Note: Descriptions are shown in the official language in which they were submitted.
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SPARE TIRE MASS DAMPER
=
Background of the Invention
[0002] The present disclosure generally relates to a damper assembly and, more
particularly, is concerned with a damper assembly for damping vibrations of a
vehicle by
modulating relative motion of a mass, particularly a spare tire, with respect
to the
vehicle.
[0003] Damper assemblies are commonly used in vehicles to reduce vibrations
excited in vehicles and noise levels. Such vibrations can induce booming,
droning,
spattering, and/or squeaking sounds that can be transmitted to a steering
wheel, rear
view mirror, interior trim, or other portions of the vehicle's interior or to
the surroundings.
Reduction of such unwanted vibrations and associated noise improves the
handling and
comfort of a vehicle.
[0004] As it relates to conventional damper assemblies, there are known (a) a
mass
damper wherein a mass member is fixed to a vibrating member, (b) a dynamic
damper
wherein a mass member is supported by and connected to the vibrating member
via a
spring member and (c) a damping material such as an elastic member secured to
the
vibrating member. However, these conventional devices suffer from various
potential
problems. For instance, the mass damper and the dynamic damper both require a
relatively large mass of the mass member, and exhibit desired vibration
damping effect
only to significantly narrow frequency ranges, or are limited to certain
directions of the
excitation force. The damping material suffers from difficulty in exhibiting a
desired
damping effect, since the damping effect of the damping material is prone to
vary
depending upon the ambient temperature.
[0005] Mass dampers
have long been used to control vibratory disturbances in a
vehicle. A downside of a mass damper is that to damp a vibration of a large
vibrating
mass (e.g., a frame), a large mass must be used in the construction of the
damper.
This adds weight to a vehicle, and negatively impacts fuel economy.
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[0006] In light of the foregoing, it becomes evident that there is a need
fora damper
assembly that would provide a solution to one or more of the deficiencies from
which
the prior art and/or conventional damper assemblies have suffered.
Accordingly, it
would be desirable to develop a damper assembly having a support member and a
damper for damping vibrations of a vehicle by modulating the relative motion
of a spare
tire with respect to the vehicle.
Brief Description of the Invention
[0007] In accordance with one aspect of the present invention, a damper
assembly
for use in an associated vehicle structure that includes an existing mass
mounted
thereto is provided. The damper assembly includes a support member extending
from
the vehicle structure and a damper secured to the support member. The damper
operatively interconnects the vehicle structure and the existing mass for
modulating
relative motion of the existing mass with respect to the vehicle structure for
damping
vibrations of the vehicle structure.
[0008] In accordance with another aspect, a damper assembly for a vehicle
frame
including first and second spaced apart frame rails supporting a spare tire is
provided.
The damper assembly includes a support member in spaced relation to the spare
tire
and a damper secured to the support member. The damper is operatively
connected to
one of the frame and the spare tire.
[0009] In accordance with yet another aspect, a method of damping
vibrations of a
vehicle frame includes the steps of mounting an existing mass, such as a spare
tire, to
the vehicle frame and modulating the relative motion of the existing mass with
respect
to the vehicle frame.
[0010] In accordance with still yet another aspect, a damper assembly for
use in a
vehicle frame that includes a spare tire operatively secured to a winch
mechanism is
provided. The damper assembly includes a support member extending from the
vehicle
frame. The winch mechanism is mounted to a portion of the support member. A
damper is secured to the support member. The damper operatively interconnects
the
vehicle frame and the spare tire for modulating relative motion of the spare
tire and
winch assembly with respect to the vehicle frame for damping vibrations of the
vehicle
frame.
[0011] A winch mechanism travels with the spare tire in the preferred
embodiment,
rather than being rigidly secured to the frame.
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[0012] The vertical bounce mode is significantly different than all other
modes, e.g.,
the modes are all very stiff except for the vertical bounce mode.
[0013] A primary benefit of the invention resides in the ability to provide
an improved
damper assembly for a vehicle by using an existing mass of the vehicle, such
as a
spare tire.
[0014] Another benefit resides in damping vibrations in a plurality of
vibration input
directions.
[0015] Still another benefit of the invention resides in the ability to
provide an
improved damper assembly for a vehicle having a configuration which has no
impact to
the design and function of a conventional winch mechanism.
[0016] Still another benefit of the invention resides in the ability to
provide an
improved damper assembly for vehicles without attaching an independent mass
member to the vehicle.
[0017] Yet another benefit resides in the ability to provide an improved
damper
assembly for vehicles capable of exhibiting a desired damping effect with high
stability.
[0018] Still other non-limiting benefits and aspects of the invention will
become
apparent from a reading and understanding of the description of the preferred
embodiments below.
Brief Description of the Drawings
[0019] The present invention may take physical form in certain parts and
arrangements of parts, preferred embodiments of which will be described in
detail in this
specification and illustrated in the accompanying drawings which form a part
of the
invention.
[0020] FIGURES 1 and 2 are perspective views of a first embodiment of a
damper
assembly according to the present invention.
[0021] FIGURE 3 shows a side perspective view of the damper assembly of FIGURE
1 with a spare tire removed for ease of illustration.
[0022] FIGURE 4 shows a bottom perspective view of the damper assembly of
FIGURE 1 secured to a frame of a vehicle.
[0023] FIGURE 5 is a cross-sectional view of the damper assembly of FIGURE
3.
[0024] FIGURE 6 is a cross-sectional view of a torsional damping assembly
of the
damper assembly of FIGURE 1.
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[0025] FIGURE 7 is an elevational view representing potential travel limits
of the
spare tire relative to the frame.
[0026] FIGURE 8 is a perspective view of a second embodiment of a damper
assembly according to the present invention.
[0027] FIGURE 9 is front perspective view, partially broken away, of the
damper
assembly of FIGURE 8 secured to a frame and spare tire of a vehicle.
[0028] FIGURE 10 is a schematic representation of a third embodiment of a
damper
assembly according to the present invention..
[0029] FIGURE 11 is a perspective view of a fourth embodiment of a damper
assembly according to the present invention with a spare tire removed for ease
of
illustration.
[0030] FIGURE 12 is a partially enlarged perspective view of the damper
assembly
of FIGURE 11.
[0031] FIGURE 13 is a perspective view of the damper assembly of FIGURE 11
including a winch mechanism secured thereto.
[0032] FIGURE 14 is a perspective view of the damper assembly of FIGURE 13
including a spare tire secured thereto.
[0033] FIGURE 15 is a perspective view of a fifth embodiment of a damper
assembly
according to the present invention.
[0034] FIGURE 16 is a top plan view of the damper assembly of FIGURE 15.
[0035] FIGURE 17 is a partial perspective view of the damper assembly of
FIGURE
15 secured to a vehicle frame.
[0036] FIGURE 18 is a perspective view of a sixth embodiment of a damper
assembly according to the present invention.
Detailed Description of the Invention
[0037] The description and drawings herein are merely illustrative and
various
modifications and changes can be made to the components and arrangement(s) of
components without departing from the spirit of the invention. Like numerals
refer to
like parts throughout the several views.
[0038] The illustrated embodiments of the present invention generally show a
damper assembly extending from a vehicle frame and operatively engaged to a
spare
tire for damping road hop, axle tramp and other excitations associated with
the
operation of the vehicle. It should be appreciated by one skilled in the art
that the
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damper assembly is not limited to frame vehicles and could also be applied to
uni-body
vehicles without departing from the scope and intent of the invention. It
should also be
appreciated that the spare tire is one example of an existing vehicle mass
that can be
operatively engaged to the damper assembly and that other existing vehicle
masses
can be used without departing from some aspects of the scope and intent of the
present
invention.
[0039] A first embodiment of the present invention is shown in FIGURES 1-7.
With
reference to FIGURES 1-4, damper assembly D extends from a frame F of a
vehicle
(not shown). Typically, the frame F includes first and second spaced apart
frame rails
and 12 shown here in generally parallel relation, and at least one cross
member 14
interconnecting the first and second frame rails. A spare tire T is located
between the
frame rails.
[0040] The damper assembly D includes a support member 20. Typically, the
support member is a metal structure, although as will be appreciated in
accordance with
the present invention, alternative materials including non-metallic materials
such as
nylon can be used to form the support member. The support member 20 is
configured
for operative engagement between the first and second frame rails 10, 12 and
the spare
tire. In the illustrated embodiment, the support member extends in a
longitudinal
direction that is generally parallel to the frame rails, although it will be
appreciated that
the particular geometry or orientation of the support member relative to the
frame may
be altered without departing from the scope and intent of the invention.
[0041] As shown in FIGURES 1-4, the support member includes a base section 22
that spans generally across a diameter of the tire. The base section includes
first and
second end sections 24 and 26 extending from opposing ends thereof. At least
one of
the first and second end sections 24, 26 preferably has a contour conforming
to an
outer radial contour or conformation of the spare tire. In the present
embodiment, the
first and second end sections have an arcuate contour, however, as will be
appreciated,
other variations or contours may be used without departing from the scope and
intent of
the present invention. The conforming contour of at least one of the first and
second
sections 24, 26 ensures that the base section 22 operatively supports, abuts,
or
engages the spare tire. Thus, the base section is oriented to use the mass of
the spare
tire for controlling vibratory disturbances of the vehicle frame F.
[0042] To raise and lower the spare tire T relative to the vehicle frame,
conventionally a winch mechanism is fixedly secured, generally bolted, to the
vehicle
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frame. However, in the present invention, the winch mechanism 28 is
operatively
fastened to the damper assembly D. In particular, and as shown in FIGURE 3,
the
winch assembly 28 is mounted to the base section 22 of the support member 20
for
selectively raising and lowering the spare tire T relative to the vehicle
frame F, and in
this instance relative to the support member 20. Because the winch mechanism
is
mounted to the damper assembly D, the winch mechanism travels and moves in
unison
with the spare tire. Thus, the damper assembly D operatively interconnects the
vehicle
frame F and the spare tire T for modulating relative motion of the spare tire
and the
winch assembly 28 with respect to the vehicle frame for damping vibrations of
the
vehicle frame. A flexible member, such as a winch cable (not shown), is fed to
and from
the winch mechanism to lower the tire to the ground, or raise the spare tire
into the
stowed position shown in the Figures where the spare tire is supported between
the
frame rails.
[0043] The support member 20 further includes a pivotal support assembly 30
fixedly
secured to the second arcuate end section 26 for mounting the spare tire to
the vehicle
frame. The pivotal support includes a base section 32 and first and second arm
sections 34 and 36 extending therefrom. The arm sections serve to interconnect
the
support member to the frame, particularly each arm section being pivotally
secured to a
respective frame rail. For example, a conventional bushing or bearing assembly
could
be used to interconnect the support member with the frame. In the preferred
arrangement, however, each arm section 34 and 36 of the pivotal support
assembly 30
includes a torsional damping assembly 40. The torsional damping assembly
includes a
housing 42. Typically, the housing is a metal structure, although as will be
appreciated
in accordance with the present invention, alternative materials including non-
metallic
materials can be used to form the housing. Secured to an inner surface 44 of
the
housing is a torsional damper 46 for damping pivoting and rotational movement
of the
support member 20 relative to the vehicle frame F. The torsional damper is
often an
elastomer or rubber construction because of the ability of the rubber or
elastomeric
material to isolate and reduce noise and vibration from being transmitted
therethrough
because of the elastic nature of the material. The torsional damper 46 is
preferably
mold bonded to the inner surface 44, although it will be appreciated that
other bonding
arrangements, such as an adhesive bond, can be used without departing from the
scope and intent of the present invention.
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[0044] An inner diameter portion 48 of the torsional damper 46 is secured
to a
bushing member 60 that is mounted to the frame. Each bushing member 60
includes a
fastener (not shown) and a sleeve 62. The fastener of each bushing member 60
secures the bushing to the vehicle frame F.
[0045] As illustrated in FIGURES 5 and 6, the torsional damper 46 may
incorporate
one or more arcuate or circumferentially extending openings. Thus, the
torsional
damper in the preferred arrangement is radially continuous between the housing
42 and
the bushing member 60 in one diametrical dimension (e.g., in the horizontal
direction as
shown) and is discontinuous in another diametrical direction (e.g., in the
vertical
direction as shown) through the inclusion of openings 68, 70. Here, the
openings are
generally symmetrical, but need not necessarily be symmetrical or similarly
shaped.
[0046] With continued reference to FIGURE 5, a damper 80 is secured to the
support member 20. The damper is operatively interposed between the vehicle
frame F
and the spare tire for modulating relative motion of the spare tire with
respect to the
frame and thereby damping vibrations of the frame. The damper 80 is also
spaced from
the bushing members 60 in the longitudinal direction. The damper is oriented
to use a
mass of the spare tire for controlling vibratory disturbances of the vehicle
frame F. The
damper 80 includes an elastomeric member 82 for damping relative movement
between
the spare tire and the frame such as in the vertical direction. The
elastomeric member
82 also isolates and reduces noise and vibration from being transmitted
therethrough
because of the elastic nature of the material.
[0047] The elastomeric member 82 is fixedly secured to the support member 20.
Particularly, the base section 22 includes a through bore, and first and
second flanges
84 and 86 associated with opposite faces of the base section for mounting the
damper
80 thereto. The elastomeric member 82 is preferably mold bonded to the inner
surface
of the bore, however other bonding arrangements, such as an adhesive bond, can
be
used without departing from the scope and intent of the present invention.
[0048] With continued reference to FIGURE 5, the damper 80 further includes at
least one travel restrictor 92 disposed in spaced relation to the support
member 20.
The travel restrictor preferably comprises first and second plate members 94
and 96,
respectively, interconnected in axially spaced relation by a travel rod 98.
The travel rod
extends through an aperture (not shown) located in the elastomeric member 82.
A
conventional fastener assembly 100 secures the plate members to opposite ends
of the
travel rod. As shown in FIGURE 4, the travel restrictor 92 is operatively
engaged at one
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end to the vehicle frame F. In operation, the travel restrictor 92 limits
vertical
displacement of the spare tire relative to the frame as best represented in
FIGURE 7.
In particular, as the spare tire T moves vertically relative to the frame F,
the support
member 20 will pivot about the pivotal supports 30. The base section 22 of the
support
member will move vertically on the travel restrictor 92. The vertical movement
of the
base section however is restricted by the plate members 94 and 96 of the
travel
restrictor abutting respective ends of the elastomeric member 82. This limited
vertical
movement, in turn, modulates relative motion of the spare tire T with respect
to the
frame F thereby damping vibrations of the frame.
[0049] Similar to the aforementioned embodiment, a second embodiment of the
damper assembly is shown in FIGURES 8 and 9. Since most of the structure and
function is substantially identical, reference numerals with a single primed
suffix (') refer
to like components (e.g., vehicle frame is referred to by reference numeral
F'), and new
numerals identify new components in the additional embodiment.
[0050] As shown, the damper assembly D' includes a support member 120
configured for operative engagement with a cross member extending between the
first
and second frame rails 10', 12' and a spare tire T. The spare tire includes a
rim R
having a plurality of conventional mounting apertures dimensioned to receive
the
threaded studs of a wheel hub.
[0051] The support member 120 includes a first or base section 122 secured
to the
cross member 14' of the vehicle frame F. Preferably, the base section conforms
to the
contour of the cross member. In this embodiment, the base section has a
generally
planar upper surface 124 which is contiguous with a lower surface of the cross
member
14'. A second section 130 of the support member 120 extends generally normal
from a
lower surface of the first section 122. The second section has a general
circular cross-
section, although, it can be appreciated that other cross-sections can be used
without
departing from the scope and intent of the present invention.
[0052] As shown in FIGURE 9, the support member 120 further includes a housing
134 fixedly secured to one end of the second section 130 of the support
member. The
housing comprises at least one bore 140 for securing at least one damper 80'.
In the
present embodiment, the housing 134 includes five circumferentially spaced
bores for
securing five dampers, one damper dimensioned for respective receipt through
one of
the mounting apertures of the rim R.
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[0053] The damper 80' includes an elastomeric member 82' for damping relative
movement between the spare tire T and the frame F'. The elastomeric member 82'
is
fixedly secured in the housing 132. Preferably, an outer surface of the
elastomeric
member is bonded to an inner surface of the bore 140. The damper 80' further
includes at least one travel restrictor 92'. The travel restrictor comprises
first and
second plate members 94' and 96' interconnected by a generally axially
extending
travel rod 98'. The travel rod extends through an aperture of the elastomeric
member
82', and the first plate member 94' is secured to a first end of the travel
rod 98' while a
second end of the travel rod extends through the mounting aperture of the rim
and is
secured to the second plate 96' beneath the rim. The travel restrictor 92'
thus
operatively limits displacement of the spare tire relative to the frame F'. As
to a further
discussion of the manner of usage and operation of the second embodiment, the
same
should be apparent from the above description relative to the first
embodiment.
Accordingly, no further discussion relating to the manner of usage and
operation will be
provided.
[0054] FIGURE 10 schematically represents that one or more dampers may be
located at various positions relative to the spare tire. Thus, although the
embodiment of
FIGURES 8 and 9 locate the dampers within the area of the spare tire, it will
be
appreciated that one or more dampers can be mounted outside the periphery of
the
spare tire and still effectively use the mass of the spare tire to dampen the
vibrations of
the vehicle frame. Again, this third embodiment schematically illustrates what
one of
ordinary skill in the art would recognize, namely that alternative
arrangements may be
used to achieve the same result.
[0055] Similar to the aforementioned embodiment, a fourth embodiment of the
damper assembly is shown in FIGURES 11-14. Since some of the structure and
function is substantially identical, reference numerals with a triple primed
suffix (in) refer
to like components (e.g., damper assembly is referred to by reference numeral
D"),
and new numerals identify new components in the additional embodiment.
[0056] The damper assembly D' includes a support member 180 configured for
operative engagement between first and second frame rails (not shown) and the
spare
tire T" (FIGURE 14). Similar to the first embodiment, the support member
extends in a
longitudinal direction that is generally parallel to the frame rails, although
it will be
appreciated that the particular geometry or orientation of the support member
relative to
the frame may be altered without departing from the scope and intent of the
invention.
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[0057] As shown in FIGURES 11-14, the support member includes a base
section
182 secured to a pair of arms 184 and 186 which span generally across a
diameter of
the spare tire. Each arm preferably has an end section with a contour
conforming to an
outer radial contour or conformation of the spare tire. In the present
embodiment, the
end sections have an arcuate contour, however, as will be appreciated, other
variations
or contours may be used without departing from the scope and intent of the
present
invention. The conforming contour of the end sections of the arms 184 and 186
ensures that the support member 180 operatively supports, abuts, or engages
the
spare tire. Thus, the support member is oriented to use the mass of the spare
tire for
controlling vibratory disturbances of the vehicle frame.
[0058] The base section has a generally planar top surface 188 including at
least a
slotted opening 190 for receiving and operatively securing a portion of a
conventional
winch mechanism 192. The conventional winch mechanism 192 selectively raises
and
lowers the spare tire relative to the vehicle frame (not shown), and in this
instance
relative to the support member. Similar to the first embodiment, because the
winch
mechanism 192 is mounted to the damper assembly D'", the winch mechanism
travels
and moves in unison with the spare tire T" (FIGURE 14). A flexible member such
as a
winch cable 194 is fed to and from the winch mechanism to lower the spare tire
to the
ground, or raise the spare tire into the stowed position shown in FIGURE 14
where the
spare tire is supported between the frame rails.
[0059] The support member 180 further includes a pivotal support assembly
200
fixedly secured to the arcuate end sections of the arms 184 and 186 for
mounting the
support member to the vehicle frame. The pivotal support includes first and
second arm
sections 202 and 204 which serve to interconnect the support member 180 to the
frame, particularly each arm section being pivotally secured to a respective
frame rail.
Each arm section 202 and 204 of the pivotal support assembly 200 includes a
torsional
damping assembly 210.
[0060] With reference to FIGURE 12, each torsional damping assembly 210
includes
a housing 212. Typically, the housing is a metal structure, although as will
be
appreciated in accordance with the present invention, alternative materials
including
non-metallic materials can be used to form the housing. Secured to an inner
surface of
the housing is a torsional damper 214 for damping pivoting and rotational
movement of
the support member 180 relative to the vehicle frame. Similar to the first
embodiment,
the torsional damper is often an elastomer or rubber construction because of
the ability
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of the rubber or elastomeric material to isolate and reduce noise and
vibration from
being transmitted therethrough because of the elastic nature of the material.
[0061] An inner diameter portion of the torsional damper 214 can be secured
to a
bushing member which is fixedly secured to respective first ends 220 and 222
of the
first and second arm sections 202 and 204. In the illustrated embodiment, each
first
end includes a projection 224 which is secured to the inner diameter portion
of the
torsional damper 214. The torsional damper is preferably mold bonded to the
projection
224, although it will be appreciated that other bonding arrangements, such as
an
adhesive bond, can be used.
[0062] Extending from each housing 212 of the torsional damping assemblies
210 is
a flange 230. The flange includes a generally planar surface 232 having at
least one
mounting aperture 234 adapted to receive a conventional fastener (not shown).
The
fastener secures the flange, and inturn, the torsional damping assemblies 210
to the
vehicle frame.
[0063] With continued reference to FIGURES 11 and 12, a damper 238 is secured
to
respective second ends 240 and 242 of the first and second arm sections 202
and 204.
Similar to the previous embodiments, the dampers 238 operatively interconnect
the
vehicle frame and the spare tire T" for modulating relative motion of the
spare tire with
respect to the frame and thereby damping vibrations of the frame. The dampers
238
are also spaced from the torsional damping assemblies 210 in the longitudinal
direction.
Each damper includes a housing 244. The housing can be oblong in cross-section
and
includes an elastomeric member 246 secured to an inner surface of the housing
for
damping relative movement between the spare tire and the frame such as in the
vertical
direction. The elastomeric member 246 also isolates and reduces noise and
vibration
from being transmitted therethrough because of the elastic nature of the
material.
[0064] Each damper 238 further includes at least one travel restrictor 92"
for limiting
vertical displacement of the spare tire relative to the frame. Similar to the
first
embodiment, the travel restrictor preferably comprises a first plate member
(not shown)
and a second plate member 96" interconnected in axially spaced relation by a
travel
rod (not shown). The travel rod extends through an aperture 248 located in the
elastomeric member 246. A conventional fastener (not shown) can secure the
plate
members to opposite ends of the travel rod. The travel restrictor 92" is
operatively
engaged at one end to the vehicle frame by the second plate member 96".
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[0065] In operation, as the spare tire T" moves vertically relative to the
frame, the
support member 180 will pivot about the pivotal supports 200. This, in turn,
will cause
each travel restrictor 92" to move vertically within the elastomeric member
246. The
vertical movement of the support member is restricted by the plate members
abutting
respective ends of the elastomeric members. This limited vertical movement, in
turn,
modulates relative motion of the spare tire T." with respect to the frame
thereby
damping vibrations of the frame.
[0066] Similar to the fourth embodiment described above, FIGURES 15-17
illustrate
a fifth embodiment of a damper assembly D" of the present invention, more
particularly, an alternative arrangement of the pivotal support assembly 280.
Each
pivotal support assembly is fixedly secured to end sections of a pair of arms
282 and
284 of a support member 286 which is similar in structure to support member
180. The
pivotal support includes first and second arm sections 290 and 292 which serve
to
interconnect the support member to the frame F". Each arm section includes a
damping assembly, such as conical damping assembly 296, secured at one end and
a
damper 238' secured at the other end.
[0067] Each damping assembly 296 includes a housing 298 preferably having a
conical cross-section. Secured to an inner surface of the housing is a damper
300 for
damping vertical movement of the support member relative to the vehicle frame.
Similar
to the previous embodiments, the conical damper 300 is often an elastomer or
rubber
construction because of the ability of the rubber or elastomeric material to
isolate and
reduce noise and vibration from being transmitted therethrough because of the
elastic
nature of the material. As shown in FIGURE 17, an inner diameter portion of
the
damper 300 is secured to a bushing member 302 that is mounted to the frame F".
The bushing member can include a fastener and a sleeve, the fastener securing
the
bushing to the vehicle frame.
[0068] As to a further discussion of the manner of usage and operation of
the fifth
embodiment, the same should be apparent from the above description relative to
the
previous embodiments. Accordingly, no further discussion relating to the
manner of
usage and operation will be provided. Again, this fifth embodiment
schematically
illustrates what one of ordinary skill in the art would recognize, namely that
alternative
arrangements may be used to achieve the same result of modulating relative
motion of
the spare tire with respect to the frame thereby damping vibrations of the
frame.
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[0069] A
sixth embodiment of a damper assembly of the present invention is
illustrated in FIGURE 18. The damper assembly D ..........................
includes a support member 350
configured for operative engagement between first and second frame rails (not
shown)
and the spare tire T .
[0070] The support member includes first and second arms 352 and 354,
respectively, interconnected by first and second cross supports 358 and 360,
respectively. The first and second arms connect the support member to the
frame,
particularly each arm being mounted to a respective frame rail by a first
damper 370
secured to respective first ends 372 and 374 of the first and second arms. The
first
dampers 370 are similar in structure to dampers 80. Spaced from the first
dampers 370
in the longitudinal direction is a second damper 380 similar in structure to
damper 238.
The second damper is fixedly secured between respective second end portions
382 and
384 of the first and second arms 352 and 354 adjacent the second cross support
360.
A portion of the second damper is secured to the spare tire. In operation, the
first and
second dampers limit vertical displacement of the spare tire relative to the
frame
thereby damping vibrations of the frame.
[0071] A conventional winch mechanism 400 is mounted between the respective
second end portions 382 and 384 of the first and second arms 352 and 354.
Again, the
winch mechanism selectively raises and lowers the spare tire relative to the
vehicle
frame, and in this instance relative to the support member 350. Similar to the
first
embodiment, because the winch mechanism 400 is mounted to the damper assembly
D .. , the winch mechanism moves with the spare tire T .
[0072]
From the foregoing, it should be apparent that the present invention provides
a damper assembly for damping vibrations of a vehicle frame by modulating the
relative
motion of a spare tire with respect to the vehicle frame. The damping assembly
generally comprises a support member secured to the vehicle frame and a damper
secured to the support member. The pivoting support frame allows and
encompasses
the positioning of the damper at or near the centre of percussion which
reduces
unwanted energy input into the vehicle frame or body. The damper includes an
elastomeric member which dampens vibrations between the vehicle frame and the
spare tire by tuning the elastomeric member to the frequency of the vibrations
of the
vehicle frame. The support member can also be torsionally dampened which
restricts
the rotational movement of the support member relative to the vehicle frame.
CA 02584220 2007-04-12
WO 2006/044943 PCT/US2005/037547
- 14 -
[0073] As is well known, vertical vibrations or vertical bounce mode is
generally
higher than all other frequency modes when compared to road bounce. The damper
assembly of the present invention, which can be stiff in all modes except the
vertical
bounce mode thereby allowing the mounts to move together, dampens at least the
vertical vibrations of the spare tire and at least one frequency mode of the
vehicle
frame. The damper assembly preferably also dampens at least one of the side to
side
vibrations and the fore and aft vibrations of the vehicle frame. The present
invention
provides a vertical vibration mode tunable to the vehicle frame beaming
frequency while
all other vibration modes are significantly higher than road input
frequencies. This
prevents secondary modes from being excited by frame beaming and other road
inputs.
Thus, this vibration damper assembly facilitates the bouncing displacement of
the spare
tire relative to the vehicle frame, thereby exhibiting an improved vibration
damping
effect without attaching an independent mass member to the vehicle frame.
[0074] The figures illustrate various embodiments of a damper assembly
according
to the present invention. The damper assembly is primarily directed toward
automotive
applications for reducing unwanted noise and vibrations transmitted to the
vehicle
interior or its surroundings. It should be noted, however, as will become
apparent to
those skilled in the art from the following description and claims, the
principles of the
present invention are equally applicable to other devices where mass
vibrations are to
be reduced or substantially eliminated.
[0075] The present invention has been described with reference to the
preferred
embodiments. Obviously, modifications and alterations will occur to others
upon
reading and understanding the preceding detailed description. For example, it
will be
appreciated that the use of additional cushions, such as rebound cushions, do
not
detract from the scope of the present invention. Likewise, various other
manufacturing
steps may be employed or in a different sequence and different materials may
be used
or alternative processes without departing from the present invention. It is
intended that
the present invention be construed as including all such modifications and
alterations
insofar as they come within the scope of the appended claims or the
equivalents
thereof.
