JPS60148706A - Automobile - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a new motor vehicle with a new frame and frame suspension.

BACKGROUND OF THE INVENTION Most conventional automobiles have imperfect suspension systems that are prone to instability around bends. The inventors believe that much of this instability is due to the vehicle roll center axis being located below the center of gravity of the bouncing weight, which increases the load on the outside tire and reduces the load on the inside tire, causing this I discovered that you can lift a car from the inside and make it roll outward. To eliminate this drawback, many expressways have curves sloped inward, but many expressways do not. cannot be effectively made with an inward slope because it is in both directions. The risks inherent in conventional designs are therefore increased there.

Another disadvantage of conventional suspension systems is the number of angular force solutions. This is particularly true with large kingpin inclination angles and camber such that the tire is normally inclined to the road rather than perpendicular to it;
This reduces tire grip and increases tire wear.

Harmful to automobiles.

To eliminate some of the effects inherent in common designs, springs and shock absorbers are made with greater gravity and are usually placed at an angle away from the vertical rather than in a true vertical position. In addition to increasing vehicle weight, such designs impose high bending stresses and also result in difficult access for repair and increased manufacturing costs. Other common frame designs impose large bending stresses.

Another drawback of conventional automobile frame designs is poor visibility in the area between the window sill and the windshield and in other areas. Attempts to increase such appearance have the effect of reducing the protection provided by the frame to the driver. Corner columns are weak and the roof itself is often of weak construction and therefore provides no protection in the event of a crash. Poor visibility is further exacerbated by the use of curved glass. Curved glass also adds to the cost of the vehicle.

Another drawback of conventional automobiles was that the doors did not provide the occupants with adequate crash protection.

Another major shortcoming of crash protection is the inability of conventional bumpers to absorb crash energy.Common designs have placed the driver in a relatively unsafe position. Furthermore, the structure of adjacent dash boards and other interior equipment increases the likelihood of injury in the event of a collision.

It is an object of the present invention to provide a frame and suspension system for a motor vehicle that increases the protection and safety of the occupants.

Another purpose is to increase safety around bends.

Another purpose is to increase protection in the event of a collision.

Other objectives are to create automobiles that are light in weight, cheap to operate and manufacture, and easy to maintain.

Another purpose is to provide more comfortable driving conditions for the passengers.

Other objects and advantages of the invention will become apparent from the following detailed description of embodiments.

SUMMARY OF THE INVENTION The motor vehicle of the present invention has rigid front and rear axle assemblies, each having a wheel rotatably mounted at each end, the front axle assembly having a steering system for turning the wheels. Motsu. A rigid frame that encases and protects the passenger compartment is located primarily between the front and rear axle assemblies and has front and rear transverse members, respectively, near each end of the frame.

A pair of widely spaced parallel rear struts are on either side of and parallel to the vehicle's longitudinal axis. Each front strut extends between the front transverse member of the frame and the front axle and is connected thereto by a rubber bulb, form-fitting or ball-and-socket joint. Similarly,
A pair of widely spaced parallel rear struts are on either side of and parallel to the longitudinal axis and extend between the rear transverse member of the frame and the rear axle, each strut being connected thereto by a rubber ball connection or ball-and-socket joint. ing. The front struts are widely spaced apart from each other at one end and close together at the other end.

Similarly, a pair of converging rear struts are located on either side of the longitudinal axis.
Each extends between the rear transverse member and the rear axle and is connected to each of them by a rubber ball connection or ball-and-socket joint. The converging rear struts are also widely spaced apart from each other at one end and close together at the other end.

Spring means are provided vertically between the frame and each axle on each side of the longitudinal axis, preferably including a damper.

In a preferred embodiment of the invention, the converging front struts are secured to each other with ball-and-socket connections at adjacent ends along a common vertical axis, said common vertical axis being longitudinal of the vehicle. Intersecting the axis; also converging posterior struts,
They are secured together with ball-and-socket connections at adjacent ends along another common vertical axis intersecting the longitudinal axis.

The suspension system of the present invention positions the center roll axis higher than in standard suspension systems, placing it above the center of gravity of the bouncing weight.

This system is therefore more stable and safer in bends due to the instantaneous loading of the inner tire by centrifugal force. Accordingly, the vehicle of the present invention slopes inward at turns like a coaster.

Vehicles with a high center roll axis have less tendency to lean and greater stability under all dynamic conditions. With the suspension design of the present invention, loads from the weight of the vehicle and from the axle are applied directly to the frame with minimal bending stress, so the frame can be made lightweight, stiff and simple. The frame has solid rods, window frames, and roof structures welded into a triangular structure that provides security and maximum visibility and ease of use. The front and rear axle assemblies provide a structure that increases roll center height. The axle bearing housing for each wheel is efficient and simple to make.

The suspension system of the present invention has a long camber trail distance and its kingpin slope angle is absent or very small. Therefore, the tires are always at right angles, or nearly at right angles, to the road, giving the tires maximum tire grip to the road, greater tire mileage, and improved dynamic stability. can be contacted.

The suspension system of the present invention has all spring damping units in a vertical position, allowing for the selection of light design shock absorbers and spring weights. The lighter the load on the spring, the lower the load on all related parts.

The present invention preferably uses a novel strut system that provides an extremely light and effective suspension system for motor vehicles. The strut end is light and strong due to the dual shear stress loading on the axle or frame and minimal bending stress. They are made cheaply.

All S components of the suspension system, including front and rear axles, bearing housings, struts and splash damping units, etc., can be made lighter, stronger, and cheaper to make than in a normal system, and they can be fabricated and Easy to repair, they are all made from standard materials and can be assembled with standard fasteners.

The frame of the present invention is constructed to keep bending stresses to a minimum. Because it uses a triangular design, the suspension spring weight loads and possible crash loads are transferred to the frame.
This is because it is distributed by, or primarily by, linear members connecting all load points. These straight members are loaded only in simple, -4 tension and compression, so they can be made from lightweight structural tubing. Bending stresses are avoided to keep weight low, such as in aircraft design. The frame is light, strong, triangulated, and structurally effective.

, a narrow one that keeps the roof in place and frames the glass windows.
Strong, solid metal window pillars are almost 100% removed from the car's interior.
8,600% of the driver's distraction. Its roof and pillars give maximum security.

The vehicle roof of the present invention includes an X-shaped frame structure that is safe in the event of a collision due to its high strength, providing collision protection to the passengers. A solid piece of shock absorbing material covers all interior sides of the roof for passenger safety.

Flat safety glass is used for all windows; flat glass is strong, much cheaper than curved glass, and is held in place by a simple straight frame. Window frames are light, strong, and inexpensive to make.

The doors absorb collision energy and protect passengers. The door, door lock, bolt mechanism and door hinge are all light, strong, safe and inexpensive to make; d) The door lock bolt is preferably slid into the locking position by the operator. It is light in weight (and safe against failures). Door hinges are made light, strong and inexpensive. Each part is easy to fabricate and repair, using only standard 9 parts of materials and fasteners. ,can.

Bamba also absorbs crash energy and protects passengers.

The dash board and the entire interior use shock absorbing material 9, such as thick foam rubber, which is secured to all panels to help protect passengers from injury. The dash board is covered with a shock-absorbing material.An effective way to utilize plastics in automobile manufacturing is to use the novel body connectors described in the text. DESCRIPTION OF THE PREFERRED EMBODIMENTS The invention will now be described in more detail on the basis of the illustrated embodiments.

FIG. 1 shows a motor vehicle 50 based on the principles of the invention;
．． Figure 8 shows the frame and frame suspension.

, the motor vehicle 50 of the present invention has a rigid front axle assembly 51, which has wheels mounted for rotation at opposite ends thereof! , 5
Has 8. Vehicle 50 also has a rigid rear axle assembly 64 with wheels 55, 56 rotatably mounted at opposite ends. The axle assemblies 51,54 are supported by their wheels as non-rebounding weight. The car 50 in FIG. 1 has a car body 57.
This has a rigid frame 6 as shown in FIGS.
Supported by 0.

The rigid frame 60 springs onto the axle 51.54 (s
(prung) weights and are connected thereto by pairs of parallel struts and convergent struts as shown. The passenger compartment 61 is enclosed within a rigid frame 60 and protected.

In the embodiment of FIGS. 2-5, frame 60 has the following structure.

It extends forward and backward along the longitudinal centerline of the vehicle 50 and is welded on two rectangular tubes 62, 68, within which several electrical conductors and wires and hydraulic lines for the vehicle 5θ are supported. has been done. At the forward end, the tubes 62 68 are fused to the respective lower lateral front frame members a 4 e a 5 (FIG. 4), and at the rear end the tubes 62 168 are respectively fused to the lower lateral rear frame members 66
．． 67 (Fig. 5). tube (lla, 68
A diagonal member 68°fi9.70.71 is welded to. Member 6B extends from near the left end of member 64, and member 69 is aligned with member 68 to the rear right side of member 67.

Similarly, member 70 extends from the right side of member 66 and member 71
is aligned with member 70 and goes to the left rear side of member 66. The one that matches members 62, 68, and 71 at the apex is horizontal member 7 in actual military terms.
A substantially transverse member 78 similar to i which is 2 is connected to member 6 at the apex.
It fits 8 e 69 p 70゛.

Another set of frame members? 4.? 5, 7
6°77 completes the bottom of the frame. Is the member 74 a member? At the outer end of 2, members 64, 68 extend from near the apex where they meet, and member 75 extends from there just outside the end of member 71--
It extends to the outer end of the rear member 66. Similarly, member 76 is member 6
5 and 70 extend from the apex where they meet to the outer end of member 78, and member 7 extends from there to the outer end of rear member 67, just outside the end of member 89.

At the front end of the passenger compartment 61, the lower front transverse member 84. Above f15 is an upper horizontal frame member 80. Lateral, horizontal frame member 641 &5. The JO is connected to the vertical corner member 81.
82. Vertical center member 88 secured to horizontal reinforcement member 84
and diagonal frame parts, reinforced by members 85, 86, 87, 88 (see Figure 4). At the rear end of the passenger compartment 61 (FIG. 5) there are corresponding members; namely, upper lateral horizontal frame members 90, vertical corner members 9.1, 92, central vertical members 98, horizontal reinforcement members 94. Reinforced diagonal frame member 95.
There are 96, 97.98.

Upper frame members 101, 102 and lower frame member 1
08 connects the front frame member 80*64y65 to the respective rear frame members 90, 438, 67. These include the vertical center member 105a as well as the side diagonal reinforcement members 104,
It can also be set to 105. The two sides are the same.

Welded to each end of the upper front frame member 80 are reinforcing and supporting members 106, 107 and similar members 108, 109.
are welded to the upper rear frame member 90 at each end. From each support member 106, 107 rises a roof column 110 # 111 which extends upwardly, rearwardly and inwardly to the roof frame 180 and the corresponding rear support member 10.8, 109
From there the roof columns 112,118 extend upwardly, forwardly and inwardly up to seven roof frames. Front roof pillar 1101111
are bridged mid-upper by a horizontal member 114 (above which is the window protection) and at the top by a horizontal roof frame member 115, and the rear roof columns 112, 118 are bridged mid-upper by a horizontal member 116. , and is bridged at the top by a roof frame member 117. The front member 11 is angled forwardly from the support members 106, 107.
8s 119+.

extends. The upper part of the frame 60 is the column 1 ] 0. ,1i
8 diagonal bars 120, 121 that fit ly112.118
゜122 w 128 * 124 s 125 t
1 fl 6 p 127 and by the transverse member 114
, 116 at the apex. Therefore the rod 120,
121 extends upward from near the center of the front frame member 80 to the roof columns 110 and 111, respectively, and the rods 1g2, 128
extend upward from the side members 101, 102 to the roof columns 11o, 111. Salary 124.125 is the side 7 frame member 101
, 102 and mate with the rear roof columns 112 and 118, respectively. 126 and 127 are the upper rear frame members 90
is joined to the roof 1111219118. Therefore, the roof column 110 is joined approximately at its midpoint by the two rods 120121, and the other roof columns 111, 112, 118 are similarly reinforced and supported. From the rear support members 108, 109 to the diagonal member 128. ]'! 9 is extended respectively.

The roof frame 180 includes front and rear horizontal members 115.1
In addition to 17, side members 181, 182 and diagonal members 18
Contains 8,184. Horizontal bar 114116 and roof bar 115
, 117, 131° 182. 8 roof column supports 120.121, 122.1 combined with 188, 184
! ! 8 #1B4, 125.12fl, 127 creates a nearly indestructible roof frame 180.

The frame 60 has forwardly extending members 185, 186 which are secured to the upper front frame member 80 on either side of the longitudinal axis of the vehicle. Joined. Similarly, the rear upper frame member 90 has two rearwardly extending spaced side frame members 141.
They are joined by two parallel transverse members 148,144.

Horizontal members 187.14J3 are frame members 118, 119
0 member 1 firmly connected to ゜128.129 respectively!
! Reinforcement member 1 from the apex where 0,122 meets the roof pillar 110
45 extends downwardly to the left end of cross member 187 that is welded to member 185. Similarly, member 121.1219 is roof column 1
11, the reinforcing member 146 moves downward, and the reinforcing member 146
6 and extends to the right end of the transverse member 187 welded to 6. Similar members 147, 148 are similarly arranged at the rear.

The frame 60 thus protects persons in the passenger compartment 61 from the front, rear, bottom and top and from each side. The car body 57 is the car 50
Increase this retention as well as other parts of.

Front Axle System (Figures 6-12) Figures 6 and 7 show the front axle assembly 51. As shown in FIG. 6, the upper rigid beam 150 has a vertical end member 121.15a.
, central vertical member 154. It is joined to the lower rigid beam 151 by diagonals 155,156.

The wheel assembly 160 (FIG. 8) is tightened to the wheel hub 161 and to the brake disc 162 by wheel tightening bolts 1 (18).The wheel hub 161 also splines to the axle shaft 164 by an axle nut 165. The shaft 164 rotates within a bearing housing 166, and this housing is tightened to an annular front plate 168 by means of tightening bolts 16.The front plate 168 is attached to an upper U-link arm 169, 170 Upper and lower king pins 11B, 174 on the lower U link arms 171, 172 of the front axle assembly 51
These bottles are each fitted with two flat washers 1
75, and the two pins 176 are the thrust bearings 17?
and passing through spherical bearings 178° and 179.

At the upper kingpin 178, the thrust bearing 178 transfers the weight of the vehicle and axle to the front plate 168. Both upper and lower king pins 178
, 174, and each spherical bearing 1? '8,179 is subject to braking, rotation, and other loads. The inclination angle of the king pin is between the vertical center plane of the wheel 160 and the two king pins 17.
The angle between the center lines passing through 8,174. Camber trail is the distance on the ground from the centerline passing through the vertical center plane of the wheel 160 and the two king pins 178,174. That is, the inclination angle of the kingpin of the present invention is therefore absent or very small, and the camber trail is approximately 8
inch (approximately 76.2 m). The disc brake caliper (Fig. 9) is located at the opening 182 of the front plate 168 (Fig. 10).
The front plate 16 is secured by two tightening bolts 181, 180 passing through the
Tightened to 8.

The steering wheel m (not shown) is attached to the left and right front plates 168 by steering bosses 18B. When the steering mechanism is provided in front of the front axle assembly 51, the lateral distance from the wheel 1130 to the steering boss is shorter than the lateral distance from the wheel 160 to the center of the spherical bearings 178, 179. This is due to the increased slip angle of the outer tire, which is subjected to a much higher load.

If the steering mechanism is installed behind the front axle 51, the lateral distance from the wheel 160 to the steering boss opening 188 is longer than the lateral distance from the wheel 160 to the center of the spherical bearing 178.17o. This is due to the increased slip angle of the outer tire, which is subjected to a much higher load.

The front axle 51 is reinforced by triangular reinforcement members 184, 185 and a central member 186. The central member is member 18.4
t 185 to member 150 (FIG. 7).

The front axle arrangement described above is only one example of many possible arrangements.

Figure 18.14 shows the rear axle assembly 54. Assembly 54
includes a rigid top member 190 having side portions 191, 192 that slope downwardly below and outwardly from the horizontal central portion. Rigid lower member 198 has upwardly sloping ends 194,195. Members 190, 198 are joined by diagonal sides 196, 1.97° 198.199.

The rear wheel assembly 200 is fastened to the wheel hub 201 and brake disc 202 with wheel decoration bolts 208.

The wheel hub 201 is attached to the rear axle shaft 204 (axle hole) 2
05 and by the wheel hub 201 to the axle shaft 204.

The axle shaft 7) 204 has bolts 207 attached to the annular rear plate 208.
The bearing housing 206 rotates within a bearing housing 206 that is tightened by the bearing housing 206.

Is the drive shaft 210 the rear axle? 7) to a drive shaft U-shaped joint 211 bolted to the shaft 204.

The rear plate 208 is attached to the upper tube 1911, the lower tube 198, and the angle tube 1.
96 to assemble the integral rear axle 54.

The disc brake caliper can be accessed like the front axle. The vehicle can have a front drive, a four-wheel drive, a rear wheel drive, or a multi-drive, and the rear axle arrangement and drive described above is only one example of many possible arrangements.

The rear axle assembly 54, along with the center side 214, is reinforced by triangular members 212, 213 (FIG. 14).
.

Struts (Figs. 2, 8, 16.17) Slightly inward from the lower frame member 108, the two parallel front struts 221, 222 (see Fig. 2) are rubber spherical bearings 2.
25 or ball-and-socket joint to remove the lower front frame section e4. There is a rubber spherical bearing assembly or ball-and-socket joint at each end of each post 221, 222, respectively joined to respective bosses 228, 224 on the as (FIG. 16). At its forward end - each strut 221 or 222 is connected to the front axle section by means of a ball-and-socket joint or rubber spherical bearing assembly 228;
50 bosses 226, 227 (see Figure 7)
.

Similarly, the two parallel rear struts 281, 282 are each connected to bosses 288, 2 on the lower rear frame i-phase '66.67 by ball-and-socket joints or rubber spherical bearing assemblies 285.
84 and is joined to bosses 286 and 287 on rear axle assembly 54 (see FIG. 14) by a ball and socket joint or rubber spherical bearing assembly 288. Pillars 221, 222
, 281° and 282 are all parallel to the longitudinal axis of the frame 60.

In this embodiment, the two converging front struts 241, 242 are located on the reinforcement side '106 at the end of the upper front frame member 80,
107 to a boss 243 on the front axle side 150. The connection to the side 106, 107 is through the support columns 221, 222.
respective rubber spherical bearing assemblies 2'44, similar to those for
245 or by a ball-and-socket joint. However, the axle boss 248 has a single ball 246;
Each strut 241, 242 has an asymmetrical U-shaped sink 247°,
248, and a ball 249 passes through these, through the boss 248, and through the ball 246, and is tightened by a nut.

Similarly, the two converging rear struts 251, 252 are joined to the reinforcing members 108, 109 of the upper rear frame member 90 by respective rubber spherical bearing assemblies 258, 254 (or by ball and socket joints). In the rear axle assembly 54, the boss 255, the ball 256, and the bolt 257 are attached to the supports 2!51,2.
52 asymmetrical U-shaped sinks 258, 259 are fixed.

Frame 60 has springs and shock absorbing assemblies 261, 262268
．． 264 to the axle assembly 51.54.

Therefore, the spring assemblies 261, 262 are connected to the front axle assembly 51.
upper bosses g 65 , ' 266 and attach these to frame members 186, 187, preferably frame member 1.
86,1'17 join at or near the point where they meet at each end thereof. Similarly, springs 268, 264 are connected to rear axle assembly 5.
frame member '148k where it engages bosses 267,268 on 4 and where it meets frame member 141 at each end.
m join them.

Therefore, the frame 60 has vertically mounted spring units 26
1,262,268,264, parallel struts 221, 222. 0 Spherical bearing assembly 225, 228, 235, 288° 24 joined to the axle assembly 51.54 by S''ll, 282 and by converging struts 241, 242, 251° 252
4.245, 258, 254 can all be the same or substantially the same. FIG. 16 shows the bearing assembly for strut 221. The strut 221 has a threaded end cap 3
70 into which a bolt 871 is screwed, and the cap is welded to the post 221 at a point 878. Tightener pin 874 locks bolt 871 into place. Frame boss 228 and bearing assembly 225 are fixed between boss 872 and bolt ga 75, metal washer 876 is provided between bolt head 875 and bearing assembly 225, and metal washer 877 is provided between bearing assembly 225 and boss 872. It is being

, the bearing assembly 225 has eight cylindrical washers 881°882
, 888. The outer washers 881, 888 are large and thick, and the inner washers are small and thin.゛The bolt 871 flexes in either direction. Hence the term "one spherical" is used. Therefore, the assembly 255 is not a sphere, but in cooperation with the bolt +371 it acts in a spherical manner.

Modifications of structure (FIGS. 18-21) The actual structure of these joints can be modified as shown in FIGS. 18-21. FIG. 18 shows the structure described above.

In this case, the front struts 221, 222 extend from the lower front frame member 64, 65 to the front axle side 51, and the converging struts 241, 242 extend from near the end of the upper front frame side 80 onto the top member 150. Center boss 248 of front axle assembly 51
Extends to.

However, the same construction as shown in FIG. 19 could also be used, in which converging struts 241a and 241b meet at a common point 250 on frame member 80 instead of axle 51.

20.21 shows the same basic structure extending between the axle 51 and the frame section 260 in front of the axle 51.

shows. The connection to the rear axle 54 can be modified in the same way as shown in FIGS. 18-21.

In the embodiment of the invention shown in FIG. 2, the front converges along some common vertical axis terminating at a common point on the front axle. However, in certain applications, this common point may be located off-center, as shown in FIG. It is also possible for the struts 241, 242 not to meet, but to converge at separate points 270 and 271, either centered or somewhat off-center (FIG. 28). An example of this application is for race cars on highways. In this high maze all the bends are in the same direction, so that in order to obtain a good effect on the bends, and a very satisfactory effect on the roads, the car must be somewhat asymmetrical with respect to it. would be a good idea.

Rolling center (Fig. 24) The front and rear rolling centers 275 and 276 converge, respectively.
241, 242 and the converging rear struts 251, 252 on the axle coupling, respectively. The rolling center axis IfM277 is the longitudinal rolling center 275, 27
A straight line passes through 6. The front and rear axle assemblies 51,54 include a non-rebound 11st. Frame 60 and everything connected to it is a bouncing weight.

The center of gravity 278 of the weight bouncing off the bend is pushed outward by centrifugal force. This force rotates the center of gravity 278 of the bouncing weight about the center roll axis [277]. The center of gravity 278 of the rebounding weight is below the instantaneous roll center axis 277. At the bend, the car rolls into the bend, as in a coaster, increasing the load on the inside tire and increasing the dynamic stability of the vehicle.

Front vertical struts 221, 222 and rear vertical struts 281°282
If desired, instead of being truly parallel, they can form a small angle to the front of the vehicle. The height of the front roll center 275 may be different from that of the rear roll center 276.

At bends, the rotation of the vehicle is caused by splash shock absorbing units 2Bl, 2.
62,268.264 and an optional anti-sway bar (not shown) may be used. The rolling of the bouncing weight about the instantaneous roll axis causes the converging struts 241 and 242 or 251 and 252 at the point of closest approach.
can be controlled by the distance between them. As shown in FIG. 28, the closer these connecting parts are to the front rolling center 275, the more
The movement of the rear roll center 276 becomes free. The greater the distance, the greater the resistance to rolling of the vehicle 50.

The center axis of roll 277 is aligned with converging struts 241, 24 as described above to improve performance for specific applications.
2 or 251, 252 by asymmetrical installation of the vehicle 5
It can be placed away from the center of 0 (see Figure 2).

As previously mentioned, a particular application is for the Indian Police-500 racing car, which has only left-hand turns. All other points are moved slightly to facilitate the best design.

The axle distance between each pair of spring relief units 261, 262 and 268° 264 should be maximized.

The axle distances between longitudinal struts 221 and 222 and between struts 281, 282 should also be the maximum practical values. This minimizes the bending loads on the axles 51, 54 and on the frame 60.

Door 280 (see FIG. 2) is preferably constructed as an outer generally rectangular frame 281 which has an inner generally rectangular frame 282 (see FIG. 526) attached to a skin absorbent body 288.

A mock energy absorbing material 284 is added between the skin absorber 288 and the outer frame 281. inner and outer frame 2
81,282 are preferably made from steel tubing. The outer frame 281 includes front and rear columns 285, 286 and upper and lower members 287.
, 288, all of which are welded together to form a generally rectangular shape. The inner frame 282 has the same dimensions, including a front column 291, a rear column (not visible), and upper and lower members 2.
It has 93°294. Additional triangulation and reinforcing struts are provided by adding diagonal members (not visible) for the inner frame 282 and diagonal members 295, 296 to the outer frame 281.

The skin absorbent 288 is made from sheet material and fastened to the frames 281, 282 by means of delivery devices or to the top and bottom of the door 280 by welding.

In the event of a collision with door 280, skin absorber 288 bends in and absorbs some energy.

The triangular structure and reinforcing struts help absorb ram energy. Further collision energy is dissipated by the window pillars 110° 112 and by the frame portion) fAl 01 , 10 a. These frame members become a strong, one-piece main structural part of the vehicle when the inner door frame 282 is pressed against them.

A flat glass side window 297 slopes down from the roof salvage 182 into the door 280 along the centerline of the roof posts 111 and 118. 4 straight roof columns 110, 111, 11
2,118 allows the side p-hole window 297 to be placed so that when it is up it descends onto the side room root 182 and columns 111,118. You can also use more or less than four pillars. The side windows 297 are large and made of flat glass, and have a window haze 381 and a rear window 298 to provide maximum visibility. That is roof pillar 110,1
This is because 11, 112 and 118 are thin. These roof columns are preferably made from solid round steel or aluminum or rods providing a strong slender structure. These columns equalize the torque between the front and rear sections of the frame 60,
These two sections are prevented from moving relative to each other due to forces on the frame 60 about the center roll axis 277.

27.28 shows a door hinge 800 with a spherical bearing 801 locked in a support plate 802 by a retaining screw 308.
shows. The support plate 802 is welded to the door pipe 282. 2
Two hinge plates 8o4°, 805 are frame side members 101
, 108 is welded to the hinge tube 807. There are two hinges 800 on each door 280.

FIG. 25.29 shows an internal door bolt or latch 810. Bolt or latch 810 is a shaft that is operated only from inside the vehicle. Individual key 81 from outside the car
1 (Fig. 26) and lock 812, open the door 2 from the outside.
Lock 80.

7) 810 is the opening 81 of the door latch frame 815
Slide inside 4. Door 280 is locked when shaft 318 moves into door opening 814. frame 81
6 is welded to the door frame 281 of the vehicle. frame 8
15 is welded to the frame member 101 or 1o8. Door latch 810 is tightened to a frame latch flaket 817 welded to door frame 281. Frame opening 818 and door opening 814 each have shaft rubber washers 819
have. The door 280 is provided within the door plate 820 or
It is locked from outside by key 811 in 12. The door plate is welded to the door 280. The chic 812 is fixed in the door plate 820 with a lock nut 821.

Roof (Figs. 81-88) Figs. 81-83 show a vehicle 50 with a window protector 881 and a rear window 882 fixed to the front and rear roof frames 115, 117, respectively.
880 is shown. Square beams 888 (FIG. 88) are welded to the top root frame sills 115, 117° I'll, 182. The X-shaped struts 188° 184 are welded or bolted to the square members 838.

The panel 884 is attached to the aerodynamic body 57 by means of fasteners 885 via the square members 888 and the X-shaped struts iaa or 134.
is fixed to. A slab of plastic foam 886 is attached to panel 884 by adhesive. side window 297
A portion of “ is shown.

FIG. 84 shows a cross-section of a frame roof column 114 with a flat glass window shield 881 and a frame base 840 therefor welded to the roof column 115. glass 881
is insulated from the frame 840 by a rubber folded band 848. Similar structures are used for other windows. Window guard 881 is held in place by band 841 and bolt 842.

2 and 8 show front and rear collision absorbing bumpers 850. In the event of a collision with either end of the vehicle 50, the pampaskin absorbent material or other absorbent material 851 flexes inward, causing the crash loads to be cushioned by the pampas rectangular frame 852. Pamper 7 frame 852 can be triangular in construction and/or provide additional reinforcing struts. When subjected to an impact, the bumper absorber 358 absorbs and cushions the load from the bumper frame 852'. This bumper 7 frame has the same width as the vehicle 50 and extends from the bottom to the top of the front deck to accommodate the height of most other vehicle bumpers. skin IJ
An energy absorbing material 864 can be placed between the I & receiver 851 and the puff seam 852. The bumper absorber 858 transmits the actual load to the rectangular frame member 188 (or rear 14.4) with the descending portion 855. Frame members 188, 144 can be of triangular construction or have additional reinforcing struts. Collision load is on the side 185, 186
The top of the upwardly bent frame flJ minutes 856,85
7, the impact end of the axle rises, causing the bumper 850 to pivot around or near frame portion JfA' 187 (or rearward 147), causing portions 856° 857
will be bent. Vehicle 5o rises at the impact edge and absorbs most of the impact energy. That is car 50
This is because it takes a lot of energy to lift it off the ground.

The driver in the cabin car 50 should occupy the center of the eight seats. This is the safest position for the vehicle operator, with equal protection from both sides. This central position gives the driver equal visibility to the left and right.

FIG. 85 shows a dash board 860 having a tubular structure 861. Panels 862, 868 are attached to tubular structure 861 by fasteners, 864. A foam plate 865 is attached to panel 868 by adhesive to absorb energy during an S impact.

Wheel bearing (Fig. 8) The wheel bearing shown in Fig. 8, which can be applied to both the front and rear axles, is also new. Instead of machining the shoulder in an expensive machining operation, the bearing housing 166 has a cylindrical six 885 into which the outer sleeve 886 is inserted. Axle shirt) 16
4 is surrounded by an inner sleeve 887, and sleeves 886, 88
7 have the same length and are radially spaced apart. At each end of the two sleeves 886,887 these are anti-friction bearings 8
I agree with 88. The bearing 888 is held in engagement with the sleeves 886 and 887 by a holding disk 889. A lubricant seal 890 is placed for each disc;
This seal is supported between part of the shaft 7) 164 and the second retaining disc 891. Disc 8.89,89
1 is held in place with a series of ports 892 passed through it.
is held against the housing 166 by the housing. Nuts 898 are tightened to these ports.

It will be apparent to those skilled in the art that the present invention is susceptible to various structural changes without departing from its spirit and scope, and that what is described herein is merely an example of the present invention.

[Brief explanation of the drawing]

FIG. 1 shows a car according to the principles of the invention; FIG.
Figure 8 is a side elevation view of the frame and frame suspension of Figure 2, with the wheels shown in dashed lines; Figure 4 is a side elevation view of the frame and frame suspension of Figure 8; Figure 1 is a cross-sectional view taken on line 5--5 of Figure 8. Figure 6 is a front elevational view of the front axle assembly. Figure 7 is a plan view thereof. Figure 8 is a partially enlarged side view of one end of the axle showing the installed wheels. Figure 9 is the wheel connected to the brake caliper. Figure 10 is an end elevational view of the front plate in Figures 8 and 9. Figure 12 is an inverted view of Figure 1O, viewed from the left side; Figure 12 is an inverted view of Figure 1O, viewed from below; Figure 18 is a normal elevation view of the rear axle assembly. Figures: Figure 14 is a plan view of the rear axle assembly; Figure 15 is an enlarged sectional view of a portion of the rear axle assembly; Figure 16 is a partial side view of the front strut that joins the front part of the frame to the front axle. FIG. 17 shows the sections of the two converging struts joining the front axle to the front of the frame. FIG. 18 shows a top view of the front frame and suspension shown in FIG. 2, and FIG. 19 shows the invention. FIG. 20 shows a diagram similar to FIG. 18 of a modification of the frame suspension system according to the present invention. FIG. 21 shows a diagram similar to No. 18 piJ of another modification of the Mulberry system.
Figure 1 similar to Figure 8 Figure 22 is off-centered Figure 1 Similar to Figure 18 Figure 28
Figure 24 shows the vehicle of Figure 1 showing the roll axis and the location of the center of gravity; Figure 25 shows a section of the door frame in position; FIG. 8 is a side elevation view with some portions cut away to reveal other portions. FIG. 26 is a cross-sectional view taken along line 26--26 of FIG. Figure 27 is a partially enlarged side elevational view of the door hinge; Figure 28 is a partial top view looking down on the one in Figure 27; Figure 29 is a portion of Figure 25 showing the inner door latch. Figure 80 is an inverted side view of a portion of Figure 26 showing the outside door opening and related parts. Figure 81 shows the vehicle as seen in the direction of arrow 80 in Figure 26. Partial side elevation of the roof t, Figure 82 is an end room view of one corner of the roof of Figure 81 - Figure 88 is a partial side elevation view of the roof of Figure 81 looking up at one corner. Figure 84 shows an enlarged section and inverted view of the front part of the roof and a part of the window protector, and shows how the upper edge of the window protector is held. FIG. 50...Automobile 51...Front axle assembly 54...
Rear axle assembly 60...Rigid frame 64.65...
・Downward front horizontal member 66.67...Lower horizontal rear frame member 90...Upper horizontal horizontal frame 101,102...
Upper frame member 108...lower frame member 11
0,111... Roof pillar 180... Roof frame 1
88.. l, 174...Kingpin 190...
W-type upper member 191, 192... side portions 196-1
99... Diagonal member 200... Rear wheel assembly, 20
4... Axle shirt) 210... Attitude axis 221, 2
22...Front support 228,288...Spherical bearing assembly 261-264T...Spring unit) 275,276
... Center of longitudinal sway 280 ... Door 288 ...
・Skin absorber 800...Door hinge 815...
Door latch frame 880... Roof 831... Nitrogen protector 850... Collision absorbing plate 862, 868...
・Ha, Nell 889... Holding disk. Patent Applicant: Curtiss A. Dyer - FIG 15 FIG 16 FIG /4 Procedural Amendment (formality) November 9, 1939 1. Indication of Case 1980 Patent Application No. 4915 2. Invention Name Automobile 3, Person making amendment Patent applicant name Name Curtis A. Dial Telephone number (581) 2241 (Representative) (5925) Bento: Akihide Sugimura 5, Outside name

Claims (1)

Claims: L A motor vehicle having a longitudinal axis, comprising a stationary rigid front axle assembly having wheels mounted at each end for rotation, and tear-off means for deflecting said wheels: a stationary rigid rear axle assembly with a wheel mounted at each end for rotation; a passenger compartment encased and protected between said front and rear axle assemblies and a respective forward axle assembly near each end of said frame; and a rigid frame having a rear transverse member on either side of said longitudinal axis, parallel to said axis, extending between said front transverse member and said front axle, and connected thereto by a universal joint at each end of the front strut; a pair of widely spaced, substantially parallel forward struts extending on opposite sides of said longitudinal axis and parallel to said axis and between said rear transverse member and said rear axle; a pair of widely spaced, substantially parallel rear struts connected at ends by universal joints; a pair of converging front struts connecting said forward transverse member to said front axle by universal joints at each end of said forward struts; comprising struts, these front struts being widely spaced at one end and close to each other at the other end;
a pair of converging rear struts connecting said rear transverse member to said rear axle by a universal joint at each end of each rear strut, said rear struts being widely spaced apart at one end and close together at the other end; A motor vehicle comprising: vertically disposed springs and shock absorbing means resting between and against each said axle and said frame on each side of the axis. a The automobile according to claim 1, wherein the front strut and the front strut are fixed to the same front transverse member, and the rear strut and the rear strut are fixed to the same rear transverse member. car. & The motor vehicle according to claim 2, wherein the front transverse member is located behind the front axle. 3. The motor vehicle according to claim 2, wherein the front transverse member is located in front of the front axle. (v) In the automobile described in claim 8 or 4,
An automobile characterized in that the front strut converges toward the front axle assembly. a In the automobile according to claim 3 or 4,
An automobile characterized in that the front strut converges toward the front transverse member. I. The motor vehicle according to claim 2, wherein the rear transverse member is located in front of the rear axle. & The motor vehicle according to claim 2, wherein the rear transverse member is located behind the rear axle. 9. The motor vehicle according to claim 7 or 8, wherein the rear strut converges toward the rear axle. 1α The motor vehicle according to claim 7 or 8, wherein the rear strut converges toward the rear transverse member. IL The motor vehicle of claim 1, wherein the converging struts are secured to each other at their proximate ends along a common vertical axis intersecting the longitudinal axis;
Motor vehicle 011L according to claim 1, characterized in that said converging rear struts are fixed to each other at their adjacent ends along another common vertical axis intersecting said longitudinal axis. In a motor vehicle, said converging front struts are spaced apart from each other by some distance at their proximate ends, and said converging rear struts are separated by some distance from each other by their proximate ends. car. l& The automobile according to claim 11 or 12, characterized in that the converging strut and the converging rear strut are each arranged symmetrically with respect to the longitudinal axis and converge toward the axis. car. 14. The automobile according to claim 11 or 12, wherein the converging support strut and the converging rear strut are each disposed asymmetrically with respect to the longitudinal axis, and converge toward a point M apart from the axis. A car characterized by: IK The motor vehicle of claim 1, wherein both the front axle assembly and the rear axle assembly extend above the axis of the center of gravity of the motor vehicle, and wherein the roll axis is above the axis of the center of gravity of the motor vehicle. Featured cars. 1a The automobile according to claim 1, wherein the rigid frame includes upper and lower front horizontal transverse members joined at their ends by vertical members; and upper and lower rear horizontal frame members joined at their ends by vertical members; The passenger compartment is defined by upper and lower side members joined at the frame corners to the upper and lower front and rear transverse members, respectively, and an X-shaped frame member is respectively secured to the lower transverse member at each end and they intersect. F4t
two diagonal members secured to each other at a rectangular roof frame, intersecting diagonal members secured to each other at the corners of said roof frame, four diagonal members secured to said frame corners and to said roof frame corners; nearly vertical but somewhat inclined roof columns, and between the top and bottom of the roof columns and one
A motor vehicle, characterized in that it comprises two support members for each said roof element, which are fixed in pairs to the upper transverse member and in one to one to the upper member. 11. The motor vehicle of claim 1, having a door hinged to each side of said frame, each said door having an outer four-sided frame secured to an inner four-sided frame of substantially the same size and shape. A motor vehicle having a four-sided frame and having a cushioning outer skin secured to the outer frame and crash energy absorbing material within the skin and the outer frame curvature. 1& A motor vehicle according to claim 1, characterized in that each of said four-sided seven-frames is reinforced by a diagonal member converting its corners. 1gL In a motor vehicle with a longitudinal axis, a stationary rigid front axle set having a generally planar transverse frame with upper and lower beams, a wheel mounted at each end for rotation, and steering means for turning said wheels. Comprising: a generally flat transverse frame with upper and lower beams, and a stationary rigid rear axle assembly with wheels mounted at each end for rotation; enclosing and protecting the passenger compartment and primarily supporting said front and rear axles; a rigid frame disposed between the axle assemblies of the frame and having upper, lower, front and lower transverse members near each end of said frame: a pair on either side of said longitudinal axis and substantially parallel thereto; widely spaced substantially parallel forward struts extending between the lower forward transverse member and the lower beam of the front axle assembly and connected to each of them by a ball and socket joint; : a pair of widely spaced parts on opposite sides of and substantially parallel to said longitudinal axis and extending between said lower rear transverse member and said lower beam of the rear axle assembly and connected to each of them by a ball and socket joint; substantially parallel rear struts on either side of said longitudinal axis each extending between said upper forward transverse member and said upper beam of said front axle assembly and connected to each of them by a ball-and-socket joint; be,
a pair of converging front struts, said pair of front struts being widely spaced apart at one end and close to each other at the other end; each pair between said upper rear transverse member and said upper beam of said rear axle assembly; extending and connected to each of them by a ball-and-socket joint,
a pair of converging rear struts on opposite sides of the longitudinal axis;
The pairs of converging struts are widely spaced apart at one end and close to each other at the other end; between and leaning against the frame, two for each axle, and two for each axle; A motor vehicle comprising: four vertically mounted spring means, one on each side of the axle. 2a. The motor vehicle of claim 1, wherein the converging front struts are secured to each other and to the upper beam of the front axle assembly at their proximate ends along a common vertical axis intersecting the longitudinal axis. and wherein said converging rear struts are secured to said upper beam of said rear axle assembly at their proximate ends to each other and along another vertical axis intersecting said longitudinal axis. car. 2L. The motor vehicle of claim 19, wherein: an upper U-ring at each end of the upper beam of the front axle assembly; at each end of the lower beam of the front axle assembly and substantially flush therewith; a lower clevis; a wheel support plate having a portion that fits within each said clevis; and upper and lower king pins aligned with each other extending vertically through the arms of each of the upper and lower clevises and through said plate portion; and; wheel support bearings fixed to said plate; and a short shaft rotatably supported horizontally within each said bearing and extending outwardly therefrom, said front wheel being mounted on said short shaft; A motor vehicle characterized in that the kingpin thus ensures a substantially vertical installation of said wheel and a very short camber trail. sz The motor vehicle of claim 19, comprising: a vertical member at each end of said rear axle assembly and connecting its upper beam to its lower beam; a wheel support plate secured to each said member; . wheel support bearings fixed to the plate; and a short shaft rotatably supported horizontally within each said bearing and extending outwardly therefrom; said rear wheels being mounted on said short shafts; A car featuring: filL In the automobile according to claim 19,
A motor vehicle wherein each axle assembly includes two converging members extending generally horizontally outwardly from an end of the axle assembly and joined together.