CA2258107A1 - Laterally adjustable control means for vehicle frames and axles - Google Patents
Laterally adjustable control means for vehicle frames and axles Download PDFInfo
- Publication number
- CA2258107A1 CA2258107A1 CA002258107A CA2258107A CA2258107A1 CA 2258107 A1 CA2258107 A1 CA 2258107A1 CA 002258107 A CA002258107 A CA 002258107A CA 2258107 A CA2258107 A CA 2258107A CA 2258107 A1 CA2258107 A1 CA 2258107A1
- Authority
- CA
- Canada
- Prior art keywords
- restraint
- frame
- axle
- side rails
- rods
- 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
Links
Classifications
-
- 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
- B60G9/02—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle, e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G5/00—Resilient suspensions for a set of tandem wheels or axles having interrelated movements
- B60G5/04—Resilient suspensions for a set of tandem wheels or axles having interrelated movements with two or more pivoted arms, the movements of which are resiliently interrelated, e.g. the arms being rigid
- B60G5/053—Resilient suspensions for a set of tandem wheels or axles having interrelated movements with two or more pivoted arms, the movements of which are resiliently interrelated, e.g. the arms being rigid a leafspring being used as equilibration unit between two axle-supporting units
-
- 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
-
- 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
- B60G2200/314—Rigid axle suspensions with longitudinally arranged arms articulated on the axle
- B60G2200/315—Rigid axle suspensions with longitudinally arranged arms articulated on the axle at least one of the arms having an A or V shape
-
- 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
- B60G2200/34—Stabilising mechanisms, e.g. for lateral stability
- B60G2200/342—Watt linkage
-
- 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
-
- 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
- B60G2204/4302—Fittings, brackets or knuckles for fixing suspension arm on the vehicle body or chassis
-
- 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
- B60G2206/10—Constructional features of arms
- B60G2206/12—Constructional features of arms with two attachment points on the sprung part of the vehicle
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
A suspension control system (17) features a rigid V-shaped restraint (21) attached by its apex (23) to the center of the vehicle axle (15) and by the distal ends of its arms (25) to the vehicle frame (3). Each distal end of the restraint (21) attaches to the vehicle frame (3) by a mounting bracket (37) that is supported by both a vehicle frame side rail (5) and a frame cross member (7). In order to compensate for variations in suspension part dimensions that occur inadvertently during manufacture, shims (43) of varying width may be inserted between the mounting brackets (37) and the side rails (5) so as to adjust the lateral position of the restraint (21) and axle (15).
By choosing proper shim widths, the restraint (21) and axle (15) may be laterally adjusted so that the vehicle frame (3) is centered between the wheels thus allowing the vehicle to track properly. Alternatively, a Watt linkage may be used in place of the V-shaped restraint.
By choosing proper shim widths, the restraint (21) and axle (15) may be laterally adjusted so that the vehicle frame (3) is centered between the wheels thus allowing the vehicle to track properly. Alternatively, a Watt linkage may be used in place of the V-shaped restraint.
Description
CA 022~8107 1998-12-08 W O 97/47484 PCT~USg7/09187 -' LATERALLY ADJUSTABLE CONTROL
MEAN8 FOR VE~ICLE FRAMES AND AXLES
SPECIFICATION
Backqround and DeacriPtion of the Invention 1. Field of the Invention The present invention relates generally to truck suspension systems and, more particularly, to a laterally adjustable suspension control system incorporating a rigid V-shaped restraint or a Watt linkage that is laterally adjustable with shims.
MEAN8 FOR VE~ICLE FRAMES AND AXLES
SPECIFICATION
Backqround and DeacriPtion of the Invention 1. Field of the Invention The present invention relates generally to truck suspension systems and, more particularly, to a laterally adjustable suspension control system incorporating a rigid V-shaped restraint or a Watt linkage that is laterally adjustable with shims.
2. Discussion Heavy duty truck suspension designs often feature a V-shaped rigid restraint known as a V-rod, A-arm or V-link, attached ~etween the truck axle housing and the side frame rails~ In such an installation, the V-rod is typically oriented with its vertex attached to the top center of the axle housing while the distal end of one arm is attached to one of the side frame rails and the distal end of the other arm is attached to the opposing side frame rail. The V-rod thus configured provides ~oth lateral and longitudinal control for the truck axle.
Ideally, the length of the V-rod arms are such that upon assembly of the suspension, the axle is laterally aligned with the side frame rails so that the frame is centered between or over the wheels on the opposing ends of the axle. During manufacture of the axle housing and the various suspension components, including the V-rod restraint, however, part dimension variances often occur so that when the suspension is assembled, the frame is somewhat laterally off the center of the axle.
Furthermore, if the suspension utilizes tandem axles, the two axles may not be aligned laterally with each other.
When the axles are out of lateral alignment with the truck ~ = = = - = .
CA 022~8107 1998-12-08 frame and/or each other, the suspension is said to not be ~"tracking" properly. This situation results in excessive and uneven tire wear and other related problems.
Prior art suspension systems have addressed this tracking problem by utilizing threaded rods as the arms of the V-rod with fittings at the V-rod vertex and at each distal end. As such, the length of each arm of the V-rod could be adjusted by turning each threaded rod thus moving the vertex fitting and a distal end fitting either towards or away from each other. By adjusting the length of each arm of the V-rod, the suspension could be made to track properly. In other words, the axles could be brought into laterally alignment with the frame and each other. While such an approach is effective, readjustment is sometimes necessitated as the threaded rods may shift slightly during use of the truck. Furthermore, the manufacture of V-rods featuring threaded arms with vertex and distal end fittings is more complex and expensive than if just a one-piece V-rod were produced.
Alternatively, some truck suspension designs utilize a Watt linkage in place of a V-rod. Such Watt linkage assemblies utilize lateral rods oriented with their inner ends attached to a Watt link which is in turn attached to the top center of the axle housing. The distal end of one lateral rod is attached to one of the side frame rails while the distal end of the other lateral rod is attached to the opposing side frame rail. As with V-rods, lateral adjustment of the Watt linkage assembly is sometimes necessary.
It is, therefore, an object of the present invention to provide a laterally adjustable suspension control system that is resistant to shifting and thus stays adjusted.
Another ob~ect of the invention is to provide a simple and inexpensive laterally adjustable suspension control system.
CA 022~8107 1998-12-08 W 0 97/47484 PCTrUS97/09187 Su ~ ary of the Invention The present invention is directed to a laterally ad~ustable system for positioning and controlling the lateral relationship between a vehicle frame and one or more axles disposed beneath the frame, where the frame includes a pair of fore-and-aft extending side rails and at least one cross member extending therebetween. A rigid V-shaped restraint is anchored at its vertex to the truck axle. A pair of restraint mounting assemblies connect the distal ends of the divergent rods of the restraint to the side rails with each mounting assembly being partially supported on the frame cross member. Shims may be selectively inserted between the mounting assem~lies and the adjacent side rails to adjust the lateral position of the restraint relative to the truck frame thus laterally aligning the truck frame with the axle and the truck wheels. Alternatively, a Watt linkage may be substituted for the rigid V-shaped restraint. For a more complete understanding of the nature and scope of the invention, reference may now be had to the following detailed description of embodiments thereof taken in conjunction with the appended claims and accompanying drawings.
Brief Description of the Drawin~s FIG. 1 is a diagrammatic top plan view of an embodiment of the invention that utilizes fa~ricated restraint mounting assemblies with an axle and a drive shaft shown in phantom;
FIG. 2 is a fragmentary isometric view on enlarged scale showing details of the embodiment shown in FIG. l;
FIG. 3 is a fragmentary isometric view of a c prior art suspension system utilizing a V-rod upon which the invention may be used;
FIG. 4 is a diagrammatic top plan view of an em~odiment of the invention that utilizes cast restraint mounting assem~lies with an axle and a drive shaft shown CA 022~8107 1998-12-08 in phantom;
FIG. 5 is a fragmentary isometric view on enlarged scale showing details of the embodiment shown in FIG. 4;
FIG. 6 is a fragmentary isometric view of a prior art suspension system utilizing a Watt linkage upon which the invention may be used.
De~cri~tion of the Preferred Embodiment ~eferring to FIGS. 1 and 2, the rear portion of a vehicle frame, such as that of a heavy duty truck, is indicated generally at 3. The frame comprises fore and aft extending side rails 5-5 and cross member 7. Frame 3 is supported upon ground wheels, not shown, by an axle, indicated generally at 15 in phantom, and a suspension not shown. The rear portion of the drive shaft is shown in phantom at 16. It is understood that the suspension controls the yaw position of axle 15. One type of suspension that may be used is the Hendrickson six rod, shown in FIG. 3. The term "axle" as used herein comprises both the axle housing and the axle itself.
An embodiment of the laterally ad~ustable system of the present invention is indicated generally at 17 in FIGS. 1 and 2. As shown in FIGS. 1 and 2, a rigid V-shaped restraint, indicated generally at 21 is connected between axle 15 and each one of the two side rails. This configuration provides both lateral and longitudinal control for axle ~5. Restraint 21 comprises an apex 23 and divergent rods 25-25 forming a fixed angle of o~ so that the distal ends of divergent rods 25-25 span a width that is narrower than the lateral distance between frame side rails 5-5, as shown in FIG. 1.
Apex 23 of restraint 21 is connected to the top ~
of the differential portion 27 of axle 15 via a conventional ball and socket mount 28 (FIG. 2)~
Alternative mounting methods that allow movement between axle 15 and restraint 21 could be used instead of ~all and CA 022~8107 1998-12-08 W 097/47484 PCT~US97/09187 socket mount 28.
As FIGS. 1 and 2 show, at the distal ends of divergent rods 25-25 of restraint Z1 are eye formations 31-31. Inserted through eye formations 31-31 are bushings 33-33 and pins 35-35. Pins 35-35 are bolted to fabricated ~ restraint mounting assemblies, indicated generally at 37-37, with bolts 3~ so that restraint 21 may pivot through a limited arc above and below the plane formed by frame 3.
As shown in FIGS. 1 and 2, each fabricated restraint mounting assembly 37 is comprised of diagonal plate 39, side plate 40, flange plates 41 and corner plate 42. All of these plate components are welded together to form each fabricated restraint mounting assembly 37.
Fabricated restraint mounting assemblies 37-37 are welded to cross member 7 as indicated at W--W in FIG.
2. Shims 43-43 may be welded between fabricated restraint mounting assemblies 37-37 and side rails 5-5 as indicated at W'-W'. This allows for lateral adjustment of restraint 21. By choosing the proper width of shims 43-43, or choosing to omit them from one side all together, frame 3 may be centered between the vehicle wheels.
FIGS. 4 and 5 show an alternative embodiment of the invention in which cast restraint mounting assemblies 51-51 are substituted for the fabricated restraint mounting assemblies 37-37 of FIGs. 1 and 2. As shown in FIGS. 4 and 5, cast restraint mounting assemblies 51-51 are bolted to cross member 53 and side rails 55-55 o~ the frame, indicated generally at 56, with bolts 57 and nuts 59. Shims 61-61 may be placed between cast restraint mounting assemblies 51-51 and side rails 55-55. As with the embodiment shown in FIGS. 1 and 2, by choosing the proper width of shims 61-61, or choosing to omit them from one side all together, frame 56 may be centered between the vehicle wheels.
t 35 Finally, another alternative embodiment of the invention may be used to laterally position a suspension that utilizes a Watt linkage. An example of such a CA 022~8107 1998-12-08 suspension is indicated generally at 71 in FIG. 6.
Lateral rods 73-73 are pivotally connected at their inner ends to the opposing ends of Watt link 75 and at their outer ends to side brackets 81-81. Watt link 75 is pivotally connected at its center to axle bracket 83.
Axle bracket 83 is connected to axle 85. Side brackets 81-81 are bolted to frame side rails, shown in phantom at 87-87. Shims, indicated in phantom at 9}-91, may be inserted between side brackets 81-81 and frame side rails 87-87 so that the latter may be centered between the vehicle wheels, one of which is indicated in phantom at 93.
Having described the invention generally in detail in connection with the drawings, including presently preferred embodiments thereof, those skilled in the art will be able to practice the invention either according to the embodiments disclosed or according to other embodiments without departing from the spirit and scope of the appended claims.
Ideally, the length of the V-rod arms are such that upon assembly of the suspension, the axle is laterally aligned with the side frame rails so that the frame is centered between or over the wheels on the opposing ends of the axle. During manufacture of the axle housing and the various suspension components, including the V-rod restraint, however, part dimension variances often occur so that when the suspension is assembled, the frame is somewhat laterally off the center of the axle.
Furthermore, if the suspension utilizes tandem axles, the two axles may not be aligned laterally with each other.
When the axles are out of lateral alignment with the truck ~ = = = - = .
CA 022~8107 1998-12-08 frame and/or each other, the suspension is said to not be ~"tracking" properly. This situation results in excessive and uneven tire wear and other related problems.
Prior art suspension systems have addressed this tracking problem by utilizing threaded rods as the arms of the V-rod with fittings at the V-rod vertex and at each distal end. As such, the length of each arm of the V-rod could be adjusted by turning each threaded rod thus moving the vertex fitting and a distal end fitting either towards or away from each other. By adjusting the length of each arm of the V-rod, the suspension could be made to track properly. In other words, the axles could be brought into laterally alignment with the frame and each other. While such an approach is effective, readjustment is sometimes necessitated as the threaded rods may shift slightly during use of the truck. Furthermore, the manufacture of V-rods featuring threaded arms with vertex and distal end fittings is more complex and expensive than if just a one-piece V-rod were produced.
Alternatively, some truck suspension designs utilize a Watt linkage in place of a V-rod. Such Watt linkage assemblies utilize lateral rods oriented with their inner ends attached to a Watt link which is in turn attached to the top center of the axle housing. The distal end of one lateral rod is attached to one of the side frame rails while the distal end of the other lateral rod is attached to the opposing side frame rail. As with V-rods, lateral adjustment of the Watt linkage assembly is sometimes necessary.
It is, therefore, an object of the present invention to provide a laterally adjustable suspension control system that is resistant to shifting and thus stays adjusted.
Another ob~ect of the invention is to provide a simple and inexpensive laterally adjustable suspension control system.
CA 022~8107 1998-12-08 W 0 97/47484 PCTrUS97/09187 Su ~ ary of the Invention The present invention is directed to a laterally ad~ustable system for positioning and controlling the lateral relationship between a vehicle frame and one or more axles disposed beneath the frame, where the frame includes a pair of fore-and-aft extending side rails and at least one cross member extending therebetween. A rigid V-shaped restraint is anchored at its vertex to the truck axle. A pair of restraint mounting assemblies connect the distal ends of the divergent rods of the restraint to the side rails with each mounting assembly being partially supported on the frame cross member. Shims may be selectively inserted between the mounting assem~lies and the adjacent side rails to adjust the lateral position of the restraint relative to the truck frame thus laterally aligning the truck frame with the axle and the truck wheels. Alternatively, a Watt linkage may be substituted for the rigid V-shaped restraint. For a more complete understanding of the nature and scope of the invention, reference may now be had to the following detailed description of embodiments thereof taken in conjunction with the appended claims and accompanying drawings.
Brief Description of the Drawin~s FIG. 1 is a diagrammatic top plan view of an embodiment of the invention that utilizes fa~ricated restraint mounting assemblies with an axle and a drive shaft shown in phantom;
FIG. 2 is a fragmentary isometric view on enlarged scale showing details of the embodiment shown in FIG. l;
FIG. 3 is a fragmentary isometric view of a c prior art suspension system utilizing a V-rod upon which the invention may be used;
FIG. 4 is a diagrammatic top plan view of an em~odiment of the invention that utilizes cast restraint mounting assem~lies with an axle and a drive shaft shown CA 022~8107 1998-12-08 in phantom;
FIG. 5 is a fragmentary isometric view on enlarged scale showing details of the embodiment shown in FIG. 4;
FIG. 6 is a fragmentary isometric view of a prior art suspension system utilizing a Watt linkage upon which the invention may be used.
De~cri~tion of the Preferred Embodiment ~eferring to FIGS. 1 and 2, the rear portion of a vehicle frame, such as that of a heavy duty truck, is indicated generally at 3. The frame comprises fore and aft extending side rails 5-5 and cross member 7. Frame 3 is supported upon ground wheels, not shown, by an axle, indicated generally at 15 in phantom, and a suspension not shown. The rear portion of the drive shaft is shown in phantom at 16. It is understood that the suspension controls the yaw position of axle 15. One type of suspension that may be used is the Hendrickson six rod, shown in FIG. 3. The term "axle" as used herein comprises both the axle housing and the axle itself.
An embodiment of the laterally ad~ustable system of the present invention is indicated generally at 17 in FIGS. 1 and 2. As shown in FIGS. 1 and 2, a rigid V-shaped restraint, indicated generally at 21 is connected between axle 15 and each one of the two side rails. This configuration provides both lateral and longitudinal control for axle ~5. Restraint 21 comprises an apex 23 and divergent rods 25-25 forming a fixed angle of o~ so that the distal ends of divergent rods 25-25 span a width that is narrower than the lateral distance between frame side rails 5-5, as shown in FIG. 1.
Apex 23 of restraint 21 is connected to the top ~
of the differential portion 27 of axle 15 via a conventional ball and socket mount 28 (FIG. 2)~
Alternative mounting methods that allow movement between axle 15 and restraint 21 could be used instead of ~all and CA 022~8107 1998-12-08 W 097/47484 PCT~US97/09187 socket mount 28.
As FIGS. 1 and 2 show, at the distal ends of divergent rods 25-25 of restraint Z1 are eye formations 31-31. Inserted through eye formations 31-31 are bushings 33-33 and pins 35-35. Pins 35-35 are bolted to fabricated ~ restraint mounting assemblies, indicated generally at 37-37, with bolts 3~ so that restraint 21 may pivot through a limited arc above and below the plane formed by frame 3.
As shown in FIGS. 1 and 2, each fabricated restraint mounting assembly 37 is comprised of diagonal plate 39, side plate 40, flange plates 41 and corner plate 42. All of these plate components are welded together to form each fabricated restraint mounting assembly 37.
Fabricated restraint mounting assemblies 37-37 are welded to cross member 7 as indicated at W--W in FIG.
2. Shims 43-43 may be welded between fabricated restraint mounting assemblies 37-37 and side rails 5-5 as indicated at W'-W'. This allows for lateral adjustment of restraint 21. By choosing the proper width of shims 43-43, or choosing to omit them from one side all together, frame 3 may be centered between the vehicle wheels.
FIGS. 4 and 5 show an alternative embodiment of the invention in which cast restraint mounting assemblies 51-51 are substituted for the fabricated restraint mounting assemblies 37-37 of FIGs. 1 and 2. As shown in FIGS. 4 and 5, cast restraint mounting assemblies 51-51 are bolted to cross member 53 and side rails 55-55 o~ the frame, indicated generally at 56, with bolts 57 and nuts 59. Shims 61-61 may be placed between cast restraint mounting assemblies 51-51 and side rails 55-55. As with the embodiment shown in FIGS. 1 and 2, by choosing the proper width of shims 61-61, or choosing to omit them from one side all together, frame 56 may be centered between the vehicle wheels.
t 35 Finally, another alternative embodiment of the invention may be used to laterally position a suspension that utilizes a Watt linkage. An example of such a CA 022~8107 1998-12-08 suspension is indicated generally at 71 in FIG. 6.
Lateral rods 73-73 are pivotally connected at their inner ends to the opposing ends of Watt link 75 and at their outer ends to side brackets 81-81. Watt link 75 is pivotally connected at its center to axle bracket 83.
Axle bracket 83 is connected to axle 85. Side brackets 81-81 are bolted to frame side rails, shown in phantom at 87-87. Shims, indicated in phantom at 9}-91, may be inserted between side brackets 81-81 and frame side rails 87-87 so that the latter may be centered between the vehicle wheels, one of which is indicated in phantom at 93.
Having described the invention generally in detail in connection with the drawings, including presently preferred embodiments thereof, those skilled in the art will be able to practice the invention either according to the embodiments disclosed or according to other embodiments without departing from the spirit and scope of the appended claims.
Claims (2)
1. A laterally adjustable system for positioning and controlling both the lateral and longitudinal relationship between a vehicle frame and one or more axles disposed beneath the frame, said frame including a pair of fore-and-aft extending side rails and at least one cross member extending therebetween, said system comprising:
a) a rigid V-shaped restraint comprising a vertex fixture and a pair of divergent rods;
b) means for operatively anchoring the vertex fixture of said restraint to said axle;
c) a pair of restraint mounting assemblies operatively interconnecting the distal ends of said divergent rods to said side rails, each said mounting assembly being partially supported on said cross member and on one of said side rails; and d) at least one longitudinally extending shim selectively inserted between one of said mounting assemblies and the adjacent one of said side rails for adjusting the lateral position of said restraint relative to said frame.
a) a rigid V-shaped restraint comprising a vertex fixture and a pair of divergent rods;
b) means for operatively anchoring the vertex fixture of said restraint to said axle;
c) a pair of restraint mounting assemblies operatively interconnecting the distal ends of said divergent rods to said side rails, each said mounting assembly being partially supported on said cross member and on one of said side rails; and d) at least one longitudinally extending shim selectively inserted between one of said mounting assemblies and the adjacent one of said side rails for adjusting the lateral position of said restraint relative to said frame.
2. A laterally adjustable system for positioning and controlling the lateral relationship between a vehicle frame and one or more axles disposed beneath the frame, said frame including a pair of fore-and-aft extending side rails, said system comprising:
a) a restraint comprising a pair of laterally disposed rods, each of said rods having an inner end and a distal end;
b) means for operatively anchoring the inner end of each of said rods to said axle;
c) a pair of restraint mounting assemblies operatively interconnecting the distal ends of each of said rods to one each of said side rails; and d) at least one longitudinally extending shim selectively inserted between one of said mounting assemblies and the adjacent one of said side rails for adjusting the lateral position of said restraint relative to said frame.
a) a restraint comprising a pair of laterally disposed rods, each of said rods having an inner end and a distal end;
b) means for operatively anchoring the inner end of each of said rods to said axle;
c) a pair of restraint mounting assemblies operatively interconnecting the distal ends of each of said rods to one each of said side rails; and d) at least one longitudinally extending shim selectively inserted between one of said mounting assemblies and the adjacent one of said side rails for adjusting the lateral position of said restraint relative to said frame.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US66143296A | 1996-06-11 | 1996-06-11 | |
| US08/661,432 | 1996-06-11 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2258107A1 true CA2258107A1 (en) | 1997-12-18 |
Family
ID=24653576
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002258107A Abandoned CA2258107A1 (en) | 1996-06-11 | 1997-05-22 | Laterally adjustable control means for vehicle frames and axles |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0904209A1 (en) |
| AU (1) | AU3148497A (en) |
| CA (1) | CA2258107A1 (en) |
| NZ (1) | NZ333228A (en) |
| WO (1) | WO1997047484A1 (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| SE511126C2 (en) * | 1997-12-30 | 1999-08-09 | Volvo Lastvagnar Ab | V-bracket for vehicles |
| WO2005080101A1 (en) * | 2004-02-25 | 2005-09-01 | Kongsberg Automotive As | Ball joint |
| DE102007008325A1 (en) * | 2007-02-16 | 2008-08-21 | Zf Friedrichshafen Ag | Rigid axle for a commercial vehicle |
| DE102010009519A1 (en) * | 2010-02-26 | 2011-09-01 | Man Truck & Bus Ag | Commercial vehicle with support frame and double axle construction |
| BRMU9001209Y1 (en) * | 2010-07-22 | 2017-11-14 | Randon S/A Implementos E Participações | MODULAR STRUCTURE APPLIED TO REAR SUSPENSIONS FOR COMMERCIAL VEHICLES |
| DE102011014106A1 (en) * | 2011-03-16 | 2012-09-20 | Man Truck & Bus Ag | Rigid axle assembly in a vehicle, especially in a commercial vehicle |
| EP2703630A1 (en) * | 2012-08-31 | 2014-03-05 | Wärtsilä Schweiz AG | Cylinder liner for a stroke piston combustion engine |
| US9180735B2 (en) * | 2013-12-02 | 2015-11-10 | Hendrickson Usa, L.L.C. | V-rod attachment assembly for vehicle suspension |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2919760A (en) * | 1957-09-09 | 1960-01-05 | Gen Motors Corp | Adjustable suspension for vehicle driving wheels |
| US3406983A (en) * | 1966-11-25 | 1968-10-22 | Neway Equipment Co | Suspension for automotive vehicles |
| DE3039051C2 (en) * | 1980-10-16 | 1986-09-18 | Daimler-Benz Ag, 7000 Stuttgart | Lateral guidance for a rigid axle |
| DE3725102A1 (en) * | 1987-07-29 | 1989-02-16 | Brueninghaus Krupp Gmbh | Wishbone link of a vehicle |
| JPH05105108A (en) * | 1991-10-11 | 1993-04-27 | Mitsubishi Motors Corp | Rear wheel steering device for car |
| US5549320A (en) * | 1995-04-26 | 1996-08-27 | Paccar Inc. | Combined vehicle suspension torque rod and sway bar |
-
1997
- 1997-05-22 WO PCT/US1997/009187 patent/WO1997047484A1/en not_active Application Discontinuation
- 1997-05-22 CA CA002258107A patent/CA2258107A1/en not_active Abandoned
- 1997-05-22 NZ NZ333228A patent/NZ333228A/en unknown
- 1997-05-22 AU AU31484/97A patent/AU3148497A/en not_active Abandoned
- 1997-05-22 EP EP97926808A patent/EP0904209A1/en not_active Withdrawn
Also Published As
| Publication number | Publication date |
|---|---|
| EP0904209A1 (en) | 1999-03-31 |
| AU3148497A (en) | 1998-01-07 |
| WO1997047484A1 (en) | 1997-12-18 |
| NZ333228A (en) | 2000-06-23 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued | ||
| FZDE | Discontinued |
Effective date: 20010522 |