compartment, having a low floor permits
easier entrance and exit from the compartment as compared to a standard
ambulance with a high profile floor. A low profile chassis according to the
present
invention permits easier movement of wheelchairs and gurneys into and out of
the
ambulance compartment. As another example, a payload compartment for
carrying passengers around airports and hotels can have a low profile floor
which
makes ingress and egress easier for elderly and handicapped passengers. As
another example, a payload compartment comprising a low profile floor cargo
compartment such as for a short haul delivery truck permits the delivery
person to
bring cargo into and out of the compartment with less fatigue. A payload
compartment attached to a chassis according to the present invention can also
have
a lower overall height than an existing vehicle with high profile chassis, yet
have a
useful interior height from floor to ceiling that is about the same as for an
existing
vehicle. Therefore the present invention permits the use of a payload
compartment
with a large interior that can pass underneath a low hanging obstruction, such
as
those found at the arrival and departure areas of some hotels.
In one embodiment of the present invention, the chassis section is fastened
by bolts or other fasteners to a sub-frame of the cab section. Fastening is
useful
where the members of the cab sub-frame are heat treated, in which cases
welding
the chassis to the cab subframe lessens the material properties of the
subframe.
Referring to FIGS. 24-29, vehicle chassis 1020 according to one
embodiment of the present invention includes a substantially planar forward
frame portion 1040, a substantially planar rearward frame portion 1060, and an
intermediate frame portion 10501ocated therebetween. Chassis 1020 further
includes a support section 1150 located forward of forward frame portion 1040,
section 1150 bolting to a front sub-frame 1220 supporting a front
suspension/engine module 1230. Forward frame 1040, intermediate frame
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1050, and rearward frame 1060 are preferably of the ladder-type, each
comprising a plurality of lateral structural members 1070, longitudinal
structural '
members 1072, and/or diagonal structural members 1074. The various
structural members 1070, 1072, and 1074 are preferably welded together into a
ladder-type or box structure such that the top surfaces of the structural
members
define a substantially planar top surface 1022 that extends generally across
frame sections 1040, 1050, and 1060 (as best seen in FIG. 25c). Chassis 1020
preferably includes hollow structural members 1042 and 1062 which run in a
generally longitudinal direction. Structural members 1042 and 1062 provide
housing and protection for an exhaust pipe 1053 carried therein.
Although a ladder-type or box structure has been shown and described,
the present invention also contemplates other configurations of frame
structure,
with the top surface of the frame portions being generally located below the
rotational axes of the rear wheels. A separable vehicle body or payload
portion
1300 including an interior with a floor 1302 and exterior body panels attaches
to
frames section 1040, 1050, and 1060, preferably by bolting or use of other
fasteners, including riveting, or by welding or other attachment methods.
Intermediate frame 1050 preferably includes a substantially planar center
frame section 1054 and left and right wheel housings 1100 and 1101,
respectively,
on either side of section 1054. Left and right rear wheels 1130 and 1131 for
the
vehicle are located within their respective wheel housings. A left wheel 1130
is
pivotally supported from intermediate section 1050 by a wheel support 100"
which pivotally couples to a forward portion 1120 of intermediate frame
portion
1040 by inboard and outboard pivot joints 108 and 110, respectively. The
pivotal
attachment of the wheel support to the frame permits pivoting motion of the
supported wheel in a pitching direction only, and constrains the wheel against
yawing motion such as the type necessary for steering control. Although what
has
been shown and described is a wheel support 100" pivotally coupled to
intermediate section 1050, the various embodiments of the present invention
shown and described herein contemplate use of any of the various wheel
supports
shown and described herein.
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In one embodinient, a spring 133 such as an inflatable air spring is placed
between a portion of the wheel support and the bottom side of spring support
member 1140. The spring provides resilient support of the vehicle from the
roadway, the spring urging apart the frame from the wheel support. Spring
support
1140 has a top surface within frame section 1054 that is at or below plane
1022.
Although what has been shown and described pertains to the left wheel, it is
understood that there is preferably a mirror image wheel support supporting
the
vehicle from a right wheel 1131 located within wheel housing 1101, right wheel
1131 being pivotally supported from portion 1121 of frame 1050.
In one embodiment of the present invention, the wheel supports are trailing
arm supports, such that the pivot axes 109 and 111 of the wheel supports 100"
are
forward of the rotational axes 158 of the wheels 1130 and 1131. Further, as
can be
best seen in FIG. 29, rotational axes of the wheels are located above plane
1022.
Preferably, a wheel support according to the present invention supports a stub
axle
114, and stub axle 114 supports one or more wheels from a single side in
cantilever
fashion such that the wheel is located outboard of the wheel support, leaving
the
space inboard of the wheel and stub axle for the wheel support, spring, and
cargo
compartments. Further, pivot joints 108 and 110 which pivotally couple the
wheel
support to the frame are located inboard of the supported wheel. Preferably,
the
pivot axes 109 and 111 of the wheel support are parallel to the rotational
axis of
the supported wheel, but the present invention also contemplates a wheel
support
pivotable about an axis that is not perpendicular to the longitudinal
centerline of
the vehicle and not parallel to the rotational axis of the supported wheel.
The
present invention also contemplates suspension systems located generally
within
- the wheel housings, such as the type shown in my issued patents referenced
above
and incorporated herein by reference.
A support section 1150 is preferably coupled to sub-frame 1220 which
supports front suspension and engine module 1230 located in front of forward
frame 1040. Support section 1150 includes a pair of support members 1160 and
1161 which are cantilevered from the forward portion of forward frame 1040
and which are further supported by a pair of lateral braces 1162 and 1163.
Support arms 1160 and 1161 preferably include a plurality of holes 1170. Sub-
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frame 1220 and other structural components which support the front suspension
and engine module 1230 are rigidly coupled to frame portion 1150 by the use of
fasteners 1171 in conjunction with holes 1170. In one embodiment of the
present invention the sub-frame supporting the engine and front suspension is
5 cut away from or otherwise removed from an existing vehicle. The frame
portion of the existing vehicle aft of the cab section is discarded, and the
sub-
frame of the cab section is bolted to chassis 1020.
Sub-frame 1220 of cab section 1200 provides "high profile" support of at
least one of the engine or front suspension of cab section 1200. Typically,
the
10 structural members of sub-frame 1220 are above rotational axis 1206 of
front
wheel 1204. The floor 1222 of cab section 1200 is also located above the
rotational axis 1206. As can be seen in FIG. 29, a vehicle 1400 according to
one
embodiment of the present invention includes a top surface 1221 of the frame
of
the cab section that is above rotational axes 1206 and 158 of wheels 1206 and
15 1130, respectively, and a top surface 1022 of the frame supporting the
payload
section 1300 that is below rotational axes 1206 and 158. The combined frame
for
vehicle 1400 includes a forward-most sub-frame 1220 with a top surface that is
at a
first elevation above the rotational axes of the wheels, and a center and rear-
most
frame section 1020 with a top surface that is at a second elevation below the
20 rotational axes of'the wheels.
Although what has been shown and described is a support section
that couples the front frame section to the sub-frame of the cab section, the
present
invention also contemplates those embodiments in which portions of the sub-
frame
and vehicle chassis section are unitary. For example, the present invention
25 contemplates those embodiments in which the one or more central
longitudinal
frame member of the rear vehicle chassis are integrally formed with
longitudinal
frame members of the sub-frame. In another embodiment, one or more frame
members of the rear vehicle chassis are welded to one of more frame members of
the sub-frame, and the welded assembly is heat treated as a unitary assembly.
30 FIGS. 27 and 28 are photographs of a chassis coupled to a cab section
according to another embodiment of the present invention. FIG. 29 is a partly
sectional and partly side schematic representation of a cab section coupled to
a
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chassis which supports a payload section according to another embodiment of
the
present invention. Vehicle chassis 1020 is shown coupled to a cab section
1200.
Cab section 1200 includes an engine and a pair of front wheels 1204 and 1205
which are both steerable and which both apply the power provided by the engine
to
the roadway. Cab section 1200 includes a driver's seat 1210, windshield 1215,
and
other features necessary for the powering and control of the vehicle. Cab
section
1200 includes a cab floor 1222 that is at an elevation above the rotational
axes of
the front and rear wheels, and also above plane 1022 of chassis 1020 and floor
1302 of payload compartment 1300. In the embodiment depicted in FIGs. 27 and
28 a passenger compartment, cargo compartment, ambulance section, or other
payload section 1300 can be attached above chassis section 1020 and behind cab
section 1200. FIG. 29 schematically shows a payload section 1300 attached to a
chassis section 1020. FIG. 29 also shows cab section 1200 in part sectional
view,
with the front suspension and engine module 1230 visible; and being supported
by
sub-frame 1220.
The use of two thousand prefixes (2XXX) or three thousand prefixes
(3XXX) designate the same element as the one thousand prefix (1XXX) previously
described except as shown and described differently.
FIGS. 30, 31, and 32 depict top plan, rear and side elevational view of an
apparatus 2021 including a vehicle chassis 2020 coupled to a simplified cab
section 2200. Cab section 2200 is shown with a front suspension and engine
module 2230, a front axle 2208, left and right wheels 2204 and 2205,
respectively,
and left and right brake assemblies 2207a and 2207b, respectively. These
features
of cab 2200 are shown schematically. Other features of cab section 2200 have
been removed for sake of clarity.
Referring to FIGS. 30-33, vehicle chassis 2020 according to one
embodiment of the present invention includes a substantially planar forward
frame portion 2040, a substantially planar rearward frame portion 2060, and an
intermediate frame portion 2050 located therebetween, and also between wheel
housings 2100 and 2101. Chassis 2020 further includes a support section 2150
located forward of forward frame portion 2040, section 2150 bolting to a front
sub-frame 2220 supporting a front suspension/engine module 2230.
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Forward frame 2040, intermediate frame 2050, and rearward frame 2060
are preferably of the ladder-type, each comprising a plurality of lateral
structural
members 2070, longitudinal structural members 2072, and/or diagonal structural
members 2074. The various structural members 2070, 2072, and 2074 are
preferably welded together into a ladder-type or box structure such that the
top
surfaces of the structural members define a substantially planar top surface
2022
that extends generally across frame sections 2040, 2050, and 2060 (as best
seen
in FIGS. 31 and 32).
Forward frame portion 2040 includes a plurality of lateral structural
members 2070a that extend transversely from the outboard surface of one of the
central longitudinal members 2042a or 2042b to the inboard surface of the
adjacent
outboard longitudinal member 2072a or 2072b, respectively. As best seen in
plan
view 30, forward frame portion 2040 resembles a pair of "ladder-type"
structures
that extend from either side of the central "backbones" 2042a and 2042b. In
one
embodiment, frame members 2041, 2042a, 2042b, 2072a and 2072b have closed-
off, rectangular cross-sections. Preferably, transverse structural members
2072a
have an "I" or "H" cross-sectional shape. However, the present invention
further
contemplates various types of common cross-section structural members.
Chassis 2020 preferably includes a pair of hollow structural members
2042a and 2042b which run in a generally longitudinal direction from forward-
most transverse beam 2041 to aftmost transverse beam 2072e. Structural
members 2042a and 2042b provide protection for an exhaust pipe 2053 carried
therebetween. As best seen in FIG. 30, exhaust pipe 2053 begins at the
forwardmost end of forward frame portion 2040, passing through a hole within
transverse beam 2041. Exhaust pipe 2053 extends fore to aft down the
longitudinal centerline of chassis section 2020, to a point just aft of
intermediate
frame portion 2050. Exhaust pipe 2053 has a diameter which is less than the
height of central structural members 2042a and 2042b. Exhaust pipe 2053 is
located below the top surface of members 2042a and 2042b, and above the
bottom surface of members 2042a and 2042b. By being nested between
members 2042a and 2042b, exhaust pipe 2053 is protected from many types of
debris and irregularities on the road surface.
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Pipe 2053 has a round cross section in portion 2053a which extends
through front frame portion 2040 and a portion of intermediate frame portion
2054. This circular cross section changes to an oval cross section within
portion
2053b, which begins within intermediate frame portion 2054 and extends a
short distance into rear frame portion 2060. Exhaust pipe 2053b includes a
right
angle section, such that the exhaust exits at a location aft of wheel housing
2100.
Intermediate frame 2050 preferably includes a substantially planar center
frame section 2054 and left and right wheel housings 2100 and 2101,
respectively,
on either side of section 2054. Left and right rear wheels 2130 and 2131 for
the
vehicle are located within their respective wheel housings. Although what has
been shown and described are various chassis sections that include wheel
housings,
the present invention also contemplates those embodiments in which the wheel
housings are not part of the chassis, but are integrated into the separable
vehicle
body or payload portion which is supported by the chassis.
A left whee12130 is pivotally supported from intermediate section 2050 by
a wheel support 100" which pivotally couples to a forward portion 2120 of
intermediate frame portion 2040 by inboard and outboard pivot joints 108 and
110,
respectively, in a manner as previously described herein. The pivotal
attachment
of the wheel support to the frame permits pivoting motion of the supported
wheel
in a pitching direction, and preferably constrains the wheel against yawing
motion
such as the type necessary for steering control. The various embodiments of
the
present invention shown and described herein contemplate use of any of the
various wheel supports shown and described herein.
In one embodiment, a spring 133 such as an inflatable air spring is placed
between a portion of the wheel support and the bottom side of spring support
member 2140, in a manner as previously described herein. The spring provides
resilient support of the vehicle from the road surface, the spring urging
apart the
frame from the wheel support. Spring support 2140 has a top surface within
frame
section 2054 that is at or below plane 2022. Although what has been shown and
described pertains to the left wheel, it is understood that there is
preferably a mirror
image wheel support supporting the vehicle from a right whee12131 located
within
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wheel housing 2101, right wheel 2131 being pivotally supported from portion
2121
of frame 2050.
In one embodiment of the present invention, the wheel supports are trailing
arm supports, such that the pivot axes 109 and 111 of the wheel supports 100"
are
forward of the rotational axes 158 of the wheels 2130 and 2131. Further, as
can be
best seen in FIGS. 31 and 32, the rotational axes of the wheels are located
above
plane 2022. Preferably, a wheel support according to the present invention
supports a stub axle 114, and stub axle 114 supports one or more wheels from a
single side in cantilever fashion such that the wheel is located outboard of
the
wheel support, leaving the space inboard of the wheel and stub axle for the
wheel
support, spring, and cargo compartments. Further, pivot joints 108, 109, 110
and
111 which pivotally couple the wheel supports to the frame, are located
inboard of
the supported wheel. Preferably, the pivot axes of the wheel supports are
parallel
to the rotational axis of the supported wheel, but the present invention also
contemplates a wheel support pivotable about an axis that is not perpendicular
to
the longitudinal centerline of the vehicle and not parallel to the rotational
axis of
the supported wheel. The present invention also contemplates suspension
systems
located generally within the wheel housings, such as the type shown in my
issued
patents referenced above and incorporated herein by reference.
Rearward frame portion 2060 extends aft from wheel housings 2100 and
2101, and supports the aftmost part of a separable vehicle body or payload
portion.
Forward longitudinal frame members 2042a and 2042b terminate just aft of
intermediate frame section 2050, where each frame member is welded to an aft
longitudinal frame member 2062a and 2062b, respectively. These aft
longitudinal
frame members extend through rear portion 2060, and are welded to rear
transverse
member 2072e. A pair of outboard longitudinal members 2072c and 2072d
interconnect wheel housings 2100 and 2101, respectively, to aft transverse
member
2072e. A plurality of interconnecting transverse members 2070b are welded at
one
end to outboard longitudinal members 2072c or 2072d, and at the other end to
central longitudinal members 2062a or 2062b, respectively.
In a preferred embodiment, chassis section 2020 has a substantially planar
top surface which extends throughout frame sections 2040, 2050, and 2060. For
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example, the top surfaces of forward and intermediate members 2042a, 2042b,
2072a, 2072b, 2070a, 2120, 2140, and 2141 are preferably located in a single
plane
2022 which is lower than rotational axes 158 of the rear wheels, as best seen
in
FIG. 31. The top surfaces of aft members 2062a, 2062b, 2070b, 2072c, 2072d,
and
5 2072e are preferably also located in a plane 2022. However, in one
embodiment of
the present invention, the lower surfaces of these same members are preferably
arranged such that the bottom surfaces of the aft members have increased
clearance
from the road surface. The bottom surface of the forward and intermediate
members are closer to the road surface, thus allowing the forward and
intermediate
10 sections to include channel sections with a greater vertical height and
thus stronger
cross-sectional properties.
Referring to FIGS. 30 and 32, the bottom surfaces of forward and
intermediate members 2042a, 2042b, 2072a, 2072b, 2070a, 2120, 2140, and 2141
are preferable located in a single lower plane 2022b. Further, the bottom
surfaces
15 of aft members 2062a, 2062b, 2070b, 2072c, 2072d, and 2072e are preferably
located in a single plane 2022c that is elevated more above the road surface
than
plane 2022b. Preferably, plane 2022c including the bottom surfaces of the aft
members is spaced apart and parallel to plane 2022 containing the top surfaces
of
the same aft members (refer to FIG. 32). Similarly, the bottom surfaces of the
20 forward and intermediate members located in plane 2022b are spaced apart
and
parallel to plane 2022 containing the top surfaces of the same forward and
intermediate members.
Thus, chassis 2220 includes a forward section with a preferably planar
body surface 2022b spaced apart from top planar surface 2022 by a first
amount,
25 and a bottom planar surface 2022c which is spaced apart from top surface
2022 by
a second amount. Preferably the second amount is less than the first amount,
thereby giving increased ground clearance to the aft portion 2060 of the
chassis.
This increased ground clearance makes it less likely that a road vehicle
incorporating this einbodiment of the present invention will strike or rub
against
30 the road surface when the road vehicle begins to climb an elevated road
surface. In
one embodiment, the distance between top plane 2022 to bottom plane 2022b is
about 4-6 inches, and top plane 2022 is about 10-12 inches from the road
surface.
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However, the present invention also contemplates those embodiments in which
the
top surfaces of structural members 2042a, 2042b, 2070a, 2072a, and 2072b do
not
lie in a common top plane, but are all beneath the rotational axes of the rear
wheels.
In one embodiment of the present invention, forward frame portion 2040
includes unique provisions for incorporating a ramp to facilitate wheelchair
access
to a payload portion of the road vehicle. As best seen in FIGS. 32 and 33,
frame
portion 2040 defines a recessed pocket 2180 on one side of forward frame
portion
2040. Recessed pocket 2180 includes a bottom boundary established by the top
surface of structural members 2071a, 2071b, and 2071c. These three members
transition on a downward angle from an inboard portion of frame section 2040,
such as from the outboard surface of central longitudinal member 2042b. The
other end of members 2071a, 2071b, and 2071c are attached to an outboard
portion
of frame 2040, such as outboard longitudinal member 2073.
As best seen in FIG. 33, longitudinal member 2073 has a vertical height
which is less from that of adjacent longitudinal member 2072b. This cutaway
portion along the outboard side of chassis 2020 presents a lower height for
those
passengers boarding on wheel chairs. In one embodiment of the present
invention,
the bottom boundary of recessed pocket 2180 is inclined more than about 11.5
degrees and less than about 17. 5 degrees, as indicated by angle 2181 of FIG.
34.
More preferably, angle 2181 is more than about 14 degrees and less than about
15
degrees. This angle is chosen so that the subsequent vertical rise of the
bottom
boundary, as would be experienced by a person in a wheelchair entering the
vehicle, is about 1 inch for every 4 inches of lateral travel.
In another embodiment of the present invention, the bottom surface 2022b
of frame portion 2040 is established to facilitate use of recessed pocket 2180
as
part of a wheelchair ramp. In this embodiment, bottom surface 2022b is about
6.5
inches from the road surface. Using the previously mentioned ratio of a 4:1
declining angle, a ramp pivotably hinged to longitudinal member 2073 would
have
to be about 25-27 inches long. By maintaining the bottom surface of the
chassis
close to the road surface, it is possible to incorporate a ramp of moderate
length,
which can be hinged from beam 2073. When not in use, the ramp can be stored
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inside the vehicle, being supported on the top of beams 2071a, 2071b and
2071c.
When in use, the ramp can be folded out to extend from the edge of beam 2073
to
the ground. Thus by being low to the ground, it is possible to incorporate a
folding
wheelchair ramp for ingress and egress of disabled passengers. The weight,
complexity and cost of a lifting device is not required.
A support section 2150 is preferably coupled to sub-frame 2220 which
supports front suspension and engine module 22301ocated in front of forward
frame 2040. Support section 2150 includes a pair of support members welded
2160 and 2161 which are cantilevered from the forward transverse beam 2041.
Support arms 2160 and 2161 preferably include a plurality of holes 2170. Sub-
frame 2220 and other structural components which support the front suspension
and engine module 2230 are rigidly coupled to support section 2150 by the use
of fasteners 2171 in conjunction with holes 2170.
In some embodiments of the present invention, some portions of sub-
frame 2220 are heat treated for improved strength. In these embodiments, the
use of fasteners such as bolts, rivets, and related fasteners obviates the
need to
weld a portion of chassis 2020 to sub-frame 2220. Welding of a sub-frame
2220 that has been heat treated could result in an undesirable change to the
heat
treated properties. Therefore, some embodiments of the present invention
include joining of a chassis to a sub-frame by methods that do not use
sufficient
heat to change the heat treated properties. However, the present invention
also
contemplates those embodiments in which there is a negligible or acceptable
affect of welding support section 2150 to forward frame portion 2040.
In one embodiment of the present invention the sub-frame supporting
the engine and front suspension is cut away from or otherwise removed from an
existing vehicle. The rear frame portion of the existing vehicle aft of the
cab
section is not used, and the sub-franie of the cab section is bolted to
chassis
2020. In other embodiments of the present invention, the sub-frame, engine and
front suspension unit, and other forward portions of the vehicle are taken
from
several different existing vehicles, or fabricated specifically for use with
chassis
section 2020.
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Sub-frame 2220 of cab section 2200 provides "high profile" support of at
least one of the engine or front suspension of cab section 2200. In some
embodiments, the structural members of sub-frame 2220 are above rotational
axis
2206 of front wheel 2204. The floor of cab section 2200 is also located above
the
rotational axis 2206. A vehicle 2400 according to one embodiment of the
present
invention includes a top surface of the frame of the cab section that is above
rotational axes 2206 and 158 of wheels 2206 and 2130, respectively, and a top
surface 2022 of the frame supporting the payload section that is below
rotational
axes 2206 and 158. The combined frame for a vehicle includes a forward-most
sub-frame 2220 with a top surface that is at a first elevation above the
rotational
axes of the wheels, and a center and rear-most frame section 2020 with a top
surface that is at a second elevation below the rotational axes of the wheels.
What follows now are specific dimensions for a particular embodiment of
the present invention which is related to apparatus 2021 of FIGS. 30, 31, 32,
and
33. However, it is understood that these particular dimensions are provided as
examples only and are not limiting.
In a specific embodiment, the height of plane 2022 above the road surface
is from 10-12 inches and preferably about 11 inches. The distance from the
road
surface to underneath planar surface 2022b is 5-8 inches and preferably about
6.5
inches. The distance form the road surface to planar surface 2022c on aft
frame
portion 2060 is 7-10 inches and preferably about 8 inches.
The vertical height of frame portions 2042a, 2042b, 2072a, 2072b, and
2070a is 4-6 inches, and preferably about 5 inches. The width of these same
beams
is preferably from 2-3 inches. The vertical height of beams 2070b, 2072c,
2072d,
2072e, 2062a, and 2062b, is preferably from about 2-4 inches and most
preferably
about 3 inches. The vertical height of front transverse beam 2041 is
preferably
from about 7-9 inches and most preferably about 8 inches. The width of beam
2041 ranges from about 1-3 inches and preferably about 2 inches.
The lateral width of pocket 2180 from the outboard edge of the pocket
along the outer surface of beam 2073 to the inboard edge of the pocket along
the
outboard surface of beam 2042b is from about 38-42 inches and preferably about
inches. The width of pocket 2180 from the inner surface of beam 2141 to the
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front face of beam 2072b is from about 33-37 inches and most preferably about
35
inches. The vertical distance from plane 2022 to the top surface of beam 2073
is
from about 3-5 inches and preferably about 4 inches. The distance from the
longitudinal centerline of the chassis to the outboard edge of beam 2072b is
from
about 45-50 inches and preferably about 47.5 inches. Beams 2041, 2072a, 2072b,
2072c, 2072d, 2072e, 2042a, 2042b, 2062a, and 2062b are preferably of a closed
channel construction with a rectangular cross section. Beams 2070a and 2070b
are
preferably of an open channel construction with a "c" cross section, or I-
beams.
FIG. 34 shows a side elevational view of another embodiment of the
present invention. FIG. 35 shows an apparatus 2021' which includes a chassis
section 2020 as previously described, and a modified cab section 2200'. The
use
of a prime (') mark by an element number indicates an element substantially
similar to the non-prime element, except for those differences which are shown
or
described.
Cab section 2200' includes a subframe 2220' and a front suspension and
engine module 2230' that have been modified to permit a lowering of the
driver's
seat and floor of the cab compartment. Front suspension and engine module
2230'
includes an engine 2232' and transmission 2234' located aft and lower than the
location shown and described for engine 2232 and transmission 2234. Engine
2232 is located over the centerline 2206 of whee12205, as best seen in FIG.
32.
The rotational centerline and power takeoff for engine 2232 is above the axis
of the
front wheels, and must be brought to the lower level of front axle 2208 by a
transfer case 2236. The rotational centerline of the engine and transmission,
as
well as the various housings of the engine and transmission, generally
establish
lower boundaries for the floor of the cab section. Therefore, apparatus 2020
can
include one or more steps which the driver uses to climb from road level to
the
driver's seat. Climbing a large distance is undesirable in some applications,
such
as for delivery trucks which make frequent starts and stops. In these
situations, the
height and number of steps that must be climbed leads to increased injuries
and
problems for the delivery drivers.
Apparatus 2021', shown in FIG. 34, includes a mounting arrangement for
the engine 2232' and transmission 2234' that reduces the height of the floor
of cab
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section 2200'. Front suspension and engine module 2230' includes an engine
2232' placed aft of front axle 2208'. Engine 2232' is also rotated 180 degrees
so
that its power takeoff is toward the front of apparatus 2021'. Transmission
2234'
is located between engine 2232' and front axle 2208'. The centerline 2232a' of
the
5 engine is preferably co-planar with axis 2206' of the front axle. Apparatus
2021'
does not need a transfer case because the centerline of the engine is close
to, or
intersects the centerline of the front axle. The present invention also
contemplates
those embodiments in which the power input of the front axle is offset
slightly
from the rotational centerline of the axle. Therefore, the height of the floor
of cab
10 section 2200' is lower, and fewer steps are required for entry of the
driver from the
road surface.
FIG. 35 is a top plan view of an apparatus according to another
embodiment of the present invention. A vehicle chassis 3020 is similar to
inventive chassis 1020 and 2020 as previously described, but with the
following
15 differences. Chassis 3020 includes three central longitudinal members
3042a,
3042b, and 3042c, that traverse the length of forward frame section 3040.
Three
longitudinal frame members 3062a, 3062b, and 3062c, traverse the length of
rear
frame portion 3060. Intermediate frame portion 3050 in between the forward and
aft frame portions supports a plurality of rear wheels on each side of the
chassis.
20 The left side of chassis 20 includes forward and rear wheels 3130a and
3130b,
respectively, housed under a common wheel housing 3100. The right side of
chassis 3020 includes forward and rear wheels 3131a and 3131b, respectively,
housed under a common wheel housing 3101. Further, chassis 3020 includes
upper spring supports 3140a and 3140b which are in contact with the top
surface of
25 the springs held by the wheel supports (not shown). Further, chassis 3020
includes
upper spring supports 3141a and 3141b which are in contact with the top
surface of
the springs held by the wheel supports (not shown).
FIG. 37 shows a front, left, top true perspective view of chassis section
2020 coupled to a portion of a cab section 2200. Various portions of cab 2200,
30 such as the body, seats, windshield, and other features have been removed
for sake
of clarity. Cab section 2200 includes a subframe 2220 which supports a front
suspension and engine module 2230. Module 2230 includes a front axle 2208
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which provides power to driven front wheels 2204 and 2205. Wheels 2204 and
2205 rotate about a common centerline 2206 which, in one embodiment of the
present invention, is located below engine rotational axis 2232a. Power is
provided to the driven front wheels by a transfer case 2236, which in turn
receives
power from a transmission 2234 coupled to engine 2232.
Subframe 2220 includes a pair of longitudinally extending front frame
members 2240 and 2241, located on the left and right sides, respectively, of
subframe 2220. Each side of front axle 2208 is pivotally coupled to a
respective
frame member 2240 and 2241 by trailing arm supports 2242 and 2243,
respectively. Each trailing arm support is pivotally coupled to the frame
member
by a single degree of freedom pivot joint. For example, trailing arm support
2242
is coupled to frame member 2240 by a pivot joint 2244a located within a
housing
2244b. Likewise, trailing arm support 2243 is coupled to frame member 2241 by
a
pivot joint 2245a located within a housing 2245b. In the description that
follows,
reference will be made to the trailing arm support and other features of the
left side
of cab section 2200, it being understood that identical and/or mirror-image
features
are used on the right side, except as noted.
FIGS. 38, 39, and 40 are enlarged views of the various components in the
vicinity of trailing arms support 2242 from side, top, and rear viewpoints,
respectively. FIG. 38 shows trailing arm support 2242 pivotally coupled to
longitudinal frame member 2240 by a pivot joint 2244a attached within a joint
housing 2244b. Pivot assembly 2244a permits rotation of trailing arm support
2242 about a pivot axis 2244c which is generally parallel to the rotational
axis
2206 of front axle 2208. Pivot assembly 2244a includes a stationary member,
preferably bolted to housing 2244b, and a pivoting inner member which is
attached
to the forward-most end of arm 2242.
In one embodiment, the inner pivoting member of assembly 2244a includes
an inner molded elastomeric collar which is integrally molded within the
stationary
member of pivot assembly 2244a. Preferably, the inner surface of the joint
stationary member includes a plurality of grooves, such that during molding of
the
elastomeric collar, complimentary shaped ribs are molded into the elastomeric
material.
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Referring to FIGS. 38, 39 and 40, trailing arm support 2242 extends aft
from pivot joint 2244a preferably underneath front axle 2208, with the aftmost
end
of support 2242 being coupled to the bottom side of an air spring 2248. The
top
side of air spring 2248 is in contact with static members which are rigidly
attached
to front longitudinal frame member 2240. Air spring 2248 is pressurized with a
gas such as air, and urges apart the aftmost end of arm 2242 from frame member
2240. Although what has been shown and described is an air spring, the present
invention also contemplates the use of other biasing members, including for
example, coil springs and leaf springs.
Arm 2242 is coupled to the left side of front axle 2208, such as by a
plurality of U-bolts, as shown. In a preferred embodiment, the support of
front
axle 2208 by trailing arm support 2242 occurs at a longitudinal position in
between
pivot joint 2244a and air spring 2248. However, the present invention
contemplates those embodiments in which the support of the front axle by the
trailing arm support occurs at a longitudinal position aft of both the pivot
joint and
the air spring.
Referring to FIG. 40, front axle assembly 2208 includes a power input
coupling 2208a. This power input coupling rotates about an input axis 2208b,
which is largely perpendicular to the central axis 2206 of the front axle and
front
driven wheels. However, the present invention also contemplates those
embodiments in which the axis of power input is displaced vertically up or
down
from wheel axis 2206, as is common in some front axles.
As best seen in FIG. 37, front suspension module 2230 includes a pivotal
member 2260 that pivotally couples trailing arm 2243 to longitudinal frame
inember 2240. Rod 2260, sometimes referred to as a panhard rod, is pivotally
coupled at one end by a pivot joint 2260a supported within a pivot housing
2260b,
the latter being rigidly attached to trailing arm support 2243. Pivot joint
2260a
permits pivoting movement of one end of rod 2260 about a pivot axis that is
generally perpendicular to pivot axes 2244c and 2243c of trailing arm supports
2242 and 2243, respectively.
Referring to FIG. 37, pivotal member 2260 extends laterally from its
pivotal attachment to trailing arm 2243 toward the longitudinal centerline of
engine
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and suspension module 2220, and then transitions vertically up toward
longitudinal
frame member 2240. As best seen in FIG. 39, member 2260 is pivotally connected
by a pivot joint 2260c supported by a pivot joint housing 2260d rigidly
attached to
an inboard surface of frame member 2240. Pivot joint 2240c permits pivoting of
the second end of member 2260 about a pivot axis that is perpendicular to the
pivot
axes of trailing arms 2243 and 2242, and generally parallel to the pivot axis
of the
other end of member 2260.
FIGS. 41-43 depict a substantially cast wheel support 100"' according to
another embodiment of the present invention. Element numbers designated with
three prime marks ("') designate elements that are the same as the non-prime,
single prime, or double prime elements, except as described and depicted
differently.
Wheel support 100"' includes a horizontal portion 168"' cast integrally
with an upright portion 112"'. A spring support 156"' within horizontal
portion
168"' receives loads from a spring, and is reinforced by a plurality of cast
stiffening ribs 169a"'. Spring support 156"' preferably includes two mounting
holes 174"' placed laterally and generally parallel to the rotational axis of
the
wheel. For the configurations of wheel supports shown herein, it is possible
to
dispense with a form bolt pattern for attachment of the airspring, since the
pitching-type movement of the wheel support reduces loads on the airspring
which
act to cause the airspring to move fore and aft. Therefore, a simplified, two
bolt
lateral pattern is sufficient in some embodiments to prevent side to side
motion of
the airspring. By simplifying the attachment pattern from four fasteners to
two
fasteners, the reliability of the airspring and wheel support is increased by
lessening the number of attachment points that can fail.
A cast reinforcing member 170"' stiffens and strengthens wheel support
100"'. A plurality of cast stiffening ribs 169b"' reinforces upright portion
112"'.
Attachment members 178"' and 180"' are cast integrally with wheel support
100"'. Upright portion 112"' includes mounting provisions 134"' for attachment
of a shock absorber and brake system components.
The toe-in of wheel support 100"' is adjustable by shimming in a manner
as previously described. Camber is adjustable by incorporating slots in
stationary
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outer members 108c"' and/or 110c"' of the pivotal attachments. The slots
permit
the orientation of outer member 108c"' or 110c"' to be adjusted relative to a
cross-member of the frame. This orientation is maintained by a friction fit
provided by fasteners 177"'.
Yet other alternate embodiments of the present invention include a wheel
support and a disc brake assembly including bleed and pressure ports oriented
to
maximize the lateral extent of the payload compartment between wheel housings.
FIG. 44 is a top perspective view, shown in partial cutaway, of a whee12102
rotatably supported about a stub axle 2114 which is cantilevered from an
upright
portion 112"' of a wheel support 100"'. For sake of clarity, the wheel
housing,
tire, and other components have been removed. It is understood that the
upright
portion 112"' lies immediately outboard of the inner surface of the vertical,
inboard-most portion of wheel housing 2100.
As shown in FIG. 44, an upright section 112"' is bolted to a spindle 114 by
fasteners through fastener attachment pattern 160"'. A rotating hub 162 is
bearingly supported on spindle 114. Coupled to hub 162 is a vented disc
assembly
165 comprised of opposing rotor plates 165a and 165b. A brake caliper assembly
2159 supported by upright portion 112"' includes two friction pads 161 which
are
actuated against vented disc 165 so as to slow the vehicle. For sake of
clarity, only
one friction pad 161 is shown. Those of ordinary skill in the art will
recognize the
applicability of disc brakes to the many embodiments of the present invention.
As is common in the art, brake assembly 2159 includes one or more ports
which are in fluid communication with an internal hydraulic cylinder. For
example, there can be one port which provides flow into and out of the
internal
wheel cylinder, for purposes of brake application and release, respectively.
There
can be another fluid port for removal of trapped air and outward flow of
hydraulic
fluid, commonly called a bleed port. For sake of clarity, FIG. 49 is shown
with a
single port 2159a, which represents either the fluid actuation port or the
bleed port.
In order to get the maximum lateral distance between wheel housings, it is
necessary to place the inboard vertical walls of the wheel housings as close
to the
upright portion of the wheel supports as possible. However, other portions of
the
wheel, stub axle, and brake assemblies must also be located outboard of the
inner
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vertical surface of upright portion 112"', so as to not interfere with the
wheel
housing or, for those embodiments in which the wheel housings are integrated
into
the payload section, to not interfere with the payload section itself.
Therefore, some embodiments of the present invention utilize a brake
5 assembly 2159 which incorporates one or more fluid ports that are oriented
so that
neither the ports, nor any equipment attached to it, protrude inward of the
innermost surface of the brake assembly. As shown in FIG. 44, brake assembly
2159 includes a port 2159a, preferably located on a top surface of the brake
assembly, and preferably oriented with an axis that is generally parallel to
the
10 longitudinal axis of the chassis. A hydraulic fitting 2159b part of a
hydraulic fluid
line 2159c is threadably coupled into port 2159a. Hydraulic line 2159c
provides
hydraulic fluid into and out of the internal cylinder of brake assembly 2159,
or
provides a bleed of trapped air and hydraulic fluid from the internal
cylinder.
Preferably, port 2159a is located on assembly 2159 and adapted and configured
15 such that no portion of hydraulic line 2159c, including hydraulic fitting
2159b, is
located inward of innermost portion 2159d. As shown in FIG. 49, the brakes can
be actuated or bled from a hydraulic line, including the fittings, that does
not come
closer to the wheel housing than the upright portion of the wheel support. As
shown and described, port 2159a is oriented vertically upwards. However, the
20 present invention also contemplates those embodiments in which port 2159a
can
have any orientation, so long as hydraulic line 2159c and fitting 2159b do not
extend inward of the innermost surface of the brake assembly.
While the irivention has been illustrated and described in detail in the
drawings and foregoing description, the same is to be considered as
illustrative and
25 not restrictive in character, it being understood that only the preferred
embodiment
has been shown and described and that all changes and modifications that come
within the spirit of the invention are desired to be protected.
