357,111. Vehicle suspension systems. GUILLEMETTE (nÚe MULLER), S., 34, Rue d'Aboukir, Courbevoie, Seine, France. March 12, 1930, No. 8052. Convention date, March 12, 1929. Void [Published under Sect. 91 of the Acts]. [Classes 108 (ii) and 108 (iii).] The frame of a vehicle is supported on the axles by a pneumatic spring suspension system so that it is maintained horizontal or may be tilted to resist centrifugal force on curves, lateral tilting being controlled by an equilibrator acting through relays or servo controls to supply or withdraw elastic fluid from the suspension devices arranged one near each wheel. At each end of the vehicle is arranged a number of servo controls shown diagrammatically in the transverse elevation, Fig. 1. The axle A supports the frame of the vehicle through pneumatic springs of the cylinder and piston type, the piston-rod having ball-and-socket connections to the axles. Links g1, g2 control the supply of fluid to the springs by electric servo means in accordance with variations in the distance between the axle and frame. The supply of fluid is also controlled simultaneously and independently by an equilibrating device E which consists of a transverse horizontal tube containing mercury and having contacts p1, p2 at the ends. Both of the contacts are clear of the mercury when the vehicle frame is horizontal, but when the frame tilts or the mercury surges towards one end or the other on curves, a relay circuit is closed through one or the other of the contacts, and fluid is supplied to the suspension device on that side of the vehicle, which is thereby raised until the current is broken by the return of the mercury to its normal position in the tube. The valves controlling the supply of fluid to or its release from the suspension devices on opposite sides of the vehicle are operated by solenoids F1, F2 which are supplied with current controlled by vertical levers Dl, D2, the upper ends of which are moved towards the centre of the vehicle and engage the contacts ta or ua so that the corresponding solenoid opens its valve. The levers D1, D2 are operated simultaneously by links q1, q2 from the central vertical lever D or independently by the axle connections g1, g2. Each of the levers D1, D2 is connected at an intermediate point n', n2 to one arm of a T-shaped lever pivoted at i1, i2. One arm of each T-shaped lever is connected to a dashpot cl, c2 while the other arm is connected by a spring k1, k2 to independently pivoted arms h1, h2 connected to the links g1, g2. Small rapid movements of the axle relative to the frame are thus not communicated to the servo controls. When however one end of the axle is raised sufficiently relatively to the frame, the movement is communicated to the corresponding lever D1 or D2 thus closing a circuit through the corresponding solenoid and opening the valve supplying elastic fluid to the suspension device on the same side of the vehicle. When the vehicle tilts current is supplied to one or other of the solenoids 5, 6 thus moving the vertical lever D about its pivot and operating the two levers D1, D2 to supply fluid to the suspension device on one side of the vehicle and withdraw it from that on the other side. Movement of the lever D about its pivot is frictionally retarded so that the lever remains in any position to which it is adjusted. The mercury equilibrator may be replaced by a ball running in a concave receptacle and engaging either of two end contacts when the vehicle tilts. In a modification the solenoids adjust the lever D through fluid pressure relays. In a further modification a double relay device of the pressure fluid type is employed. To prevent the supply of fluid at an excessive pressure safety valves may be used. Figs. 9 and 10 show diagrammatically the arrangement of the parts on a vehicle and also the method of positioning the axles relatively to the frame while allowing vertical movements. The four suspension devices a1, a2, a3, a4 are supplied with fluid from the valves F1, F2, F3, F4 controlled by the equilibrating devices which are connected by longitudinal spindles J1, J2, Kl, K2, to the axle connections. The front axle is controlled by upper and lower radius rods 64, 65 on each side of the vehicle and also by forward links 63 connected to the frame through shackles. Lateral movement of the axle is prevented by a triangulated connection 66, 67 to the frame. The rear axle is also controlled by two triangulated connections. The apex of the connection 71, 72 is mounted on the frame while the apex of the other connection 68, 69 is connected at 70 to the axle.
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