CA1100535A - Supplemental air spring assembly - Google Patents
Supplemental air spring assemblyInfo
- Publication number
- CA1100535A CA1100535A CA301,147A CA301147A CA1100535A CA 1100535 A CA1100535 A CA 1100535A CA 301147 A CA301147 A CA 301147A CA 1100535 A CA1100535 A CA 1100535A
- Authority
- CA
- Canada
- Prior art keywords
- arm
- spring assembly
- air bag
- frame member
- vehicle
- 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.)
- Expired
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- Vehicle Body Suspensions (AREA)
Abstract
ABSTRACT
A supplemental air spring assembly for use in the front end suspension system of a truck or similar vehicle, characterized by a load dissipating arm adapted to be pivot-ally connected near its midportion to a trailing end portion for a leaf spring assembly for the truck, an air bag seated on the arm, near one end thereof, disposed in load supporting relation with the frame of the truck, and an articulated linkage connecting the opposite end portion of the arm to the frame for oscillatory motion about a horizontal axis.
A supplemental air spring assembly for use in the front end suspension system of a truck or similar vehicle, characterized by a load dissipating arm adapted to be pivot-ally connected near its midportion to a trailing end portion for a leaf spring assembly for the truck, an air bag seated on the arm, near one end thereof, disposed in load supporting relation with the frame of the truck, and an articulated linkage connecting the opposite end portion of the arm to the frame for oscillatory motion about a horizontal axis.
Description
llOOS3S
The invention generally relates to air-ride suspension systems for vehicles, ana more particularly to a supplemental air spring assembly adapted to be provided in kit form for installation in a front end suspension system for a truck or similar vehicle.
As can readily be appreciated by those familiar with the trucking industry, shock reduction is particularly signi-ficant where a truck must ~avel over long stretches of high-ways and roads in various stages of disrepair. However, any suspension system employed as a front end suspension system must be capable of reducing the effects of shock loading without impairing steering capabilities or of giving an ap-pearance of being characterized by a low safety factor.
Consequently, even though air springs of one type known in the prior art have proven to be satisfactory for their intended use, they have not proven to particularly attractive for use as a supplemental air spring assembly for a front end suspension system. This results, at least in - part, from the fact that the leaf spring assemblies are not totally captured~ On the other hand, other known systems tend to be excessively massive, complex and expensive.
It should, at this point, be apparent that the design-ers of suspension systems for front ends of trucks and the like are continuously plagued with the problem of overcoming shock loading without reducing the safety factor of a given suspension system and without adding substantial weight and bulk and excessive cost into the design, maintenance and operation of modified suspension systems.
It is therefore the general purpose of the instant invention to provide a practical ~olution to the perplexing
The invention generally relates to air-ride suspension systems for vehicles, ana more particularly to a supplemental air spring assembly adapted to be provided in kit form for installation in a front end suspension system for a truck or similar vehicle.
As can readily be appreciated by those familiar with the trucking industry, shock reduction is particularly signi-ficant where a truck must ~avel over long stretches of high-ways and roads in various stages of disrepair. However, any suspension system employed as a front end suspension system must be capable of reducing the effects of shock loading without impairing steering capabilities or of giving an ap-pearance of being characterized by a low safety factor.
Consequently, even though air springs of one type known in the prior art have proven to be satisfactory for their intended use, they have not proven to particularly attractive for use as a supplemental air spring assembly for a front end suspension system. This results, at least in - part, from the fact that the leaf spring assemblies are not totally captured~ On the other hand, other known systems tend to be excessively massive, complex and expensive.
It should, at this point, be apparent that the design-ers of suspension systems for front ends of trucks and the like are continuously plagued with the problem of overcoming shock loading without reducing the safety factor of a given suspension system and without adding substantial weight and bulk and excessive cost into the design, maintenance and operation of modified suspension systems.
It is therefore the general purpose of the instant invention to provide a practical ~olution to the perplexing
-2- `~
l~O~S35 problems aforementioned.
The present invention provides, a supplemental air spring assembly for use in a front end suspension system for ~ a motorized vehicle of the type~a w~eel-supported axle having a transversely oriented leaf spring assembly mounted on the axle and attached at its leading end to a longitudinal frame member for the vehicle, said supplemental air spring assembly comprising: a load dissipating arm pivotally connected near its midportion to the trailing end of the leaf spring assembly, an air bag seated on one end of the arm and disposed in load suppor~ing relation with said frame member, and coupling means including an articulated linkage connecting the opposite end portion of the arm to said frame member.
In the drawings:
Fig. 1 is a side elev~tion, partially in phantom, de-picting a use environment for a supplemental air spring embodying the principles of the instant invention;
Fig. 2 is a partially sectioned end view of the supple-mental air spring shown in Fig. 1, but on somewhat of an en-larged scale;
Fig. 3 is a top-plan view of the air spring assembly;
ar,d Fig. 4 is a fragmentary side elevational view, also on an enlarged scale, of the air spring assembly shown in Figs. 1, 2 and 3.
Referring now to the drawings, with more particularity, wherein like reference characters designate like or correspond-ing parts throughout the several views, there is shown in Fig. 1 a supplemental air spring, generally designated 10, which embodies the principles of the instant invention.
llO~S35 As depicted in Fig. 1, the air spring assembly 10 is incorporated in a front end suspension system, generally designated 12, for a truck or similar motorized vehicle, not designated. It is to be understood, however, that the front end suspension system 12 includes a pair of leaf spring assemblies, only one of which is shown, designated 14. The leaf spring assembly 14 is, in turn, mounted transversely of a suitable axle, the type of which is dictated by the use characteristics of the vehicle.
Moreover, it is to be understood that the leaf spring assembly 14 is ccnnected at its leading end, relative to the intended direction of normal travel for the vehicle, to a longitudinal frame member 20 provided for support of the vehicle. It should, therefore, be appreciated that the vehicle, leaf spring assembly and supporting axle are of known design.
Therefore, a more complete description of the vehicle and its leaf spring assembly is omitted in the interest of brevity.
As best illustrated in Fig. 1, the air spring assembly 10 includes a force dissipating arm 22 of an elongated con-figuration. As a practical matter, the arm 22 is of an inverted U-shaped configuration and includes a pair of side plates 24, Fig. 4, between which is extended a bushing received within an eye 28 of the leaf spring assembly 14. A suitable pin 30 extends through a pair of coaxially aligned apertures formed in the side plates 24 of the arm 22 and is secured in place by any suitable means, such as a nut, not designated. It is to be understood that the force dissipating arm 22 is supported for pivotal motion relative to the end of the leaf spring assembly 14, about a pivotal axis established by the pin 30 and coincident with the longitudinal axis thereof.
~0~535 The force dissipating arm 22 further includes an ex-tended end portion 32 which receives an air bag 34 disposed in a load supporting relationship with the frame 20. The particular manner in which the air bag is mounted on the force dissipating arm 22 is a matter of convenience, however, bolts threaded into blind bores formed in a base plate, designated 36, provided for the air bag 34, serve quite satisfactorily for this purpose. A similar arrangement is disclosed in United States Letters Patent No. 3,866,894, aforementioned.
As shown in the drawings, the air bag 34 is a double convolute air bag which is connected through pneumatic lines 38 to a leveling valve 40, connected in a circuit adapted to function in the manner generally described in the aforemen-tioned United States Letters Patent to Sweet et al. Of course, the particular type of air bag employed is not deemed to be critical. For example, a single convolute air bag can be employed equally as well. The purpose of the bag 34 is, of course, to dissipate as well as to transfer forces between the frame member and the leaf spring member 14 via the force dissipating arm 22, as is fully appreciated by those familiar with air springs for suspension systems.
To the frame member 20 a suitable bracket, not desig-nated, is bolted or otherwise rigidly secured. This bracket includes a base web, also not designated, to which is joined a top plate 44, Fig. 4, for the air bag 34. Consequently, it should be apparent that the air bag 34 is so disposed as to be located between the opppsite ends of the leaf spring assem-bly 14 and is loaded by the frame member 20. Thus a reduc-tion in the space required in the mounting of the air bag is achieved.
1~0~S35 In order to stabilize the force dissipating arm 22, as the air bag 34 is loaded in a reversely varying mode, a stabilizing linkage, generally designated 46, is proviaed.
This linkage pivotally couples the trailing end portion 48 of the arm 22 to the frame member 20. The linkage 46 is an articulated linkage and includes a rigid pivotal link 50 which serves to act in opposition to the forces applied to the air bag 34 for thus restraining the arm 22 against rota-tion about the pin 30.
As should be apparent from a cursory review of Fig. 4, due to the moments occurring about the pin 30, the link 50 is placed in compression as the air bag 34 is loaded in com-pression, and as the air bag 34 is loaded in tension, the link 50 is similarly loaded. Of course, as the air bag 34 is operatively loaded, the spatial relationship of the pin 30 to the frame member 20 is varied as a consequence of flexion experienced by the leaf spring assembly 14 in accordance with the inherent characteristics of leaf spring design.
In order to accommodate changes in position for the pivot pin 30, relative to the frame member 20, the link 50 is pivotally connected to a bracket 54 affixed to the frame member 20. This bracket is located in substantially the same posi.tion as would have been shackle for coupling the leaf spring assembly to the frame member, had not the air spring assembly 10 of the instant invention been incorporated.
As a practical matter, in order to accommodate pivotal motion, a pin 56 is provided for pivotally inter-connecting the link 50 with the bracket 54. Similarly, the link 50 is connected to the end portion 48 o~ the arm 22 by llO~S3S
a suitable pin 58, as best illustrated in Fig. 2. Thus each of the pins 56 and 58 serve to accomodate pivotal motion of the link 50 relative to the bracket 54 and the arm 22. The pivotal motion thus afforded the link 50 facilitates vertical and horizontal motion of the force dissipating arm 22, in a vertical plane, for thus accommodating repositioning of the arm 22 as load conditions for the bag 34 are varied.
As a practical matter, a leveling linkage, generally designated 60, is connected between the force dissipating arm 22 and the leveling valve 40 so that the on-off condition of the valve 40 is varied as the position of the arm 22 is varied under changing load conditions for the air bag 34.
The valve 40 forms no specific part of the instant invention.
It should, in view of the foregoing, be apparent that the arm 22, in effect, remins in a substantially parallel relationship with the frame member 20 as the air bag 34 is in operation reversely loaded, due to the fact that the pivotal axis established by the pin 30 is a flaoting axis and one end of the force dissipating arm 22 is restrained by the ; 20 articulated linkage 46. Since the arm 22 tends to remain in a substantially horizontal disppsition, the air bag 34 tends to be deformed in a substantially uniform manner. Thus the severity of the localizing of fatigue for the bag 34 tends to be reduced substantially. This characteristic, along with the fact that the leaf spring 14 remains captured, tends to enhance longevity and reduce the liklihood of malfunction during operation over roads in severe stages of disrepair.
OPERATION
It is believed that in view of the foregoing descrip-tion the operation of the device embodying the instant llO~S3S
invention is apparent. However, it will at this point be reviewed briefly.
With the supplemental air spring assembly 10 inter-connected, and thus incorporated in a suspension system, such as a front end suspension system for a selected vehicle, the suspension system is economically modified. As the vehicle is operated, reverse loading of the air bag 34 occurs causing the load applied by the frame member 20 to the force dissipating arm 22, via the air bag 34 to vary between com pressive and tensile loads. As the load is varied, the leaf spring assembly 14 undergoes flexion, whereupon the axis of the pivot pin 30 changes its position relative to the frame member 20. The link 50 acts about the pivotal axis, established by the pin 30, in opposition to the load applied to the arm 22 by the air bag 34. Since the pin 30 is free to move vertically, as well as horizontally, flexion of the leaf spring assembly 14 is accommodated. Of course, as the bag 34 is foreshortened under a compressive load, the leveling valv e 40 is acti~ated, through the linkage 60 so that addi-tional air is introduced from the valve 40 to the air bag 34.
Similarly, as the bag 34 is elongated under tensile loads, the linkage 60 actuates the leveling valve 40 for reducing pressure within the bag 34. Consequently, pressurization of the air bag 34 is dictated by the position of the force dis-sipating arm 22. Thus, a portion of the forces of the loadsapplied by the frame member 20 is dissipated by the air bag 34, while the remaining forces are transmitted to the leaf spring assembly, while the leaf spring assembly 14 remains captured. Due to the floating characteristics of ~he pivotal axis for the arm 22, deformation of the air bag 34 remains ~IQ~S3S
substantially uniform throughout.
It should, therefore, be apparent that the supple-mental air spring assembly 10 embodying the principles of the instant invention provides a satisfactory solution for the perplexing problem of incorporating a practical and safe supplemental air spring assembly in the front end suspension system for motorized vehicles such as trucks, tractor-trailer rigs and the like.
Although the invention has been herein shown and described in what is conceived to be the most practical and preferred embodiment, it is recognized that departures may be made therefrom within the scope of the invention, which is not to be limited to the illustrative details disclosed.
l~O~S35 problems aforementioned.
The present invention provides, a supplemental air spring assembly for use in a front end suspension system for ~ a motorized vehicle of the type~a w~eel-supported axle having a transversely oriented leaf spring assembly mounted on the axle and attached at its leading end to a longitudinal frame member for the vehicle, said supplemental air spring assembly comprising: a load dissipating arm pivotally connected near its midportion to the trailing end of the leaf spring assembly, an air bag seated on one end of the arm and disposed in load suppor~ing relation with said frame member, and coupling means including an articulated linkage connecting the opposite end portion of the arm to said frame member.
In the drawings:
Fig. 1 is a side elev~tion, partially in phantom, de-picting a use environment for a supplemental air spring embodying the principles of the instant invention;
Fig. 2 is a partially sectioned end view of the supple-mental air spring shown in Fig. 1, but on somewhat of an en-larged scale;
Fig. 3 is a top-plan view of the air spring assembly;
ar,d Fig. 4 is a fragmentary side elevational view, also on an enlarged scale, of the air spring assembly shown in Figs. 1, 2 and 3.
Referring now to the drawings, with more particularity, wherein like reference characters designate like or correspond-ing parts throughout the several views, there is shown in Fig. 1 a supplemental air spring, generally designated 10, which embodies the principles of the instant invention.
llO~S35 As depicted in Fig. 1, the air spring assembly 10 is incorporated in a front end suspension system, generally designated 12, for a truck or similar motorized vehicle, not designated. It is to be understood, however, that the front end suspension system 12 includes a pair of leaf spring assemblies, only one of which is shown, designated 14. The leaf spring assembly 14 is, in turn, mounted transversely of a suitable axle, the type of which is dictated by the use characteristics of the vehicle.
Moreover, it is to be understood that the leaf spring assembly 14 is ccnnected at its leading end, relative to the intended direction of normal travel for the vehicle, to a longitudinal frame member 20 provided for support of the vehicle. It should, therefore, be appreciated that the vehicle, leaf spring assembly and supporting axle are of known design.
Therefore, a more complete description of the vehicle and its leaf spring assembly is omitted in the interest of brevity.
As best illustrated in Fig. 1, the air spring assembly 10 includes a force dissipating arm 22 of an elongated con-figuration. As a practical matter, the arm 22 is of an inverted U-shaped configuration and includes a pair of side plates 24, Fig. 4, between which is extended a bushing received within an eye 28 of the leaf spring assembly 14. A suitable pin 30 extends through a pair of coaxially aligned apertures formed in the side plates 24 of the arm 22 and is secured in place by any suitable means, such as a nut, not designated. It is to be understood that the force dissipating arm 22 is supported for pivotal motion relative to the end of the leaf spring assembly 14, about a pivotal axis established by the pin 30 and coincident with the longitudinal axis thereof.
~0~535 The force dissipating arm 22 further includes an ex-tended end portion 32 which receives an air bag 34 disposed in a load supporting relationship with the frame 20. The particular manner in which the air bag is mounted on the force dissipating arm 22 is a matter of convenience, however, bolts threaded into blind bores formed in a base plate, designated 36, provided for the air bag 34, serve quite satisfactorily for this purpose. A similar arrangement is disclosed in United States Letters Patent No. 3,866,894, aforementioned.
As shown in the drawings, the air bag 34 is a double convolute air bag which is connected through pneumatic lines 38 to a leveling valve 40, connected in a circuit adapted to function in the manner generally described in the aforemen-tioned United States Letters Patent to Sweet et al. Of course, the particular type of air bag employed is not deemed to be critical. For example, a single convolute air bag can be employed equally as well. The purpose of the bag 34 is, of course, to dissipate as well as to transfer forces between the frame member and the leaf spring member 14 via the force dissipating arm 22, as is fully appreciated by those familiar with air springs for suspension systems.
To the frame member 20 a suitable bracket, not desig-nated, is bolted or otherwise rigidly secured. This bracket includes a base web, also not designated, to which is joined a top plate 44, Fig. 4, for the air bag 34. Consequently, it should be apparent that the air bag 34 is so disposed as to be located between the opppsite ends of the leaf spring assem-bly 14 and is loaded by the frame member 20. Thus a reduc-tion in the space required in the mounting of the air bag is achieved.
1~0~S35 In order to stabilize the force dissipating arm 22, as the air bag 34 is loaded in a reversely varying mode, a stabilizing linkage, generally designated 46, is proviaed.
This linkage pivotally couples the trailing end portion 48 of the arm 22 to the frame member 20. The linkage 46 is an articulated linkage and includes a rigid pivotal link 50 which serves to act in opposition to the forces applied to the air bag 34 for thus restraining the arm 22 against rota-tion about the pin 30.
As should be apparent from a cursory review of Fig. 4, due to the moments occurring about the pin 30, the link 50 is placed in compression as the air bag 34 is loaded in com-pression, and as the air bag 34 is loaded in tension, the link 50 is similarly loaded. Of course, as the air bag 34 is operatively loaded, the spatial relationship of the pin 30 to the frame member 20 is varied as a consequence of flexion experienced by the leaf spring assembly 14 in accordance with the inherent characteristics of leaf spring design.
In order to accommodate changes in position for the pivot pin 30, relative to the frame member 20, the link 50 is pivotally connected to a bracket 54 affixed to the frame member 20. This bracket is located in substantially the same posi.tion as would have been shackle for coupling the leaf spring assembly to the frame member, had not the air spring assembly 10 of the instant invention been incorporated.
As a practical matter, in order to accommodate pivotal motion, a pin 56 is provided for pivotally inter-connecting the link 50 with the bracket 54. Similarly, the link 50 is connected to the end portion 48 o~ the arm 22 by llO~S3S
a suitable pin 58, as best illustrated in Fig. 2. Thus each of the pins 56 and 58 serve to accomodate pivotal motion of the link 50 relative to the bracket 54 and the arm 22. The pivotal motion thus afforded the link 50 facilitates vertical and horizontal motion of the force dissipating arm 22, in a vertical plane, for thus accommodating repositioning of the arm 22 as load conditions for the bag 34 are varied.
As a practical matter, a leveling linkage, generally designated 60, is connected between the force dissipating arm 22 and the leveling valve 40 so that the on-off condition of the valve 40 is varied as the position of the arm 22 is varied under changing load conditions for the air bag 34.
The valve 40 forms no specific part of the instant invention.
It should, in view of the foregoing, be apparent that the arm 22, in effect, remins in a substantially parallel relationship with the frame member 20 as the air bag 34 is in operation reversely loaded, due to the fact that the pivotal axis established by the pin 30 is a flaoting axis and one end of the force dissipating arm 22 is restrained by the ; 20 articulated linkage 46. Since the arm 22 tends to remain in a substantially horizontal disppsition, the air bag 34 tends to be deformed in a substantially uniform manner. Thus the severity of the localizing of fatigue for the bag 34 tends to be reduced substantially. This characteristic, along with the fact that the leaf spring 14 remains captured, tends to enhance longevity and reduce the liklihood of malfunction during operation over roads in severe stages of disrepair.
OPERATION
It is believed that in view of the foregoing descrip-tion the operation of the device embodying the instant llO~S3S
invention is apparent. However, it will at this point be reviewed briefly.
With the supplemental air spring assembly 10 inter-connected, and thus incorporated in a suspension system, such as a front end suspension system for a selected vehicle, the suspension system is economically modified. As the vehicle is operated, reverse loading of the air bag 34 occurs causing the load applied by the frame member 20 to the force dissipating arm 22, via the air bag 34 to vary between com pressive and tensile loads. As the load is varied, the leaf spring assembly 14 undergoes flexion, whereupon the axis of the pivot pin 30 changes its position relative to the frame member 20. The link 50 acts about the pivotal axis, established by the pin 30, in opposition to the load applied to the arm 22 by the air bag 34. Since the pin 30 is free to move vertically, as well as horizontally, flexion of the leaf spring assembly 14 is accommodated. Of course, as the bag 34 is foreshortened under a compressive load, the leveling valv e 40 is acti~ated, through the linkage 60 so that addi-tional air is introduced from the valve 40 to the air bag 34.
Similarly, as the bag 34 is elongated under tensile loads, the linkage 60 actuates the leveling valve 40 for reducing pressure within the bag 34. Consequently, pressurization of the air bag 34 is dictated by the position of the force dis-sipating arm 22. Thus, a portion of the forces of the loadsapplied by the frame member 20 is dissipated by the air bag 34, while the remaining forces are transmitted to the leaf spring assembly, while the leaf spring assembly 14 remains captured. Due to the floating characteristics of ~he pivotal axis for the arm 22, deformation of the air bag 34 remains ~IQ~S3S
substantially uniform throughout.
It should, therefore, be apparent that the supple-mental air spring assembly 10 embodying the principles of the instant invention provides a satisfactory solution for the perplexing problem of incorporating a practical and safe supplemental air spring assembly in the front end suspension system for motorized vehicles such as trucks, tractor-trailer rigs and the like.
Although the invention has been herein shown and described in what is conceived to be the most practical and preferred embodiment, it is recognized that departures may be made therefrom within the scope of the invention, which is not to be limited to the illustrative details disclosed.
Claims (8)
1. A supplemental air spring assembly for use in a front end suspension system for a motorized vehicle of the type having a wheel-supported axle having a transversely oriented leaf spring assembly mounted on the axle and attached at its leading end to a longitudinal frame member for the vehicle, said supplemental air spring assembly comprising: a load dissipating arm pivotally connected near its midportion to the trailing end of the leaf spring assembly, an air bag seated on one end of the arm and dis-posed in load supporting relation with said frame member, and coupling means including an articulated linkage con-necting the opposite end portion of the arm to said frame member.
2. The assembly of claim 1 wherein the air bag is disposed between the opposite ends of said leaf spring assembly.
3. The assembly of claim 1, wherein said coupling means supports the opposite end portion of the arm for oscillatory motion about a horizontal axis disposed in spaced relation with said arm.
4. The assembly of claim 3 wherein said coupling means includes a rigid link having a first end pivotally connected to said arm while the second end thereof is pivotally connected to said frame member.
5. The assembly of claim 1,2 or 3 further com-prising means connected to said air bag for controlling pressurization thereof.
6. A front end suspension system for a vehicle in combination with a supplemental air spring assembly com-prising: a load dissipating arm pivotally connected at its midportion to the trailing end portion of a leaf spring assembly for the vehicle, an air bag seated on said arm near one end thereof disposed in load supporting relation with a longitudinal frame member for the vehicle, and means for accomodating displacement of said arm relative to said frame member including an articulated linkage connected to said arm in trailing relation with said air bag.
7. A front end suspension system for a vehicle according to claim 6 wherein said articulated linkage in-cludes a rigid link having one end pivotally connected to the arm and one end adapted to be connected for pivotal movement about an axis passing through said frame member.
8. The front end suspension system of claim 6 or 7 further comprising a bag pressurizing system connected to said air bag for controlling pressurization of the air bag.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA301,147A CA1100535A (en) | 1978-04-14 | 1978-04-14 | Supplemental air spring assembly |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA301,147A CA1100535A (en) | 1978-04-14 | 1978-04-14 | Supplemental air spring assembly |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1100535A true CA1100535A (en) | 1981-05-05 |
Family
ID=4111238
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA301,147A Expired CA1100535A (en) | 1978-04-14 | 1978-04-14 | Supplemental air spring assembly |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1100535A (en) |
-
1978
- 1978-04-14 CA CA301,147A patent/CA1100535A/en not_active Expired
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |