CN109070673B

CN109070673B - Suspension assembly

Info

Publication number: CN109070673B
Application number: CN201680078430.2A
Authority: CN
Inventors: B-H·蔡; H·卡伦迪安; A·杜丁; A·冈尼拉
Original assignee: Hendrickson USA LLC
Current assignee: Hendrickson USA LLC
Priority date: 2015-11-30
Filing date: 2016-11-30
Publication date: 2022-11-01
Anticipated expiration: 2036-11-30
Also published as: CN109070673A

Abstract

A frame hanger bracket for pivotally mounting a suspension main support member to a vehicle frame features a pair of ears attachable to the vehicle frame. The bridge is positioned between the pair of ear portions and the pair of flanges extending from the bridge, thereby defining a space that receives a proximal end of the vehicle primary support member. Each of the pair of flanges includes a locating member that includes a space that receives an end of a pivot fastener attached to the main support member such that a double shear connection is formed with the pivot fastener. The bottom end of the shock absorber is pivotally connected to the distal end of the main support member, while the upper end is pivotally connected to the outer upper shock bracket. The shock bracket may be mounted to a vehicle frame with the ear portions of the frame hanger bracket sandwiched between the shock bracket and the frame rail. The casting may be machined to form such an intermediate bracket or the rear shock bracket may be machined to be directly attached to the frame.

Description

Suspension assembly

Technical Field

This application claims priority from U.S. provisional patent application serial No. 62/261,022 filed on day 11/30 of 2015, chinese non-provisional patent application No. 201610334798.2 filed on day 5/19 of 2016, and U.S. provisional patent application No. 62/395,078 filed on day 9/15 of 2016, the contents of which are incorporated herein by reference.

Technical Field

The present disclosure relates generally to vehicle suspension systems, and in particular to assemblies for connecting vehicle suspension components to a vehicle frame.

Background

Trailing arm suspensions are used in a variety of vehicle applications and have a variety of designs and configurations. Regardless of the application, however, trailing arm suspensions are typically characterized by a main support member pivotally attached at a front or proximal end by a frame hanger assembly. The axle shaft is typically clamped or otherwise secured to an intermediate portion of the main support member, and the rear or distal end of the main support member is attached to the frame via a shackle, an air spring mechanism, or some other device.

In many trailing arm suspensions, the main support member takes the form of a leaf spring formed with an eye at the front end. The frame hanger bracket is typically attached to the frame by welding or fasteners such as nuts and bolts. The bar pin and surrounding elastomeric bushing are typically located within the eye of the front end of the leaf spring, with the ends of the bar pin extending horizontally from opposite sides of the bushing and leaf spring eye. The exposed bar pin end is often characterized by an opening that receives a fastener, such as a bolt or the like that attaches the bar pin end to the frame hanger bracket.

The axle must be properly aligned with the vehicle frame for the vehicle to track properly and to minimize wear on the vehicle tires and suspension components. Shims or plates are typically used by the frame hanger assembly to adjust the alignment of the axle with the frame.

An example of a frame hanger using shims for alignment is provided in U.S. patent application publication No. US 2006/0103103 to Land et al. In Land et al, the end of a bar pin passing through the eye of the main support member and the bushing is bolted to the frame hanger. Shims may be inserted between the bar pin ends and the frame hanger to adjust the alignment of the main support member and, thus, the alignment of the axle. However, each bar pin end of the Land et al patent is joined on one side to the frame hanger or to a shim located between the bar pin end and the frame hanger. While this type of arrangement works well and is widely used, it provides a single shear attachment for the bar pin, thereby reducing the strength of the connection, which may be unacceptable for some heavy duty applications.

An alternative frame suspension assembly that uses shims for alignment is described in U.S. patent No. 7,513,517, in the name of Barton et al. Barton et al discloses a design similar to that of Land et al, however, the bar pin ends are located between and secured to forward and rearward flange tabs, respectively, of the frame hanger. A spacer is then positioned between each bar pin end and the forward and/or rearward flange tabs for alignment. The frame hanger of Barton et al must be welded to the frame. In addition, the ability to align the axle after the frame hanger is welded in place is limited to the space between the forward and rearward flange tabs minus the space occupied by the ends of each bar pin. If it is desired to have different spacing between the forward and rearward flange tabs, which may be required for different applications, an entirely new frame hanger must be manufactured and provided. The frame hanger of the Barton et al patent cannot be machined or otherwise finished to provide alternative spacing for axle alignment purposes.

One example of a frame suspension assembly that accomplishes axle alignment without the use of shims is the QUICK-ALIGN system supplied by Hendrickson USA, LLC of Itaska, illinois. The system uses eccentric and concentric collars to position a bolt through a bushing located in an eye of the main support member relative to the frame suspension. While this system works well and is widely used, the connections have stringent torque requirements that must be met during installation and maintenance.

Additionally, truck manufacturers provide various pre-formed bolt opening patterns on the frame to which the suspension frame hanger is attached. In other words, the bolt opening pattern on the truck bed varies from manufacturer to manufacturer. The frame hanger must have a mounting bolt hole configuration that matches the manufacturer's frame hole pattern to facilitate easy mounting of the frame hanger. This typically requires a frame hanger that is individually designed and manufactured to fit a particular manufacturer's truck. It would be desirable to provide a single frame hanger design that can be machined or otherwise finished to fit a variety of truck frame bolt hole patterns.

A suspension assembly that addresses at least some of the problems described above is desired.

Drawings

FIG. 1 is a perspective view of a portion of a vehicle frame and suspension system including an embodiment of a frame suspension assembly of the present disclosure;

FIG. 2 is a left side elevational view of the frame and suspension of FIG. 1;

FIG. 3 is an enlarged perspective view of an outboard side of the frame suspension assembly of FIGS. 1 and 2;

FIG. 4 is a perspective view of an inboard side of the frame suspension assembly of FIG. 3;

FIG. 5 is an enlarged inside perspective view of the frame hanger of FIGS. 3 and 4;

FIG. 6 is a perspective view of a frame hanger casting prior to machining to form the frame hanger of FIGS. 1-5;

FIGS. 7A and 7B are outboard elevational views of the frame hanger casting of FIG. 6 after machining for applications requiring alternative axle positions;

FIG. 8 is an enlarged perspective view of a bushing and a bar pin of the frame hanger assembly of FIGS. 1-4;

FIG. 9 is a top plan view of the bushing and bar pin of FIG. 8;

fig. 10 is a cross-sectional view of the bushing and lever pin of fig. 8 and 9, taken along line 10-10 of fig. 9 and 11;

FIG. 11 is a side perspective view of the bushing and bar pin of FIGS. 8-10;

FIG. 12 is a perspective view of the inner bushing assembly and the bar pin of FIGS. 8-11;

FIG. 13 is a top plan view of the inner liner assembly and stem pin of FIG. 12;

FIG. 14 is a cross-sectional view of the inner liner assembly and stem pin of FIGS. 12 and 13 taken along line 14-14 of FIGS. 13 and 15;

FIG. 15 is a side perspective view of the inner liner assembly and the bar pin of FIGS. 12-14;

FIG. 16 is a rear perspective view of a portion of the frame and suspension of FIGS. 1 and 2;

FIG. 17 is a cross-sectional view of the back end of the main support member, the transverse channels, and the transverse channel reinforcing plates taken along line 17-17 of FIG. 16;

FIG. 18 is a bottom perspective view of the rear end of the main support member and cross-channel reinforcement plate of FIGS. 16 and 17;

FIG. 19 is an outside perspective view of an alternative embodiment of the frame suspension assembly of the present disclosure;

FIG. 20 is an inside perspective view of the frame hanger of FIG. 19;

FIG. 21 is a perspective view of a frame hanger casting prior to machining to form the frame hanger of FIGS. 19 and 20;

FIG. 22 is a left side elevational view of a portion of a frame and suspension assembly including an embodiment of the frame hanger assembly and an outboard upper shock absorber mounting bracket of the present disclosure;

FIG. 23 is an enlarged perspective view of the outside of the intermediate bracket of FIG. 22;

FIG. 24 is a perspective view of the inside of the intermediate bracket of FIG. 23;

FIG. 25 is a front perspective view of an assembly including an intermediate bracket and a frame hanger bracket attached to a portion of the frame, with the upper end of the shock absorber connected to the intermediate bracket and the bar pin mounted within the frame hanger bracket;

FIG. 26 is a top and rear perspective view of the assembly of FIG. 25;

FIG. 27 is a perspective view of the inside of the intermediate bracket with mounting bolts installed;

FIG. 28 is an enlarged perspective view of the outboard side of the rear bracket of FIG. 22;

FIG. 29 is a perspective view of the inside of the rear bracket of FIG. 28;

FIG. 30 is a front perspective view of an assembly including a rear bracket attached to a portion of a vehicle frame with the upper end of a shock absorber attached to the rear bracket;

FIG. 31 is a rear perspective view of the assembly of FIG. 30;

FIG. 32 is a perspective view of the inside of the rear bracket with mounting bolts installed;

FIG. 33 is a perspective view of the outside of a casting that may be used to make the middle bracket of FIGS. 23 and 24 or the rear bracket of FIGS. 28 and 29;

fig. 34 is a cross-sectional view of the casting of fig. 33, taken along line 34-34 of fig. 33.

Disclosure of Invention

Several aspects of the present subject matter may be implemented, individually or collectively, in the devices and systems described and claimed below. These aspects may be used alone or in combination with other aspects of the subject matter described herein, and the description of these aspects does not exclude the use of these aspects alone or the claims that follow in various combinations, as set out in the appended claims.

In one aspect, a frame hanger bracket for pivotally mounting a suspension main support member to a vehicle frame includes a pair of ears adapted to be attached to the vehicle frame with a bridge portion therebetween. A pair of flanges extend from the bridge portion such that a space is defined and adapted to receive a proximal end of the primary support member. Each of the pair of flanges includes an elongated locating member including a space adapted to receive an end portion of a pivot fastener attached to the primary support member such that a double shear connection is formed with the pivot fastener.

In another aspect, a frame hanger assembly includes a frame hanger bracket having a pair of ears adapted to be secured to a frame with a bridge portion therebetween for pivotally mounting a suspension main support member having an eye portion on a proximal end to the frame. A pair of flanges extend from the bridge portion such that a space is defined and adapted to receive a proximal end of the primary support member. Each of the pair of flanges includes a positioning member having a gap. The bushing is positioned within the eye of the main support member and includes a central opening. The pivot fastener passes through the central opening of the bushing and has a pair of opposing end portions that are located within the gap of the locating members of the pair of flanges such that a double shear connection is formed with the pivot fastener.

In another aspect, a suspension for a vehicle having a pair of frame rails includes a main support member on each side of the vehicle, the main support member including a proximally located eye and a frame hanger bracket. The frame hanger bracket includes a pair of ears adapted to be secured to a corresponding one of the pair of frame rails, a bridge between the pair of ears, and a pair of flanges extending from the bridge such that a space is defined that receives the proximal end of the main support member. Each of the pair of flanges includes a positioning member having a gap. The bushing is positioned within the eye of the main support member and includes a central opening. A pivot fastener passes through the central opening of the bushing and has a pair of opposing end portions that are located within the gaps of the locating members of the pair of flanges such that a double shear connection is formed with the pivot fastener.

In another aspect, a casting comprises; a pair of ears adapted to have an opening formed therein for attachment to a vehicle frame; and a bridge positioned between the pair of ears, the casting for forming a frame hanger bracket for pivotally mounting the suspension main support member to the vehicle frame. A pair of flanges extend from the bridge portion such that a space is defined and adapted to receive a proximal end of the primary support member. Each of the pair of flanges includes a locating member adapted to be cut to form a space for receiving an end portion of a pivot fastener attached to the main support member such that a double shear connection is formed with the pivot fastener.

In another aspect, a shock bracket for mounting an upper end of a shock absorber to a vehicle frame includes a head portion adapted to be secured to the upper end of the shock absorber and a mounting flange extending from the head portion. The mounting flange is adapted to be secured to the vehicle frame such that an inner surface of the head portion is spaced apart from the vehicle frame when the shock bracket is mounted to the vehicle frame.

In another aspect, a suspension for a vehicle having a pair of frame rails includes a main support member on each side of the vehicle, the main support member including a proximal end and a distal end, wherein an eye is located on the proximal end. The frame hanger bracket features an ear portion adapted to be mounted to an exterior surface of a frame rail of the vehicle. A pivot fastener passes through the central opening of the bushing and has a pair of opposing end portions secured within the frame hanger bracket. The shock bracket includes a head portion and a mounting flange, wherein the mounting flange is adapted to be mounted to a frame rail of the vehicle, wherein an ear portion of the frame hanger is sandwiched between the shock bracket mounting flange and an outer surface of the frame rail. The shock absorber has: an upper end pivotally connected to a head of a shock absorber; and a lower end pivotally connected to the distal end of the main support member.

In another aspect, a casting includes a head portion having an inner surface and an outer surface, the casting for forming a shock bracket for pivotally mounting an upper end of a shock absorber to a vehicle frame. The head is adapted to have an opening formed therein for attachment to the upper end of the shock absorber. A mounting flange extends from the head and includes a middle portion having a first thickness and a proximal portion having a second thickness. The first thickness is greater than the second thickness such that the mounting flange has a stair-like outer surface. The pad portion projects beyond the inner surface of the head portion in a direction perpendicular to the inner surface of the head portion.

Detailed Description

Referring to fig. 1 and 2, conventional components included in a vehicle, such as a commercial vehicle, include a pair of C-shaped longitudinally extending

frame rails

20a and 20b and laterally extending

axle shafts

22 and 24, the

axle shafts

22 and 24 including

hubs

26a, 26b, 28a and 28b to which wheels and tires are mounted.

A suspension system incorporating an embodiment of the frame hanger assembly of the present disclosure, generally designated by reference numeral 30, mounts one end portion of axle 22 to frame rail 20a. It should be understood that a similar suspension system mounts the other end portion of axle 22 to frame rail 20b and axle 24 to frame

rails

20a and 20b.

As shown in fig. 1, the suspension system 30 includes a primary support member in the form of a generally Z-shaped leaf spring 32. The main support member is provided with a cylindrical eye 34 integrally formed at the proximal end. As will be described in greater detail below, eye 34 is pivotally connected to a frame hanger bracket 36, and frame hanger bracket 36 is secured to frame rail 20a by a bolt 38.

The axle 22 and leaf spring 32 are connected together by an axle clamp assembly component, generally designated by the numeral 42, which is well known in the art. An air spring 44 is also included and is connected on its upper side to an air spring bracket 46, which air spring bracket 46 is mounted to frame rail 20a. The air spring 44 is seated on its underside on a transverse passage 48 at the distal end of the main support member 32. Shock absorbers 52 are pivotally connected at their upper ends to brackets 54 mounted on frame rails 20a and attached at their lower ends to lower shock brackets 55 located on the aft end of main support member 32.

It will be apparent to those skilled in the art that although a particular suspension system is shown in fig. 1 and 2, the principles of the present invention are applicable to a variety of trailing arm suspension systems. Additionally, although a tandem axle suspension is illustrated, the frame hanger assembly may be used in single axle applications or applications using a greater number of axles.

Referring to fig. 3 and 4 and as previously described, the proximal portion of the main support member 32 has a cylindrical eye 34. Bushing 60 and a bar pin (generally designated 62 in fig. 3) are positioned in the eye of the main support member, with bar pin ends 64a and 64b connected to frame rail 20a by a frame hanger assembly, as will now be described in greater detail. It should be understood that the remaining primary support members of fig. 1 and 2 are attached to the corresponding frame rails in the same manner.

The frame suspension assembly includes a frame suspension bracket, generally indicated at 36 in fig. 3-5. The frame hanger bracket includes a pair of generally

planar ears

66 and 68, the

ears

66 and 68 featuring an opening 70 (fig. 5), through which opening 70 a bolt 71 or other frame fastener passes to secure the frame hanger bracket to the frame 20a. A bridge 72, which may be provided in the form of a hollow projection (the rear side shown in fig. 5), is located between

ears

66 and 68 and is provided with a pair of horizontally spaced downwardly extending flange portions, generally indicated by

reference numerals

74a and 74 b. Flange portion 74a is preferably formed from

posts

76a and 78a, while flange portion 74b is similar and preferably formed from

posts

76b and 78 b. As shown in FIG. 3, the outer bar pin elongated positioning member (generally indicated at 82 a) features

portions

86a and 88a that are joined to the distal ends of the

struts

76a and 78a, respectively. As shown in fig. 4, the inner rod pin elongated positioning member (generally indicated at 82 b) features

portions

86b and 88b that are joined to the distal ends of the

struts

76b and 78b, respectively. The elongated positioning member preferably extends in a longitudinal direction parallel to the vehicle longitudinal beam.

Portions

86a and 88a of bar pin elongated positioning member 82a feature holes (90 a in fig. 5) therethrough. As shown in fig. 3, bar pin end 64a is located within a gap or space formed between

portions

86a and 88b, with nut and bolt 92a passing through the bar pin locating member hole and a corresponding opening (107 a in fig. 9 and 10) in bar pin end 64 a. Of course, other fasteners known in the art may be used as the positioning fastener in place of the nut and bolt 92 a. One or more shims 94a may be positioned between bar pin end 64a and bar pin elongated positioning member portions 86a and/or 88a to align the axle with the vehicle frame.

Referring to fig. 4,

portions

86b and 88b of the bar pin elongated positioning member 82b are further characterized by holes (90 b in fig. 5) therethrough. As shown in fig. 4, bar pin end 64b is located within the gap or space formed between

portions

86b and 88b, with nut and bolt 92b passing through the bar pin locating member hole and the corresponding opening (107 b in fig. 9 and 10) in bar pin end 64 b. Of course, other fasteners known in the art may be substituted for the nut and bolt 92b as the positioning fastener. One or more shims 94b may be positioned between bar pin end 64b and bar pin elongated positioning member portions 86b and/or 88b to align the axle with the vehicle frame.

It should be understood that alternative types of pivot fasteners may be used in place of the bar pin 62.

In view of the above, the bar pin ends 64a and 64b are supported on each side by the frame hanger bracket 36 to provide a double shear bar pin pivot.

Referring to fig. 6, frame suspension bracket 36 is preferably cast from ductile iron, but does not have openings formed in ears 66a and 66b, but rather has bar

pin locating members

82a and 82b formed as a single structure. Although ductile iron is readily cast and machined, it should be noted that any material capable of being cast and machined may be used to construct frame hanger bracket 36. The frame hanger bracket may alternatively be constructed from separate components that are joined together after formation.

After creating the casting of fig. 6, the part is machined to form the frame hanger bracket 36 of fig. 3-5. More specifically, the locations of openings 70 (fig. 5) on the

ear portions

66 and 68 of the frame hanger bracket are selected and machined based on a frame hole grid or pattern selected by the vehicle manufacturer for attaching the frame hanger bracket. This allows the single casting of fig. 6 to be used with a variety of vehicle frames.

In addition, the cast rod

pin locating members

82a and 82b of fig. 6 are cut so that sections can be removed to create gaps or spaces as shown at 98a and 98b in fig. 5 for receiving the ends of rod pins or other pivot fasteners that pass through the eyes of the main support member and alignment adjustment shims (as shown in fig. 1-4). As shown in fig. 7A and 7B, the locations of spaces 98a and 98B in bar pin positioning members 82a and 82B may be selected based on the requirements of the vehicle manufacturer or application. Further, the horizontal width of each gap (shown at 102 in fig. 7A for gap 98a, where gap 98b of fig. 5 is of similar size) may be selected based on the desired degree of axle adjustability, i.e., the wider the gap, the more shims may be added on either side of the bar pin end.

Additionally, by machining the openings 70 in the ears of the frame hanger bracket so that they match the frame aperture grid of the manufacturer, the location of the entire set of openings 70 on each ear can be selected based on the needs of the vehicle or application. For example, set of openings 70 may be machined more toward the top of the ear if the frame hanger bracket is positioned lower relative to the frame rail, or set of openings 70 may be machined more toward the bottom of the ear if the frame hanger bracket is positioned higher relative to the frame rail. The set of openings can also be moved forward or backward on each ear. This provides the casting of FIG. 6 with more flexibility in accommodating various axle position requirements.

The symmetrical design of the casting of fig. 6 also allows the component to be applied on either side of the vehicle.

As previously described, and as shown with reference to FIGS. 3 and 8, a bushing or bushing assembly 60 is positioned within the eye portion 34 of the main support member 32 and receives the bar pin 62. An enlarged perspective view of the bushing and bar pin, generally designated 60 and 62, respectively, is provided in fig. 8. The liner is a canned rate ring liner and is characterized by an inner liner assembly, generally indicated at 104 and an outer shell or can, generally indicated at 106 in fig. 8. The tank 106 is constructed of steel, metal, or any other material that is at least semi-rigid. As shown in fig. 8-10, the bar pin includes ends 64a and

64b having openings

107a and 107b, and as described above, the

openings

107a and 107b are engaged by a fastener that passes through the frame hanger bracket.

The inner liner assembly 104 is shown in the compressed state shown in fig. 8-11 when received in the tank or outer shell 106. As shown in fig. 10 and 11, inner bushing assembly 104 includes an inner elastomeric split

ring having halves

108 and 109 such that halves 108 and 109, when radially compressed together by outer shell or can 106, form an opening that receives a bar pin. A pair of metal C-shaped half-sleeves or half-

cylinders

110 and 111 are compressed together by the outer shell or can 106 so as to surround the inner elastomeric split ring. The outer elastomeric split

ring comprising halves

112 and 113 is similarly radially compressed by the outer shell or can 106 so as to surround the C-shaped sleeves or half-

cylinders

110 and 111.

The inner liner assembly is generally indicated at 104 in fig. 12-15 and is shown in an uncompressed state (i.e., without the outer shell or canister 106 of fig. 8-11). A bar pin 62 is also shown. When the inner elastomeric split ring halves, the C-shaped half sleeve and the outer elastomeric split ring halves are not in a compressed state,

circular grooves

114 and 115 are formed as shown in fig. 15 (and 12). Additionally, referring to fig. 14 (and 12), the inner elastomeric split ring half 108 includes

end recesses

116a and 116b. The inner elastomeric split ring half 109 is characterized by a similar structure. The outer elastomeric split ring halves 112 feature a platform portion 118 that borders

inclined portions

120a and 120b on opposite edges. Outer elastomeric split ring halves 113 are characterized by a similar configuration.

When the inner liner assembly 104 is inserted into the sleeve or can 106, as shown in fig. 8-11, the inner elastomeric split ring halves 108 and 109, the pair of metal C-shaped half sleeves or

half cylinders

110 and 111, and the outer elastomeric split

ring including halves

112 and 113 are radially compressed such that they assume the profile shown in fig. 8, 10 and 11.

The C-shaped half-

sleeves

110 and 111 are preferably formed of steel or metal, but any other material that is at least semi-rigid may be used. The inner elastomeric split ring halves 108 and 109 and the outer elastomeric split ring halves 112 and 113 are formed of rubber or any other elastomer. The split ring and the C-shaped half sleeve layers are secured together by their inner and/or outer surfaces by adhesive and/or due to the compressive forces that place the inner liner assembly within the tank 106.

As best shown in fig. 16, the periphery of the eyes of the primary support member is characterized by a gap 142. The housing 106 (fig. 8-11) prevents the outer elastomeric split ring from protruding or extruding through the gap during use.

Referring to fig. 16, axle 24 is secured to frame

rails

20a and 20b by a main support member having

distal end portions

148a and 148b (fig. 17 and 18) in the manner described above for main support member 32. A pair of lower shock-absorbing

brackets

155a and 155b are mounted on the distal end portion of the main support member. A transverse channel member 150 extends between the distal ends 148a and 148b of the main support members and is bolted to each transverse channel member by

bolts

151a and 151b (fig. 17 and 18). As best shown in fig. 17 and 18, the cross-channel reinforcement plate 152 abuts the underside of the cross-channel member 150 and is sandwiched between the ends of the cross-channel 150 and the

distal end portions

148a and 148b of the main support member. In addition to being clamped together by

bolts

151a and 151b, the cross channel member 150 and cross channel reinforcement plate 152 are also secured together by edge bolts 154 (fig. 16 and 18).

As shown in FIG. 16, the bottom ends of

air springs

160a and 160b are mounted to cross channel member 150. The cross-channel member 150 and cross-channel stiffener plate 152 cooperate to provide a boxed cross-sectional area to support the bottom of the air spring, which increases the load capacity of the suspension and provides a more durable air spring platform. Provisions are made that do not require welding together of structures that provide a box-like cross-section.

An alternate embodiment of the frame hanger bracket of the present disclosure is generally indicated by reference numeral 236 in fig. 19 and 20. Similar to the frame hanger embodiment described above with reference to fig. 3 and 5, the frame hanger bracket 236 of fig. 19 and 20 includes a pair of generally

planar ears

266 and 268 that feature openings 270 through which bolts or other frame fasteners pass to secure the frame hanger bracket to the vehicle frame in the manner described with respect to the frame hanger bracket 36 of fig. 3 and 4. A bridge portion, generally indicated at 272, is located between the

ears

266 and 268 and is provided with a pair of horizontally spaced, downwardly extending flange portions, generally indicated at 274a and 274 b.

The bridge portion 272 features a bracket opening 240 that receives a bracket for mounting an accessory to a vehicle frame. The sides of the bracket opening are

support webs

242 and 244.

Flange portion 274a is preferably formed by

struts

276a and 278a, while flange portion 274b is similar and preferably formed by

struts

276b and 278 b. As shown in FIG. 19, the outer lever pin elongated positioning member, generally designated 282a, features

portions

286a and 288a that are coupled to the distal ends of the

struts

276a and 278a, respectively. As shown in fig. 20, the inner rod pin elongated positioning member, generally designated 282b, features

portions

286b and 288b that are joined to the distal ends of the

struts

276b and 278b, respectively. Each elongated locating member preferably extends in a longitudinal direction parallel to the frame rails.

Portions

286a and 288a of outer rod pin positioning member 282a are positioned closer together (as compared to frame hanger bracket 36 of fig. 3-5), which makes frame hanger bracket 236 of fig. 19 and 20 suitable for use in the following applications: the space near the frame hanger bracket is important due to other factors that would otherwise interfere with vehicle components.

Referring to FIG. 19,

portions

286a and 288a of the outer lever pin positioning member 282a are characterized as having apertures (290 a in FIG. 19) therethrough. In use, as shown in the bar pin locating member 82a of fig. 3, the bar pin end is positioned within the gap or space formed between the

portions

286a and 288a, with the bolt (provided with a nut) passing through the bar pin locating member bore and the corresponding opening of the bar pin end. Of course, other fasteners known in the art may be used as the positioning fastener instead of a nut and bolt. One or more shims may be positioned between the bar pin end and outer bar pin positioning member portions 286a and/or 288a in the manner shown for shim 94a in fig. 3 to align the axle with the vehicle frame.

Referring to fig. 20,

portions

286b and 288b of the bar pin elongated positioning member 282b are further characterized as having a hole (290 b) therethrough. In use, as shown for the bar pin locating member 82b in fig. 4, the bar pin end is positioned within the gap or space formed between the

portions

286b and 288b, with the bolt (provided with a nut) passing through the bar pin locating member hole and the corresponding opening in the bar pin end. Of course, other fasteners known in the art may be used as the positioning fastener instead of a nut and bolt. As for the outer bar pin positioning member 282a, one or more shims may be positioned between the bar pin ends and the bar pin elongated positioning member portions 286b and/or 288b to align the axle with the frame.

In view of the above, the ends of the bar pin are supported on each side by the frame hanger bracket 236 to provide a double shear bar pin pivot.

Referring to FIG. 21, frame hanger bracket 236 is preferably cast of ductile iron, without openings formed in

ears

266 and 268, but with bar

pin positioning members

282a and 282b formed as a single structure. Although ductile iron is readily cast and machined, it should be noted that any material capable of being cast and machined may be used to construct frame hanger bracket 236. The frame hanger bracket may alternatively be constructed from separate components that are joined together after formation.

After the casting of fig. 21 is created, the part is machined to form the frame hanger bracket 236 of fig. 19 and 20. More specifically, the locations of the openings 270 on the

ears

266 and 268 of the frame hanger bracket are selected and machined based on a frame hole grid or pattern selected by the vehicle manufacturer for attaching the frame hanger bracket. This allows the single casting of fig. 21 to be used with a variety of vehicle frames.

In addition, the bar

pin positioning members

282a and 282b of the casting of fig. 21 are cut so that the segments can be removed to create gaps or spaces as shown at 298a and 298b in fig. 19 and 20 for receiving the ends of the bar pins or other pivot fasteners through the main support eye and alignment adjustment shims (as described above). As previously described with reference to fig. 7A and 7B, the locations of the spaces 298a and 298B in the lever pin positioning members 282a and 282B may be selected based on the requirements of the vehicle manufacturer or application. Further, the horizontal width of each gap may be selected based on the desired axle adjustability, i.e., the wider the gap, the more shims may be added on both sides of the bar pin end. Of course, the possible width of gap 298a is more limited than gap 298b due to the proximity of

portions

286a and 288a.

In addition to machining the openings 270 in the ears of the frame hanger bracket 236 so that they match the manufacturer's frame grid, the location of the entire set of openings 270 on each ear can be selected based on the needs of the vehicle or application. For example, set of openings 270 could be machined more toward the top of the ears if the frame hanger bracket is positioned lower relative to the frame rail, or set of openings 270 could be machined more toward the bottom of the ears if the frame hanger bracket is positioned higher relative to the frame rail. The set of openings can also be moved forward or backward on each ear. This allows the casting of FIG. 21 greater flexibility in accommodating various axle position requirements.

The symmetrical design of the casting of fig. 21 also allows for the use of parts on either side of the vehicle.

As previously described and shown in FIG. 2, the shock absorber 52 is pivotally connected by its bottom end to a lower shock bracket 55 positioned on the distal end of the main support member 32. The top ends of the shock absorbers are pivotally connected to a bracket 54 mounted on the outwardly facing surface of frame rail 20a or the outer surface of frame rail 20a. However, in situations where a narrow spacing is desired between

axles

22 and 24, there may not be sufficient space on the outer surface of the frame rail for bracket 54 of the outboard shock absorber mounting arrangement shown in FIG. 2. The use of an inboard shock absorber mounting configuration, wherein the top end of the shock absorber is pivotally connected to a bracket mounted on the inwardly facing surface of the frame rail or the inner surface of the frame rail, is often not a practical solution because such an arrangement may interfere with the drivetrain and the axle housing.

Embodiments of an outboard upper shock absorber mounting bracket that address the above-described problems are indicated in FIG. 22 by

reference numerals

302 and 304. Notably, as will be explained below, a single casting may be used to quickly and economically manufacture either the middle bracket 302 or the rear bracket 304 for either side of the vehicle.

Enlarged front and rear perspective views of an intermediate bracket, generally designated 302, are provided in fig. 23 and 24, respectively. As shown in fig. 23 and 24, the stent features a head 306 at the distal end of the stent having a hexagonal internal recess 308 and a cylindrical external bore 310. The internal recess and the external bore communicate with one another such that the head and a portion of the shaft of the fastener may be positioned therein, as described in greater detail below.

The bracket 302 also features a frame mounting flange, generally indicated at 312, extending from the head 306, the head 306 including a medial portion 314 and a proximal portion 316. The intermediate portion 314 has a thickness (indicated by reference numeral 315 in fig. 27) that is greater than the thickness (indicated by reference numeral 317 in fig. 27) of the proximal portion 316 so that the outer surface of the brace (which faces outwardly from the frame when installed) is characterized by a stair profile. The head 306 projects beyond the outer surface of the middle portion of the mounting flange in a direction perpendicular to the outer surface of the middle portion (and proximal portion) of the flange. The inner surface 318 (facing inwardly toward the frame) is characterized by a flat profile. The mounting flange also includes a central fin 322. Mounting holes 324 are formed on opposite sides of the central fin in the intermediate portion 314 of the mounting flange. Likewise, mounting holes 326 are formed in the proximal end portion 316 of the mounting flange on opposite sides of the central fin.

The frame hanger bracket 236 as described above with reference to fig. 19-21 is shown mounted to the frame rail 330 of fig. 25 and 26. More specifically, as previously described, the frame hanger bracket 236 includes a pair of generally

flat ears

266 and 268 through which

bolts

332 and 334 pass to secure the frame hanger bracket to the vehicle frame. The ends of bar pins 340 are supported by frame hanger bracket 236 in the manner previously described to provide a double shear bar pin pivot. Referring to fig. 22, a bar pin 340 pivotally supports a proximal end of a main support member 342 to which a rear axle 344 is mounted.

As shown in fig. 25 and 26 (and also fig. 22), intermediate bracket 302 is mounted to the frame rail using the same mounting bolts 332 as ears 266 of frame hanger bracket 236. These mounting bolts pass through mounting holes 324 and 326 (fig. 23 and 24) of the intermediate bracket 302. As a result, the intermediate bracket covers a portion of the outer surface of the hanger bracket ears 266 such that the ears are sandwiched between the intermediate bracket 302 and the frame rail 330. Fasteners other than mounting bolts 332 may also be used.

The top end of the shock absorber 346 is pivotally mounted to the head 306 of the intermediate bracket 302 by a fastener comprising a bolt having a threaded shaft 348, the threaded shaft 348 being received by a threaded bore of a nut 352. As shown in fig. 27, the head 354 of the bolt is positioned within the hexagonal internal recess 308 of the head 306 of the intermediate bracket such that the threaded shaft 348 of the bolt extends through the outer bore 310. Of course, instead of the nut and bolt arrangement shown, other fasteners known in the art may be used.

As shown in FIG. 22, the bottom ends of the shock absorbers 346 are pivotally secured to a lower shock bracket 355 located on the rear end of the main support member 356, and an axle 358 is mounted on the rear end of the main support member 356.

Enlarged front and rear perspective views of the rear bracket, generally indicated by reference numeral 304, are provided in fig. 28 and 29, respectively. As shown in fig. 28 and 29, the stent features a head 406 at a distal portion of the stent, the head 406 having a hexagonal internal recess 408 and a cylindrical external bore 410 communicating with each other.

The bracket 304 also features a frame mounting flange, generally designated 412 in fig. 28 and 29, that extends from the head 406 and includes a middle portion 414 and a proximal portion 416. The intermediate portion 414 has a greater thickness than the proximal portion 416 such that the outer surface of the bracket (facing outward from the frame when installed) is characterized by a stair profile. The head 406 protrudes beyond the outer surface of the middle portion of the mounting flange in a direction perpendicular to the outer surface of the middle portion (and proximal portion) of the flange.

Unlike the middle bracket 302 of fig. 23 and 24, the inner surface of the rear bracket (inwardly toward the frame) features a protruding backing portion 420 to properly position the top end of the shock absorber, as will be explained below.

The mounting flange also includes a central fin 422. Mounting holes 424 are formed on opposite sides of the central fin in the intermediate portion 414 of the mounting flange. Likewise, mounting holes 426 are formed in the proximal end portion 416 of the mounting flange on opposite sides of the central fin.

The rear bracket 304 is shown mounted to the frame 330 in fig. 30 and 31 (and 22). The rear bracket 304 is mounted to the frame rails using mounting bolts 432. These mounting bolts pass through mounting holes 424 and 426 (fig. 28 and 29) of intermediate bracket 304. Of course, fasteners other than bolts 432 may be used.

The top end of the shock absorber 446 is pivotally mounted to the head 406 of the intermediate bracket 304 by a fastener comprising a bolt having a threaded shaft 448, the threaded shaft 448 being received by a threaded bore of a nut 452. As shown in fig. 32, the head 454 of the bolt is positioned within the hexagonal recess 408 of the head 406 of the rear bracket such that the threaded shaft 448 of the bolt extends through the outer bore 410. Of course, other fasteners known in the art may be used in place of the nut and bolt arrangement shown.

As shown in FIG. 22, the bottom end of shock absorber 446 is pivotally secured to a lower shock bracket 455 located on the aft end of main support member 342 upon which axle 344 is mounted.

Referring to fig. 33 and 34, a casting, generally designated 502, may be used to form either of the outboard upper shock mounts 302 and 304. The part 502 is preferably cast from ductile iron and is not formed with an opening, except for a hexagonal recess 504 formed in the inner surface of the head 506 of the casting. Recess 504 corresponds to recess 308 (fig. 24) or recess 408 (fig. 29). Although ductile iron is easy to cast and machine, it should be noted that any material capable of casting and machining may be used to construct the casting. Alternatively, the casting may be made up of separate, independent components that are joined together after forming.

As with the intermediate and rear brackets described above, casting 502 also features a frame mounting flange (generally designated 512) extending from head 506, which includes an intermediate portion 514 and a proximal portion 516. The thickness of the middle portion 514 is greater than the thickness of the proximal portion 516 so that the outer surface of the bracket (which faces outward from the frame when installed) is characterized by a stair-step profile. The head 506 protrudes beyond the outer surface of the middle portion of the mounting flange in a direction perpendicular to the outer surface of the middle portion (and proximal portion) of the flange. The mounting flange also includes a central fin 522 on the outer surface, the central fin 522 passing through the outer surface of the intermediate and

proximal portions

514 and 516.

The inner surface of the casting 502 (facing the inboard side of the frame) features a protruding backing portion 520.

After creating the casting of fig. 33 and 34, the component is machined to form the intermediate bracket 302 of fig. 22-27 or the rear bracket 304 of fig. 28-32. If the casting is used to make the rear bracket 304, the protruding backing section 520 corresponding to the backing section 420 of fig. 29-32 is retained. However, if the casting is used to construct the intermediate bracket 302 (fig. 22-27), the backing portion 520 is machined away to form the planar inner surface 318 (fig. 23 and 24) of the bracket.

The presence or absence of the cast backing portion 506, as compared to fig. 30 and 31 in fig. 25 and 26, allows the upper ends of the

shock absorbers

346 and 446 to be properly positioned by the intermediate bracket 302 and the rear bracket 304, respectively. More specifically, as shown in fig. 25 and 26, because frame hanger bracket 236 is sandwiched between center bracket 302 and the vehicle frame, there is a gap between the inner surface of head portion 306 and the outer surface of frame rail 330. In contrast, referring to fig. 30 and 31, the frame hanger is not positioned between rear bracket 304 and frame rail 330. The protruding backing portion 420 of the rear bracket 304 replaces the frame hanger bracket such that a gap is provided between the inner surface of the rear bracket head 408 and the outer surface of the frame rail 330. As a result, the upper ends of

shock absorbers

346 and 446 are mounted at the same distance from the outer surface of frame rail 330.

The casting 502 (fig. 33 and 34) is also machined to provide the

openings

310, 324, and 326 of the middle bracket 302 of fig. 23 and 24, or the

openings

410, 424, and 426 of the rear bracket 304 of fig. 28 and 29. The location of the

openings

324 and 326 of the intermediate bracket (fig. 23 and 24) or the location of the

openings

424 and 426 of the rear bracket (fig. 28 and 29) are selected and machined according to a frame hole grid or pattern selected by the vehicle manufacturer for attaching a frame hanger bracket (for the intermediate bracket) or an upper shock mounting bracket (for the rear bracket). This allows the single casting 502 of fig. 33 and 34 to be used with a variety of vehicle frames. In addition, the symmetrical design of casting 502 of FIGS. 33 and 34 allows it to be used on either side of the vehicle.

While the preferred embodiments of the present disclosure have been illustrated and described, it would be obvious to those skilled in the art that changes and modifications may be made without departing from the spirit of the disclosure, the scope of which is defined in the following claims.

Claims

1. A suspension for a vehicle having a pair of frame rails, said suspension comprising on each side of said vehicle:

a. a first primary support member comprising a first proximal end and a first distal end, wherein a first eye is positioned on the first proximal end;

b. a first frame hanger bracket characterized by a first ear portion mountable to an exterior surface of a frame rail of the vehicle;

c. a first pivot fastener passing through a first eye of the first main support member and having a pair of opposing first ends secured within the first vehicle frame hanger bracket;

d. a first shock bracket including a first head portion and a first mounting flange, the first mounting flange being mountable to a frame rail of the vehicle, wherein a first ear portion of the first shock bracket is sandwiched between the first mounting flange of the first shock bracket and an outer surface of the frame rail of the vehicle, wherein the first mounting flange includes a first intermediate portion and a first proximal portion, wherein a thickness of the first intermediate portion is greater than a thickness of the first proximal portion such that the outer surface of the first mounting flange is characterized by a stair profile, wherein the first head portion includes an inner recess capable of receiving a head portion of a fastener and an outer bore in communication with the inner recess of the first head portion and capable of receiving a shaft of the fastener of the first head portion; and

e. a first shock absorber having a first upper end pivotally connected to the first head portion of the first shock bracket and a first lower end pivotally connected to the distal end of the first main support member;

f. a second primary support member comprising a second proximal end and a second distal end, wherein a second eye is positioned on the second proximal end;

g. a second frame-suspension bracket characterized by a second ear portion mountable to an exterior surface of a frame rail of the vehicle;

h. a second pivot fastener passing through a second eye of the second main support member and having a pair of opposing second ends secured within the second frame suspension bracket;

i. a second shock bracket including a second head portion and a second mounting flange extending from the second head portion, the second head portion having an inner surface and an outer surface, and the second mounting flange including:

i) A middle portion having a first thickness;

ii) a proximal portion having a second thickness, wherein the first thickness of the middle portion of the second mounting flange is greater than the second thickness of the proximal portion of the second mounting flange, such that the second mounting flange has a stair-contoured outer surface;

iii) A backing portion projecting beyond an inner surface of the second head portion in a direction perpendicular to the inner surface of the second head portion, the backing portion being mountable to a frame rail of the vehicle;

wherein the second head portion includes a recess configured to receive a head portion of a fastener, and an outer bore in communication with the recess and configured to receive a shaft of the fastener of the second head portion;

j. a second shock absorber having a second upper end pivotally connected to the second head portion of the second shock bracket and a second lower end pivotally connected to the second distal end of the second main support member.

2. The suspension of claim 1, wherein the first and second shock mounts each comprise:

a. a head portion capable of being fixed to an upper end of the shock absorber; and

b. a mounting flange extending from the head, wherein an inner surface of the head is spaced apart from the frame when the first and second shock brackets are mounted to the frame.

3. The suspension of claim 2, wherein the first shock bracket includes a generally flat inner surface such that the head portion of the first shock bracket is spaced from the frame when the first shock bracket is mounted to the frame, and wherein a second bracket is located between the inner surface of the mounting flange of the first shock bracket and the outer surface of the frame.

4. The suspension of claim 2, wherein the mounting flange of the second shock bracket includes a backing portion that protrudes from an inner side of the second shock bracket and engages an outer surface of the frame when the second shock bracket is mounted to the frame.

5. The suspension according to claim 2, wherein the intermediate portion of the mounting flange includes a first pair of mounting holes and the proximal end portion includes a second pair of mounting holes.

6. The suspension according to claim 5, wherein a fin is located on an outer surface of the mounting flange and passes between the holes of the first pair of mounting holes and the holes of the second pair of mounting holes.