MXPA06001822A - Rotary cam alignment system - Google Patents

Abstract

An improved system used for alignment of a vehicle suspension and axle includes a cam plate that is rotatable relative to one of two spaced plates of a hanger bracket about an axis of rotation extending through a center of the cam plate. An aperture in the cam plate is aligned with an elongated opening in the bracket plate and defines a cam surface. A bushing may be disposed in the aperture and ride on the cam surface. A fastener extends through the bushing, the elongated openings in the bracket plates, and the suspension control arm. Rotation of the cam plate and movement of the bushing and the fastener along the cam surface of the aperture displaces the fastener along the elongated openings of the bracket.

Description

ROTATING CAM ALIGNMENT SYSTEM BACKGROUND OF THE INVENTION 1. Field of the Invention This invention relates to vehicle suspensions and, in particular, to a system used for the alignment of a vehicle axle and suspension. 2. Description of the Previous Technique In a conventional vehicle suspension system, a suspension control arm has a first end rigidly connected to an axle of the vehicle and a second end pivotally connected to a bracket that descends from the chassis of the vehicle. The second end of the control arm can end in a bearing. The bracket generally includes first and second separated walls that receive the bearing between them. A fastener extends through the first wall of the bracket, through the bearing and through the second wall of the bracket. The fastener may also extend through one or more washers placed on each side of the bearing between the first and second walls of the bracket. A nut is used to secure the fastener in place relative to the bracket and the control arm pivots around the fastener. Conventional suspension systems can be aligned in a longitudinal direction to adjust the longitudinal position of the axle relative to the vehicle chassis and thus align the wheels that are supported on the axle. Inadequate alignment can lead to premature tire wear among other problems. In most conventional suspension systems, alignment is achieved by moving the control arm relative to the bracket that descends from the chassis. Each of the spaced apart walls of the bracket generally includes an elongated slot having a major axis that is parallel to the longitudinal direction of the vehicle. The fastener on which the control arm pivots is moved into these grooves to cause corresponding movement in the suspension control arm and the shaft. In some conventional suspension systems, a welding collar is placed around the fastener and the position of the collar is adjusted to move the fastener. The collar is then welded to the chassis bracket once the proper alignment is achieved. These conventional systems are disadvantageous because the realignment of the suspension and the shaft requires the removal of existing welds and the installation of new welds, a process that requires a relatively large amount of time. In other conventional suspension systems, an eccentric cam is placed around the fastener and the cam is guided by one or more guides in the chassis bracket. The rotation of the cam causes the movement of the fastener into the slots of the chassis bracket and thus adjusts the alignment of the suspension and the shaft. Although the latter systems allow the suspension to be realigned in a relatively short period, the systems require additional components and machining of the existing suspension components thereby increasing the cost, weight and complexity of the suspension. These alignment systems may have a relatively low load capacity that discourages their use with trailers and other heavy-duty vehicles. The inventors hereby have recognized a need for a vehicle suspension that minimizes or eliminates one or more of the aforementioned deficiencies.

BRIEF DESCRIPTION OF THE INVENTION The present invention provides a vehicle suspension and, in particular, a system used for the alignment of a vehicle axle and suspension. A suspension of a vehicle according to the present invention includes a suspension control arm connected to a vehicle axle and having an end pivotally connected to a bracket extending from a vehicle chassis. The bracket includes first and second plates separated one from the other and defining elongated openings, aligned. The first plate further defines an arched opening next to the elongated opening. The suspension of the invention further includes a rotating cam with respect to the first plate of the bracket. The cam defines an opening and a mouth aligned with the elongated opening in the first plate. The mouth may be configured for insertion and movement within the elongated opening of the first plate. The cam may further define a pin configured for insertion and movement within the arcuate opening of the first plate of the bracket. A fastener extends through the opening in the cam, the elongated openings in the first and second plates of the bracket, and the end of the suspension control arm.

The rotation of the cam can cause a corresponding movement of the pin along the arcuate opening of the first plate of the bracket and of the bracket along the elongated openings in the first and second plates of the bracket. A suspension according to the present invention has several advantages compared to conventional suspension systems. First, the system of the invention does not require installation or removal of welds during the alignment process and, therefore, requires less time for the realignment of the suspension compared to many conventional systems. Secondly, the alignment mechanism of the invention has an increased load capacity and can be used with trailers and other heavy load vehicles. Third, the system of the invention is lightweight and employs simple, low-cost methods to manufacture the components of the system of the invention. As a result, the system of the invention weighs less than conventional systems and is less expensive. These and other features and objects of this invention will become apparent to those skilled in the art from the following detailed description and the accompanying drawings and illustrate the features of this invention by way of example.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a side plan view of a vehicle suspension according to the present invention. Figure 2 is an exploded perspective view of a portion of the suspension of Figure 1. Figure 3 is another exploded perspective view of the cam of Figure 2.

DETAILED DESCRIPTION OF THE PREFERRED MODALITY Referring now to the drawings in which like reference numbers are used to identify identical components in the different views, Figure 1 illustrates a portion of a vehicle 10. The vehicle 10 may include a chassis 12, one or more axes 14, wheels 16, and a suspension 18 according to the present invention. In the illustrated embodiment, the vehicle 10 comprises a semi-trailer. However, it is understood that the present invention can find application in a wide variety of vehicles. The chassis 12 provides structural support for the vehicle body 10. The chassis 12 is conventional in the art and can be made from conventional metals and metal alloys such as steel. The chassis 12 may include a pair of longitudinal rails (only one of which is shown in Figure 1) and transverse members as is conventional in the art. The chassis 12 could also include a plurality of mounting brackets, such as the bracket 20, for mounting various vehicle components 10 including the suspension 18. Referring to Figure 2, the bracket 20 will be described in greater detail. The bracket 20 is provided for pivotally mounting the suspension 18 to the chassis 12 and is conventional in the art. The bracket 20 includes a central plate 22 and a pair of internal and external separate side plates 24, 26 and can be welded to or integral with the chassis 12. The side plates 24, 26 include aligned, elongated slots 28, 30 that allow alignment longitudinal of the suspension 18 and the shaft 14. The slots 28, 30 each have a major axis 32 which is generally parallel to the longitudinal direction of the vehicle 10 and a minor axis 34 which is generally perpendicular to the longitudinal direction of the vehicle 10 ( only one set of axes is illustrated in Figure 2). Each of the slots 28, 30 may have a flat portion 36, 38 on either side of the major axis 32 and a curved portion 40, 42 on either side of the minor axis 34. The side plate 36 may further include an arched opening 44 positioned next to the elongated slot 30. The arcuate opening 44 can be positioned so that the opening 44 arcs around the curved portion 42 of the elongated slot 30 and the major axis 34 in the slot 30 extends through the opening 44. In the illustrated embodiment of figure 1, the opening 44 is positioned forward of the slot 30 in relation to the direction of travel of the vehicle. However, it is understood that the opening 44 can be located alternately rearwardly of the groove 30. Referring again to Figure 1, the shaft 14 is provided to support the chassis 12 on the wheels 16 and also provides mounting surfaces for various components of suspension and bracket. Shaft 14 is conventional in the art and can be made from conventional metals and metal alloys such as steel. The shaft 14 extends in a transverse direction relative to the vehicle 10 and could support one or more wheels 16 at each end. The wheels 16 are provided to support the vehicle 10 and are also conventional in the art. The wheels 16 are supported for rotation at each end of the shaft 14 and include rims mounted thereon. The suspension 18 is provided to couple the shaft 14 to the chassis 12 and to allow movement of the shaft 14 relative to the chassis 12. In the illustrated embodiment only one suspension assembly is shown. However, it will be understood that a similar assembly can be placed at the opposite end of the shaft 14 on the other side of the vehicle 10. The suspension 18 can include a control arm 46, a spring assembly 48, and means, such as a U-bolt 50 and bracket 52, for mounting the arm 46 to the shaft 14. The suspension 18 may include the cam 54, the disc 56, and such means the assembly assembly 58, for pivotally mounting the control arm 46 to the chassis 12 It will be understood that the suspension 18 may also include other conventional suspension elements, such as the damper 60 that are not described in detail herein. The control arm 46 provides a structural frame for the suspension 18 and movably couples the shaft 14 to the chassis 12. The arm 46 is conventional in the art and can be made from conventional metals and metal alloys such as steel. In the illustrated embodiment, arm 46 comprises a conventional overdrawn output arm construction. However, those skilled in the art will understand that, the alignment device of the invention can be used in suspensions having a wide variety of control arms. An end 62 of the arm 46 (the rear end in the illustrated embodiment) may provide a mounting surface for the spring assembly 48. Another end 64 of the arm 46 (the front end in the illustrated embodiment) is received within side plates 24 , 26 of the bracket 20 and is pivotally mounted to the bracket 20 by means of the assembly assembly 58, as described in greater detail below. The spring assembly 48 is provided for cushioned movement of the chassis 12 in response to variations in the surface on which the vehicle 10 is moved. The spring assembly 48 is conventional in the art. In the illustrated embodiment, the assembly 48 comprises a conventional air spring 66 incorporating a piston 68 which controls the air pressure within the spring 66. The piston 68 is mounted on the end 62 of the arm 46 in a splice relationship with the spring 66. Those skilled in the art will understand that a variety of known configurations for air or mechanical springs could be used without departing from the spirit of the present invention. The U-bolt 50 and the bracket 52 are provided to securely attach the control arm 46 to the shaft 14 and are conventional in the art. The U-bolt 50 is positioned around the shaft 14 and its ends are received in the bracket 52 and secured thereto using nuts 70. The bracket 52 can be welded to the arm 46 or be integral with the arm 46. Those experienced in The art will understand that the arm 46 may be coupled to the shaft 14 in a variety of ways without departing from the spirit of the present invention. For example, the beam 46 can be looped to the shaft 14 or can be coupled to the shaft 14 using a variety of clamps which are placed around the shaft 14 and coupled together. Referring to figure 2, the cam 54 is provided to function as a resuspension alignment device. The cam 54 can be placed on the external side (relative to the vehicle) of the external side plate 26 of the bracket 20. However, those skilled in the art understand that the cam 54 can also be placed on an internal side ( in relation to the vehicle) of the side plate 24 of the bracket 20. The cam 54 may be generally pyroidal in shape. However, those skilled in the art will understand that the cam 54 may comprise a variety of shapes, such as a rectangular shape, without departing from the spirit of the present invention. The cam 54 can be made from conventional metals and alloys of metals such as steel. The components of the rotating cam alignment system of the invention, including the cam 54, are manufactured using simple inexpensive methods.

According to the low cost manufacturing methods of the components of the system, the cam 54 can be stamped or laser cut depending on the required amount of desired components. The cam 54 defines a mouth 72 and a driven pin 74 (better seen in Figure 3). The mouth 72 cooperates with the groove 30 to cause the movement of a fastener 76 (which is described in detail below) in a longitudinal direction that allows the alignment of the hanger 18. The mouth 72 is of generally circular shape and is recessed with slot 30 to the assembly. An opening 78 extends through the cam 54 and the mouth 72 is dimensioned to receive the fastener 76. The mouth 72 and the opening 78 are aligned with the slots 28, 30 in side plates 24, 26 of the bracket 20. the mouth 72 may extend towards the bracket 20 and may be configured for insertion and movement within the elongated slot 30 of the wall 26 of the bracket 20. The mouth 72 may extend through the bracket 20 and into a bearing (not shown) ) positioned within the end 64 of the control arm 46. The pin 74 is provided for insertion and movement within the arcuate shaped opening 44 of the bracket 20. The driven pin 74 can best be seen in Figure 3, which shows another view in perspective of the cam 54. The driven pin 74 can be placed on the same side of the cam 54 as the mouth 72 and can extend towards the bracket 20. Referring again to Fig. 2, the rotation of the cam 54 creates a movement of the driven pin 74 within the arched opening 44 and creates a movement of the mouth 72 and the fastener 76 in the longitudinal direction. This rotation of the cam plate 54 allows for proper alignment of the suspension 18. The cam 54 can also define a recess 80 on an external side. The recess 80 is provided for coupling by means of a tool (not shown) to rotate the cam 54. The recess 80 may be of generally rectangular shape, although those skilled in the art will recognize that many other forms are within the spirit and scope of the invention. It will be understood that a variety of structures can be provided in order to allow engagement of the cam 54 through conventional tools. For example, a plurality of recesses may be configured to receive a tool for rotation of the cam 54 to allow alignment of the vehicle suspension 18. The cam 54 may alternatively include a flange configured for coupling by means of a tool for rotation of the cam 54 in order to allow alignment of the vehicle suspension 18. In an illustrative embodiment, a tool, such as a ratchet or breaker bar, may engage the recess 80 to rotate the cam 54. The rotation of the cam 54 causes the movement of the mouth 72 within the slot 30 of the bracket 20. Accordingly, the fastener 76 is thus forced to move longitudinally, depending on the direction of rotation, within the slot 30 of the bracket 20. The disc 56 is provided to receive the fastener 76. The disc 56 can be placed on an internal side (relative to the vehicle) of the inner side plate 24 e bracket 20. Disc 56 may be of generally circular shape. The disc 56 can be made from conventional metals and metal alloys such as steel. According to the low cost manufacturing methods of the system components, the disc 56 can be stamped or laser cut depending on the required amount of desired components. The disc 56 can include the mouth 82 extending from the disc 56. The mouth 82 can define a generally circular opening that can be configured to receive the fastener 76. The mouth 82 can extend towards the bracket 20 and can be configured for insertion and movement within the elongated slot 28 of the wall 24 of the bracket 20. The mouth 82 may extend through the bracket 20 and into a bearing (not shown) positioned at the end 64 of the control arm 46. Referring now to figure 1, the assembly assembly 58 Referring now to Figure 1 the assembly assembly 58 is provided for coupling the suspension 18 to the chassis 12 to allow pivotal movement of the end 64 of the control arm 46 about a transverse axis 84 extending to the longitudinal direction of the vehicle 10. The assembly assembly 58 may include a bearing (not shown) and a fastener assembly 86. The bearing is provided so as to allow rotation of the arm 46 around a fastener 76 of the fastener assembly 86. The bearing is conventional in the art and is generally attached to, placed inside. of the end 64 of the control arm 46. The bearing may include a sleeve that may be made of metal or metal alloys and may further include an elastomeric material such as rubber placed around the sleeve. The bearing may also include a housing positioned outwardly of the metal sleeve and the elastomeric material. The sleeve the bearing may include a through hole that is dimensioned to receive a fastener 76 of the fastener assembly 86. The sleeve may define a flange at either end extending outwardly from the bearing. The fastener assembly 86 is provided to secure the end 64 of the control arm 46 to the bracket 20. The assembly 86 may include a fastener 76, washers 88, 90 and a nut 92. The fastener 76 may comprise a screw, bolt, pin or other conventional fastener. The fastener 76 extends through the opening 78 and the mouth 72 in the cam 54, through the slot 30 in the side plate 26 of the bracket 20, through the end 64 of the suspension control arm 46, to through the slot 28 in the side plate 24 of the bracket 20, and through the mouth 82 in the disc 56. Once the appropriate predetermined position for the holder 76 in the slots 28, 30 has been established, the holder 76 it can be secured in place using the washers 88, 90 and the nut 92 in a conventional manner. The proper alignment of the suspension 18 can minimize tire wear. The rotation of the cam 54 causes a corresponding movement of the driven pin 74 in the arcuate opening 44 and the mouth 72 in the slot 30. This action moves the fastener 76 in a longitudinal direction within the elongated openings 28, 30 in the side walls of bracket 24, 26. Referring to Figures 1-3, a method for aligning a vehicle suspension 18 and axle 14 according to the present invention will be described. The method includes the step of providing a suspension control arm 46 connected to the axle 14 of the vehicle 10 and having an end pivotally connected to a bracket 20 extending from a chassis 12 to the vehicle 10. The bracket 20 includes plates 24, 26 spaced apart from each other and defining aligned elongated openings 28, 30. The plate 26 further defines an arcuate opening 44 proximate the elongated opening 30. The method further includes the step of providing a 54 configured for rotation relative to the bracket. 20 with the Ieva54 defining an opening 78 and a mouth 72 aligned with the elongated opening 30 in the plate 26 of the bracket 20. The mouth 72 is configured for insertion and movement within the elongated opening 30 of the plate 26. The cam 54 further defines a pin 74 configured for operation and movement between the arched opening 44 of the board 26 of the bracket 20. The method further includes the step of providing r a fastener 76 extending through the opening 78 and the mouth 72 of the cam 54, the elongated openings 28, 30 in the plates 24, 26 of the bracket 20 and the end of the suspension control arm 46. The method may further include the step of providing undiscus 56 with a mouth 82 aligned with the elongated opening 28 in the plate 24 of the bracket 20, the mouth 82 configured to receive the fastener 76.

Finally, the method includes the step of rotating the cam 54 to cause a corresponding movement of the pin 74 along the arcuate opening 44 of the plate 26 of the bracket 20 and the fastener 76 along the elongated openings 28, 30 in the plates 24, 26 of the bracket 20. This step may include the sub-step of inserting a tool into a recess 80 in the 54. This rotation causes longitudinal movement of the fastener 76 within the opening 30 of the side plate 26 of the cantilever 20, thus aligning the suspension 18 and the shaft 14. A suspension 18 and the rotary cam alignment system according to the present invention represent a significant improvement compared to conventional suspension systems. In the first place, the system of the invention does not require the installation or removal of welds during the process of cutting and, therefore, it requires less time for the realignment of the suspension in comparison with many of the conventional systems. Secondly, the alignment mechanism of the invention has an increased load capacity and can be used with trailers and other heavy load vehicles. Third, the system of the invention is lightweight and uses simple low-cost methods to manufacture the components of the system of the invention. As a result, the system of the invention weighs less than most conventional systems and is less expensive. While the invention has been shown and described particularly with reference to the preferred embodiments thereof, those skilled in the art will understand that various changes and modifications may be made to the invention without departing from the spirit and scope of the invention.

Claims (10)

1. A vehicle suspension comprising: a suspension control arm connected to an axle of said vehicle and having one end pivotally connected to a bracket extending from a vehicle chassis, the bracket including first and second plates separated one from the other and defining elongated, aligned openings and said first plate further defines an arcuate opening proximate the elongated opening; a cam rotating relative to the first plate of said bracket, the cam defining an opening and a mouth aligned with the elongated opening in the first plate, the mouth configured for insertion and movement within the elongated opening of the first plate and the cam further defining a pin configured for insertion and movement within the arcuate opening of the first plate of said bracket; a bracket extending through the opening in the cam and the elongated openings in the first and second plates of said bracket, and the end of the suspension control arm wherein the rotation of the cam causes a corresponding movement of the pin along the arcuate opening of the first plate of the bracket and the fastener along the elongated openings in the first and second plates of the bracket.

2. The suspension according to claim 1, characterized in that the mouth of the cam is generally circular.

3. The suspension according to claim 1, characterized in that the cam includes a recess configured to receive a tool for rotation of the cam to thereby allow the alignment of the suspension of the vehicle.

4. The suspension according to claim 1, characterized in that a major axis of the elongated opening of the first plate extends through the arched opening of the first plate.

5. The suspension according to claim 4, characterized in that the arched opening is placed in one of the rear side or the front side of the elongated opening of the first plate.

6. The suspension according to claim 5, further comprising a rotating disc relative to the second plate of the bracket, the disc having a mouth configured to receive the holder, the mouth of the disc aligned with the elongate opening in the disc. second plate. The suspension according to claim 6, characterized in that the cam is positioned outside the disk. A method for aligning a vehicle suspension and axle comprising the steps of: providing a suspension control arm connected to the vehicle axle and having one end pivotally connected to a bracket extending from a vehicle chassis, the corbel including first and second plates spaced apart from one another and defining aligned elongated openings and the first plate further defining the elongated opening of the first plate; providing a cam configured for rotation relative to the bracket, the cam defining an opening and a mouth aligned with the elongated opening in the first plate, the mouth configured for insertion and movement within the elongated opening of the first plate and the cam which further defines a pin configured for insertion and movement within the arcuate opening of the first plate of the bracket; providing a fastener extends through the opening and mouth of the cam, the elongated openings in the first and second bracket, and the end of the suspension control arm; and, rotating the cam to cause a corresponding movement of said pin along the arcuate opening of the first plate of the bracket and of the fastener along the elongated openings in the first and second plates of the bracket. The method according to claim 6, characterized in that the step of rotation includes the sub-step of inserting a tool into a recess in said cam. 10. The method according to claim 6, further comprising the step of providing a disc with a bobbin aligned with the released to the second plate of the bracket, the mouth configured to receive the bracket.