MXPA93006307A - Axle suspension system for overhead vehicles - Google Patents

Abstract

The present invention relates to a suspension system of steering axle sleeve or of the oscillating lever type or rocker arm for a wheeled vehicle, wherein the external forces imposed on the vehicle to which the suspension system is attached, it results in torsional forces that are imposed on the shaft, such that a portion of the shaft is placed in compression and a portion is placed in tension to alter the cross-sectional shape of the shaft, the suspension system includes a pair of oscillating levers or elongated rocker arms, one of the rocker levers or rocker arms is positioned adjacent to each side of the vehicle and separated from each other, each rocker or rocker includes a pair of wall sides extended substantially in the vertical direction with respect to the vehicle, the axis being of a hollow cross section configuration and extends substantially transverse to the full width of the vehicle. and has at least one wheel placed on each end thereof, pneumatic bellows placed on each rocker lever or rocker arm, a support clamp placed on one end of each rocker lever or rocker to connect the rocker lever or rocker to a rocker member. bellows of the vehicle, means for rigidly connecting the shaft to each oscillating lever or palanquin, and a rotary connection to connect oscillating elastic or rocker to the support clamp, the improvement is characterized because it comprises: wherein the means to rigidly connect the axis to the oscillating lever or rocker, include means to prevent alteration of the axis of the cross-sectional shape, comprising a hole on each side of the wall of each oscillating lever or rocker, which axes extend and are rigidly attached to it , the shaft extends completely through and out of each hole, to prevent so the axis assumes a substantially different cross-sectional shape from its non-stressed form when stress forces are imposed on it.

Description

"AXLE SUSPENSION SYSTEM FOR VEHICLES ON WHEELS" Inventors: SCOTT DILLING, North American, domiciled at 6391 Harborvie Avenue, N.W., Canton, Ohio 44718, E.U.A .; MICHAEL J. KEELER, North American, domiciled at 5671 Foxchase Avenue, N.W., Canton, Ohio 44718, E.U.A .; JOHN RAMSE, North American, domiciled at 824 Bellarbor, N.W., Canton, Ohio 44708, E.U.A. and JOSEPH M. ROSS, North American, domiciled at 1685 Ashley Avenue, N.E., North Canton, Ohio '44720, E.U.A.

Causaire: THE BOLER COMPANY. , Delaware State Corporation, E.U.A. domiciled at 500 Park Blvd., Suite 1010, Itasca, Illinois 60143, E.U.A.

SUMMARY OF THE INVENTION The present invention relates to an axle suspension system of the type of oscillating lever or rocker particularly applicable to trailers and which is subject to torsional forces including an oscillating lever or elongated rocker, a pneumatic bellows located on the oscillating lever or rocker arm, a support clamp located at one end of the rocker or rocker arm, means for rigidly connecting the rocker lever or rocker arm to the shaft and an elastic swivel connection for elastically connecting the rocker lever or rocker arm to the support clamp where the oscillating lever or rocker includes a hole through which the shaft slides or presses and rigidly joins thereto, thereby preventing the shaft from assuming a cross-sectional shape substantially different from its shape not subjected to stress or load to the torsion forces imposed on the shaft. This suspension system of the oscillating lever or rocker type also includes an elastic rotary connection to connect the bracket of the sustainer to the rocker or rocker arm, thereby allowing the brake components to be attached to the rocker or rocker arm instead of the rocker arm. axis, and having the effect of eliminating stress or load elevators on the shaft due to the welding of brake components to the shaft. This is achieved by the combination of a rotating connection that has an elastic bearing with different deflection in the directions of the oscillating lever or rocker and the sustainer and the rigid connection shaft to oscillating lever or rocker which maintains a constant distance between the axis and the components of the brake.

FIELD OF THE INVENTION This invention relates to axle suspension systems for wheeled vehicles. More particularly, this invention relates to oscillating lever or rocker type axle suspension systems which maintain the circumferential integrity of the axle during operation.

BACKGROUND OF THE INVENTION The subject of the invention finds particular utility in the heavy-duty truck and trailer industry. In this industry, the use of air brakes and suspensions of the oscillating lever or rocker arm type directed by air has become very popular. Such suspensions occur in a wide variety of ways. Generally speaking, however, they include a pair of oscillating levers or rocker arms (flexible or rigid) that extend longitudinally one of which is located adjacent to each of the two longitudinal side chassis side members located below the body of the truck or trailer. These oscillating levers or rockers are then rotatably connected at one end to the chassis support that is attached to the chassis beam of the vehicle. Separated along the remaining length of the oscillating lever or rocker arm is an air pocket (bellows) and an axle. The oscillating lever or rocker arm can be suspended or oversupplied, with respect to the axis, and the air bags can be located in front or behind, or in a vertical line, with the axis. The shaft may be connected rigidly or elastically to the rocker or rocker arm. The oscillating lever or rocker arm can extend in a "backward" or "forward" direction of its center of rotation, thus defining an oscillating lever or rear rocker or steering suspension. Air bellows equivalents, such as large rubber spheres or shock absorbers or hydraulic cylinders, should be used instead of air bags. Prior to the advent of the invention in U.S. Patent No. 4,166,640, the suspension technique of trucks and trailers had not been able to successfully achieve a rigid oscillating lever or rocker connection using a rocker or rigid rocker arm. In short, whether the oscillating lever or rocker link has been made somewhat elastic, and / or the rocker arm has been made flexible, to compensate or successfully dampen the operating articulation forces experienced during the operation of the vehicle, even if an elastic bearing has been used in the rotary connection (for example in the bracket of the support) between the rocker arm or rocker arm and the frame member. By means of the employment of an elastic rotating connection, sufficiently dimensioned, which provides a greater degree of deflection, towards the sustainer rather than towards the oscillating lever or rocker, thus cushioning or compensating the operative forces in the center of rotation while maintaining the stability of alignment and balance, the invention described in the '640 Patent cited above (see Figures 5, 6 and 8) was a significant advance, actually a pioneer, in the field of the suspension of trucks and trailers. This pioneering breakthrough occurred because, the use of such a single rotary connection could then be used in combination with this elastic rotating connection, a rocker or rigid rocker arm and a rigid oscillating lever or rocker connection. Indeed, in the preferred forms of the present invention, the elastic rotary bearing system was designed so as to successfully compensate or dampen virtually all articulating forces operating during the use of the vehicle, although the suspension as a whole brings all the criteria for a very safe suspension. In addition, maintenance requirements were significantly reduced and life expectancies increased dramatically over known suspensions using elastic linkages to oscillating levers or rocker arms, while at the same time, the extra weight of swinging levers or rockers was avoided. assist elastic (eg springs). In some cases, in effect, the elastic bearings in the center of rotation prolong the life of the vehicle.

In 1991, a major improvement in the aforementioned invention was described with the issuance of U.S. Patent No. 5,037,126. Employing the basic concepts of the '640 Patent of a rigid axle to oscillating lever or rocker linkage, toggle lever or rocker arm, and the perforated elastic rotary bearing, the invention of the' 126 patent included a rigid oscillating lever or rocker to axle connection The only one is the same that significantly reduced the total weight of the suspension even more.

The two patented suspensions above are ideal examples of suspensions of trailer chassis, swing lever or rigid rocker arm, which have found high acceptability in the truck and trailer industry. The pioneering concept of the invention of U.S. Patent No. 4,166,640 in this regard constitutes the preferred antecedent from which the present invention arises. Examples of other shaft-to-rocker linkage suspensions or elastic bearing rocker arm using oscillating levers or rigid rocker arms can be found, for example, in U.S. Patent Nos. 3,332,701; 3,140,880; 3,482,854; 3,547,215; and 3,751,066. Examples of suspensions of the oscillating lever or flexible rocker type with elastic or rigid oscillating lever or rocker linkages include U.S. Patent Nos. 3,785,673; 3,918,738; 3,612,572, as do the GMC Astro-Air suspension, Dayton Air suspension, Western Unit Air suspensions, Huchens suspensions, and Fruehauf Cargo Care and Por-Par suspensions, to name a few. Generally speaking, in the suspensions of the type of oscillating lever or rear rocker or steering, rather a unique problem occurs. The problem is that during the operation of the vehicle the shaft can be subjected to stress to a cross-sectional shape different from the manufactured one (for example, "circumferential formation" subjected to stress, if a cylindrical shaft is used). There are two different loading conditions that cause this unique problem: 1. forces imposed on the suspension and the axle when the vehicle bends the corners; and 2. forces imposed on the suspension during a vertical entry of a single tire. Referring to Figures 1 and 2, a rear view of a typical trailer adequately illustrates these forces. The trailer 1 is formed by the body 3, rims 5, axle 7, and a side chassis beam 9 (the suspension is omitted for clarity). Figure 1 shows the forces that are incurred when the trailer turns the corner. CG is the center of gravity of the vehicle. As the trailer 1 is maneuvered around a corner, a centrifugal force "F" acts on the vehicle at its CG center of gravity. The force "F" is proportional to the radius of the curve, or corner, and the square of the speed of the vehicle. This creates a moment of balance "M" that is proportional to the height of the center of gravity from the ground and the magnitude of the centrifugal force "F". Since the vehicle is in a steady state condition, the moment of balance is supported by the rim to ground interface by an equal but moment force created by the rim discharge from one side of the vehicle by a force "W" e increasing the load on the opposite side of the rim by the same force of magnitude "W". The moment of balance causes the trailer to tilt as described in Figure 1, this is due to the deflections of the rim and suspension. The deflection of the rim is proportional to "W" and the radial oscillation coefficient of the rims. The deflection of the suspension is proportional to the force "F", the effective center of the suspension balance, and the balance coefficient of the suspension.

The forces caused by this moment of balance must be transferred from the body of the vehicle, through the suspension on the axle and through the tires to the road surface. The transfer of the loads from the suspension to the axle is very different in the air suspensions of steering and rear chassis than in any other type of suspension, thus creating the unique problem mentioned above of the chassis air suspension systems of direction and rear.

Figure 2 illustrates the same trailer 1 and load configuration as in Figure 1, except that the axle, tires and part of the suspension are omitted. The elements 11 in the drawing are the support clamps that connect the suspension to the body of the trailer. In this case, the balance moment "M" is supported by equal but opposite "S" forces that the suspension applies to the clamps 11. The "S" forces are similar for virtually all types of recognized suspensions. The "S" forces for the clamps 11 are, of course, the same for any suspension used with the clamps 11 (as illustrated generically). Referring now to Figure 3. Figure 3 illustrates one side of a typical spring suspension 13 consisting of the front suspension bracket 21, rear suspension bracket 22, steel spring 23, means 24 for attaching spring 23 to the axis 7, and stabilizer for curves 26. The force "S", as described in Figure 2, is distributed between the two suspension brackets 21 and 22, on both ends of the spring 23, then transferring it through the spring union / axis 24, and on axis 7. The resultant force transferred to axis 7 is simply the vertical force "Sv". If the other side of this type of suspension were shown, the load would be the same except that the force would be in the opposite direction. Another known type of suspension is illustrated in Figure 4. Here, half of a typical rocker suspension 15 consists of a front suspension bracket 31, rear suspension bracket 32, steel spring 33, and seat or bracket assembly 34 which rotatably connects the spring 33 to the rocker 35. The support clamps 36 rotatably connect the rocker 35 to the axes 7A and 7B. The force is then distributed equally to axes 7A and 7B. The resultant force transferred to each of the axes 7A and 7B is simply half the vertical force "S" (illustrated here as S / 2). If the other side of this type of suspension were shown, the load would be the same except that the force "S" would be in the opposite direction. Most known suspensions behave in the manner of those described in Figures 3 and 4, in which the forces applied to the suspension to support the moment of balance "M" result in forces that are vertical in nature only. The exception to these, however, are the air suspensions of the steering and rear chassis, where an additional force acts on the axle.

A typical trailer chassis suspension 17 is shown in Figures 5, 6 and 8 in this regard. This consists of a suspension bracket 41 which is rotatably connected at 46 to a swing lever or trailer chassis rocker 42 which is supported at one end by the bracket 41 and at the other end by an air spring 43. The oscillating lever or rocker 42 has means of a rigid connection 44 to the axle 7. The suspension 17 further includes a typical brake actuation mechanism 19, comprising the brake chamber 27, rod 29 and the S-shaped cam 37, S-shaped lifter 37A and regulator or tensioner 45. With this design, the air spring 43 is designed to have a very low spring oscillation coefficient (i.e. force / deflection), and, therefore, contribute a little to endure the moment of balance "M". The force "S", as described in Figure 2, is transferred mainly to the suspension bracket 41 and then to the end of the towing beam 42, through the rigid shaft connection 44 and the 7-axis. resulting in axis 7 are a vertical force equal to "S" and a torsional force "T", equal to the vertical force "S" multiplied by the length of the oscillating lever or rocker "L" (ie T = SxL ).

Additionally, the shaft acts as an oscillating lever element or rocker arm that supports the vertical loads transmitted from the rims through the axle and from the suspension to the vehicle chassis. These loads generate a movement of flexion in the shaft, therefore placing the bottom of the shaft in tension and the upper part of the shaft in compression. A solder on the surface in tension creates the potential for an axis life by reducing the voltage lifts. Reference is now made to Figure 6 which illustrates the suspension of complete trailer chassis 17 with rims 5 and attached axle 7 (the brake actuation mechanism 19 shown in Figure 5 is omitted). Figure 6 illustrates the axle 7 with the trailer chassis rockers 42 attached to and their resultant forces on the axle 7. The vertical load "S" is similar for all the suspensions, although this type of trailer chassis suspension or steering 17 adds the additional torque "T" to the shaft. It is this torsional force that creates an effort problem, of unique design that must be overcome in the design of trailer chassis suspensions, or steering. Although the suspensions described in the North American Patents. Nos. 4,166,640 and 5,037,126 successfully overcome this unique problem, the present invention overcomes this in a highly advantageous and unique manner, thereby constituting a further improvement over the basic pioneer invention of the '640 Patent. In this regard it should be remembered, as illustrated in Figure 7, that the forces imposed on a suspension and, therefore, the axle, are the same applied to a single rim (for example a double rim passing over a curb or sidewalk "C", as illustrated, or a double tire that runs in a pothole), as is the case of the trailer when it turns a corner, as described above with respect to Figures 1-6.

Figure 5 illustrates an embodiment of the invention described and claimed in U.S. Patent No. 5,037,126. In this suspension, and as widely used in the prior art, U-shaped screws 39 are used to divide the transfer torsion loads "T" caused by the suspending of the trailer chassis on the axle. In '126, in addition, an oscillating shaft-to-shaft connection or rigidly welded seesaw is used. Relatively thin shafts are employed, and through appropriate engineering design. The shaft surely accepts the loads of twist "T". However, U-shaped screws or similar parts are necessary, and the shaft must be designed to be sufficiently strong (eg heavy) to accept these forces. It has now been discovered that virtually all of the above commercially acceptable designs of suspension and towing chassis or steering, either that of '126 or other types as exemplified by the above citation, through its design, which allows the axle transfers its "T" torsional loads, it also causes the axle to change its circumferential shape (ie, cross section) (eg, "circumferential deformation" if the axle is cylindrical, as illustrated in Figures 5-6) . This is caused by the application of torsional loads at two points "M" and "N" (Figure 5) only around the circumference of the axis. The U-shaped screws employed in previous preferred designs play the role of significantly reducing this change in cross-sectional shape. If this is not the case, unacceptably high voltage lifters may be produced at the restriction point (for example in the welding of the shaft to the rocker arm). Thus, in known, more acceptable designs, of the type of rocker or steering or rear rocker, the U-shaped screws become preferred means for improving the life of the suspension and the axle.

In view of the foregoing, there is a very strong and significant need for a new oscillating lever suspension or steering or towing beam that achieves all the benefits of previous designs of this type, but which overcomes the need to employ screws in the form of U, while at the same time not giving rise to stress lifters in the shaft to oscillating lever or rocker connection, due to torsion and bending forces. It is a purpose of this invention to meet this need in the art. Another problem in the suspension technique, which exists and is now overcome by the present invention will be discussed. The problem experienced, as partially illustrated in Figure 5, and better illustrated in Figure 8, was the need in the prior suspensions of the type of rocker lever or steering and rear rocker having the brake operating mechanism 19 attached to it. assumed (for example 47 and 51) to the axis. Usually these need to be joined by welding (for example 49 and 53) both to the clamps of the brake chamber 51 and to the clamps of the S-shaped cam holder 47 by means of six clamp connections to the shaft in a high effort area of torsion. This can result in a reduced shaft life at the same time. For this reason, there is still another very felt and considerable need in the type of a new suspension that could allow the secure connection of the brake actuation mechanism to a part of the suspension other than the axle. It is a further purpose of this invention to meet this need in the art, as well as other needs as will be apparent to those skilled in the art, once given the following describes.

BRIEF DESCRIPTION OF THE INVENTION This invention achieves its purpose by effectively surrounding the shaft in the oscillating lever or rocker connection with a rigid connection substantially 360 around its circumference thereby prohibiting substantially that the shaft be stressed outside its cross sectional shape. manufacturing (for example preventing any amount of "circumferential deformation" from occurring if the shaft is cylindrical), and eliminating the need for U-shaped screws in a type of oscillating lever or steering or rear rocker. In addition, by coupling this concept with the pioneering invention of US Pat. No. 4,166,640, known for the first time in the suspensions of the oscillating lever or steering or rear rocker type, the brake actuation system can be attached to the oscillating lever or rocker arm and not the shaft, thus eliminating the problem of axle stress lifters at the welding point of the axle of the brake actuation mechanism. In one form of the invention, then, an axle suspension system for a wheeled vehicle is provided wherein the external forces on the vehicle to which the suspension system is attached result in a torsional force that is imposed on the axle. , the suspension system includes an oscillating lever or elongated rocker arm, pneumatic bellows located on the rocker arm, a support clamp located at one end of the rocker arm or rocker arm, means for rigidly connecting the shaft to the rocker or rocker arm, and a connection rotating to connect the rocker to the support bracket elastically, the best comprises: means for rigidly connecting the shaft to the oscillating lever or rocker which comprises a hole in the oscillating lever or rocker which substantially surrounds the shaft and is rigidly attached the same, preventing, therefore, that the axis assumes a cross-sectional shape ally different from its non-stressed form when the aforementioned torsional forces are imposed on it. In another form of the invention an axle suspension system is provided wherein the external forces imposed on the vehicle to which the suspension system is attached result in a torsional force that is imposed on the axle, the suspension system includes a brake actuation mechanism comprising a brake chamber, an S-shaped cam and an S-shaped cam, regulator or tensioner, an oscillating lever or elongated rocker arm, pneumatic bellows located on the rocker arm, a support clamp located in the one end of the rocker arm, means for rigidly connecting the shaft to the rocker arm or rocker arm, and a rotary connection for elastically connecting the rocker lever or rocker arm to the support clamp, the improvement comprises means located on the rocker or rocker arm to join the S-shaped loudspeaker directly to the rocker or rocker arm, and means to directly connect the rocker brake chamber to the swing arm. A particularly preferred embodiment of the present invention is provided with an axle suspension system of the oscillating lever or rocker type subject to both bending and torsional forces, means for rigidly connecting the shaft to the rocker or rocker, comprising a hole in the rocker of a large size but substantially in the same way as the shaft and through which the shaft, with a sleeve rigidly attached to it, slides or is pressed. The rocker is then rigidly attached to the sleeve. The sleeve may be provided with windows in which the rigid connections to the shaft must be made. These windows eliminate the need to weld the shaft along the surface placed at maximum tension, the surface of the axle bottom, due to the bending moment generated by the vertical loads transmitted by the rims through the axle suspension. to the vehicle's chassis. This maximizes the life of the axis in flexion by eliminating potential stress lifters on the surface of maximum tension. In certain preferred embodiments of this invention, any of the two concepts of rigid pivot link or rocker link connection described above may be coupled together with the concept of locating the anterior brake component in a single suspension. In the particularly preferred moladitiesIn addition, the rotary connection of the oscillating lever or rocker type axle suspensions is designed according to US Pat. No. 4,166,640 (Figures 5, 6 and 8 thereof and corresponding to the description). The entire description of this Patent is incorporated herein by reference.

This invention will now be described with respect to certain embodiments thereof, as illustrated in the accompanying drawings, wherein: BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic view of a typical trailer on which the subject of the invention can be employed. Figure 2 is a schematic rear view of Figure 1. Figure 3 is a partial, side view of a known, typical suspension. Figure 4 is a partial, side view of another typical, known suspension. Figure 5 is a partial, side view of a mode of a suspension according to U.S. Patent No. 5,037,126.

Figure 6 is a perspective view of the complete suspension with wheels and axle of the suspension of Figure 5. Figure 7 is a schematic rear view of the trailer of Figure 1, where the left double wheels are on a curb or sidewalk. Figure 8 is a perspective view of the suspension of Figure 6, with the brake chambers, S-shaped connecting rods and regulators or tensioners mounted on the shaft. Figure 9 is a perspective view of one embodiment of this invention. Figure 10 is an exploded view of the embodiment of Figure 9. Figure 11 is a perspective view of another embodiment of this invention. Fig. 12 is an exploded view of the embodiment of Fig. 11. Fig. 13 is a side view of the embodiment of any of Figs. 9 and 10. Fig. 14 is an isolated view of the shaft and sleeve shown in Figs. moladity of Figures 11 and 12. Figure 15 is a partial side view of the embodiment of Figures 11 and 12.

DETAILED DESCRIPTION OF THE INVENTION A first embodiment of this invention is illustrated in Figures 9 and 10. In this embodiment, a pair of each of the elements (except axis 7) is presented on each side of the vehicle to make a complete suspension. One side of the suspension is conventionally attached to one of each pair of longitudinal chassis side members of the vehicle (eg chassis side members 9 in trailer 1, Figure 1). This invention finds wide application in a variety of vehicles. It should be understood in this regard that any suspension environment that experiences the problems described above, and wherein this invention can be used to solve those problems, is considered to be within the scope of the invention. As already stated, such problems are particularly evident in suspensions (rigid or flexible) of the type of oscillating lever or steering and rear rocker and, thus, this invention finds unique and advantageous applicability in such an environment. Particularly the advantageous use in this respect in the heavy-duty truck and trailers industry, for example, maneuvering mechanisms known as "18 wheels".

With further reference to Figures 9 and 10, the suspension illustrated includes the suspension brackets 55, which have shock absorbers 57 mounted thereon at one end. The other end of the shock absorber 57 is mounted next to the rocker arm or rocker 59. The rocker lever or rigid rocker 59, in turn, is rotatably and elastically connected at one end to the support 55 by the rotary assembly 61, the which includes screw means 62 and elastic bearing member 63. Elastic bearing 63 has holes 65 in its final portion, as shown and described in U.S. Patent No. 4,166,640. In effect, the total rotating assembly 61, including the elastic bearing 63, is preferably that which was described in the aforementioned US Patent No. 4,166,640. Located intermediate between the ends of the oscillating lever or rocker 59, in its side walls are the holes bordering the shaft 67. As can be seen, the holes 67 are of cross section only slightly larger than that of the axis 7., to allow axis 7 to slide or press through. The cross-sectional shape of the holes 67, in this respect, are matched to the axis 7. Thus, as illustrated, the holes 67 are arched because the axis 7 is cylindrical. If the axis 7 were rectangular, then the holes 67 would be of a uniform rectangular shape, etc. By locating the shaft 7 through holes 67 as illustrated, the shaft 7 is confined by the rocker or rocker 59. Referring to Figure 13, the shaft 7 can then be rigidly attached to the rocker or rocker 59 simply by welding together the two together with a 360 continuous weld 105 around the hole / shaft interface, to eliminate stress risers due to discontinuities. The shaft 7 is, through an appropriately engineered design, relatively thick therefore, to safely accept torsional loads. In addition, the thick axis minimizes the effect of stress risers due to welding, particularly along the lower surface, area Z shown in Figure 13, placed in tension due to the bending moment generated by the vertical loads transmitted from the rims through the axle suspension system to the vehicle chassis. When constructed in this way, the torsional forces can not subject the substantially circumferentially deformed axle 7 to stress, and the stress headers on the axle that would have otherwise occurred are eliminated. In addition, there is no need for U-shaped screws, expensive, heavy and requiring maintenance, to connect the shaft to the oscillating lever or rocker arm. A very felt, significant need in the technique is therefore satisfied. Bolted to the top of the oscillating or white levers are the air bags 69 of conventional design. In addition to providing an air-directed suspension, in the known manner, they also serve as the other connection of the oscillating lever or rocker arm to the chassis side rails of the vehicle (also in known manner). The airbags 69 may be of any conventional design, and may be located in numerous places above or below the center line of the shaft, according to the known criterion of steering height, etc. Figures 9, 10 and 13 illustrate yet another unique feature of the present invention, namely, the ability to attach the brake actuation mechanism to the rocker or rocker arm thus totally avoiding any welding or other type of shaft connection 7 between oscillating levers or rocker arms, except for the rigid connection shaft to oscillating lever or rocker arm. The shaft to oscillating lever or rocker connection, as described above, is rigid. This is important. To be safe, the brake chambers and S-shaped cam assemblies must remain in the same position in relation to the axle, or the brakes can not operate properly. Through the use of the unique elastic bearing arrangement of U.S. Patent No. 4,166,640, which allows for an oscillating shaft or rigid rocker construction (like an oscillating lever or rigid rocker), the rocker or lever is now turned a better place to join the brake chamber and the S-shaped cam assembly as was the axis in the prior art, because the stress lifts, due to the welding bonding of the clamps to the shaft in the area of high torque, are eliminated. Thus, with particular reference to Figure 13, it can be seen that the air brake chamber 27 can be connected to the wall of the rear face 71 of the rocker arm or rocker 59 by screws 99 in the chamber 27 and nuts 73 Additionally, the S-shaped cam holder bracket 79 can now be connected to the side wall 77 of the swing lever or baluster 59 by screws 85 and nuts 87 (in Figure 10). In this way, the brake chamber and S-shaped loudspeaker are rigidly attached to the rocker or rocker arm, and are not, therefore, directly welded to the shaft, thereby eliminating the potential stress lifters that could previously occur in the axis due to the welding of these components of the brake to the shaft, staying in constant relation with the shaft due to the connection shaft to oscillating lever or rigid rocker. A preferred embodiment of the present invention is shown in Figures 11, 12, 14 and 15. The elements employed herein, which are the same as those shown in Figures 9-10, are numbered in a similar manner. In this mode, a pair of each of the elements (except axis 7) is presented again on each side of the vehicle to make a complete suspension. One side of the suspension is conventionally attached to one of each of the pairs of longitudinal chassis longitudinal members of the vehicle (for example, chassis sections 9 on trailer 1 of Figure 1). Referring now to FIGS. 11 and 12, the illustrated suspension includes support clamps 55 having shock absorbers 57 mounted thereon at one end. The other ends of the shock absorbers 57 are mounted on the side of the oscillating lever or rigid rocker 59. The rocker lever or rigid rocker 59, in turn, is rotatably and elastically connected at one end to the support 55 by the rotary assembly 61. which includes screw means 62 and elastic bearing members 63. The elastic bearing 63 has holes 65 in its final portion, as shown and described in U.S. Patent No. 4,166,640. In effect, the total rotary assembly 61, includes the elastic bearing 63, it is preferred that it be as described in the aforementioned US Patent No. 4,166,640. Located between the ends of the oscillating lever or rocker 59, its side walls are the confining holes of the shaft 67. As can be seen, and unlike the embodiments illustrated above in Figures 9-10, the holes 67 are of cross section larger than the axis 7, to allow the sleeve 89, which can for ease of manufacture be made of an upper half 91 and a lower half 95, to be adjusted therethrough. The sleeve 89 reinforces the shaft 7 and is used wherever it is anticipated that heavy loads will be supported or sustained by the suspension during use. As best illustrated in Figure 14, the sleeve 89 is attached to the shaft 7 by means of welding, brazing, welding with tin and lead alloy or adhesive bonding. When the preferred welding process is used, care must be taken not to join the sleeve to the shaft in areas of high axis bending stress, ie along the surface of the shaft adjacent the face 97 of the sleeve. In the preferred embodiment, therefore, windows 93 are provided, in the upper portion of the sleeve 91 and in the lower portion of the sleeve 95 along a line through the sleeve parallel to the longitudinal axis of the vehicle, for joining by welding the axis 7 on the top and front of axis 7 (see Figure 12). Referring to Figure 15, it eliminates welding along the lower surface, area Y of the axis, which is the area placed at maximum tension due to bending forces. Figure 14 shows an isolated view of the shaft 7, with the sleeve 89 rigidly attached thereto by welding 101 along the edges of the windows 93. The welding is preferably continuous, eliminating any stress risers caused by weld interruptions. . The optional weld 103 should be made at the interface between the upper half 91 and the lower half 95 of the sleeve 89. It should also be noted, with respect to Figure 14 and particularly Figure 15, that the sleeve 89 is in intimate contact through of its total internal surface, along its total length, with the external surface of the axis 7. It has been found that such contact maximizes the life of the shaft. By making the sleeve 89, of two halves, the tight fit of the sleeve 89 in total intimate contact with the axis 7, as described, can be easily achieved through techniques such as the pressure adjustment of the two halves together. The hot shrink fit can be used using a single circular sleeve, if desired. With the sleeve 89 rigidly attached to the shaft 7, as described above, the shaft and the sleeve slide or press through the hole 67 of the rocker lever or rocker 59. Referring to Figure 15, the sleeve 89 is then rigidly attached. to the oscillating lever or rocker arm 59 by welding the sleeve to the rocker arm or rocker arm with a 360 107 weld around the hole / sleeve interface. When constructed in this way, the potential stress lifters on the shaft, which can otherwise arise, are virtually eliminated, the life of the shaft is maximized without welding on the lower surface, area Y of Figure 15, of the shaft placed in tension maximum due to the bending moment caused by vertical loads transmitted from the rims through the axle and the suspension to the vehicle chassis, and the torsional forces can not stress the axle 7 by circumferentially deforming it substantially.

Furthermore, as in the embodiment of Figures 9 and 10, conventional airbags 69 are screwed to the back of the rocker lever or rocker 59, thereby providing an air-directed suspension that serves as another lever connection. oscillating or rocker arm to the chassis side members of the vehicle (all in a known way). The airbags 69 can be of any conventional design and can be located in numerous locations above or below the center line according to the known criteria for the steering height, etc. As illustrated in Figures 11 and 12 and as in the embodiments of Figures 9 and 10, the brake assembly, which includes an air chamber 27 and the S-shaped poppet carrier 79, can be connected to the rocker lever or rocker arm, thus avoiding completely any welding or other type of connection to the shaft 7, except for the connection shaft to rigid sleeve. Again, the important connection to oscillating lever or rigid rocker arm is maintained and, through the use of a unique elastic bearing arrangement of US Pat. No. 4,166,640, which allows an oscillating shaft or rigid rocker connection (as that an oscillating lever or rigid rocker arm), the rocker lever or rocker arm is in a better location to mount the brake chamber and the S-shaped cam assembly as was the axle in the prior art modes, because The relative distance between the axle and the brake components is constant. Given the above discussion, many other features, modifications and improvements will be apparent to those skilled in the art. Such features, modifications and improvements, are therefore considered part of this invention, the scope of which will be determined by the following claims.

It is noted that in relation to this date, the best method known by the applicant to carry out the aforementioned invention, is the conventional one for the manufacture of the objects to which it relates. Having described the invention as above, property is claimed as contained in the following:

Claims (29)

1. An axle suspension system for a wheeled vehicle, where the external forces imposed on the vehicle to which the suspension system is attached, result in torsional forces that are imposed on the axle, the suspension system includes an oscillating lever or elongated rocker arm, pneumatic bellows located on the rocker or rocker arm, a support bracket located at one end of the rocker or rocker arm, means for rigidly connecting the shaft to the rocker or rocker arm, and a rotary connection for connecting elastically the oscillating lever or rocker arm to the support bracket, the axle suspension system is characterized in that it comprises: means for rigidly connecting the axle to the oscillating lever or rocker arm, comprising a hole in the oscillating lever or rocker, which they substantially surround the axis and are rigidly attached to it, to prevent The axis assumes a cross-sectional shape substantially different from its non-stressed shape when tension forces are imposed on it.

2. The axle suspension system according to claim 1, characterized in that the rotary connection for elastically connecting the oscillating lever or rocker arm to the support clamp comprises elastic means having a different degree of deflection towards the oscillating lever rather than towards the holder, the elastic means are located at a distance spaced apart from the connecting means in the trajectory of the articulation forces between the oscillating lever or rocker arm and the support clamp and are sufficiently elastic to allow operational deflections in response to such forces of articulation, and at the same time restrict the longitudinal movement enough to maintain substantially constant the distance between the support clamps and the shaft connection means.

3. The axle suspension system according to claim 2, characterized in that the elastic means are contiguous with the support clamp.

4. The axle suspension system according to claim 3, characterized in that the elastic means have a different spring oscillation coefficient in the vertical than in the horizontal.

5. The axle suspension system according to claim 4, characterized in that the deflection towards the support of the elastic means is greater than the deflection towards the oscillating lever or rocker and the spring oscillation coefficient in the vertical is less than in the horizontal.

6. The axle suspension system according to claim 5, characterized in that the rotary connection for elastically connecting the support clamp and the rocker or rocker arm include a retaining bolt transverse to the direction of the oscillating lever or elongated rocker arm connected to the holder clamp, a tubular metal cylinder in which the bolt resides non-rotatably and wherein the elastic means comprises an elastic tubular element, the inner surface of which is held secured to the metal cylinder so that substantially all Rotating movement around the bolt is inside the elastic element.

7. The axle suspension system according to claim 3, characterized in that the rotary connection for elastically connecting the holder and the oscillating lever or rocker include a rotary connection attached to the sustainer and the elastic means comprise an element having a different degree of deflection towards the oscillating lever or rocker more towards the sustainer.

8. The axle suspension system according to claim 7, characterized in that the support clamp comprises two transversely spaced plates and the rotary connection for elastically connecting the oscillating lever or rocker arm and the support clamp comprises a retaining bolt which is extends between and connects to the plates, the elastomeric element extends around the pin and is tubular in shape, the element is held secured with respect to the pin so that substantially all rotational movement about the pin is within the elastomeric element.

9. The axle suspension system according to claim 8, characterized in that the tubular elastomeric element is thick walled, and the face of each of the walls at either end of element is provided with at least one cavity capable of providing a degree lower deflection towards the oscillating lever or rocker arm! more than the sustainer in the element.

10. The axle suspension system according to claim 9, characterized in that there are two cavities on each face of the elastomeric element separated by a vertical distance from the support pin to thereby provide a greater degree of deflection towards the holder more towards the oscillating lever or rocker arm and a greater spring oscillation coefficient in the horizontal direction than in the vertical direction.

11. The axle suspension system according to claim 1, characterized in that the orifice in the oscillating lever or rocker is substantially the same size and shape as those of the axle, and wherein the rigid connection of the axle to the rocker or rocker is by welding.

12. The axle suspension system according to the re-excitation 1, characterized in that it further comprises sleeve means rigidly and substantially joined around the shaft, and wherein the hole in the oscillating lever or rocker substantially surrounds the sleeve means and is rigidly attached to the shaft. the same.

13. The axle suspension system according to claim 12, characterized in that the sleeve means further comprise window means, the window means has an edge for welding the sleeve to the shaft, so that when the shaft is connected to the sleeve by welding along the edge, and no other, there is no welding in the place where the shaft is placed at maximum tension by operational bending forces.

14. The axle suspension system for a wheeled vehicle where the external forces imposed on the vehicle to which the suspension system is attached result in torsional forces imposed on the axle, the suspension system includes a brake actuation mechanism comprised of a brake chamber, S-shaped cams, S-shaped camshafts, an adjuster or tensioner, an oscillating lever or elongated rocker arm, pneumatic bellows located on the oscillating lever or rocker arm, a support clamp located at one end of the the oscillating lever or rocker arm, means for rigidly connecting the shaft to the oscillating lever or rocker arm, and a rotary connection for elastically connecting the rocker lever or rocker arm to the support clamp, the axle suspension system is characterized in that it comprises: means located on the oscillating lever or rocker arm to connect the S-shaped loudspeaker directly to the to oscillating lever or rocker arm, and means for directly attaching the brake chamber to the rocker or rocker arm.

15. The suspension system according to claim 14, characterized in that the means for rigidly connecting the shaft to the oscillating lever or rocker comprise a hole in the oscillating lever or rocker which substantially surrounds the shaft and is rigidly attached thereto, preventing therefore, the shaft assumes a cross-sectional shape substantially different from its non-stressed shape when torsional forces are imposed on it.

16. The axle suspension system according to claim 14, characterized in that the rotary connection for elastically connecting the oscillating lever or rocker arm to the support bracket comprises elastic means having a different degree of deflection towards the oscillating lever or balacín more than towards the holder, the elastic means are located at a distance spaced apart from the axis connection means in the trajectory of the articulation forces between the oscillating lever or rocker arm and the bracket of the sustainer and are sufficiently elastic to allow operational deflections in response to the articulation forces and at the same time sufficiently restrict longitudinal movement to maintain substantially constant the distance between the clamp of the sustainer and the shaft connection means.

17. The axle suspension system according to claim 16, characterized in that the elastic means are contiguous to the bracket of the support.

18. The axle suspension system according to claim 17, characterized in that the elastic means have a different coefficient of spring oscillation in the vertical than in the horizontal.

19. The axle suspension system according to claim 18, characterized in that the deflection towards the support of the elastic means is greater than the deflection towards the oscillating lever or rocker and the spring oscillation coefficient in the vertical is smaller than in the horizontal.

20. The suspension system according to claim 19, characterized in that the rotary connection for elastically connecting the support bracket and the rocker or rocker include a retaining bolt transverse to the direction of the oscillating lever or elongated rocker and connected to the support clamp, a tubular metal cylinder in which the pin resides in a non-rotating manner and wherein the elastic means comprises an elastic tubular element, the inner surface of which is held secured to the metal cylinder member so that substantially All the rotary movement around the bolt is inside the elastic element.

21. The axle suspension system according to claim 17, characterized in that the rotary connection for elastically connecting the holder and the oscillating lever or rocker includes a rotary connection attached to the sustainer and the elastic means comprises an element having a different degree of deflection towards the oscillating lever or rocker rather than towards the sustainer.

22. The shaft suspension system according to claim 21, characterized in that the support clamp comprises two transversely spaced plates and the rotary connection for elastically connecting the oscillating lever or rocker arm and the support clamp comprise a retaining bolt extending between and is connected to the plates, the elastomeric element extends around the pin and is tubular in shape, the element is held secured with respect to the pin so that substantially all rotational movement about the pin is within the elastomeric element.

23. The axle suspension system according to claim 22, characterized in that the tubular elastomeric element is thick walled, and the face of each wall at either end of the element is provided with at least one cavity capable of providing a degree of deflection gap towards the rocker or rocker lever more than towards the sustainer.

24. The axle suspension system according to claim 23, characterized in that there are two cavities on each face of the elastomeric element, spaced a vertical distance from the retaining bolt to thereby provide a greater degree of deflection towards the holder more than towards the oscillating lever or rocker arm and a greater spring oscillation coefficient in the horizontal direction rather than in the vertical direction.

25. The axle suspension system according to claim 15, characterized in that it comprises sleeve means rigidly connected to and substantially around the axis and wherein the hole in the oscillating lever or rocker substantially surrounds the sleeve means and is rigidly attached the same.

26. The axle suspension system according to claim 25, characterized in that the sleeve means further comprise window means, the window means have an end for welding the sleeve, so that when the shaft is connected to the sleeve by welding along edge, and no other, there is no welding in one place the shaft, is placed in maximum tension by forces of operational bending.

27. The shaft suspension system according to claim 1, characterized in that the connection of the shaft to the oscillating lever or rocker is by continuous welding about 360 ° of the axis circumference.

28. The system of suspension of axis of conformity .cenia reivendicación 23, characterized in that the rigid connection in the oscillating lever or rocker is by continuous welding of 360 around the magüito.

29. The system is axle suspension according to claim 13, characterized in that the window welding means are continuous. In testimony of which I sign the present in this City of Mexico, D.F., on October 11, 1993.