MX2009011390A - Joint terminal. - Google Patents

Abstract

Described is a joint terminal for connecting a collapsible suspension system to the chassis or frame of the vehicle where it is to be mounted, which includes a channelled profile mounted directly under the original axis of the vehicle. Said joint terminal also supports the cord where the shock absorber and the stabilising bar are mounted, as well as a plate for supporting the pneumatic bags and, in the case of tandem axis, for supporting an articulated connection which allows the link of the extra axis to be mounted.

Description

UNION TERMINAL Object of the Invention The present invention innovates the rear suspension of commercial vehicles for transporting cargo or passengers, by means of a new way of connecting the tractive or rear axle with the elements of the suspension that have the form of a dragged arm. Although applied on any standard construction vehicle, it is particularly useful on vehicles that have a long vertical travel suspension. In addition, it absorbs the longitudinal forces by acceleration and braking and transmits to the elements that have the shape of a dragged arm the torsion caused by acceleration and braking. This protects the transmission components, especially the pinion of the differential and the rear crosshead of the cardan shaft. This invention is also applicable for non-tractive axles such as those of trailers or vehicles with front-wheel drive.

Background.

In the automotive industry, commercial vehicles for cargo and passenger transport are built with a rear suspension that has a limited vertical travel of the order of 15 cm approximately. This route is insufficient for applications that require that the complete vehicle can significantly reduce its height with respect to the floor. To facilitate the extension of the vertical travel of the suspension, other suspension arrangements have been proposed, which require that there be a rigid connection between longitudinal elements in the form of an arm and the tractive axis, which transmits to these elements the longitudinal and torsional forces caused by acceleration and braking and that prevent the tractive shaft and the differential from rotating due to torsional forces.

In the customary designs, this function is performed by springs in the form of leaves or springs, but by their very elasticity they do not prevent the torsional rotation of the tractive axis, much less the amplitude of vertical displacement that is needed in the applications mentioned in the previous paragraph . The torsional rotation caused by acceleration and braking causes, even in very short periods of time, that considerable radial forces are generated in the pinion of the differential and in the crosshead that joins it with the cardan shaft, which reduces The useful life of the bearings of the pinion and the spider itself is very large, causing sudden failures in the movement of these vehicles.

Once it is desired to design a long travel collapsible suspension, it is vital to maintain the arms that will connect the chassis and the tractive axle in correct position with respect to the axle during the entire movement path, in order to avoid the previously described efforts. Likewise, given the characteristics of the collapsible suspension mechanism of which the device of the present invention forms part, a means of securing and supporting the pneumatic bags is required, a coil that deflects the shock absorber and transmits the moment of rotation to the stabilizer bar.

The need to solve such limitations originated the present invention.

DESCRIPTION OF THE INVENTION.

The connecting terminal object of the present invention, described in Figure 1, consists of a grooved profile preferably manufactured in steel alloys, including stainless steel, with a wall thickness of between 3 and 9.5 mm, more specifically between 5.5 and 7 mm, and a length between 40cm and 1m, more specifically between 45 and 60cm, which is mounted on the rear axle of commercial vehicles for the transport of cargo and passengers, in which a suspension system has been installed collapsible, in order to connect the original tractive axle of the vehicle to the chassis or frame, which has not undergone any modification, by means of an adapter box and connecting arms or stringers.

This connection terminal will be used to connect the original rear axle of the vehicle with the chassis or frame by means of the connecting arms formed by springs arranged in a vertical plane that are assembled by screws for which the connection terminal has been drilled. Likewise, in addition to supporting the shaft and the connecting arms, the connection terminal will have the holes, supports and accessories to mount the shock absorber, a support plate for the pneumatic bag of the collapsible long vertical displacement suspension, a rope that will connect a rod stabilizer, a reinforcement connector bridge for the axle and, in the case of tandem axles, a ball joint or articulated connection that will allow the extra axle link to be mounted.

The joint terminal can be fixed to the shaft by welding processes or by means of clamps, screws or any other means of fastening that has sufficient mechanical strength to withstand the stresses generated by the weight of the vehicle and the load as well as the stresses of the suspension, the torsion of the chassis and the longitudinal and torsional forces caused by the starting and braking forces.

To mount it on the shaft, it has a machining or cut in a semicircular shape on which the shaft falls, thus promoting better contact between the parts and a more efficient transmission of forces. Depending on the dimensions of the vehicle and more specifically on its axis, this machining will have more or less depth in the profile so that the longitudinal acceleration and braking stresses preferably cross the center of the axis, or are transmitted from said center to the springs of the connecting arms towards the line of centers of the maroma that is mounted on the spar of the frame or chassis and receives in a joint the other end of said arm.

It is mounted on the axle with the precise angle required by the collapsible suspension system, in order to allow all the freedom of movement that it demands, without generating torsional stress on the axle, frame or other elements of the collapsible suspension system. In the same way, it allows to assemble and disassemble the beams for maintenance or replacement while remaining the angle required by the system. This angle is calculated to minimize the bending of the cardan shaft crosshead that communicates with the pinion of the differential, depending on the dimensions of the vehicle in which it is mounted.

This joint terminal may be reinforced in part or along the entire length of the profile. Likewise, this union terminal may have standard measurements for each class and brand of automotive vehicle in which it is desired to install.

As an example, in the particular case of trucks adapted for transporting cars on platforms without rolling them, I recommend (without thereby imitating the amplitude of the rights promoted with this patent, referring to the "inventive concept" contemplated in the legislation), the use of the joint terminal to mount a collapsible suspension system using the original rear axle, and connect.

A further example of the application of the present invention is in the case of heavy or towing trucks, as well as in construction machinery, agriculture, forestry and other equipment operating on and off the roads, including for civil and military use, in which it is desired to mount a collapsible suspension system, respecting the original axis of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 - Shows a perspective view of the channel that makes up the Union Terminal, where the cutting or machining to mount the shaft and the holes for the connecting arms and the rope is appreciated.

Figure 2 - Shows a side view of the Union Terminal in which the location of the drill holes can be better appreciated.

Figure 3 .- Shows a front view of the Union Terminal in which the grooved shape of the profile that forms it is appreciated.

Figure 4 shows a perspective view of the Union-Axle Terminal assembly, and a detail of the assembly made by welding is appreciated. You can also see how the force bridge is located on the back and how the connecting arms are located.

Figure 5.- Shows a perspective view of the assembly of the Union Terminal with the shaft made by clamp, the force bridge, the connecting arms, the link for the tandem axle, the rope and the pneumatic bags.

Figure 6 shows a perspective view in which, by means of a detail, the assembly of the connection terminal with the shaft by clamp, the position of the pneumatic bag, the force bridge, and the link for the tandem axis.

PREFERRED MODE OF THE INVENTION The preferred embodiment of the present invention, described in Figure 1, consists of a connecting terminal used to connect a collapsible suspension system with the chassis or chassis of commercial vehicles for the transport of cargo or passengers by means of connecting arms or beams. , which is constituted by a grooved profile ("a") mounted directly by a welding process on the original axis of the vehicle and which is preferably manufactured in steel alloys, such as carbon steel, with a wall thickness of 3 and 9.5 mm, and more specifically between 5.5 and 7 mm, and a length between 40 cm and 1 m, more specifically between 45 and 60 cm.

It has a machining or cutting ("b") to mount it to the shaft through any welding process and also has holes, brackets or accessories to mount the shock absorber, a support plate for the pneumatic bag of the suspension collapsible long displacement vertical, a rope that will connect a stabilizer bar and a bridge reinforcement connector for the shaft. As well as holes ("c") in the vertical side faces to be connected by screws with the longitudinal elements that have the shape of flat springs.

A second embodiment of the present invention is that for the manufacture of the Union Terminal and its components, any stainless steel alloy may be used.

A third embodiment of the present invention is that for the manufacture of the Union Terminal and its components, any aluminum or other metal alloy having sufficient mechanical strength to withstand the stresses to which it will be subjected may be used, and that complies with the applicable safety standards.

A fourth embodiment of the present invention is that for the manufacture of the Union Terminal and its components, any composite material or composite can be used.

A fifth embodiment of the present invention is that the Union Terminal may be reinforced in part or in its entirety.

A sixth embodiment of the present invention is that the Union Terminal will have a ball joint or articulated connection to connect an extra axis in the case of tandem axes.

A seventh embodiment of the present invention consists in that the connection between the channel and the vehicle axis is made by means of a fastener screwed with "U" shaped screws in replacement of the welding.

An EIGHTH embodiment of the present invention is that instead of welds or clamps, the joint terminal is attached to the shaft by screwing it to the clips or fasteners that are welded to the shaft in its factory construction.

A NINTH embodiment of the present invention is that the Union Terminal will be able to connect a single spring leaf.

A TENTH modality of the present invention is that it can be used to support a suspension centering mechanism.

A ELEVENTH modality of the present invention is that it can be used to support a landing gear mechanism.

A TWENTY-SIX modality of the present invention consists of the fact that the Union Terminal may have standard shape and dimensions for each class, type and brand of vehicle in which it is desired to mount.

A THIRTEENTH modality of the present invention is in the case of heavy or towing trucks, as well as in construction machinery, agriculture, forestry and other equipment that operate on and off the roads, including those for civil use and military, in which it is desired to mount a collapsible suspension system respecting the original axis of the vehicle.

Claims (18)

CLAIMS Having described my invention sufficiently and clearly, I consider it (we consider) as a novelty and therefore claim my exclusive property, contained in the following clauses:
1. I. A connecting terminal that is used to connect a collapsible suspension system to the chassis or frame of commercial vehicles for the transport of cargo or passengers by means of connecting arms or longitudinal members, which is constituted by a grooved profile mounted directly by a welding process on the original axis of the vehicle and that is preferably manufactured in steel alloys, such as carbon steel, with a wall thickness of between 3 and 9.5 mm, and more specifically between 5.5 and 7 mm, and a length of between 40 cm and 1 m, more specifically between 45 and 60cm. It has a machining or cutting to mount it to the shaft through any welding process and also has the holes, supports or accessories to mount the shock absorber, a support plate for the pneumatic bag of the suspension collapsible long vertical displacement, a rope that will connect a bar stabilizer and a bridge reinforcement connector for the shaft. It also has holes in the vertical side faces to screw in them the longitudinal elements of the connecting arms, which have the shape of leaf springs flat.
2. 2. A device according to clause 1, further characterized in that any stainless steel alloy can be used for its manufacture.
3. 3. A device according to clause 1, further characterized in that any aluminum or other metal alloy having sufficient mechanical strength to withstand the stresses to which it will be subjected, and which complies with applicable safety standards, may be used for its manufacture. .
4. 4. A device according to clause 1, further characterized in that any composite or composite material can be used for its manufacture.
5. 5. A device according to clauses 1 to 4, further characterized in that it may be reinforced in part or in its entirety.
6. 6. A device according to clauses 1 to 5, further characterized in that it may have a ball joint or articulated connection to connect an extra axis in the case of tandem axes.
7. 7. A device according to clauses 1 to 6, further characterized in that the junction between the channel that forms it and the vehicle axis is made by means of a fastener screwed with "U" shaped screws in replacement of the welding.
8. 8. A device according to clauses 1 to 7, further characterized in that instead of welds or clamps, the joint terminal is attached to the shaft by screwing it to the clips or fasteners that are welded to the shaft in its factory construction.
9. 9. A device according to clauses 1 to 8, characterized in that it can connect a single spring leaf.
10. 10. A device according to clauses 1 to 9, further characterized in that it can be used to support a suspension centering mechanism.
11. 11. A device according to clauses 1 to 10, further characterized in that it can be used to support a landing gear mechanism that holds the truck loading platform on the floor when the suspension collapses.
12. 12. A device according to clauses 1 to 11, further characterized because it may have standard shape and dimensions for each class, type and brand of automotive in which it is desired to assemble.
13. 13. A device according to clauses 1 to 12, further characterized because it is used when installing a collapsible suspension system to connect the original axis of the vehicle with the chassis or frame.
14. 14. A device according to clauses 1 to 13, further characterized in that it is used to maintain the desired angles in the geometry of a collapsible suspension system during the entire range of motion of said system.
15. 15. A device according to clauses 1 to 14, further characterized in that it transmits to the connecting arms the longitudinal and torsional forces and forces caused by the acceleration and braking of the vehicle.
16. 16. A device according to clauses 1 to 15, further characterized in that it transmits to the axle the forces of the pneumatic suspension.
17. 17. A device according to clauses 1 to 16, further characterized in that it transmits to the axle the centering forces that balance the lateral forces of the circulation in curves or on inclined terrains.
18. 18. A device according to clauses 1 to 17, characterized in that it can be used on heavy or towing trucks, as well as on construction machinery, agriculture, forestry and other equipment operating on and off the roads, including for civil and military use, in which it is desired to mount a collapsible suspension system respecting the original axis of the vehicle.