CA2727344A1 - Air bag vehicle suspension system - Google Patents
Air bag vehicle suspension system Download PDFInfo
- Publication number
- CA2727344A1 CA2727344A1 CA 2727344 CA2727344A CA2727344A1 CA 2727344 A1 CA2727344 A1 CA 2727344A1 CA 2727344 CA2727344 CA 2727344 CA 2727344 A CA2727344 A CA 2727344A CA 2727344 A1 CA2727344 A1 CA 2727344A1
- Authority
- CA
- Canada
- Prior art keywords
- axle
- arm
- air bag
- attachment member
- suspension system
- 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
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/001—Suspension arms, e.g. constructional features
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
- B60G11/27—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs wherein the fluid is a gas
-
- 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
-
- 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
-
- 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
-
- 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
- B60G2204/4308—Protecting guards, e.g. for rigid axle damage protection
-
- 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
Description
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a perspective view of a preferred embodiment of the present suspension system with typical vehicle frame and optionnal reinforcements.
FIG. 2 and FIG. 3 are perspective views of one sub-assembly of a preferred embodiment with vehicle frame with optional reinforcements removed for clarity.
FIG. 4 is an exploded view of one sub-assembly of a preferred embodiment with vehicle frame with optional reinforcements removed for clarity FIG. 5 is a perpective view showing an axle under an arm.
FIG. 6 is a schematic view of one end of an axle normally used with leaf springs. A first axle seat is welded to the axle. A second axle seat is also illustrated. The second axle seat is not welded onto the axle.
FIG. 7 is a schematic view of one end of an axle normally used with leaf springs. A first axle seat is welded to the axle. A second axle seat is also illustrated. The second axle seat is welded onto the axle.
FIG. 8 illustrates a second axle seat permanently fixed on the arm.
FIG. 9 illustrates an enlarged axle seat with a second locating hole.
FIG. 10 and FIG. 11 shows a design with a lowered air connection and lowered bolts that hold the top of the air bag.
FIG. 12 is a perspective view of a more compact design.
FIG. 13 is a perspective view showing a reversed air bag.
FIG. 14 illustrates stoppers permanently fixed on the arm.
FIG. 1 is a perspective view of a preferred embodiment of the present suspension system with typical vehicle frame and optionnal reinforcements.
FIG. 2 and FIG. 3 are perspective views of one sub-assembly of a preferred embodiment with vehicle frame with optional reinforcements removed for clarity.
FIG. 4 is an exploded view of one sub-assembly of a preferred embodiment with vehicle frame with optional reinforcements removed for clarity FIG. 5 is a perpective view showing an axle under an arm.
FIG. 6 is a schematic view of one end of an axle normally used with leaf springs. A first axle seat is welded to the axle. A second axle seat is also illustrated. The second axle seat is not welded onto the axle.
FIG. 7 is a schematic view of one end of an axle normally used with leaf springs. A first axle seat is welded to the axle. A second axle seat is also illustrated. The second axle seat is welded onto the axle.
FIG. 8 illustrates a second axle seat permanently fixed on the arm.
FIG. 9 illustrates an enlarged axle seat with a second locating hole.
FIG. 10 and FIG. 11 shows a design with a lowered air connection and lowered bolts that hold the top of the air bag.
FIG. 12 is a perspective view of a more compact design.
FIG. 13 is a perspective view showing a reversed air bag.
FIG. 14 illustrates stoppers permanently fixed on the arm.
-2-DETAILED DESCRIPTION OF THE INVENTION
The present invention relates to suspension systems for vehicles which include trailers as well as cars, trucks and industrial vehicles.
A vehicle suspension system assembly for attachement to a vehicle frame having at least two ground engaging wheels. An arm (7) is operably pivotally attached to the attachment member (4) along an axis (37). This axis has a rubber bushing (21) in which there is a steel sleeve (22). A bolt (11), which is secured with a nut (12) maintains the arm (7), the attachment member (4), the rubber bushing (21) and the steel sleeve (22) together.
An axle (13) is received in an axle receiving portion of the assembly at a first distance spaced from the axis (37). Type of axle used in this invention has two axle seats (14) per axle (13). Each axle seat (14) has a locating hole (38). Therefore, this suspension system can be, for example, installed on a Dexter Axle normally used with leaf springs. It is possible to install this invention without altering the axle (13). An axle alteration could be: welding, drilling, milling, grinding or any other metalworking performed on the axle (13). The axle (13) can be mounted above or below the same arm (7) and this is possible with the same hardware (FIG. 5). Obviously, the design of the arm can be modified if the axle does not need to be reversible.
The axle receiving portion of the assembly includes a locating pin (39) to hold the axle seat (14) in position. This axle seat is named the "first axle seat" (14). There must be at least one other axle support on the arm (7) to prevent it from turning around the first axle seat (14) when lateral loads are applied to the vehicle. These other axle supports can be:
1- a second axle seat (1), with a second locating hole (40), positionned on the arm (7), on another locating pin (41), like the first axle seat (14), but without the need to weld on the arm (7) or on the axle (13). This is the prefered embodiment;
2- a second axle seat (25) permanently fixed on the axle (13). This type of second axle seat (25) has a second locating hole (40) (FIG. 7);
The present invention relates to suspension systems for vehicles which include trailers as well as cars, trucks and industrial vehicles.
A vehicle suspension system assembly for attachement to a vehicle frame having at least two ground engaging wheels. An arm (7) is operably pivotally attached to the attachment member (4) along an axis (37). This axis has a rubber bushing (21) in which there is a steel sleeve (22). A bolt (11), which is secured with a nut (12) maintains the arm (7), the attachment member (4), the rubber bushing (21) and the steel sleeve (22) together.
An axle (13) is received in an axle receiving portion of the assembly at a first distance spaced from the axis (37). Type of axle used in this invention has two axle seats (14) per axle (13). Each axle seat (14) has a locating hole (38). Therefore, this suspension system can be, for example, installed on a Dexter Axle normally used with leaf springs. It is possible to install this invention without altering the axle (13). An axle alteration could be: welding, drilling, milling, grinding or any other metalworking performed on the axle (13). The axle (13) can be mounted above or below the same arm (7) and this is possible with the same hardware (FIG. 5). Obviously, the design of the arm can be modified if the axle does not need to be reversible.
The axle receiving portion of the assembly includes a locating pin (39) to hold the axle seat (14) in position. This axle seat is named the "first axle seat" (14). There must be at least one other axle support on the arm (7) to prevent it from turning around the first axle seat (14) when lateral loads are applied to the vehicle. These other axle supports can be:
1- a second axle seat (1), with a second locating hole (40), positionned on the arm (7), on another locating pin (41), like the first axle seat (14), but without the need to weld on the arm (7) or on the axle (13). This is the prefered embodiment;
2- a second axle seat (25) permanently fixed on the axle (13). This type of second axle seat (25) has a second locating hole (40) (FIG. 7);
3- a second axle seat (26) permanently fixed on the arm (7). This type of second axle seat (26) does not necessarily need a locating hole (FIG. 8);
4- an enlarged axle seat (28) to be able to add a second locating hole (40) (FIG. 9).
5- a second axle seat welded on the axle and on the arm (not preferred with this invention);
6- to weld between the axle and the arm (not preferred with this invention);
7- a reinforcement welded between the axle and the arm (not preferred with this invention).
We have previously said that the utility of the second axle seat (1) is to prevent the axle (13) to turn around the first axle seat (14) when lateral loads are applied to the vehicle.
To fulfill this function, the second locating hole (40) and the second locating pin (41) may be replaced by stoppers (46) permanently fixed on the arm (7) (FIG. 14).
At least one collar (2) must be installed per arm (7) to firmly hold the axle (13) and the arm (7) together. The quantity, position and size of collars (2) will depend on the available space and on the required mechanical resistance, depending of the application. In the prefered embodiment, four collars (2) are used on each arm (7). There are holes (42) through the arms (7) to introduce collars (2). These holes (42) can be oblong to allow the of use the same arm (7) for different axle diameters. In this case, flat washers (not shown) should be added under the nuts (8).
An air bag (17) is operatively disposed between the attachment member (4) and the arm (7), the air bag (17) being spaced at a second distance from the axis (37). In a preferred embodiment, the air bag (17) is spaced further away from the pivotal axis (37) of the arm (7) than is the axle (13). The air bag is attached to the arm and to the attachment member with bolts (19) and flat washers (18). The air line connection (45) is normally on the top of the air bag (17). If required, the air bag (17) can be reversed to allow the air line connection (45) to be under the arm (7) (FIG. 13). The air bag (17) is shown as a double convolute air bag, but could be single or plural convolute air bag without affecting the concept of the invention. Moreover, if desired, optional air controls can be incorporated easily to the final suspension assembly. Furthermore, the air bag can use various types of internal fluid for its operation, although air is the preferred fluid which is supplied to the internal fluid chamber from a compressor (not shown).
A linkage element (6) of variable length, which can be a shock absorber, is operably attached to the attachment member (4) and to the arm (7) whereby the arm (7) will be held at a predetermined position with respect to the frame (10) and yet allow the arm (7) to pivot about the axis (37). This linkage (6) may be positioned vertically or towards the front or the rear of the vehicle depending on the application. An upper pin (44) which is threaded on the end to accept nut (9) allows the linkage element to be pivotally attached to the pin (44). A lower pin (43) which is threaded on the end to accept nut (9) allows the linkage element to be pivotally attached to the lower pin (43).
If required, a reinforcement bracket (3) can be installed between the attachment member (4) and the frame (10). The size and geometry of the reinforcement braket (3) will depend on the type of frame (10) and on the required mechanical resistance. If required, reinforcement members (20) can also be installed transversally between two attachment members (4). The first can be welded at the front of the attachment members (4) and the second at the rear of the attachment members (4). The reinforcement members (20) are shown with a rectangular cross-section, but they can have different cross-sections suitable for providing required rigidity. For example, the cross-section could be square, cylindrical, "C" shaped, "L" shaped, etc.
Obviously, with a shorter arm (35) and an shorter attachment member (36), the suspension system can be designed in a more compact manner (FIG. 12).
The attachment member (4) could be designed so that the air connection (45) and the bolts (19) that hold the air bag (17) to the attachment member (4) are lower than the top of the attachment member (4). To do so, the attachment member would be divided into two parts: the upper attachment member (32) and the lower attachment member (31). Depending on the needs, the linkage element (6) can be attached to the upper attachment member (32) or to the lower attachment member (31). In FIG. 10 and FIG. 11, the linkage element (6) is shown attached to the lower attachment member (31).
We have previously said that the utility of the second axle seat (1) is to prevent the axle (13) to turn around the first axle seat (14) when lateral loads are applied to the vehicle.
To fulfill this function, the second locating hole (40) and the second locating pin (41) may be replaced by stoppers (46) permanently fixed on the arm (7) (FIG. 14).
At least one collar (2) must be installed per arm (7) to firmly hold the axle (13) and the arm (7) together. The quantity, position and size of collars (2) will depend on the available space and on the required mechanical resistance, depending of the application. In the prefered embodiment, four collars (2) are used on each arm (7). There are holes (42) through the arms (7) to introduce collars (2). These holes (42) can be oblong to allow the of use the same arm (7) for different axle diameters. In this case, flat washers (not shown) should be added under the nuts (8).
An air bag (17) is operatively disposed between the attachment member (4) and the arm (7), the air bag (17) being spaced at a second distance from the axis (37). In a preferred embodiment, the air bag (17) is spaced further away from the pivotal axis (37) of the arm (7) than is the axle (13). The air bag is attached to the arm and to the attachment member with bolts (19) and flat washers (18). The air line connection (45) is normally on the top of the air bag (17). If required, the air bag (17) can be reversed to allow the air line connection (45) to be under the arm (7) (FIG. 13). The air bag (17) is shown as a double convolute air bag, but could be single or plural convolute air bag without affecting the concept of the invention. Moreover, if desired, optional air controls can be incorporated easily to the final suspension assembly. Furthermore, the air bag can use various types of internal fluid for its operation, although air is the preferred fluid which is supplied to the internal fluid chamber from a compressor (not shown).
A linkage element (6) of variable length, which can be a shock absorber, is operably attached to the attachment member (4) and to the arm (7) whereby the arm (7) will be held at a predetermined position with respect to the frame (10) and yet allow the arm (7) to pivot about the axis (37). This linkage (6) may be positioned vertically or towards the front or the rear of the vehicle depending on the application. An upper pin (44) which is threaded on the end to accept nut (9) allows the linkage element to be pivotally attached to the pin (44). A lower pin (43) which is threaded on the end to accept nut (9) allows the linkage element to be pivotally attached to the lower pin (43).
If required, a reinforcement bracket (3) can be installed between the attachment member (4) and the frame (10). The size and geometry of the reinforcement braket (3) will depend on the type of frame (10) and on the required mechanical resistance. If required, reinforcement members (20) can also be installed transversally between two attachment members (4). The first can be welded at the front of the attachment members (4) and the second at the rear of the attachment members (4). The reinforcement members (20) are shown with a rectangular cross-section, but they can have different cross-sections suitable for providing required rigidity. For example, the cross-section could be square, cylindrical, "C" shaped, "L" shaped, etc.
Obviously, with a shorter arm (35) and an shorter attachment member (36), the suspension system can be designed in a more compact manner (FIG. 12).
The attachment member (4) could be designed so that the air connection (45) and the bolts (19) that hold the air bag (17) to the attachment member (4) are lower than the top of the attachment member (4). To do so, the attachment member would be divided into two parts: the upper attachment member (32) and the lower attachment member (31). Depending on the needs, the linkage element (6) can be attached to the upper attachment member (32) or to the lower attachment member (31). In FIG. 10 and FIG. 11, the linkage element (6) is shown attached to the lower attachment member (31).
Claims
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2727344 CA2727344A1 (en) | 2010-12-23 | 2010-12-23 | Air bag vehicle suspension system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2727344 CA2727344A1 (en) | 2010-12-23 | 2010-12-23 | Air bag vehicle suspension system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2727344A1 true CA2727344A1 (en) | 2012-06-23 |
Family
ID=46319263
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2727344 Abandoned CA2727344A1 (en) | 2010-12-23 | 2010-12-23 | Air bag vehicle suspension system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2727344A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2808188A1 (en) * | 2013-05-27 | 2014-12-03 | Schomäcker Federnwerk GmbH | Parabolic link |
| WO2014202563A1 (en) * | 2013-06-19 | 2014-12-24 | Saf-Holland Gmbh | Longitudinal control arm |
-
2010
- 2010-12-23 CA CA 2727344 patent/CA2727344A1/en not_active Abandoned
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2808188A1 (en) * | 2013-05-27 | 2014-12-03 | Schomäcker Federnwerk GmbH | Parabolic link |
| WO2014202563A1 (en) * | 2013-06-19 | 2014-12-24 | Saf-Holland Gmbh | Longitudinal control arm |
| CN105307878A (en) * | 2013-06-19 | 2016-02-03 | 塞夫霍兰德有限公司 | Longitudinal control arm |
| US9662949B2 (en) | 2013-06-19 | 2017-05-30 | Saf-Holland Gmbh | Longitudinal control arm |
| CN105307878B (en) * | 2013-06-19 | 2018-01-02 | 塞夫霍兰德有限公司 | Longitudinal control arm |
| RU2647113C2 (en) * | 2013-06-19 | 2018-03-13 | Саф-Холланд Гмбх | Suspension trailing arm |
| EP2986459B1 (en) | 2013-06-19 | 2018-06-20 | SAF-HOLLAND GmbH | Longitudinal control arm |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Dead |
Effective date: 20130716 |