US20040164513A1 - Suspension - Google Patents
Suspension Download PDFInfo
- Publication number
- US20040164513A1 US20040164513A1 US10/790,348 US79034804A US2004164513A1 US 20040164513 A1 US20040164513 A1 US 20040164513A1 US 79034804 A US79034804 A US 79034804A US 2004164513 A1 US2004164513 A1 US 2004164513A1
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- US
- United States
- Prior art keywords
- trailing arm
- axle
- suspension
- frame
- bracket
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/02—Attaching arms to sprung part of vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
- B60G11/10—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only characterised by means specially adapted for attaching the spring to axle or sprung part of the vehicle
- B60G11/113—Mountings on the axle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
- B60G11/10—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only characterised by means specially adapted for attaching the spring to axle or sprung part of the vehicle
- B60G11/12—Links, pins, or bushes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/32—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds
- B60G11/34—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds including leaf springs
- B60G11/46—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds including leaf springs and also fluid springs
- B60G11/465—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds including leaf springs and also fluid springs with a flexible wall
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/005—Suspension locking arrangements
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
- B60G9/003—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle being rigidly connected to a trailing guiding device
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/30—Rigid axle suspensions
- B60G2200/31—Rigid axle suspensions with two trailing arms rigidly connected to the axle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/11—Leaf spring
- B60G2202/112—Leaf spring longitudinally arranged
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/13—Torsion spring
- B60G2202/134—Torsion spring comprising a transversal torsion bar and/or tube
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/15—Fluid spring
- B60G2202/152—Pneumatic spring
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/12—Mounting of springs or dampers
- B60G2204/121—Mounting of leaf springs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/12—Mounting of springs or dampers
- B60G2204/129—Damper mount on wheel suspension or knuckle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/14—Mounting of suspension arms
- B60G2204/143—Mounting of suspension arms on the vehicle body or chassis
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/14—Mounting of suspension arms
- B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/43—Fittings, brackets or knuckles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/43—Fittings, brackets or knuckles
- B60G2204/4306—Bracket or knuckle for rigid axles, e.g. for clamping
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/44—Centering or positioning means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/45—Stops limiting travel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/46—Means for locking the suspension
- B60G2204/4604—Means for locking the suspension mechanically, e.g. using a hook as anticreep mechanism
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
- B60G2206/60—Subframe construction
- B60G2206/601—Hanger bracket
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
- B60G2206/70—Materials used in suspensions
- B60G2206/72—Steel
- B60G2206/722—Plates
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2300/00—Indexing codes relating to the type of vehicle
- B60G2300/02—Trucks; Load vehicles
- B60G2300/026—Heavy duty trucks
- B60G2300/0262—Multi-axle trucks
Definitions
- the present application relates generally to suspensions and, in particular, to a rear, trailing arm type suspension.
- each trailing arm is constructed of spring steel and may comprise one or more “leaves.”
- the term “leaves” is used because at least some of the trailing arms being used by truck manufacturers are being made by leaf spring manufacturers from materials and in configurations that are or were used in “leaf” springs.
- outboard ends of the axle are secured to respective trailing arms and, in effect, the arms support and locate the axle with respect to the vehicle frame.
- the leading end of the trailing arm is suspended below its associated frame member by a hanger bracket.
- hanger brackets are typically rigid cast components, and substantially resist bending in response to torsional stresses placed on the bracket by the trailing arm.
- These brackets typically depend downwardly only a short distance with respect to the frame.
- the distance between the trailing arm pivot axis and ground can be substantial.
- the distance of the pivot axis above ground level can affect the ride quality of the vehicle. It is usually desirable to lower the pivot axis when possible.
- simply elongating an existing hanger bracket design in order to lower the trailing arm pivot axis does not provide satisfactory performance.
- the present invention provides a new and improved suspension that it suitable as a rear suspension for a trailing arm type suspension, such as those found in highway trucks.
- the suspension includes a trailing arm pivotally connected to a frame member by a hanger bracket.
- a rear axle is attached to the trailing arm.
- a supplemental axle locating member is provided which supplementally locates the axle with respect, to the frame.
- the locating member is attached to the axle and includes an upwardly extending finger that is engageable with a bracket secured to the frame.
- the bracket includes abutment surfaces slidably engageable with the extension finger.
- a rear suspension includes laterally compliant hanger brackets which define a pivot axis for the trailing arms that is substantially lower than conventional designs.
- Each hanger bracket comprises a pair of compliant steel plates. Top portions of the plates are connected to an associated frame rail.
- an inner plate is substantially planar, whereas an outer plate is bent outwardly and then downwardly to define a planar mounting section that is parallel to the plane of the inner plate.
- a gap is defined between the plate within which the leading end of the trailing arm is secured.
- the position of the trailing arm with respect to the hanger is adjustable in order to precisely locate the axle with respect to the frame. Specially configured spacer and mounting components are utilized to provide clamping forces that resist relative movement between the hanger bracket and trailing arm after an adjustment is made.
- each trailing arm includes a spring seat to which an air spring is attached.
- the line of action for the air spring is located such that it passes through the frame sheer center of its associated frame rail.
- the location of the air spring takes advantage of clearance provided by the inner periphery of an associated wheel. As a result, the air springs are mounted nearer the outboard ends of the axle, as compared to more conventional designs.
- a shock bracket is provided that includes ears that provide some protection for shock in the event of impact.
- an air valve operating configuration which reduces ride height errors.
- an air spring control valve is attached to a frame member and includes a control lever.
- An operating rod couples the lever to the axle.
- the operating rod is connected to a mounting member extending from a shock mount.
- the axis of the operating rod is configured such that it passes through or in close proximity to the roll center of the vehicle.
- FIG. 1 is a side elevational view of a rear suspension for a dual axle vehicle, such as a Class 8 highway truck;
- FIG. 2 is a fragmentary perspective view of the suspension shown in FIG. 1;
- FIG. 3 is a perspective view of a supplemental axle locating member forming part of the present invention.
- FIG. 3A is a sectional view of the supplemental axle locating member
- FIG. 4 is a fragmentary, front view of a trailing arm mounting forming part of the present invention.
- FIG. 5 is a side view of one of the plates that comprise a trailing arm hanger bracket constructed in accordance with a preferred embodiment of the invention
- FIG. 6 is a side elevational view of another plate that forms part of the trailing arm hanger bracket constructed in accordance with the preferred embodiment of the invention.
- FIG. 6A is an end view of the plate shown in FIG. 6;
- FIG. 7 is a fragmentary, front view of the hanger bracket and trailing arm mounting
- FIG. 8 is a fragmentary, bottom view of the suspension shown in FIG. 2;
- FIG. 9 is a fragmentary, rear view of a rear suspension that includes a height control system.
- FIG. 10 is a sectional view of a trailing arm mounting constructed in accordance with the present invention as seen from the plane indicated by the line 10 - 10 , with the components shown in a position before final torquing of a securement fastener is made; and,
- FIG. 11 illustrates the trailing arm mounting shown in FIG. 10 after the securement fastener is torqued.
- FIG. 1 illustrates a rear suspension of a tractor unit of a highway truck constructed in accordance with the preferred embodiment of the invention.
- the illustrated suspension is intended for use with a tractor unit having dual rear axles, indicated generally by the reference characters A 1 , A 2 .
- the invention can be used with a tractor unit having a single rear axle.
- the suspension illustrated in FIG. 2 is best characterized as a trailing arm, pneumatic or air suspension.
- the suspension includes a trailing arm 10 , the forward end of which is held by a trailing arm hanger bracket 14 .
- the hanger bracket 14 is mounted to and depends downwardly from the side of a frame rail or frame member 16 and defines a pivot axis 19 for the trailing arm 10 .
- Like components are mounted to an opposite frame member 18 .
- the opposite end (i.e. trailing end 20 ) of the trailing arm 10 defines a seat 21 for a spring unit 22 .
- the spring unit comprises a conventional pneumatic cushion filled with air at a predetermined pressure.
- the air pressure acts as an air spring and may be varied to change the spring rate.
- a rearwardly extending bracket 24 connects the trailing end 20 of the trailing arm 10 to a shock absorber 26 .
- the shock absorber 26 interconnects the trailing end 20 of the trailing arm 10 to the frame 16 .
- the upper half or “fixed” end of the shock absorber 26 is secured to a bracket 28 that is attached to the frame 16 .
- the upper part of the shock preferably includes an elastomeric bushing 30 .
- a securing bolt 32 extends through the bracket 28 and through the bushing 30 to secure the upper part of the shock 26 to the frame 16 .
- the bushing 30 does allow some movement in the upper part of the shock to accommodate movement in the lower part of the shock as the trailing arm 10 rotates clockwise or counterclockwise about its pivot 19 .
- the lower part of the shock 26 is pivotally connected to the extension bracket 24 .
- the trailing arm 10 is formed from spring steel and, in effect, acts as a single leaf-type spring.
- Spring steel is used as the trailing arm because its elasticity does allow some bending movement and, as a result, reduces stress levels at the various mounting points including the mounting location for the vehicle axle.
- a supplemental axle locating device 40 which acts to inhibit fore and aft movement in the axle housing should a failure in the trailing arm occur.
- multiple spring leaves are used to define the trailing arm.
- the position of the axle housing is determined by its attachment to the trailing arm 10 .
- the axle moves upwardly and downwardly with respect to the frame 16 , to accommodate road irregularities. Its path of movement is defined by the trailing arm 10 .
- an outboard end of an axle housing is held to the trailing arm 10 by a pair of U-bolts 36 , 38 which extend through a lower bracket 34 and, which in effect clamp the axle housing to the trailing arm.
- a supplemental axle locating member 40 is also held in position by the U-bolts 36 , 38 .
- the left outboard end of the axle housing 41 sits on a saddle 42 which in turn rests on the trailing arm 10 .
- a dowel pin extends downwardly from the saddle 42 and engages a hole (not shown) formed in the trailing arm 10 . The dowel pin serves to help locate the axle on the trailing arm and resists relative movement between the trailing arm 10 and the axle 41 .
- the supplemental axle locating device 40 includes an axle engaging portion 40 a which rests atop the axle housing 41 and a shark fin or finger-like extension 40 b (shown in FIGS. 3 and 3A), which extends upwardly and in a slightly forward direction.
- the finger 40 b is engageable with a catcher bracket 44 which is secured to the side of the frame member 16 .
- the supplemental locating member 40 is made from cast aluminum to reduce weight and includes cavities or recesses such as 48 a and 48 b , to also reduce weight.
- the finger-like extension 40 b is also preferably tapered.
- the axle engaging portion 40 a also includes semicircular grooves 49 which receive the upper portions of the U-bolts 36 , 38 .
- the finger-like extension 40 b is angled forwardly since the axle housing in normal operation moves in an arc defined by the trailing arm 10 .
- the catcher bracket 44 includes front and rear abutments 44 a , 44 b which are engageable with fore and aft surfaces 50 a , 50 b , respectively of the finger 40 b .
- the catcher bracket 44 will inhibit fore and aft movement of the axle housing. It should be understood that the air spring 22 and shock 26 will continue to serve their intended purposes and control the vertical motion of the axle.
- a longitudinal plate i.e., parallel to the frame member
- a stop may be added to the top of the extending finger 40 b to inhibit the finger from moving downwardly, out of the catcher bracket 44 .
- the disclosed suspension includes features which reduce drive line vibration. This is achieved by lowering the pivot axis 19 of the suspension. With prior art designs, lowering the suspension pivot point normally results in increased costs, reduce U-bolt integrity, lower traction capabilities and reduced roll stability. The disclosed suspension reduces or eliminates these disadvantages by utilizing interconnected, laterally compliant hanger brackets for the trailing arms.
- FIG. 4 illustrates a suspension incorporating this aspect of the present invention.
- the suspension includes a pair of the pivot arm hanger brackets 14 secured to respective frame members 16 , 18 .
- Each hanger bracket is defined by a pair of plates 60 , 62 , preferably steel plates, which are laterally compliant.
- the trailing arm brackets are typically cast and have very little, if any, elasticity.
- the hanger brackets 14 extend downwardly and are dimensioned such that the pivot axis 19 for the suspension is lowered as compared to more conventional systems.
- each hanger 14 extends downwardly from the associated frame member and is planar.
- the outboard plate 62 includes an upper portion 62 a that is secured directly to and abuts the inboard plate 60 .
- the outboard plate 62 is bent outwardly to define a gap G (shown in FIG. 4) at its lower end for receiving the forward end of the trailing arm 10 . Due to the illustrated configuration, a bending moment M is generated in each hanger bracket 14 when loaded tending to bend each hanger bracket outwardly.
- the level of the bending moment M is equal to the load F multiplied by the moment arm L shown in FIG. 4.
- the hanger brackets are interconnected by a moment canceling member 0 . 68 .
- the canceling member 68 resists outward bending of the hanger brackets 14 .
- FIGS. 2, 5, 6 , and 6 A illustrate details of the preferred embodiment of this aspect of the invention.
- the planar inner plate 60 is best shown in FIG. 5.
- the inner plate includes a mounting portion 60 a having a plurality of mounting holes 70 by which the plate 60 is secured to the side of the frame member 16 .
- the inner plate 60 includes a generally triangular portion 60 b which extends downwardly from its mounting portion 60 a .
- An oblong hole 72 is located near the bottom of the plate 60 .
- the outboard plate 62 in side view, is similar in shape to the inner plate 60 and includes a mounting portion 62 a having a plurality of holes 74 by which the plate 62 is secured to the plate 60 and frame member 16 .
- a triangular portion 62 b extends downwardly from the mounting portion 62 a .
- the outboard plate 62 is not planar.
- the triangular shaped portion 62 b is bent outwardly and then downwardly to define a mounting section 78 of the plate 62 , which is parallel to the inner plate 60 .
- an oblong mounting hole 80 is formed in the outboard plate and is aligned with the oblong hole 72 in the inner plate 60 when the inner and outer plates 60 , 62 are mounted to the frame 16 .
- the lower mounting section 78 of the outboard plate 62 is bent along a line 79 that passes through the center of its oblong hole 80 .
- an outwardly protruding boss 86 is formed in the outboard plate 62 to strengthen the mounting and to provide clearance for various trailing arm components to be described.
- the trailing arm includes a circular mount 10 a which receives an elastomeric bushing 90 .
- a throughbolt 94 extends through the oblong hole 72 in the inner bracket plate 60 , through the trailing arm bushing 90 and through the oblong mounting hole 80 of the outboard plate 62 .
- the axial position of the trailing arm mount 10 a within the bracket 14 is determined by fixed spacers 96 , 98 located on either side of the trailing arm and which abut the trailing arm bushing 90 .
- the outwardly extending protrusion or boss 86 of the outboard hanger plate 62 provides clearance for the upper part of the trailing arm mount 10 a and its associated bushing 90 .
- the mounting holes 72 , 80 in the inner and outer plates 60 , 62 are preferably oblong in order to provide a means for adjusting the longitudinal position of the axle with respect to the frame 16 .
- the outboard plate 62 includes aligned holes 102 , 104 that are located above and below the oblong mounting hole 80 .
- a trailing arm adjustment plate 108 is used to adjust the position of the trailing arm pivot mount 10 a with respect to its associated bracket 14 .
- the plate 108 includes two holes 102 a , 104 a vertically aligned with a center hole 105 (shown in FIG. 10).
- the center hole is sized to receive the mounting bolt 94 and, when installed in position, is aligned with the oblong hole 80 bin the hanger bracket 14 .
- the lower hole 102 a is alignable with the lower hole 102 of the hanger bracket plate 62 and is sized such that a bolt can be placed through the holes 102 a , 102 and, in effect, defines a pivot for the adjustment plate 108 .
- the upper hole 104 a is sized to receive a pry bar, lever or other suitable tool through which the upper hole 104 of the outboard plate 62 can be engaged.
- the pry bar or other lever-type tool can be used to move the upper part of the adjustment plate 108 fore and aft to move the pivot bolt 94 (and hence the pivot axis 19 ) of the trailing arm fore and aft within the aligned slots 72 , 80 in the hanger bracket 14 . Movement of the pivot axis 19 is used to adjust the final position of the axle with respect to the frame of the vehicle. After the adjustment is made, the mounting bolt 94 is locked in position (using nut 94 a ) in order to lock the position of the trailing arm pivot 10 a.
- the hanger brackets 14 are interconnected by a moment canceling member 68 in order to cancel out or reduce outward bending movement of the hangers 14 .
- the moment canceling member is at least one wire element 68 a (see FIG. 2) that extends between mounting blocks 112 that are secured to the inner bracket plates 60 by respective securing bolts 94 .
- a pair of wires 68 a is utilized to provide some redundancy should a failure in one of the wires occur.
- piano wire 8 mm in diameter can be used.
- ends of the wires 68 a are held in the mounting blocks 112 which include apertures 113 (shown in FIG. 10).
- the mounting blocks 112 are held to the sides of the inner plates 60 by the trailing arm mounting bolt 94 which also extends through the aperture 113 of the associated block 112 .
- wire extensions 114 shown in FIG. 4 which extend beyond the mounting block 112 and are engageable with a bottom edge of the inside mounting plate 60 .
- the bores 96 a , 98 a , 113 (see FIG. 10) of the spacers 96 , 98 and mounting block 112 , respectively, are sized to closely fit the mounting bolt 94 .
- the mounting for the trailing arm can better support longitudinal loads without causing shifting in the bolt 94 with respect to the hanger brackets 14 .
- the plates 60 , 62 which comprise the hanger bracket each include an oblong slot ( 72 , 80 , respectively) through which the bolt 94 extends.
- the purpose of the oblong slot is to allow longitudinal adjustment of the trailing arms, thereby providing precise positioning of the axle to which the arms are attached. It is important that the axle be square with respect to the frame in order to minimize tire wear which has been a problem in the truck industry.
- the bores 94 a , 105 in the spacer 94 , and the adjustment plate 108 are also sized to closely fit the bolt 94 . In this way, the frictional force generated by the clamping of the plate 62 between the spacer 98 and the adjustment plate 108 resists relative movement between the bolt 94 and the plate 62 .
- FIGS. 10 and 11 illustrate another feature of this aspect of the invention.
- the bores 96 a , 98 a in the spacers 96 , 98 , the mounting block 112 and the adjustment plate 104 are sized to closely fit the securement bolt 94 .
- the bushing 90 forming part of the trailing arm mount 10 a can also include a bore sized to closely fit the bolt 94 , in the preferred embodiment the arrangement shown in FIGS. 10 and 11 is used to constrict relative movement between the bolt 94 and the bushing 90 .
- the spacer 96 includes a lip 96 b and the spacer 98 includes a lip 98 b .
- the outside diameter of the lips 96 b , 98 b are sized to tightly fit within a bore 90 a formed in the trailing arm bushing 90 .
- the lips 96 b , 98 b secure the bushing 90 to the spacers 96 , 98 and substantially resist relative movement between the trailing arm bushing 90 and the spacers 96 , 98 . Since the spacers 96 , 98 have bores that closely fit the bolt 94 , relative movement between the bolt 94 and the trailing arm bushing 90 is substantially resisted.
- This arrangement assures frictional coupling between the plates 60 , 62 and their adjacent mounting components, while at the same time providing a mounting for the trailing arm that resists relative movement between the trailing arm mount 10 a and the bolt 94 . This is achieved without requiring that the bore 90 a of the trailing arm bushing 90 be sized to closely fit the bolt 94 , which would make assembly of the components more difficult.
- FIG. 11 illustrates the position of the spacers 96 , 98 with respect to the bushing 90 after the bolt 94 is torqued to its final position by the nut 94 a .
- the lips 96 b , 98 b are forced into the bore 90 a of the bushing 90 , such that the sides of the bushing 90 a are tightly clamped between the spacers 96 , 98 .
- the bolt has various diameters along its shank.
- a section of the bolt indicated by the reference character 180 preferably has a diameter of 20.2 mm.
- the next adjacent section indicated by the reference character 182 has a diameter of 20 mm.
- the next adjacent section indicated by the reference character 184 has a diameter of 20.1 mm.
- the final section of the bolt indicated by the reference character 186 has a diameter of 20 mm.
- the disclosed suspension When the disclosed suspension is adapted for use on a Class 8 truck, significant lowering of the pivot axis for the trailing arms 10 can be achieved resulting in substantially improved suspension performance.
- the distance between the bottom of the frame rail 16 and the trailing arm pivot axis is typically around 100 mm.
- the distance between the pivot axis and ground level in a conventional truck will be 500 mm to 600 mm.
- the distance between the bottom of the frame member 16 and the pivot axis 19 can be increased to at least 300 mm and possibly 400 mm.
- Prior art truck air suspensions typically include a bridge (not shown) which is attached to the trailing ends of the left and right trailing arms.
- This prior art bridge includes seats for the air springs which are typically mounted a substantial distance inboard of the axle ends, due to space restrictions. The positioning of the air springs inboard of the trailing arms produces moment forces on the trailing arms tending to generate bending stresses due to twisting of the arms.
- the air springs 22 are connected to the trailing ends of their associated trailing arm 10 by the spring seat 21 (shown best in FIG. 8) which is attached to the trailing end 20 of the trailing arm 10 by a pair of bolts 142 . It should be noted, that the bolts 142 also secure the shock bracket 24 to the trailing arm. As seen best in FIG. 8, the centerline of the air spring (indicated by the reference character 144 ) is but a short distance inboard of the trailing arm 10 and, hence, twisting of the trailing arm is substantially decreased.
- the mounting location for the air spring takes advantage of the clearance provided by the inside periphery of the truck wheel W.
- the top of the air spring is attached to the frame rail 16 by a bracket 148 .
- the centerline 144 of the air spring 22 is located at the frame sheer center of the frame rail 16 .
- the frame sheer center is approximately 15 mm to the outside of the frame rail.
- a smaller air spring can be used that is operated, at a higher pressure.
- the shock bracket 24 includes protection for the lower part of the shock 26 . More specifically, the bracket 24 includes a pair of ears 24 a (shown best in FIG. 8) which extend beyond the periphery of the shock 26 . Should the vehicle be backed into an obstruction, the ears 24 a will contact the obstruction and absorb the initial impact. The bracket 24 is designed to absorb the shock of the impact and will bend to absorb the impact forces, thus reducing the possibility of damage to the shock.
- the supplemental locating member 40 can be used to lock the position of the suspension with respect to the frame members 16 , 18 .
- a bar 154 preferably square in cross-section, can be used to lock the finger 40 b to the catcher bracket 44 which is mounted to the frame rail 16 .
- the abutments 44 a , 44 b each include a hole 155 complementally-shaped to the bar 154 .
- the holes in the abutments are also square in cross-section.
- the finger 40 b as best shown in FIGS.
- the suspension cushions are usually filled with air to support the axle. This feature of the invention may make the filling of the air cushions unnecessary or if the cushions are filled, their pressurization does not produce any movement in the axle with respect to the frame because of the locking bar 154 .
- FIG. 9 illustrates another aspect of the invention. It is typical for highway trucks having air suspensions to provide an automatic height control.
- a height control valve was mounted at the centerline of the vehicle and included an operating rod connected to the axle.
- trucks in which both axles are driven it has been found that the height control valve cannot be connected to a center point on the leading drive axle due to the presence of the inter-axle drive shaft. As a result in more recent years, the height control valve has been moved outboard with respect to the centerline of the vehicle.
- FIG. 9 illustrates a height control arrangement in which errors in height control when rounding a curve are eliminated or substantially reduced.
- a height control valve 170 is mounted to the frame member 16 .
- An operating arm 170 a extends laterally from the height control valve 170 .
- a height control rod 172 is pivotally connected to the distal end of the operating lever 170 a of the height control valve 170 and extends downwardly in an angled orientation, and is connected to the rear suspension.
- a mounting bracket 176 extends from the shock mount bracket 24 . The lower end of the height control rod 172 is connected to this bracket.
- FIG. 9 also indicates the roll center 180 of the vehicle.
- the height control rod 172 generally points towards the roll center of the vehicle.
- the axis 172 a of the height control rod 172 By positioning the axis 172 a of the height control rod 172 so that it passes through or closely adjacent the roll center 180 of the vehicle, the roll of the vehicle body that occurs when rounding a curve will not substantially affect the position of the operating lever 170 a of the height control valve 170 .
- the valve 170 will not operate to either admit or release air from the air springs 22 while the vehicle rounds a curve.
- the illustrated configuration provides the advantages of a centrally mounted air valve, operated by linkage connected to the center of the axle.
- suspension features described above can be used together or separately.
- the invention contemplates use of the supplemental axle locating feature for use with other types of suspensions, including suspensions using trailing arms comprised of multiple leaves, or even conventional leaf suspensions that do not employ trailing arms.
- the suspension locking feature can be used with the illustrated suspension or with more conventional suspensions to which the supplemental locating member is adapted.
- compliant hanger brackets which allow lowering of the trailing arm pivot can be used with or without the supplemental axle locating member and with or without the height control configuration.
Abstract
A rear axle suspension for a highway truck that includes a pair of trailing arms suspended below a frame by a pair of hanger brackets. The hanger brackets define a pivot axis for the trailing arms. A supplemental axle locating member is attached to the axle and includes an extension member that in engageable with a bracket held by the frame. The hanger brackets are laterally compliant and each comprise an inner and outer plate, one of which is bent outwardly to define a gap within which an associated trailing arm is mounted. A moment canceling member extends between the hanger brackets and resists outward bending of the brackets. A height control valve is operated by an operating rod having an axis that passes through, or in close proximity, to the roll center of the vehicle in order to reduce ride height errors.
Description
- The present application relates generally to suspensions and, in particular, to a rear, trailing arm type suspension.
- Many vehicles such as highway trucks include trailing arm type suspensions which support a rear axle and define its path of movement with respect to the vehicle frame. In some current highway truck designs, each trailing arm is constructed of spring steel and may comprise one or more “leaves.” The term “leaves” is used because at least some of the trailing arms being used by truck manufacturers are being made by leaf spring manufacturers from materials and in configurations that are or were used in “leaf” springs. In conventional designs of this type of suspensions, outboard ends of the axle are secured to respective trailing arms and, in effect, the arms support and locate the axle with respect to the vehicle frame.
- In some current suspension designs, the leading end of the trailing arm is suspended below its associated frame member by a hanger bracket. These hanger brackets are typically rigid cast components, and substantially resist bending in response to torsional stresses placed on the bracket by the trailing arm. These brackets typically depend downwardly only a short distance with respect to the frame. As a result, the distance between the trailing arm pivot axis and ground can be substantial. The distance of the pivot axis above ground level can affect the ride quality of the vehicle. It is usually desirable to lower the pivot axis when possible. However, simply elongating an existing hanger bracket design in order to lower the trailing arm pivot axis, does not provide satisfactory performance.
- The present invention provides a new and improved suspension that it suitable as a rear suspension for a trailing arm type suspension, such as those found in highway trucks.
- According to one feature of the invention, the suspension includes a trailing arm pivotally connected to a frame member by a hanger bracket. A rear axle is attached to the trailing arm. A supplemental axle locating member is provided which supplementally locates the axle with respect, to the frame. In the illustrated embodiment, the locating member is attached to the axle and includes an upwardly extending finger that is engageable with a bracket secured to the frame. The bracket includes abutment surfaces slidably engageable with the extension finger.
- According to another feature of the invention, a rear suspension is disclosed that includes laterally compliant hanger brackets which define a pivot axis for the trailing arms that is substantially lower than conventional designs. Each hanger bracket comprises a pair of compliant steel plates. Top portions of the plates are connected to an associated frame rail. In the illustrated embodiment, an inner plate is substantially planar, whereas an outer plate is bent outwardly and then downwardly to define a planar mounting section that is parallel to the plane of the inner plate. A gap is defined between the plate within which the leading end of the trailing arm is secured. The position of the trailing arm with respect to the hanger is adjustable in order to precisely locate the axle with respect to the frame. Specially configured spacer and mounting components are utilized to provide clamping forces that resist relative movement between the hanger bracket and trailing arm after an adjustment is made.
- According to another feature of the invention, each trailing arm includes a spring seat to which an air spring is attached. The line of action for the air spring is located such that it passes through the frame sheer center of its associated frame rail. In addition, the location of the air spring takes advantage of clearance provided by the inner periphery of an associated wheel. As a result, the air springs are mounted nearer the outboard ends of the axle, as compared to more conventional designs.
- According to another feature of the invention, a shock bracket is provided that includes ears that provide some protection for shock in the event of impact.
- According to another feature of the invention, an air valve operating configuration is provided which reduces ride height errors. In particular, an air spring control valve is attached to a frame member and includes a control lever. An operating rod couples the lever to the axle. In the illustrated embodiment, the operating rod is connected to a mounting member extending from a shock mount. The axis of the operating rod is configured such that it passes through or in close proximity to the roll center of the vehicle. As a result, rolling of the vehicle body when rounding a curve eliminates or substantially reduces ride height errors.
- Additional features of the invention will become apparent and a fuller understanding obtained by reading the following detailed description made in connection with the accompanying drawings.
- FIG. 1 is a side elevational view of a rear suspension for a dual axle vehicle, such as a Class 8 highway truck;
- FIG. 2 is a fragmentary perspective view of the suspension shown in FIG. 1;
- FIG. 3 is a perspective view of a supplemental axle locating member forming part of the present invention;
- FIG. 3A is a sectional view of the supplemental axle locating member;
- FIG. 4 is a fragmentary, front view of a trailing arm mounting forming part of the present invention;
- FIG. 5 is a side view of one of the plates that comprise a trailing arm hanger bracket constructed in accordance with a preferred embodiment of the invention;
- FIG. 6 is a side elevational view of another plate that forms part of the trailing arm hanger bracket constructed in accordance with the preferred embodiment of the invention;
- FIG. 6A is an end view of the plate shown in FIG. 6;
- FIG. 7 is a fragmentary, front view of the hanger bracket and trailing arm mounting;
- FIG. 8 is a fragmentary, bottom view of the suspension shown in FIG. 2;
- FIG. 9 is a fragmentary, rear view of a rear suspension that includes a height control system.
- FIG. 10 is a sectional view of a trailing arm mounting constructed in accordance with the present invention as seen from the plane indicated by the line10-10, with the components shown in a position before final torquing of a securement fastener is made; and,
- FIG. 11 illustrates the trailing arm mounting shown in FIG. 10 after the securement fastener is torqued.
- FIG. 1 illustrates a rear suspension of a tractor unit of a highway truck constructed in accordance with the preferred embodiment of the invention. The illustrated suspension is intended for use with a tractor unit having dual rear axles, indicated generally by the reference characters A1, A2. However, the invention can be used with a tractor unit having a single rear axle.
- For purposes of explanation, the suspension components for the leading rear axle A1 will be described and are illustrated in FIG. 2. It should be understood, however, that the inventive features can be used on either or both of the rear axle suspensions.
- The suspension illustrated in FIG. 2 is best characterized as a trailing arm, pneumatic or air suspension. In particular, the suspension includes a
trailing arm 10, the forward end of which is held by a trailingarm hanger bracket 14. As seen best in FIG. 2, thehanger bracket 14 is mounted to and depends downwardly from the side of a frame rail orframe member 16 and defines apivot axis 19 for thetrailing arm 10. Like components (not shown) are mounted to anopposite frame member 18. - Referring also to FIG. 8, the opposite end (i.e. trailing end20) of the trailing
arm 10 defines aseat 21 for aspring unit 22. In the illustrated embodiment, the spring unit comprises a conventional pneumatic cushion filled with air at a predetermined pressure. The air pressure acts as an air spring and may be varied to change the spring rate. A rearwardly extendingbracket 24 connects the trailingend 20 of the trailingarm 10 to ashock absorber 26. In effect, theshock absorber 26 interconnects the trailingend 20 of the trailingarm 10 to theframe 16. The upper half or “fixed” end of theshock absorber 26 is secured to abracket 28 that is attached to theframe 16. The upper part of the shock, preferably includes anelastomeric bushing 30. A securingbolt 32 extends through thebracket 28 and through thebushing 30 to secure the upper part of theshock 26 to theframe 16. Thebushing 30 does allow some movement in the upper part of the shock to accommodate movement in the lower part of the shock as the trailingarm 10 rotates clockwise or counterclockwise about itspivot 19. The lower part of theshock 26 is pivotally connected to theextension bracket 24. - In the preferred embodiment, the trailing
arm 10 is formed from spring steel and, in effect, acts as a single leaf-type spring. Spring steel is used as the trailing arm because its elasticity does allow some bending movement and, as a result, reduces stress levels at the various mounting points including the mounting location for the vehicle axle. - According to one feature of the invention, a supplemental
axle locating device 40 is provided which acts to inhibit fore and aft movement in the axle housing should a failure in the trailing arm occur. In prior art suspensions, multiple spring leaves are used to define the trailing arm. - In the type of suspension illustrated in FIG. 1, the position of the axle housing is determined by its attachment to the trailing
arm 10. During use, the axle moves upwardly and downwardly with respect to theframe 16, to accommodate road irregularities. Its path of movement is defined by the trailingarm 10. - In the illustrated construction, an outboard end of an axle housing is held to the trailing
arm 10 by a pair ofU-bolts lower bracket 34 and, which in effect clamp the axle housing to the trailing arm. According to the invention, a supplementalaxle locating member 40 is also held in position by the U-bolts 36, 38. In particular, the left outboard end of the axle housing 41 (shown in phantom in FIG. 8) sits on asaddle 42 which in turn rests on the trailingarm 10. In the preferred embodiment, a dowel pin (not shown) extends downwardly from thesaddle 42 and engages a hole (not shown) formed in the trailingarm 10. The dowel pin serves to help locate the axle on the trailing arm and resists relative movement between the trailingarm 10 and theaxle 41. - As seen best in FIGS. 3 and 3A, the supplemental
axle locating device 40 includes anaxle engaging portion 40 a which rests atop theaxle housing 41 and a shark fin or finger-like extension 40 b (shown in FIGS. 3 and 3A), which extends upwardly and in a slightly forward direction. Thefinger 40 b is engageable with acatcher bracket 44 which is secured to the side of theframe member 16. In the preferred embodiment, the supplemental locatingmember 40 is made from cast aluminum to reduce weight and includes cavities or recesses such as 48 a and 48 b, to also reduce weight. The finger-like extension 40 b is also preferably tapered. Theaxle engaging portion 40 a also includessemicircular grooves 49 which receive the upper portions of the U-bolts 36, 38. - The finger-
like extension 40 b is angled forwardly since the axle housing in normal operation moves in an arc defined by the trailingarm 10. Thecatcher bracket 44 includes front andrear abutments finger 40 b. In operation, should a failure in the trailingarm 10 occur between its forward mounting and the axle mounting, thecatcher bracket 44 will inhibit fore and aft movement of the axle housing. It should be understood that theair spring 22 andshock 26 will continue to serve their intended purposes and control the vertical motion of the axle. - In an alternate embodiment, a longitudinal plate (i.e., parallel to the frame member) may be mounted across the
abutments finger 40 b to inhibit the finger from moving downwardly, out of thecatcher bracket 44. - Returning to FIG. 2, the disclosed suspension includes features which reduce drive line vibration. This is achieved by lowering the
pivot axis 19 of the suspension. With prior art designs, lowering the suspension pivot point normally results in increased costs, reduce U-bolt integrity, lower traction capabilities and reduced roll stability. The disclosed suspension reduces or eliminates these disadvantages by utilizing interconnected, laterally compliant hanger brackets for the trailing arms. - FIG. 4 illustrates a suspension incorporating this aspect of the present invention. The suspension includes a pair of the pivot
arm hanger brackets 14 secured torespective frame members plates hanger brackets 14 extend downwardly and are dimensioned such that thepivot axis 19 for the suspension is lowered as compared to more conventional systems. - Referring also to FIG. 5, the
inner plate 60 of eachhanger 14 extends downwardly from the associated frame member and is planar. Referring to FIGS. 6 and 6A, theoutboard plate 62 includes anupper portion 62 a that is secured directly to and abuts theinboard plate 60. Theoutboard plate 62 is bent outwardly to define a gap G (shown in FIG. 4) at its lower end for receiving the forward end of the trailingarm 10. Due to the illustrated configuration, a bending moment M is generated in eachhanger bracket 14 when loaded tending to bend each hanger bracket outwardly. The level of the bending moment M is equal to the load F multiplied by the moment arm L shown in FIG. 4. - According to the invention, the hanger brackets are interconnected by a moment canceling member0.68. The canceling
member 68 resists outward bending of thehanger brackets 14. - FIGS. 2, 5,6, and 6A illustrate details of the preferred embodiment of this aspect of the invention. The planar
inner plate 60 is best shown in FIG. 5. As seen in FIG. 5, the inner plate includes a mountingportion 60 a having a plurality of mountingholes 70 by which theplate 60 is secured to the side of theframe member 16. Theinner plate 60 includes a generallytriangular portion 60 b which extends downwardly from its mountingportion 60 a. Anoblong hole 72 is located near the bottom of theplate 60. - Referring in particular to FIGS. 6 and 6A, the
outboard plate 62, in side view, is similar in shape to theinner plate 60 and includes a mountingportion 62 a having a plurality ofholes 74 by which theplate 62 is secured to theplate 60 andframe member 16. Atriangular portion 62 b extends downwardly from the mountingportion 62 a. As seen in FIG. 6A, theoutboard plate 62 is not planar. The triangular shapedportion 62 b is bent outwardly and then downwardly to define a mountingsection 78 of theplate 62, which is parallel to theinner plate 60. In the preferred embodiment, anoblong mounting hole 80 is formed in the outboard plate and is aligned with theoblong hole 72 in theinner plate 60 when the inner andouter plates frame 16. In the preferred embodiment, thelower mounting section 78 of theoutboard plate 62 is bent along aline 79 that passes through the center of itsoblong hole 80. In addition, an outwardly protrudingboss 86 is formed in theoutboard plate 62 to strengthen the mounting and to provide clearance for various trailing arm components to be described. - Referring also to FIG. 7, the mounting of the forward end of the trailing
arm 10 is illustrated. In particular, the trailing arm includes acircular mount 10 a which receives anelastomeric bushing 90. Athroughbolt 94 extends through theoblong hole 72 in theinner bracket plate 60, through the trailingarm bushing 90 and through theoblong mounting hole 80 of theoutboard plate 62. The axial position of the trailingarm mount 10 a within thebracket 14 is determined by fixedspacers arm bushing 90. As seen best in FIG. 7, the outwardly extending protrusion orboss 86 of theoutboard hanger plate 62 provides clearance for the upper part of the trailingarm mount 10 a and its associatedbushing 90. - The mounting holes72, 80 in the inner and
outer plates frame 16. As seen in FIG. 6, theoutboard plate 62 includes alignedholes oblong mounting hole 80. Referring also to FIG. 2, a trailingarm adjustment plate 108 is used to adjust the position of the trailing arm pivot mount 10 a with respect to its associatedbracket 14. In particular, theplate 108 includes twoholes bolt 94 and, when installed in position, is aligned with theoblong hole 80 bin thehanger bracket 14. Thelower hole 102 a is alignable with thelower hole 102 of thehanger bracket plate 62 and is sized such that a bolt can be placed through theholes adjustment plate 108. Theupper hole 104 a is sized to receive a pry bar, lever or other suitable tool through which theupper hole 104 of theoutboard plate 62 can be engaged. The pry bar or other lever-type tool can be used to move the upper part of theadjustment plate 108 fore and aft to move the pivot bolt 94 (and hence the pivot axis 19) of the trailing arm fore and aft within the alignedslots hanger bracket 14. Movement of thepivot axis 19 is used to adjust the final position of the axle with respect to the frame of the vehicle. After the adjustment is made, the mountingbolt 94 is locked in position (usingnut 94 a) in order to lock the position of the trailingarm pivot 10 a. - As indicated above, the
hanger brackets 14 are interconnected by amoment canceling member 68 in order to cancel out or reduce outward bending movement of thehangers 14. In the preferred and illustrated embodiment, the moment canceling member is at least onewire element 68 a (see FIG. 2) that extends between mountingblocks 112 that are secured to theinner bracket plates 60 by respective securingbolts 94. - In a more preferred embodiment, a pair of
wires 68 a is utilized to provide some redundancy should a failure in one of the wires occur. For a Class 8 truck suspension, piano wire 8 mm in diameter can be used. Referring also to FIG. 7, ends of thewires 68 a are held in the mountingblocks 112 which include apertures 113 (shown in FIG. 10). The mounting blocks 112 are held to the sides of theinner plates 60 by the trailingarm mounting bolt 94 which also extends through theaperture 113 of the associatedblock 112. According to a feature of the invention, relative rotation between the mountingblock 112 and its associated insidehanger plate 60 is inhibited by wire extensions 114 (shown in FIG. 4) which extend beyond the mountingblock 112 and are engageable with a bottom edge of the inside mountingplate 60. - According to a further aspect of this feature of the invention, the
bores 96 a, 98 a, 113 (see FIG. 10) of thespacers block 112, respectively, are sized to closely fit the mountingbolt 94. By maintaining a close fit between thebolt 94 and the bores of these components, the mounting for the trailing arm can better support longitudinal loads without causing shifting in thebolt 94 with respect to thehanger brackets 14. As explained above, theplates bolt 94 extends. The purpose of the oblong slot is to allow longitudinal adjustment of the trailing arms, thereby providing precise positioning of the axle to which the arms are attached. It is important that the axle be square with respect to the frame in order to minimize tire wear which has been a problem in the truck industry. - Once the
bolt 94 has been secured by thenut 94 a, relative movement between thebolt 94 and theplate 60 is resisted by the clamping force on theplate 60 generated between theblock 112 and the inboard side of thespacer 96, so long as thebolt 94 cannot move side to side within the bores of these components. In effect, by closely fitting thebores block 112 and the inboard side of theplate 60, as well as the frictional contact between the outboard side of theplate 60 and the inboard side of thespacer 96 are used to resist relative movement between thebolt 94 and theplate 60. - Similarly, the
bores spacer 94, and theadjustment plate 108, respectively, are also sized to closely fit thebolt 94. In this way, the frictional force generated by the clamping of theplate 62 between thespacer 98 and theadjustment plate 108 resists relative movement between thebolt 94 and theplate 62. - FIGS. 10 and 11 illustrate another feature of this aspect of the invention. As indicated above, the
bores 96 a, 98 a in thespacers block 112 and theadjustment plate 104 are sized to closely fit thesecurement bolt 94. Although thebushing 90 forming part of the trailingarm mount 10 a can also include a bore sized to closely fit thebolt 94, in the preferred embodiment the arrangement shown in FIGS. 10 and 11 is used to constrict relative movement between thebolt 94 and thebushing 90. - Referring in particular to FIGS. 10 and 11, the
spacer 96 includes alip 96 b and thespacer 98 includes alip 98 b. The outside diameter of thelips bore 90 a formed in the trailingarm bushing 90. Thelips bushing 90 to thespacers arm bushing 90 and thespacers spacers bolt 94, relative movement between thebolt 94 and the trailingarm bushing 90 is substantially resisted. This arrangement assures frictional coupling between theplates arm mount 10 a and thebolt 94. This is achieved without requiring that thebore 90 a of the trailingarm bushing 90 be sized to closely fit thebolt 94, which would make assembly of the components more difficult. - FIG. 11 illustrates the position of the
spacers bushing 90 after thebolt 94 is torqued to its final position by thenut 94 a. As seen in FIG. 11, thelips bore 90 a of thebushing 90, such that the sides of thebushing 90 a are tightly clamped between thespacers - As far as dimensions are concerned, in a Class 8 truck, a bolt with a diameter of approximately 20 mm has been found to function satisfactorily in this application. In order to facilitate assembly, the
bore 113 of thespacer 112 and thespacer 96 are sized as 20.2 mm, whereas the bore for thespacer 98 andadjustment plate 108 are sized as 20.1 mm. - To further facilitate assembly, the bolt has various diameters along its shank. In particular, a section of the bolt indicated by the
reference character 180 preferably has a diameter of 20.2 mm. The next adjacent section indicated by thereference character 182 has a diameter of 20 mm. The next adjacent section indicated by thereference character 184 has a diameter of 20.1 mm. The final section of the bolt indicated by thereference character 186 has a diameter of 20 mm. - When the disclosed suspension is adapted for use on a Class 8 truck, significant lowering of the pivot axis for the trailing
arms 10 can be achieved resulting in substantially improved suspension performance. In particular, in a prior art suspension for a Class 8 truck, the distance between the bottom of theframe rail 16 and the trailing arm pivot axis is typically around 100 mm. Depending on tire size, the distance between the pivot axis and ground level in a conventional truck will be 500 mm to 600 mm. With the use of “taller”hanger brackets 14 constructed and used in accordance with the present invention, the distance between the bottom of theframe member 16 and thepivot axis 19 can be increased to at least 300 mm and possibly 400 mm. This results in a pivot axis to ground dimension (again, depending on tire size) to be in the neighborhood of 300 mm to 400 mm. This substantial lowering of the trailingarm pivot axis 19 substantially improves performance of the suspension. It should be understood that the present suspension can be adapted to other types of vehicles to achieve similar performance improvements. - Referring now to FIGS. 2 and 8, another aspect of the invention is illustrated. Prior art truck air suspensions typically include a bridge (not shown) which is attached to the trailing ends of the left and right trailing arms. This prior art bridge includes seats for the air springs which are typically mounted a substantial distance inboard of the axle ends, due to space restrictions. The positioning of the air springs inboard of the trailing arms produces moment forces on the trailing arms tending to generate bending stresses due to twisting of the arms.
- According to the invention, the air springs22 are connected to the trailing ends of their associated trailing
arm 10 by the spring seat 21 (shown best in FIG. 8) which is attached to the trailingend 20 of the trailingarm 10 by a pair ofbolts 142. It should be noted, that thebolts 142 also secure theshock bracket 24 to the trailing arm. As seen best in FIG. 8, the centerline of the air spring (indicated by the reference character 144) is but a short distance inboard of the trailingarm 10 and, hence, twisting of the trailing arm is substantially decreased. - It should also be noted that the mounting location for the air spring takes advantage of the clearance provided by the inside periphery of the truck wheel W. Referring also to FIG. 2, the top of the air spring is attached to the
frame rail 16 by abracket 148. In the preferred embodiment, thecenterline 144 of theair spring 22 is located at the frame sheer center of theframe rail 16. For a Class 8 truck of the type described, the frame sheer center is approximately 15 mm to the outside of the frame rail. By locating the air spring in the manner described, torsion forces and twisting of the frame rail is reduced which can reduce the strength requirement for the frame rail cross members resulting in less weight and lower cost. - According to a further aspect of this invention, a smaller air spring can be used that is operated, at a higher pressure.
- According to still another feature of the invention, the
shock bracket 24 includes protection for the lower part of theshock 26. More specifically, thebracket 24 includes a pair ofears 24 a (shown best in FIG. 8) which extend beyond the periphery of theshock 26. Should the vehicle be backed into an obstruction, theears 24 a will contact the obstruction and absorb the initial impact. Thebracket 24 is designed to absorb the shock of the impact and will bend to absorb the impact forces, thus reducing the possibility of damage to the shock. - Referring now to FIGS. 2, 3 and3A, another feature of the invention is illustrated. To facilitate assembly of the truck suspension, the supplemental locating
member 40 can be used to lock the position of the suspension with respect to theframe members bar 154, preferably square in cross-section, can be used to lock thefinger 40 b to thecatcher bracket 44 which is mounted to theframe rail 16. In particular, theabutments hole 155 complementally-shaped to thebar 154. In the preferred embodiment, the holes in the abutments are also square in cross-section. Thefinger 40 b, as best shown in FIGS. 3 and 3A, includes atransverse hole 156 also square in cross-section. During initial assembly, the hole in thefinger 40 b is aligned with theholes 155 in theabutments bar 154 is then pushed through the holes in the abutments and thefinger 40 b. This locks the position of the suspension and inhibits relative movement between theaxle 41 and theframe members bar 154. Once the assembly of the vehicle is complete, the bars are easily removed to release the axle and allow relative movement between the axle and the frame. - For assembly of some trucks, it is common to assemble the suspension to the frame members, with the vehicle turned upside-down. After completion of the assembly, the frame must be overturned. The locking
members 154 facilitate this operation. Moreover, in prior art vehicles the air springs have to be filled with air prior to engine starting, since the air supply is provided by an engine driven pump. The feature which allows the suspension to be locked with the locking bars 154 eliminates the need for prefilling of the air springs prior to engine start-up. - FIG. 9 illustrates another aspect of the invention. It is typical for highway trucks having air suspensions to provide an automatic height control. In the past, a height control valve was mounted at the centerline of the vehicle and included an operating rod connected to the axle. In recent years, it has been found desirable to have the height control valve connected to the leading axle in a tandem axle truck, so that the height of the frame with respect to the leading axle is controlled. In trucks in which both axles are driven, it has been found that the height control valve cannot be connected to a center point on the leading drive axle due to the presence of the inter-axle drive shaft. As a result in more recent years, the height control valve has been moved outboard with respect to the centerline of the vehicle. As a result, it has been found that height control of the vehicle cannot be as precisely maintained as it could when the valve was mounted centrally in the vehicle. In particular, it was found that a small but perceptible error in height control could occur when the vehicle was rounding a curve.
- FIG. 9 illustrates a height control arrangement in which errors in height control when rounding a curve are eliminated or substantially reduced. In particular, a
height control valve 170 is mounted to theframe member 16. Anoperating arm 170 a extends laterally from theheight control valve 170. Aheight control rod 172 is pivotally connected to the distal end of the operatinglever 170 a of theheight control valve 170 and extends downwardly in an angled orientation, and is connected to the rear suspension. In the illustrated embodiment, a mountingbracket 176 extends from theshock mount bracket 24. The lower end of theheight control rod 172 is connected to this bracket. - FIG. 9 also indicates the
roll center 180 of the vehicle. As can be seen in FIG. 9, theheight control rod 172 generally points towards the roll center of the vehicle. By positioning theaxis 172 a of theheight control rod 172 so that it passes through or closely adjacent theroll center 180 of the vehicle, the roll of the vehicle body that occurs when rounding a curve will not substantially affect the position of the operatinglever 170 a of theheight control valve 170. As a result, thevalve 170 will not operate to either admit or release air from the air springs 22 while the vehicle rounds a curve. The illustrated configuration provides the advantages of a centrally mounted air valve, operated by linkage connected to the center of the axle. - It should be noted here that the suspension features described above can be used together or separately. For example, the invention contemplates use of the supplemental axle locating feature for use with other types of suspensions, including suspensions using trailing arms comprised of multiple leaves, or even conventional leaf suspensions that do not employ trailing arms. Similarly, the suspension locking feature can be used with the illustrated suspension or with more conventional suspensions to which the supplemental locating member is adapted.
- The use of compliant hanger brackets which allow lowering of the trailing arm pivot can be used with or without the supplemental axle locating member and with or without the height control configuration.
- Although the invention has been described with a certain degree of particularity, it should be noted that those skilled in the art can make various changes to, it with departing from the spirit or scope of the invention as hereinafter claimed.
Claims (16)
1. A suspension assembly, comprising:
a) a trailing arm;
b) a hanger bracket for attaching a leading end of said trailing arm to a vehicle frame member and defining a pivot axis for said trailing arm;
c) a spring acting between a spring seat attached to said trailing arm and said frame member;
d) an axle attached to said trailing arm; and,
e) a supplemental axle locating member for supplementally locating said axle with respect to said frame.
2. The apparatus of claim 1 , wherein said supplemental locating member includes a finger-like extension engageable with a receiving member mounted to said frame.
3 The apparatus of claim 2 , wherein said receiving bracket includes abutment surfaces slidably engageable with said extension.
4. The apparatus of claim 3 , wherein said supplemental axle locating member is secured to said axle.
5. A suspension assembly, comprising:
a) a pair of spaced apart trailing arms;
b) a hanger bracket associated with each trailing arm and operative to mount a leading end of, said trailing arm to an associated frame member;
c) each bracket comprising a pair of plates having upper ends attached to said frame and having lower portions spaced apart from each other to define a gap defining a mounting location for said leading end of said trailing arm;
d) said plates being compliant in order to allow controlled bending movement in the bracket; and,
e) a moment canceling member interconnecting said spaced apart hanger brackets for substantially canceling outward bending moments of said brackets.
6. The suspension of claim 5 , wherein said inner plate is substantially planar and extends downwardly from said frame in a plane substantially parallel with said frame member, and said outer plate is bent outwardly and then downwardly to define a planar section parallel to the plane of said inner plate.
7. The apparatus of claim 6 , wherein said inner plate and said planar section of said outer plate define aligned mounting holes for an associated trailing arm, said holes allowing longitudinal adjustment of said trailing arm to precisely locate an axle attached to said trailing arm, with respect to said frame members.
8. The suspension of claim 7 , further including an adjustment mechanism associated with each hanger bracket for facilitating adjustment of the position of the trailing arm with respect to its associated hanger bracket.
9. The suspension of claim 8 , further including spacers for locating said torque arm within said gap and sized to provide clamping forces to said inner and outer plates, whereby relative movement between said trailing arm relative to said hanger bracket is substantially resisted.
10. The suspension of claim 5 , wherein said moment canceling member comprises at least one wire element extending between the inner plates of respective hanger brackets.
11. The suspension of claim 2 , wherein said receiving member and said finger-like extension are adapted to concurrently receive a locking tool such that relative movement between said axle and said frame member is substantially resisted.
12. The suspension of claim 11 , further including a shock bracket extending rearwardly from an end of said trailing arm and adapted to pivotally connect to one end of a shock.
13. The suspension of claim 12 , wherein said shock bracket further includes abutments that extend beyond a periphery of said shock and are adapted to receive impact forces whereby potential damage to said shock is reduced.
14. The apparatus of claim 1 , wherein said spring is located with respect to said frame member, such that a centerline of said spring is substantially aligned with a frame sheer center of said frame member.
15. A suspension assembly, comprising:
a) a pneumatic spring for resiliently coupling an axle to a frame member;
b) a valve for controlling pressurization of said pneumatic spring, said valve including a control lever;
c) an operating rod for said control valve having one end pivotally connected to said control lever and another end coupled to said axle, such that movement in said axle produces movement in said operating rods; and,
d) said operating rod configured and positioned such that an axis of said rod extends through or in close proximity to a roll center of said vehicle.
16. The suspension assembly of claim 15 , further including a shock for damping movements in said axle and including a mounting member to which said other end of said operating rod is connected.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/790,348 US20040164513A1 (en) | 2000-06-16 | 2004-03-01 | Suspension |
US11/047,133 US7350795B2 (en) | 2000-06-16 | 2005-01-31 | Suspension |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US21203100P | 2000-06-16 | 2000-06-16 | |
US09/879,727 US20010052685A1 (en) | 2000-06-16 | 2001-06-12 | Suspension |
US10/790,348 US20040164513A1 (en) | 2000-06-16 | 2004-03-01 | Suspension |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/879,727 Division US20010052685A1 (en) | 2000-06-16 | 2001-06-12 | Suspension |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/047,133 Division US7350795B2 (en) | 2000-06-16 | 2005-01-31 | Suspension |
Publications (1)
Publication Number | Publication Date |
---|---|
US20040164513A1 true US20040164513A1 (en) | 2004-08-26 |
Family
ID=22789273
Family Applications (3)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/879,727 Abandoned US20010052685A1 (en) | 2000-06-16 | 2001-06-12 | Suspension |
US10/790,348 Abandoned US20040164513A1 (en) | 2000-06-16 | 2004-03-01 | Suspension |
US11/047,133 Expired - Fee Related US7350795B2 (en) | 2000-06-16 | 2005-01-31 | Suspension |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/879,727 Abandoned US20010052685A1 (en) | 2000-06-16 | 2001-06-12 | Suspension |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/047,133 Expired - Fee Related US7350795B2 (en) | 2000-06-16 | 2005-01-31 | Suspension |
Country Status (3)
Country | Link |
---|---|
US (3) | US20010052685A1 (en) |
CA (1) | CA2350819A1 (en) |
MX (1) | MXPA01006310A (en) |
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US20050087941A1 (en) * | 2003-10-24 | 2005-04-28 | Nissan Motor Co., Ltd. | Independent suspension system for a wheeled vehicle |
US20070210549A1 (en) * | 2005-09-08 | 2007-09-13 | Hendrickson Usa, Llc | Vehicle suspensions |
CN101808837B (en) * | 2007-08-01 | 2012-07-04 | 日产自动车株式会社 | Supporting structure for vehicle suspension component |
CN102616098A (en) * | 2012-04-17 | 2012-08-01 | 苏州奥杰汽车工业有限公司 | Plate spring and guide arm combined-type air suspension |
US8801014B2 (en) * | 2012-01-12 | 2014-08-12 | GM Global Technology Operations LLC | Rear wheel suspension |
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Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20050087941A1 (en) * | 2003-10-24 | 2005-04-28 | Nissan Motor Co., Ltd. | Independent suspension system for a wheeled vehicle |
US7354051B2 (en) * | 2003-10-24 | 2008-04-08 | Nissan Motor Co., Ltd. | Independent suspension system for a wheeled vehicle |
US20070210549A1 (en) * | 2005-09-08 | 2007-09-13 | Hendrickson Usa, Llc | Vehicle suspensions |
US7540514B2 (en) * | 2005-09-08 | 2009-06-02 | Hendrickson Usa, Llc | Vehicle suspensions |
CN101808837B (en) * | 2007-08-01 | 2012-07-04 | 日产自动车株式会社 | Supporting structure for vehicle suspension component |
US8801014B2 (en) * | 2012-01-12 | 2014-08-12 | GM Global Technology Operations LLC | Rear wheel suspension |
CN102616098A (en) * | 2012-04-17 | 2012-08-01 | 苏州奥杰汽车工业有限公司 | Plate spring and guide arm combined-type air suspension |
Also Published As
Publication number | Publication date |
---|---|
US20010052685A1 (en) | 2001-12-20 |
US20050189736A1 (en) | 2005-09-01 |
US7350795B2 (en) | 2008-04-01 |
MXPA01006310A (en) | 2003-05-19 |
CA2350819A1 (en) | 2001-12-16 |
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Legal Events
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