MXPA00001720A - Double v-link stabilizing system for air spring suspensions - Google Patents

Abstract

A system for stabilizing the location and attitude of an axle on a vehicle using an air spring suspension is disclosed. A first V-link member, having a first end, a second end and an apex section between its first and second ends, is pivotally attached at each end to opposings ends of the axle and pivotally mounted from the vehicle frame at a point centered between elongated frame rails and displaced from the axle in the direction for elongation of the frame. A second V-link member, having a first end, a second end and an apex section between the first end and the second end, is mounted between the vehicle and the axle by pivotally attaching its first and second ends to the outside frame rail at points displaced from the axle parallel to the direction of elongation of the frame and by a third pivot mount to the center of the axle. The points of attachment of the first V-link member are vertically displaced from the points of attachment of the second V-link member to avoid the attachment points of different V-link members being coaxial with the roll axis of the vehicle.

Description

LINK STABILIZATION SYSTEM IN 'V DOUBLE FOR AIR SPRING SUSPENSIONS BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to vehicle suspension systems and, more particularly,. With auxiliary axle stabilization for an air spring suspension system. The invention provides "the reduction of lateral deviation of the axle and improves the stability of the vehicle by increasing the resistance to the bite of the reactive brake and to the rolling of the vehicle. 2. BACKGROUND Truck suspension systems provide isolation of passengers and cargo from road crash while maintaining the vehicle stable and maintaining operator control. These objects are filled using combinations of springs, motion damping devices and auxiliary shaft placement elements. The range of acceptable operating levels, while supporting the weight of the vehicle through a wide range of vehicle load conditions, is preferably achieved with a mechanically-simple, compact and lightweight suspension system. The central element of any suspension system is the spring, and the four basic, most popular types of suspension systems used on trucks can be categorized by the used spring, that is, leaf spring systems; beam equalization systems; torsion bar systems; and air spring systems. Hybrid combinations of these are also used. Air-based spring systems have recently gained popularity and have been applied to both steering and non-steering shafts as well as driven and non-driven shafts. In an air spring-based system, the air bellows are positioned with respect to an axle and uri vehicle chassis to support the chassis from the axle. Air spring suspensions provide excellent load and vibration isolation by eliminating the sheet fraction found in traditional multi-leaf spring designs and, in some systems, allowing active control of the spring rate. In addition, an air spring usually has a lower deflection rate than a leaf spring exerting the same force, providing the system with greater capacity to absorb shocks for a given displacement between the axle and the chassis. The air spring pressure can be adjusted to compensate for vehicle load changes by adding air to or discharging air from the spring. This aspect of the springs also benefits other suspension design objects, since adding or discharging air, the height of the vehicle does not need to vary with the load or placement of the load. A disadvantage of non-hybrid air spring suspension systems, especially when compared to leaf spring systems, is that they require more auxiliary stabilization to maintain the proper location and attitude of the axle relative to the vehicle and to prevent Excessive rolling of the vehicle, absent stabilization, the air springs will extend to their maximum lengths or widths in the direction of least resistance and may cause a non-uniformly loaded vehicle to tip over to one side, while Leaf springs, due to 'double points of connection to the vehicle chassis both forward and back of the axle, are partially self-stabilizing and provide better direct support. The auxiliary stabilization can be directed to control one or more specific types of unwanted movement of a vehicle or axle. To some degree, the control of one type of movement can be achieved more easily by exchanging the control of another, type of movement. Some auxiliary stabilization elements can still promote certain types of unwanted vehicle chassis or axle movement while achieving control for some other movement. Among the problems that must be controlled are the rolling of the vehicle that occurs during turns, suspension compression (front end bite) occurring during braking, suspension expansion adjacent to an axle driven during acceleration (acceleration lift), and lateral axis deflection, particularly during the turn. Some auxiliary stabilization systems produce changes in the angle of advance of the axis with vertical movement of an axis. When ST use air springs and a system d? Auxiliary stabilization is applied to a steering shaft, additional complications arise. For a steering axle, an air spring is usually placed adjacent to each wheel and on the axle, directly below the side rails of the vehicle chassis. When fixing the components of the auxiliary stabilization system, the placement of the connection bar d? The address and the connection link must be taken into consideration. The forces d? lateral deviation, while TS d? importance with any. axis, they will be particularly strong, and the consequent possibility of suspension direction is more likely. The auxiliary stabilization systems of parallelogram have been used as auxiliary stabilization systems in recent designs of air spring suspension. The parallelogram systems solve a number of problems, but do not provide any inherent stabilization against the body roll and do not provide lateral stabilization of the axes. Additional stabilization elements, which add both weight and complexity, have been required with parallelogram systems. Additionally, while the systems d? paral? achieved attached to each end of a shaft can prevent shaft rotation change, require heavy and bulky mounting brackets connected to the. axis,.' what I also add? weight to the vehicle and, in some cases, reduces the availability of space for mounting 'the air spring.' The parallelogram systems are neutral with respect to any response to reactive brake forces, in that they do not contribute to or prevent the front end pitching or acceleration related to the size of a vehicle. Counteracting some or all of these problems is obtained preferably with a system that is not excessively complex, bulky or heavy, which allows ST to use the full capacity of the springs d? air, SUMMARY OF THE INVENTION It is an object of the invention to provide auxiliary axis stabilization for a system. of air spring suspension, characterized by improved vehicle stability. A further object of the invention is to provide a system d? resort suspension? of air that has improved rolling resistance. Another object of the invention is to provide a suspension system that improves lateral stability d? Steering axle without using a bar d? trajectory. The above objects and other STs achieve as ST describes now. The invention provides a system for stabilizing the location and attitude d? an axle in a vehicle that uses an air spring suspension. A first V-link member having first and second opposite ends and a section d? The apex between its first and second ends is pivotally fixed by its opposite ends to the opposite ends of the shaft and is pivotally mounted. additionally.-through the apex section to the vehicle's chassis at a centered point between the rails d? chassis elongated and displaced from? l ej? along the direction of elongation of the chassis. A second V-link member having first and second opposite ends and a section d? The apex between the first end and the second end is mounted between the vehicle and the shaft pivotally fixed at its first and second ends to the outer chassis rail at points displaced from the shaft. along d? the direction of elongation of the chassis and by means of a third pivotal assembly that connects the apex section and the center of the shaft. The fixation points of the first member d? ? nlace? n V are vertically displaced from the fixation points of the second m? mbro '' V link, preventing the d? fixation points of different V link members from being simultaneously coaxial with the bearing TJT of the vehicle. Effects, particularities and additional advantages will be evident in the written description that follows.

BRIEF DESCRIPTION OF THE DRAWINGS The novel features that are believed to be characteristics of the invention are set forth in the appended claims. The invention itself, however, as well as a preferred mode of use, additional objects and advantages d? it will be better understood by referring to the following detailed description of an illustrative embodiment, when read in conjunction with the accompanying drawings, wherein: Figure 1 is a bottom perspective view of a stabilization system embodiment of suspension of the invention used with a steering axle of a truck. Figure 2 is a partial side elevation view of the mode d? Figure 1; Figure 3 is a bottom perspective view of a second system mode d? stabilization d? suspension applied to axes \ d? tandem drive of a truck; Figure 4 TS a top perspective view of a second embodiment of the stabilization system d? suspension applied on axes "" d? tandem drive of a truck; and Figure 5 is a partial side elevation and section of the suspension stabilization system of Figure 3.

DETAILED DESCRIPTION OF THE INVENTION Figures 1 and 2 illustrate a double V link member axle stabilization system 11 installed below a portion of a vehicle chassis 10. The chassis 10 is supported by a suspension system placed between the vehicle chassis and a steering shaft 12. While a preferred embodiment of the invention used with an air spring suspension system is illustrated, it is not limited to the use with air springs and can also be effectively employed with coil springs and other spring systems, The preferred embodiment of the invention is also illustrated as being used with a vehicle having a conventional chassis, however, it is equally applicable to vehicles built using a space between the chassis or single chassis vehicle. The springs 18 and 20 air are positioned directly above and supported on the shaft 12 direction, substantially adjacent opposite ends of the steering shaft, and directly below "the rails 24 and 26 elongated sides of the chassis 10 vehicle to support the chassis 10 from the axle The steering gear box 20 is positioned on the left side rail 24 forward of the steering shaft 12. A connecting bar and rear link are usually associated with the gearbox 20 and the. link to the ru? d 21 d? vehicle, but not ST show for clarity purposes. A connecting rod 22 for steering connects the wheels 21 and 23, which are mounted on opposite ends of the shaft 12. The chassis 10 further includes a transverse member 28 positioned between the members 24 and 26 of the left side rail and right side, to support the positioning of the rail members and to provide a fixing point for a lower V-link member 42. The auxiliary suspension stabilization is provided by the system 11 d? member d? double V comprising two members 32 and 42 oppositely oriented V link and stacked. A link member 32 is mounted above V? n '.trßs points triángulamente arranged between? l chassis 10 and shaft 12 d? direction, a point being in? l? je 12. of direction and the remaining two points being? n. the chassis 10, along the left side and the right side of the chassis rails 24 and 26. The member 32 of 'link in V is fixed to the chassis 10 in the extr are opposites of the link member? n V, ending in sleeves 35 and 36, and to axis 12 along an apex section 31 of member d? V link. Section 31 d? apex? is pivotally enclosed in a sleeve member 30 which depends on and is fixed rigidly to the steering 12 by any system d? proper assembly. Section 31 of apex? pivots in a sleeve 30 centered on the shaft 12. The three points d? assembly- "member 32 d? link V are placed in the 'vortices of a regular triangle, sleeves 35 and 36 of member 32 d? link? n V are supported pivotalment? on rods (not shown) set in the brackets 37 and 38 assembly, which in turn depend, respectively, the rail 24 chassis left side and the rail 26 chassis elongated right side. the brackets 37 and 38 hang from the rails 24 and 26 chassis respectively, in a forward position from the air springs 18 and 20. As a result, the upper V-link member 32 is arranged as a rear link from the chassis 10 to the shaft 12 to open towards the front end. vehicle. The lower V-link member 42 is positioned directly below the V-link member 32. The V-link member 42, as the member 32 d? in the C? in V, it is supported in three points distributed between the chassis 10 and the steering axis 12 and that remain in the vertices of a regular triangle. The linkage member 42 is supported at two points along the ej? 12 and at a single point with respect to the chassis 10. The connection points for the V-link member 42 lie in a plane below the plane of the connection points for the V-link member 32. • The apex section 41 of the link member 42 -in V is pivotally mounted in a sleeve 43 rigidly dependent on block 44., which in turn is fixed to the transverse member 28. The block 44 is fixed against the chassis rails 24 and 26 by the rods 50 and 52. The opposite ends of the link member nv will terminate the sleeves 45 and 46. The sleeves 45 and 46 are pivotally fixed. The bushings 47 and 48 which are inclined inward toward the centerline of the vehicle along the direction of elongation and tolerate any conicity introduced by. the inclined position. Even though more than one pivotal assembly can be established through a wide apex area, a V-link mimic that is straightened to allow such connections and is supported by more than one point? Ntr? The ends of member d? V link starts to look like a stabilizer bar in function. The sleeve assembly 30 for the apex section 31 of the upper V-link member 32 is positioned along the shaft. 12 on the upper side, while the brackets 47 and 48 supporting the sleeve ends 45 and 46 of the lower V-link member 42 are positioned along the underside of the steering shaft 12. the three points of fixation on the axis 12 d? this way they are placed in the vortices of yet another regular triangle, with the fixation points being distributed above and below the axis. The three support points provide substantial lateral stability and longitudinal stability. The vertical deviation of the V-joint apex joints between them prevent that many points remain simultaneously on the axis of the vehicle bearing, giving good rolling resistance. The support in both the upper and lower portions of the shaft substantially prevents the "advancing angle change with the vertical path of the shaft 12. The support points for the opposite ends of the upper V-link member 32 and of the apex section 41 of the lower v-link member 42 also remain in the vortices of a triangle, but with an orientation inverted to that of the mounting points on the steering shaft 12. This provides the steering shaft 12 with two Rotation axes slightly deflected during the vertical travel, helping to prevent the change of axis advance angle A particular reference to Figure 2 illustrates that while the lower V link member 42. is substantially flat, that TS horizontal with respect to the vehicle,? l member 32 d? The vertical v-link is inclined upwardly from the apex sleeve 30 to the mounts 37 and 38. The member 32 d? V link can receive an upward tilt from the TJT 12 forward whenever a rear link configuration is used. This geometry allows the transfer of reaction d? Torque from the braking as a superior force towards the ri 24 and 26 d? chassis to counteract the front bite during braking. This orientation is not used when a V-link m? Mbro is used in a front configuration or on an axle placed away from the front of the vehicle. A cushion \ 62 placed behind the air spring 18 cushions the movement of the? J? 12. Figures 3-5 illustrate a second mode d? the invention applied to tandem rear drive axles of a truck. The tandem drive shafts 64 and 66 support the chassis 10, along the left side 24 extended rail and the right side extended side rail 26, in four air springs 75. ST provide two auxiliary suspension stabilization subsystems 72 and 74, with the auxiliary stabilization system 72 operating to stabilize? L TJT 64 and? L system 74 d ?. auxiliary stabilization operating to stabilize the axis 66. The stabilization subsystem 72 is oriented with a front configuration, while the subsystem 74 d? Stabilization is oriented in a rear configuration. Each of the auxiliary stabilization systems 72 and 74 comprises a top and bottom V-link, the upper V-link 80 and the lower V-link 82 being in the stabilization system 72 ', and the V-link member 84. superior and member 86 of? nlac? in lower V while in the stabilization system 74. Each of the V-link members 80, 82, 84 and 86 is fixed between the vehicle chassis 10"and one of the axes 64 and 66 in each of three points. V are at the opposite ends of the V-link members and the apex section of each V-link member. With two members d? Link? N V per axis, the mounting points on the chassis 10 and they are distributed in such a way that three are provided on the axle and three are provided fixed with respect to the chassis.For axles 64 and 66 in tandem this means that there are three fixing points on the? 64, three on the 66 axis and a total of six on the chassis 10. Between the ex 64 and 66, and depending on the chassis 10, ST find three pylons 76, 77 and 67 inverted, pylons 76 and 77 hollows are mounted from the rails 24 and 26 respectively, and each provides two pivot-to-pinpoints: the 82nd and 86th linkage members are fixed two pivotally at their opposite ends to inverted pylons 76 and 77. The inverted pylon 67, which depends on a cross member 69 of the chassis, provides pivot mounting for the section d? apex of the V-link members 80 and 84. The upper V-link member 80 of the front auxiliary stabilization system 72 is connected by means of mounts 90 and 91 d? pivot to opposite ends of the shaft 64. The upper V-link member 80 is further connected by a pivot joint 93 along its apex to the pylon 6? inverted that depends on the transverse member 69 between the outer elongated lateral rails 24 and 26. The member 82 d? lower V link is connected by a montaj? 94 of pivot? N the bottom of the differential 68 and the bottom of the pylon 76 and 77 inverted by links 96 and 95 d? pivot, respectively. The auxiliary rear stabilization subsystem 74 is connected similarly to the axis 66. S? find six connections? ntre? l system 74 d? auxiliary stabilization and? chassis 10 and axis 66 with tr.connection points? n each. The member 84.d? upper V-link of the rear stabilization system 74 is connected along its apex to an inverted pylon 67 through a pivot member 113 and each end thereof by pivot assemblies, including pivot assembly 97, to shaft 66. A lower V-link member 86 is pivotally fixed in its apex section to the differential 70 by the pivot joint 117 and by the pivot assemblies 99 and 119 to the bottoms of the inverted pylons 74 and 76, respectively. The invention provides improved vehicle stability, providing increased resistance to front-end bite during braking, improved rolling resistance, good lateral axle stability without the use of a connecting rod, and substantially prevents the change in the angle of movement of a vehicle. axis during the vertical travel. 'The use of tubular V-link members and capacity d? displacing the stabilizer bars, connecting rods and heavy movement restraint frames reduces the weight on the prior art. Although the invention is shown only in one of its forms, it is not limited in this way, but TS susceptible to various changes and modifications without abandoning the spirit and scope of the invention.

Claims (11)

1. An apparatus for stabilizing an axle in a vehicle, comprising: a spring element positioned to support the vehicle from the axle, a first V-link member having a first end, a second end and an apex section? the first end and the second end; a second link member? n having a first end, a second end and a section, apex between the first end and the second end; a first V-link mounting element for pivotally securing the first and second "ends of the first V-link member to the axis toward opposite ends thereof, and for pivotally securing the apex section of the first link member in V a section of the vehicle longitudinally offset from the axis and between the opposite ends of the shaft, and a second mounting element d? V-link to pivotally fix the first and second ends of the second V-link member to mutually spaced points in the vehicle, each of the points being longitudinally offset from the axis, and for pivotally fixing the apex section of the second V-link member to the opposite ends of the shaft

2. An apparatus for stabilizing an axis in - a vehicle according to claim 1, • further comprising: the first V-link member and the second link-member n V being arranged on one side of the shaft. to stabilize an axle in a vehicle according to claim 2, wherein: the second element d? V-link assembly comprises first, second and third pivot assemblies, the first and second pivot assemblies connecting the second pivot link to a "lower side" of the vehicle, and the third pivot assembly connecting the first link Sow in V to the shaft, the first V-link mounting element comprises first, second and third mounts d? Pivot, the first and second mounts d? Pivot connecting the first link in V and? L TJT and the third pivot assembly connecting? The first link? n V to the underside of the vehicle, and the first and second pivot assemblies of the first V-link mounting element are positioned below the third pivot assembly of the second V-link mounting element and the The third pivot jonting of the first V-link mounting element is placed below the first and second pi-vote assemblies of the second V-link mounting element. - The apparatus for stabilizing an axle in a conform vehicle. with claim 3, further comprising: an axis that is an ej? of direction; and the second V-link being inclined-so that its apex section is higher than the first and second ends thereof. 5. The apparatus for stabilizing an axle in a vehicle according to claim 3, - wherein the first and second V-link members are each tubular sections of selected gauges 6. The apparatus for stabilizing an axle in a vehicle according to claim 3, wherein the first and second link members in V are arranged as rear links 7. The apparatus for stabilizing an axle in a vehicle according to claim 3, wherein the first and second V-link members are arranged as front links. stabilizing an axle in a vehicle according to claim 1, wherein the spring element further comprises first and second air springs, with the first air spring positioned above the axle to support the vehicle. ass from adjacent one end d? l axis and the second spring is placed above the vehicle TJT support from adjacent the opposite end of TJT. 9.- A system d? placement of ej? and stabilization d? attitude for a vehicle, comprising: first, second and third points of fixation of axis fixed as a position with respect to the TJT, the first and second points of fixation of TT being placed towards opposite ends of the axis and defining a line parallel to the TJT with the third point d? ' Fixation of axis being vertically displaced from the parallel line and centered between the first and second fixing points of T T; first, second and third fixing points d? vehicle fixed to way d? position with respect to the vehicle, the first and second vehicle fixing points being placed towards opposite sides of the vehicle and defining a line perpendicular to the direction of elongation of the vehicle, with the third point d? fixing d? vehicle being displaced vertically d? the perpendicular and substantially centered line between the first and second vehicle attachment points, first elastic linkage element - to connect the third attachment point d? TJT with the first and second vehicle fixing points; and second elastic linkage element for connecting the third vehicle attachment point with the first and second axle attachment points. 10.- A system of axis positioning and attitude stabilization for a vehicle d? according to claim 9, where n. the first and second elastic linkage elements are tubular V-link members, 11.- A system for positioning the axle and attitude stabilization for a vehicle in accordance with claim 10, qu? further comprises: the axis which is a steering axis; The first and second elements d? elastic linkages being arranged as back links desd? The vehicle to the axle; and one d? the elastic linking elements being inclined to rise from its connection to the ej? to its connection to the vehicle, 12, - A system of axle placement and attitude stabilization for a vehicle d? according to claim 9, further comprising: pivot assemblies providing the connections between the element d? elastic linkage and points d? Vehicle and axle fixation.