KR20080003807A - Axle tower - Google Patents

Abstract

The invention is directed to vehicle suspension systems and components thereof including attachment devices for mounting an axle alignment and/or load reacting mechanism to an axle. Disclosed herein are axle towers used for connecting a torque box to an axle. The axle tower of the present invention can include one or more features to absorb and disperse loads to the axle. The axle tower has a more contoured or curved edge on the side plate that experiences a compressive force than a similar edge on the side plate that experiences a tensile force. Furthermore, the axle tower has appendages that extend out from the side plates providing a large footprint on the axle housing. At least one of the appendages extending from the side plate experiencing a compressive force has a curved or radiused corner. Also, the axle towers include an inner plate having an off-centered slot where the troque box connects. The off-centered slot provides additional material to absorb the compressive force experienced on one side of the inner plate.

Description

Axle Tower

This application claims the benefit of US Provisional Application No. 60 / 662.233, filed March 15, 2006, entitled "Axle Tower", agent document number 0715-0171.01, and March 16, 2005. do.

The present invention relates to a device for attaching suspension system components to an axle housing, such as an axle alignment device and / or a load reaction mechanism. In particular, the present invention relates to an axle tower for attaching a multifunctional axle alignment and / or load reaction device such as a torque box to the axle housing.

The suspension system of the vehicle provides a comfortable ride for the passenger (s) of the vehicle and protects the cargo carried on the vehicle from excessive vibration. Likewise, the suspension system also provides stability to the vehicle by controlling various forces acting on the axle that can cause unintentional changes in the position of the axle relative to the vehicle frame. In particular, this force acts to change the vertical, lateral and / or longitudinal position of the axle relative to the vehicle frame and also acts as axle such as roll, yaw and wind-up. May cause exercise. Each component of the suspension system responds to and controls one or more of these forces. In order to reduce the complexity and weight of the suspension system, the components of the suspension system are designed to control multiple forces.

Torque box assemblies are one such multifunctional component. It responds to vertical air spring loads, resists brake / acceleration loads, acts as a core roll resistance feature, resists cornering or lateral loads, maintains axle position relative to the frame rail, It also helps to prevent excessive yaw and axle lift.

In general, the torque box assembly typically includes a welded steel rectangular box structure. The front and rear ends are welded to the round steel tube. In assembly, a bonded rubber bush is inserted into these tubes and a round metal rod is placed in the bushing. At one end of the torque box, the rod is connected to a cross member spanned between the frame rails of the vehicle frame. In turn, at opposite ends of the torque box, each end of the inner round metal rod is attached to an axle tower which connects the torque box to the axle through the axle housing. Further details of the torque box assembly are disclosed in US Pat. No. 6,527,286. The contents of US Pat. No. 6,527,286 are incorporated herein by reference.

Clearly, the load path between the axle housing and the torque box is very important. The attachment device or axle tower referred to herein is to provide a means for transferring these loads onto the axle housing. These axle towers carry longitudinal, roll input, lateral and vertical loads. The axle tower is preferably able to carry this load without overloading and / or breaking the axle housing.

Asymmetric axles are a standard in North America. Asymmetry refers to the fact that the differential housing is biased from the centerline of the axle. Asymmetric axles pose challenges in the design of attachment devices that attach axle alignment devices such as torque boxes and / or load reaction devices to the axle housing. The torque box or other device is usually centered between the frame rails of the vehicle and, therefore, centered between opposite ends of the axle. To center the torque box or other device, an attachment device such as an axle tower is placed equidistant from the centerline of the axle. As a result, the axle tower is typically mounted to the differential housing at different distances from each side of the centerline of the differential housing since the differential housing is not centered on the axis. In other words, the axle tower is mounted at an asymmetrical point around the centerline of the differential housing, so that the chords connecting the attachment points are not horizontal.

Because of this, axle towers are typically designed differently to accommodate asymmetrical positioning around the differential housing. In addition to having a different base structure due to accommodating the mounting position on the differential housing, the axle tower is also made at a different height to maintain the transverse range of the torque box parallel to the axle at rest. In other words, since one axle tower can be placed in a higher position on the differential housing than the other axle tower, this raised axle tower is shorter than the other axle towers, otherwise the torque box is at rest relative to the axle. , Tilted.

The axle tower must be able to withstand the stress forces imparted by the torque box or other such devices, and the axle tower absorbs the force along the axle housing and prevents possible damage to the axle and / or differential housing. And / or be distributed.

Other attachment devices known in the art are probably the longitudinal and transverse torque rod towers found on highway suspensions or towers, most of which connect a "vee rod" to the upper end of the axle housing. However, these devices are not inherently multifunctional as in the case of the axle tower of the present invention. The axle towers of the present invention are multi-faceted, multifunctional structural components, ie structures that respond to loads on multiple axes, but existing devices have structures whose functions respond to loads in one dimension, that is, on a single axis. It is original in that it is. In order to provide the functions described above, a number of features improved over the prior art structures can be included in the axle tower of the present invention.

As described in more detail below, when a vertical load is applied to the air spring, the torque box is in tension and reacts by traction on the axle tower. Due to this cantilevered load into the axle tower, there is a compression side (closest to the torque box) and tension side (farthest from the torque box) on the axle tower. Thus, these two sides of the axle tower can be designed differently to provide an efficient design that can support the load.

In one embodiment of the axle tower of the present invention, the axle tower may include a number of features. Although these features are described in more detail below, they are summarized as follows. One feature that may be included is that the compression side of the axle tower differs in shape from the tension side of the tower. Other shapes affect the stiffness of each side of the tower, improve the stress distribution, and reduce the stress load on the axle housing. One difference in the shape of the tower side is that the side of the axle tower, which is subjected to higher compression, is shelled or curved to a greater extent than the other side or tension side of the axle tower.

Another feature that may be included is that the slots of the inner connecting plates are asymmetrical in shape. Asymmetry solves the concentration of stress on one side of the slot through the concentration of material to bias higher stress levels. In other words, there are more materials on the side that are subjected to greater stress forces.

Another feature that may be included is an asymmetric footprint that attaches the axle tower to the axle housing. The side with a degree of cutout or curvature greater than the compression side of the axle tower has at least one chamfered or rounded corner. The effect of sharp corners on the axle housing is attenuated by distributing the round or chamfered footprint radial stress load on the compression side of the axle tower. Additionally, the occupied area has a range that can be scaled along the axle housing. This helps distribute stress along the larger area of the axle and differential housing.

Another feature that may be included is that the clamshell or curvature of the axle tower on the compression side can be curved and matched when the axle deforms under load without overloading the attachment weld. Structures with no shelling or curvature are more rigid and do not bend when the axle is warped, which overloads the weld.

Another feature may be welding of the axle tower. Welding is lighter, more cost effective, and may be preferable to conventional steel casting. In addition, welding does not require subsequent machining, such as in casting. However, the axle tower can be manufactured in casting form other than the manufacturing method described herein without departing from the scope of the present invention. The axle tower of the present invention can also be modified to function as a torque rod attachment.

In one aspect of the present invention, an axle tower for attaching a vehicle suspension component to a vehicle axle having a centerline is provided. The axle tower includes a compression side plate disposed substantially parallel to the tension side plate, each of the compression and tension side plates having an upper and a lower portion. The upper and lower portions of the compressive and tension side plates each have a proximal edge disposed closer to the centerline than the distal edge. The first and second appendages extend from the distal edges of the lower portion of the compressive and tension side plates, respectively, and the third and fourth appendages extend from the proximal edges of the lower portions of the compressive and tension side plates, respectively. The proximal and distal edges of the lower part of the compression and tension side plates have arcuate parts. The inner plate engages and is perpendicular to the compression and tension sides. The inner plate has an upper and lower portion, and the upper portion of the inner plate has a slot for attaching an axle tower to the vehicle suspension component.

In another aspect of the present invention, a mounting assembly is provided for mounting a suspension component on an asymmetric axle that includes a differential housing having a centerline. The mounting assembly includes first and second axle towers mounted to asymmetrical axles on opposite sides of the centerline, respectively. The first and second axle towers each comprise a compression and tension side plate disposed parallel to each other, each of which has an upper and a lower part. Each of the upper and lower portions includes a proximal edge that faces toward the centerline and a distal edge that faces away from the centerline. The first and second appendages extend from the distal edges of the lower portion of the compressive and tension side plates, respectively, and the third and fourth appendages extend from the proximal edges of the lower parts of the compressive and tension side plates, respectively. The inner plate combines the compression and tension side plates and is disposed perpendicular to the compression and tension side plates. Each of the inner plates has slots for attaching the first and second axle towers to the vehicle suspension components, each of which is spaced at an equal distance from the center of the axle.

In another aspect of the present invention, there is provided a suspension system for supporting a vehicle chassis comprising longitudinally extending first and second frame rails disposed transversely spaced over a transversely extending axle comprising a centerline. The suspension system includes a cross member extending transversely between and connected between the first and second frame rails, and a multifunctional suspension configuration connected to the cross member at one end and to the first and second axle towers at the other end. Contains an element. The first and second axle towers are spaced apart in the transverse direction and axle fixed on opposite sides of the centerline. The first and second axle towers each comprise compression and tension side plates disposed longitudinally spaced from one another in parallel to each other. Each of the compression and tension side plates has an upper and a lower portion, each of which has a distal edge towards the direction away from the center line and a proximal edge towards the center line. The first and second appendages extend from the distal edges of the lower portion of the compressive and tension side plates, respectively, and the third and fourth appendages extend from the proximal edges of the lower parts of the compressive and tension side plates, respectively. The inner plate joins the compression and tension side plates and is disposed perpendicular to the compression and tension side plates. Each of the inner plates has slots for attaching the first and second axle towers to the multifunctional suspension component. Slots of the first and second axle towers are spaced at the same distance from the centerline.

1 is a perspective view of a suspension system of the present invention for mounting a vehicle frame on a serial axle;

2A is an elevational view of the leading arm asymmetric axle of the serial axle shown in FIG. 1 with two axle towers of the present invention mounted thereon.

2B is an elevational view of the tailing arm asymmetric axle of the serial axle shown in FIG. 1 with two axle towers of the present invention mounted thereon;

3 is a side view of the leading arm axle shown in FIG. 2A.

4A is a perspective view of one embodiment of an axle tower of the present invention.

4B is a perspective view of another embodiment of the axle tower of the present invention.

5A is an elevational view of the axle tower shown in FIG. 4A.

5B is an elevation view of the axle tower shown in FIG. 4B.

6 is a sectional view taken along line 5-5 of FIG. 5A;

7 is a sectional view taken along line 7-7 of FIG. 5B.

8A is an elevational view of the side plate of the axle tower shown in FIG. 5A under tension.

FIG. 8B is an elevational view of the side plate of the axle tower shown in FIG. 5A with an uncurved accessory and subjected to compression; FIG.

9A is an elevation view of the side plate of the axle tower shown in FIG. 5A under tension.

9B is an elevational view of the side plate of the axle tower shown in FIG. 5B with an uncurved accessory and subjected to compression.

10A is a side view of the inner plate of the axle tower shown in FIG. 5A.

10B is an elevational view of the inner plate shown in FIG. 10A rotated 90 °.

11 is an elevational view of the inner plate of the axle tower shown in FIG. 5B.

Before describing an embodiment of the axle tower of the present invention, a general description of the suspension system, vehicle axle and frame is provided. The axle tower of the present invention can be used with other suspension systems, vehicle axles and frames without affecting the overall concept of the present invention.

A tandem axle, vehicle suspension system and vehicle frame, collectively indicated by reference numeral 10, is shown in FIG. Each axle includes the axle tower of the present invention. The axle and suspension system 12 is of the leading arm axle type and 14 is of the trailing arm type. Each axle and suspension systems 12, 14 are shown mounted on a frame 16 that includes frame rails 18, 20 extending longitudinally. The frame rails 18, 20 are rigidly connected by a pair of transversely extending parallel cross members 21, 23 arranged longitudinally apart. The cross members 21, 23 can be connected to each frame rail 18, 20 by any suitable means, typically using a mounting bracket.

The leading arm suspension system 22 and the trailing arm suspension system 24 support the frame 16 on the axles 26, 28, respectively. Only the main components of the trailing arm suspension system 24, which are the same on the leading arm suspension system 22, are briefly described. The air spring 30 is mounted on the frame rails 18, 20 at its upper end and is connected to the pad 32 of the axle seat 34 at its bottom end. The axle seat 34 is attached to each end of the axle 26, 28. On the end of each axle seat 34 opposite the pad 32, a torque rod 36 is pivotally connected using a pin and bushing arrangement. The other end of the torque rod 36 is also pivotally connected using a pin and bushing arrangement to a V-shaped hanger 38 mounted to the frame rails 18, 20.

The shock absorber 40 has one end attached to the frame rail 18 via a bracket and the other end pivotably connected to the torque rod 36. The torque box 42 is attached at one end to the frame rails 18, 20 via pivotal connections at both ends of a rod (not shown) extending in cross direction to the cross member 23. At the other end of the torque box 42, one end of the transversely extending rod 44 is connected to the axle tower 46, and the other end of the rod 44 is connected to the axle tower 48. The rod 44 is interposed between the clamp ends 50 and held in place with bolts. The rod may be connected to the axle tower by other means.

The axle towers 26, 28 shown in FIGS. 2A and 2B are almost identical asymmetrical axles, which are rotated 180 °, depending on whether the axle is a leading or trailing arm structure. The axle is referred to as asymmetric due to the fact that the differential housing portion 52 of each axle 26, 28 is biased from the centerline A of each axle 26, 28. The axle towers 46, 48 are asymmetrical positions along the differential housing 52 because the differential housing is biased from the centerline of the axle and the alignment device and / or load reaction device are typically centered relative to the axle. Is fixed to the axle housing 54. In other words, the axle tower 46 is further spaced apart from the centerline D of the differential housing than the axle tower 48, has a smaller footprint in contact with the differential housing, and is disposed lower on the differential housing 52, The axle tower 48 is spaced closer to the centerline D, has a larger occupancy area in contact with the differential housing, and is arranged higher on the differential housing 52. Due to this asymmetrical arrangement along the differential housing 52, the axle towers 46 and 48, as illustrated in FIGS. 4A and 4B, have different design structures (in order to keep the torque box mounting points aligned horizontally). And an occupied area or area in contact with the housing). However, especially if the axle towers are fixed to the axle housing without contacting the differential housing, or if they contact the differential housing in a symmetrical position, the axle tower need not have another structure. In fact, for symmetrical axles, two axle towers which are mirror symmetric images of each other can be used, in particular, in the axle tower 46, the mirror mirror image of the axle tower 46 connects the torque box to the symmetrical axle. Can be used to

3 illustrates some of the forces / loads acting on axle 26 and axle tower 46. Arrow AL denotes the load applied by the air spring (not shown), SL denotes the load applied by the spindle 56, TR denotes the load applied by the torque rod (not shown), and TB denotes the torque Represents the load applied by a box (not shown). As illustrated in FIG. 3, the torque box (not shown) is in tension and applies a load in the direction of arrow TB. This load thus causes the side plate 58 of the axle tower 46 closer to the torque box to be in compression, and the side plate 60 of the axle tower farther from the torque box to be in tension.

As shown in FIGS. 4A, 4B, 5A, and 5B, the axle tower 46 includes a compression side plate 58 and a tension side plate 60, and the axle tower 48 includes a compression side plate ( 62) and tension side plate (64). Each side plate 58, 60, 62, 64 has two attachments 66, 68, 70, 72, 74, 76, 78, 80, respectively, and upper and lower portions 82, 84, 86, 88, 90, 92, 94, 96). Alternatively, instead of two accessories 66, 70 integrally formed with the side plates 58, 60, a single accessory integrating 66 and 70 may be welded to the side plates 58, 60. This alternative structure can also be applied to the attachments 74, 78 and 76, 80 and the side plates 62, 64.

Each of the side plates 58, 60 has two openings 89, 91, 93, 95, respectively. The openings 89, 91 are concentric with the openings 93, 95, respectively, and are used to attach the rod 44 of the torque box 42 to the axle tower 46. In addition, the side plates 62, 64 each have a pair of openings 97, 99, 101, 103, arranged in the same manner for the same purpose.

The side plates 58, 60, 62, 64 may be connected by inner plates 98, 100, respectively. The inner plates 98, 100 also have upper and lower portions 102, 104, 106, 108, respectively. The side plates 58, 60, 62, 64 and the inner plates 98, 100 can be made of hardened high strength material such as steel and can be welded together, which welds to the attachment 70 (66). Welding of the attachment 74 to the attachment 78. Alternatively, the entire axle tower structure may also be formed as a casting.

The lower portions 84, 88, 92, 96 have edges 110, 112, 114, 116, respectively, directed in the direction away from the centerline A or the closest spindle. As mentioned above, the side plates 58, 62 are subjected to compressive forces applied by a torque box or other load reaction / axle alignment device, and the side plates 60, 64 are under tension. In order to properly absorb and disperse this compressive force, the edges 110 and 114 are contoured or shelled. Edges 112 and 116 may also be contoured or have curvature. It is also desirable for the edges 110 and 114 to have a contour or shell pattern larger than the edges 112 and 116, respectively. In other words, edges 110 and 114 are edge 110 rather than edges 112 and 116 spaced relative to edges 142 and 150, respectively, as shown in FIGS. 8A, 8B, 9A and 9B. , 114 are more closely spaced relative to the edges 138, 146, respectively.

Attachments 66 and 76 extending from edges 110 and 114, respectively, may be curved toward side plates 60 and 64, respectively, with chamfered corners. Since the side plates 58 and 62 are compressed, these chamfered corners reduce or distribute the load on the axle and differential housing that will concentrate on sharper corners in the absence of chamfered corners. In addition, the chamfered corners reduce stress concentration on the weld that attaches the axle tower to the axle housing.

As shown more clearly in FIGS. 6 and 7, appendages 66 and 76 are curved at about 90 ° angles. In other words, the first sections 118, 120 are oriented at about 90 ° with respect to the third sections 122, 124, respectively, and the curved second sections 126, 128 are aligned with the first sections 118, 120. Join the third sections 122, 124, respectively. The appendages 66 and 76 may be long enough to meet and weld to the respective appendages 70 and 80. In addition, the third sections 122, 124 may meet the appendages 70, 80 at an angle of about 90 °, with the first sections 118, 120 extending parallel to the appendages 70, 80. In fact, the appendages 66, 74, 76 prior to applying bending or bending are shown in FIGS. 8B and 9B.

In addition, because the axle tower 48 is disposed higher on the differential housing and is typically subjected to higher stress in the region of the appendages 74 and 78, the appendages 74 bend toward the appendages 78, and Have a length sufficient to meet and weld to it. In addition, the appendage 74 has a first section 130 present at about 90 ° relative to the third section 132, and the curved second section 134 presents the first and third sections 130, 132. Bend at about 90 ° to engage. In addition, the third section 132 meets the appendage 78 at an angle of about 90 °, and the first section 130 extends parallel to the appendage 78. Additionally, appendages 68 and 72 may extend parallel to one another, as shown in FIG. 4A, or may be connected to one another, as described in a pair of other appendages.

In addition, the upper and lower portions 82, 84, 86, 88 have edges 136, 138, 140, 142 toward the centerline A, as best shown in FIGS. 8A and 8B. Similarly, the upper and lower portions 90, 92, 94, 96 have edges 144, 146, 148, 150 facing the centerline A. FIG. Edges 136, 140, 144, 148 are substantially linear, and edges 138, 142, 146, 150 have a predetermined curvature. The curvature or curvature radius of edge 138 may be substantially the same as that of edge 142, and the curvature or curvature radius of edge 146 may be substantially the same as that of edge 150.

The inner plate 98 of the axle tower 46 shown in FIGS. 10A and 10B has upper and lower portions 102, 104, respectively. The inner plate 100 of the axle tower 48 also has upper and lower portions 106 and 108, as shown in FIG. 11. The upper and lower portions 102, 104 may be inclined with respect to each other and may be present at an angle of about 160 ° to about 170 °. In the embodiment shown in FIGS. 10A and 10B, the upper and lower portions meet at an angle of about 165 °. This helps to stiffen the area of the side plates 58, 62 from the lower portion 104 of the inner plate 98 to the ends of the appendages 68, 72 shown in FIG. 5A. The upper and lower portions 106, 108 are as shown in FIG. 5B, in particular due to the area of the side plates 62, 64 from the lower portion 174 of the inner plate 100 to the ends of the appendages 74, 78. Likewise, they can be arranged linearly.

In order to connect the torque box 42 to the axle towers 46, 48, the inner plates 98, 100 are slots 160, 162 for receiving rods 44, as shown in FIGS. 1 and 3. ) (See FIGS. 10 and 11). It should be understood that the load reaction mechanism / axle alignment device can be connected to the axle tower in other ways known in the art without departing from the scope of the present invention.

The fork structure of the upper portions 102, 106 creates slots 160, 162 that are V-shaped and have open ends 164, 166 and closed ends 168, 170. The closed ends 168, 170 of the V-shaped slots 160, 162 may be biased. This creates regions 172 and 174 with increased material. The inner plates 98 and 100 are each side plates 58 such that the increased material is closest to the side plates 60 and 64 to provide added strength to the sides of the inner plates under compression, as shown in FIG. 3. , 60, 62, 64). In addition, the slots 160, 162 are of the same size and shape so that when the torque box 42 is attached to the axle towers 46, 48, the transverse range of the torque box remains parallel with respect to the ground or axle at rest, Can be.

The upper portion 102 of the inner plate 98 is attached to the upper portions 82, 86 adjacent the edges 136, 140, and the inner plate 98 extends to the base 172 of the axle tower 46. . Similarly, upper portion 106 of inner plate 100 is attached to upper portions 90 and 94 adjacent edges 144 and 148 and inner plate 100 is shown in FIGS. 4A, 4B, 5A and FIG. As shown in 5B, it extends to base 174. Due to the placement of the lower axle tower 46 on the differential housing 52 and the higher axle tower 48 on the differential housing 52, the inner plate 98 is longer or higher than the inner plate 100. Additionally, the inner plate 98 is longer due to the inclined relationship of the upper portion 102 to the lower portion 104. In order to center the torque box on the axle (and between the frame rails), the upper part of the inner plate, in particular the slot, must be equidistantly spaced from the axle centerline.

The axle towers 46 and 48 may be welded to each of the axle housings of the axles 26 and 28. Welding is made along the bases of each side plate, attachment and inner plate. Since the axle towers 46 and 48 can be welded to the axle housing, and the accessories 66 and 76 can be welded to the attachments 70 and 80 respectively, the axle housing and the axle tower are closed to collect water. To form a volume. Thus, as shown in FIGS. 4A and 4B, cutouts 175 and 177 may be included in appendages 66 and 76, respectively, to help drain excess water. Additionally, as shown in FIGS. 10B and 11, the inner plates 104 and 108 may include holes 179 and 181, respectively, to help drain any excess water.

Although the invention has been described in detail with reference to the above-described embodiments, other changes and modifications can still be made without departing from the spirit and scope of the invention. It is to be understood that the invention is not limited to the embodiments described herein. Indeed, the true scale of the scope of the invention is defined by the appended claims, including the full range of equivalents to which each element of each claim is entitled.

Claims (20)

An axle tower for attaching a vehicle suspension component to a vehicle axle having a centerline, A compression side plate disposed generally parallel to the tension side plate, First and second appendages extending from the distal edges of the lower portions of the compressive and tensioning side plates, respectively; Third and fourth appendages extending from the proximal edges of the lower portions of the compression and tension side plates, respectively; Proximal and distal edges of the lower portions of the compression and tension side plates, having an arcuate portion, and Combining the compression and tension side plates, the inner plate disposed perpendicular to the compression and tension side plates, Each of the compression and tension side plates has upper and lower portions, each of the upper and lower portions of the compression and tension side plates has a proximal edge disposed closer to the centerline than the distal edge, The inner plate has upper and lower portions, the upper portion of the inner plate having a slot for attaching the axle tower to the vehicle suspension component. The method of claim 1, The first appendage is A first section extending from the distal edge along the axle; A second section extending from the first section along the axle and curved toward the tension side plate, A third section extending from the second section along the axle, The third section is connected to the second accessory adjacent its end and is approximately perpendicular to the first and the second accessory. The method of claim 2, The arcuate portion of the proximal edge of the compression and tension side plates has substantially the same curvature, The arcuate portion of the distal edge of the compression side plate is spaced apart by a first distance from the proximal edge of the compression side plate, The arcuate portion of the distal edge of the tension side plate is spaced apart from the proximal edge of the tension side plate by a second distance, the first distance being less than the second distance. The method of claim 3, wherein The third appendage includes a first section extending from the proximal edge, A second section extending from the first section of the third appendage along the axle and curved towards the tension side plate; A third section extending from the second section of the third appendage along the axle, The third section is connected to a fourth accessory adjacent its end and is approximately perpendicular to the first section of the third accessory and the fourth accessory. The method of claim 3, wherein The upper portion of the inner plate includes a fork-shaped end forming the slot, The slot having an open end and a closed end, the closed end being disposed closer to the tension side plate than the compression side plate. The method of claim 5, The upper portion of the inner plate is attached to the compressive and tension side plates adjacent the proximal edge of the upper portions of the tension and compression side plates. The method of claim 6, The lower part of the inner plate is inclined with respect to the upper part. A mounting assembly for mounting a suspension component on an asymmetric axle that includes a differential housing having a centerline, a) each of the first and second axle towers mounted to the asymmetric axle on opposite sides of the centerline, Each of the first and second axle towers i) compression and tension side plates disposed parallel to each other, each having upper and lower portions, each of the upper and lower portions proximal edges directed towards the centerline and distal edges facing away from the centerline Compression and tension side plates comprising a, ii) first and second appendages respectively extending from the distal edges of the lower portions of the compression and tension side plates, iii) third and fourth appendages respectively extending from the proximal edges of the lower portions of the compression and tension side plates, and iv) an inner plate joining the compression and tension side plates, disposed perpendicular to the compression and tension side plates, each having a slot for attaching the first and second axle towers to the vehicle suspension component; And an inner plate each of which is spaced at an equal distance from the center of the axle. The method of claim 8, a) each of said proximal edges of said lower portions of said compression and tension side plates of said second axle tower has an arcuate portion, said arcuate portion of said compression side plate of said second axle tower being said second axle; Has a radius of curvature equal to the radius of curvature of the arcuate portion of the tension side plate of the tower, b) each of the distal edges of the lower portions of the compression and tension side plates has an arcuate portion, c) each of said arcuate portions of said compression side plates of said first and second axle towers are respectively spaced apart by said first distance from said proximal edges of said compression side plates of said first and second axle towers, d) each of the arcuate portions of the distal edges of the tension side plates of the first and second axle towers are each a second distance from the proximal edges of the tension side plates of the first and second axle towers. Spaced apart, e) the first distance is less than the second distance. The method of claim 9, Each of the first appendages of the first and second axle towers comprises a first section extending from the distal edge of the lower portion of the compression side plate of each of the first and second axle towers;  A second section extending from a first section of each of the first and second axle towers and curved towards a second appendage of each of the first and second axle towers; A third section extending from a second section of each of the first and second axle towers, The third section is connected to a second appendage of each of the first and second axle towers adjacent to an end thereof, the first section of each of the first and second axle towers and the first and second axle towers. A mounting assembly approximately perpendicular to the second appendage of each of them. The method of claim 10, The third accessory of the second axle tower comprises a first section extending from the proximal edge of the lower portion of the compression side plate of the second axle tower; A second section extending from the first section of the third accessory of the second axle tower and curved towards the tension side plate of the second axle tower, and A third section extending from said second section of said third accessory of said second axle tower, The third section of the third accessory is connected to the fourth accessory of the second axle tower adjacent an end thereof, the third section of the third accessory of the second axle tower and of the second axle tower Approximately perpendicular to said fourth appendage, And the third and fourth appendages of the first axle extend parallel to each other. The method of claim 11, Each of the inner plates of the first and second axle towers has an upper portion and a lower portion, Each of the upper portions includes a forked end forming the slot, each of the slots having an open end and a closed end, each of the closed ends being a compression side of each of the first and second axle towers. Mounting assembly disposed closer to the tension side plate of each of the first and second axle towers than the plate. The method of claim 12, Each of said upper portions of said inner plates is disposed in said compressive and tension side plates adjacent said proximal edges of said upper portions of said compressive and tension side plates, The slots of the first and second axle towers are spaced apart the same distance from the center of the axle. The method of claim 13, The lower portion of the inner plate of the first axle tower is inclined relative to the upper portion of the inner plate of the first axle tower. The method of claim 14, The first and second appendages of the first axle tower extend a third distance along the axle, the first and second appendages of the second axle tower extend a fourth distance along the axle, The third distance is less than the fourth distance, The third and fourth appendages of the first axle tower extend a fifth distance along the axle, the third and fourth appendages of the second axle tower extend a sixth distance along the axle, The fifth distance is less than the sixth distance. A suspension system for supporting a vehicle chassis comprising first and second frame rails transversely spaced and extending longitudinally over a transversely extending axle comprising a centerline, a) a cross member extending transversely between said first and second frame rails and connected to said first and second frame rails, b) a multifunctional suspension component, one end of which is connected to the cross member and the other end of which is connected to the first and second axle towers, and c) first and second axle towers fixed to the axle at opposite sides of the centerline and spaced apart in the transverse direction, Each of the first and second axle towers i) compression and tension side plates spaced longitudinally apart parallel to each other, each having upper and lower portions, each of the upper and lower portions facing away from the centerline and the proximal edge directed towards the centerline; And tension side plates comprising a distal edge directed towards ii) first and second appendages respectively extending from the distal edges of the lower portions of the compression and tension side plates, iii) third and fourth appendages respectively extending from the proximal edges of the lower portions of the compression and tension side plates, and iv) an inner plate joining the compression and tension side plates, disposed perpendicular to the compression and tension side plates, each having a slot for attaching the first and second axle towers to the multifunction suspension component; And the slots of the first and second axle towers comprise an inner plate spaced at an equal distance from the centerline. The method of claim 16, a) each of the distal edges of the lower portions of the compression and tension side plates has an arcuate portion, b) each of said arcuate portions of said compression side plates of said first and second axle towers are respectively spaced apart by said first distance from said proximal edges of said compression side plates of said first and second axle towers, c) each of the arcuate portions of the distal edges of the tension side plates of the first and second axle towers are each a second distance from the proximal edges of the tension side plates of the first and second axle towers. Spaced apart, d) a suspension system wherein the first distance is less than the second distance. The method of claim 17, Each of the first appendages of the first and second axle towers comprises first, second and third sections, Each of the first sections extends from distal edges of each of the first and second axle towers, Each of the second sections extends from the first sections of each of the first and second axle towers and is curved toward the tension side plate of each of the first and second axle towers, Each of the third sections is connected to the second appendage of each of the first and second axle towers extending from the second sections of each of the first and second axle towers and adjacent to an end thereof; Each of the third sections is disposed approximately perpendicular to the first section of each of the first and second axle towers and the second appendage of each of the first and second axle towers. The method of claim 18, The third appendages of the second axle tower comprise a first section extending from the proximal edge of the lower portion of the compression side plate of the second axle tower; A second section extending from the first section of the third accessory of the second axle tower and curved towards the tension side plate of the second axle tower; A third section extending from said second section of said third accessory of said second axle tower, The third section of the third accessory of the second axle tower is connected to the fourth accessory of the second axle tower adjacent an end thereof, the first section of the third accessory of the second axle tower and Suspension system disposed approximately perpendicular to the fourth appendage of the second axle tower. The method of claim 19, a) each of said inner plates has an upper and a lower portion, each of said upper portions includes a fork-shaped end forming said slot, each of said slots has an open and closed end and said closed ends Each disposed closer to the tension side plate of each of the first and second axle towers than the compression side plate of each of the first and second axle towers, b) said upper portions of said inner plates of said first and second axle towers each being said compressive and tensioning said first and second axle towers adjacent said proximal edges of said upper portions of said compression and tension side plates; Suspension system attached to the side plates.

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