MXPA96004811A - Means and method to control the elevation dearmazon in suspension of vehicu - Google Patents

Abstract

The present invention relates to a vehicle having a frame supported at least in part on earth wheels, by a reactive suspension of torque that incorporates a drive shaft operatively connected to the ground wheels, a line means of drive connected in energy transmission relationship, between the vehicle engine and the drive shaft, and a damper means operatively connected between the frame and the drive shaft; the improvement comprises an operating frame lifting control means between the drive axle and vehicle frame, which works in rebound to limit the frame lift to the torque of the engine and thus suppresses the vibration of the drive line and the wheel jump, due to the torque produced by The mot

Description

MEANS AND METHOD FOR CONTROLLING THE ELEVATION OF ARMOR IN SUSPEN VEHICLE SIONS SPECIFICATION Background and Description of the Invention This invention relates, generally, to innovations and improvements in vehicle suspensions. More particularly, the invention relates to heavy duty trucks, which frames are suspended on rear suspensions re active at torque and subjected to driving line and wheel jump vibration due to the torque produced by the engine. Due to various reasons, including the use of superior horsepower engines and advances in engine technology, there have been increases in the torque output of heavy-duty truck engines. These increases have exacerbated the driveline and wheelbase vibration problems associated with rear-trailed air suspensions that are inherently reactive to torque. When the increased torque is applied to the drive train of a truck equipped with said torque-responsive suspension, such as during acceleration, the truck frame rises and away from the drive shaft. This condition is known and referred to in the field as "frame lift". It has been found that frame lifting in vehicles, particularly heavy duty trucks, is generally proportional to the severity of driving line vibration induced in the cardan joint and the wheel arch and vice versa. Furthermore, it has been found in accordance with this invention that the means for and methods to prevent or minimize the erection of the frame will result in the suppression of line vibration-drive and wheel jump. Furthermore, it has been found that the frame elevation can be suppressed or minimized by the appropriate use of spring means or hydraulic fastening means operative between the drive shaft of a vehicle and its frame or chassis. The optimum frame height when drive line vibration is minimal is referred to as "nominal ride height" or "curve height". For maximum improvement the frame lift should be immediately suppressed when the frame height starts to increase above the nominal ride height. Consequently, the object of the invention, expressed in general terms, is the provision of practical and economic means for and methods to controllably suppress the raising of a vehicle frame, and in turn, controllably suppress the drive line vibration and wheel jump in the same due to the torque produced by the engine in a pension reactive to torque with which the vehicle is equipped. An important object of the invention is to incorporate a spring or hydraulic fastening structure into a torsionally responsive suspension of a truck or other vehicle that will be operative between the drive shaft and the vehicle frame to be suppressed or minimized. the frame elevation and, in turn, controllably suppress the drive line and wheel jump vibration due to the torque produced by the motor. A further object of the invention is to provide said spring structure in the form of a rebound spring incorporated in a shock absorber, a leaf leaf spring, a shock strip and a hydro-pneumatic spring. A further object of the invention is to provide said hydraulic fastening structure in the form of a hydraulic cylinder with a clamping valve. Another object of the invention is the provision of methods for suppressing driving line and wheel-roll vibration in a vehicle, particularly a heavy-duty truck, which has a torque-responsive suspension by suppressing or minimizing the lifting of frame during the operation of the vehicle immediately at the exit of the nominal height or curb height. For a more complete understanding of the nature and scope of the invention, reference will now be had to the following detailed description of modalities thereof, taken in conjunction with the accompanying clauses and the accompanying drawings, in which: BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is an isometric view of a suspension-heavy-duty truck reactive to the rear-arm torque incorporating the invention with the side frame beams, the ground wheel on one side and the drive shaft shows ^ two in shadows; Figure 2 is a side elevational view, partially broken away, of the suspension shown in Figure 1; Figure 3 is a side elevational view of the differential and drive shaft of Figure 1; Figure 4 is a vertical, amplified sectional view of the shock absorber with a built-in spring shown in Figures 1 and 2; Figure 5 is a side elevation view of the rear arm torque reactive heavy duty truck board that incorporates a second embodiment of the invention Figure 6 is a top plan view of the suspension shown in Figure 5; Figure 7 is an end elevation view, taken on line 6-6 of Figure 5; Figure 8 is a side elevational view of a rebound spring that forms part of the suspension of Figure 5; Figure 9 is a top plan view of the rebound spring shown in Figure 8; Figure 10 is a side elevation view of the rubber tire that is part of the suspension shown in Figure 5; Figure 11 is a top plan view of the rubber retainer shown in Figure 10; Figure 12 is a diagrammatic view of a hydropneumatic spring embodiment of the invention; Figure 13 is a diagrammatic view of a hydraulic clamping embodiment of the invention; and Figure 14 is an isometric view of a part of the suspension 5 of Figure 1, wherein the dampers are equipped with endless elastic bands; Detailed Description of the Preferred Modalities of the Invention. Referring to Figures 1 and 2, a rear arm torque reactive suspension is generally indicated at the rear of a vehicle, such as a heavy-duty truck on land wheels generally indicated at 6 mounted on opposite ends of a drive shaft generally indicated at 7. As used herein, "drive shaft" designates both the drive shaft itself and the drive shaft housing. The components of the suspension 5 on opposite sides of the vehicle are the same. The frame or chassis of the vehicle is represented by the front and rear seat members 8.

The mounting brackets 10-10 are mounted appropriately on the outer sides of the side beams 8 so as to receive and support the front ends of the main gooseneck support members 11-11 which may be referred to as "beams". Z ". Each support member 11 has a generally horizontal front portion 12 and a horizontally transverse portion 13. The front and rear portions of the main support members 11 are integrally interconnected by a generally vertical portion 14. The main support members 11 are mounted on the opposite ends of the drive shaft 7 by means of a conventional axle fixing assembly generally indicated at 15. The assemblies 15 comprise the usual inverted U or shackle bolts 16, the plate 17 lower and block 18 spacer. A torque rod 20 is connected at its front end to the bottom of the frame bracket 10 and in its rear part to the shaft attachment assemblies 15. On each side of the suspension 5 an air spring 21 of known type is fastened in its base 22 to a base bracket 23 by means of a nut and bolt assembly 24. The base bracket 23 in turn is screwed in opposite ends to the bifurcated plates 25 which are mounted in the rear end portions of the main support members 11. The upper part of each air spring 21 is fixed to the adjacent side frame member 8 by means of a bracket 26.

It will be seen that the vehicle chassis as shown by the side frame members 8 is elastically splayed on the drive shaft 7 and the middle earth wheels 6 the main support member 11 which coactuates with the 10 m and 10 m cores. 21 springs of air. Conventionally, shock absorbers were used to dampen the rise and fall of the vehicle frame structure with respect to the wheels 6 of ground due to the pavement and road irregularities. In the construction shown in Figures 1 and 2, the dampers are generally indicated at 27 which are pivotally connected at their lower ends at 28 to the bifurcated plates 5 and pivotally connected at their upper ends to the respective lateral frame members 8. at 30. The shock absorbers 27 used for the suspensions 5 are of special construction in that they include internal springs 31 that serve to suppress or eliminate the frame assembly of the body or chassis of the vehicle with respect to the ground wheels 6 and the axle. 7 of drive. The special shock absorbers 27 with the inner springs 31 are shown in greater detail in FIG. 3. Referring to FIG. 1, the drive shaft of the vehicle is indicated diagrammatically in broken line in extending toward the differential housing indicated in FIG. 3 As is well understood, the drive shaft 32 is connected to the vehicle engine in a known manner. The axle 32 of the drive and the additional connections through which it receives power from the engine are referred to as the "drive line" of the vehicle. Referring to Figure 3, the angle alpha that the drive shaft 32 makes with the differential input shaft 34 has an optimum value at which the driving line vibration is reduced to a minimum. Since there is a relative movement between the suspension 5 in Figure 1 and the chassis or frame of the vehicle, the suspension pivots near the connection between the forward end of the main support members 11 and the mounting brackets 10. When there is an increase in the energy transmitted through the drive shaft 32 to the differential 33, which is part of the drive shaft 7, there is a tendency for the drive shaft 7 to rotate in a clockwise direction as seen in Figure 2. and, in turn, cause the suspension to also rotate clockwise and cause the frame or chassis to rise relative to the drive shaft. This relative-or pivoting-rotation of the suspension, termed torsion-torque reaction, and the resultant frame lift, changes the pitch of both the drive shaft 32 and the input shaft 34 of the bearing in Figure 3 which causes the alpha angle between them to change. When this occurs, there is a proportional increase in the drive line vibration. In this way, the higher the frame elevation, the greater the increase in drive line vibration. If there are conditions such that the drive wheels slip periodically and then gain traction again with the road surface, there is a fluctuation in the tor torque applied to the suspension. This results in fluctuations in the amount of frame lift that causes the frame to actually bounce over the suspension. This rebound of the arm in turn causes the wheels of the vehicle to bounce on the surface of the road. This undesirable condition is known as "wheel jump". If the lift frame is prevented or at least minimized drive line vibration and wheel jump, in turn, will be minimized if not eliminated. In this way, the optimal courre frame height when the drive line vibration is minimal and this optimum frame height is "nominal ride height" or curve height. "Dampers 27 with internal springs or buffers serve to controllably reduce to the minimum or suppress the frame lift The control is most effective if started as soon as the frame lift is started Referring now to Figure 4, the shock absorber 27 may be of a known commercial tubular hydraulic type, which has been modified to incorporate a spring or elastomeric shock absorber 31 that is in the form of a mounted sleeve-on the piston rod 34. If desired, the elastopedal sleeve 31 can be replaced by a spring formed of steel. The master bucket 27, for example, may be a Monroe Super Valve 1 3/4 cushion or the same as has been modified to incorporate the resorber 31. As shown in Figure 4, the component parts of the shock absorber 27 are in the positions relative to occupy when the suspension is at its nominal ride height or height condition dcurva. The shock absorber 27 operates in its normal form when the associated vehicle encounters an unevenness of road or pavement. However, in the rebound, since the lower end of the spring 31 is in close proximity, to the piston assembly 29 the spring 31 becomes immediately functional and acts to prevent the lifting of the frame. A form of spring 31 is described in Patent No. 5,104,101 issued April 14, 1992 to David G. Anderson and Hente Braa and assigned to Miner Enterprises, Inc. the disclosure of this patent is incorporated by reference herein. Reference may now be made to Figures 5-11 for a description of the second embodiment of the invention. In Figure 5 a portion of the hand side beam-left of the frame 35 is shown attached to a drive shaft 36 by the rear arm air suspension of this invention which is generally indicated at 37. A main support member, indicated generally at 40, it has a front upper end 41, a middle portion 42 and a rear lower end 43. The front end 41 is fixed to the side beam in a known manner by a bracket 44 as shown in Figures 5 and 6. As shown in Figure 5, the forward end 41 of the main support member is supported within of the bracket 44 between the pad 45 and the rebound roll 46. An upper pad 47 walls and holds the forward end 50 of the rebound leaf spring, generally indicated at 51, between it and the upper portion of the middle portion 42 of the main support member, as shown in the figure. 5. A cylindrical pin 52 mounted on the upper portion of the middle portion 42 of the main guard member runs upward through the forward end of the rebound spring 50 and toward the upper pad 47. The hole 53 shown in Figures 8 and 9 accommodates the cylindrical pin. Figure 5 shows that a spacer 54 and shaft seat 55 are sandwiched between the upper portion of the drive shaft 36 and the lower side of the middle portion 42 of the main shield member. The complete assembly is held together by a pair of inverted U-bolts 56 with their bent portions passing over the upper bolster 47 and holding the lower pallet 57 of shaft bearing the drive shaft 36. The self-clamping nuts 60 are provided at the threaded ends of the U-bolts. A known air spring 61 is screwed into its base 62 to the base bracket 63 by the pin 64. The base 63 is base is screwed to the bifurcated plate 65 and the rear end 43 of the main support member by bolts 66 and clamping nuts 67 as shown in Figures 5 and 7. The upper part of the air spring 61 is fixed to the armature. by means of the bracket 70, as shown in Figures 5 and 7. As shown in Figure 5, the shock absorber 71 of known commercial type is pivotally connected at its end -inferior to the bifurcated plate 65 and at its upper end to the 35 is provided by the bracket 72. The elastomeric stop 73, as shown in Figures 5 and 6 and 7, is mounted on the bracket 70 so as to engage the lower side of the rear end 74 of the bounce spring when the axle 36, and in this way the middle portion 42 of the main support member rotates in the clockwise direction as seen in Figure 5, away from the frame 35 as a result of the motor torque applied to the drive shaft and the axis 36 of drive or when the frame lift occurs. Figures 8 and 9 show details and configuration of the gooseneck bounce spring 51. Figures 10 and 11 show details of the rubber toe 73 as comprising a hollow molded elastomeric body 75 mounted on a bottom plate 76 having a perforated fixing base 77 i. As shown in Figure 5, the forward end of the torque rod 80 is fixed to the frame 35 by a yoke arm 81 extending downwardly in the bracket -44 while its rear end is fixed to an arm 82. of -yugo in the seat 55 of axis. This arrangement provides resistance to the drive shaft 36 by rotating in the clockwise direction in response to drive wheels moving in the left-handed direction as seen in Figure 5. In Figure 12 a third embodiment of the invention is shown diagrammatically that can be incorporated into the suspension shown in Figure 1 instead of the shocks 27-27. In Figure 12 the hydraulic cylinders are indicated at 90-90 by means of a housing 91, a piston 92 and a piston rod 93. Below the pits 92 the hydraulic cylinders 90 are vented to the atmosphere and, above the pistons 92, are loaded with oil or other hydraulic fluid. The air chambers are interconnected by a line 94 which is provided with a ventilation to the atmosphere 95. The hydraulic chambers are interconnected with a line 96 which in turn is connected via the line 97 to an accumulator 98 of commercial type c. nocido that forms a hydro-pneumatic spring. The air-oil compartments of the accumulator 98 are separated by a diaphragm 100. The air pressure is applied to the diaphragm 100 from the trair supply through a line 101 connected-with a valve indicated at 102. The valve 102 operates to adjust the air supply to the accumulator 98 only when the hoist lift occurs due to engine torque. The accumulator 98 is connected with a vent 103. The hydraulic cylinders 90 in the system shown in Figure 12 operate to provide a form of hydraulic resistance when the frame lift is initiated due to torque of the motor. Referring to Figure 13, a fourth embodiment of the invention is shown diagrammatically therein, which can be incorporated into the suspension shown in Figure 1 by the dampers 27-27. In Figure 13 the hydraulic cylinders are generally indicated at 105 comprising a housing 106, a piston 107 and a piston rod 108. Below the pistons 107, the hydraulic cylinders 105 are charged with oil or other hydraulic fluid from a common line 11 which is connected by a line 111 to the oil tank for the system 112. Above the pistons 107 the hydraulic cylinders 105 are also loaded with oil or other hydraulic fluid from a common line 113 which is connected via a line 114 to tank 112. A two-step valve 115 of known commercial type is placed on line 114. Valve 115 It adjusts to block oil flow when frame lift occurs due to engine torque. In-operation, the hydraulic cylinders 105 provide a form of hydraulic clamping that provides rebound control and mediately at the output of the nominal ride height. in figure 14, a fifth embodiment of the invention is shown, wherein the shock absorbers 27-27 are replaced with commercial shock absorbers 116 of known commercial type and elastic, elongated bands 117, worm, are linked in tight condition or tight on the pivot connections 28 and 30. The web 117 may be formed of a nylon composite or other non-elastic cord material, and elastic material. They work to prevent or suppress the lifting of the frame, acting immediately at the exit of the nominal ride height. Having described the invention generally with detail in relation to the drawings, including the presently preferred embodiments thereof, those skilled in the art will be able to practice the invention either in accordance with the described modalities or in accordance with other modalities without abandoning the invention. the spirit and scope of the attached clauses.

Claims (24)

1. CLAIMS 1. - In a vehicle that has a frame supported at least in a part on wheels of land by means of its pension reactive to torque that incorporates a drive shaft operatively connected to the ground wheels, and connected d drive means connected in relation of power transmission between the vehicle engine and the drive shaft, the upgrade-comprising operating frame lift control elements between the drive shaft and the vehicle frame that operates in rebound to limit frame lift due to The engine torque is reduced, thus eliminating drive line vibration and wheel jump due to the torque produced by the engine.
2. 2. The improvement claimed in clause 1, wherein the frame lifting control element is in the form of a spring element. 3.- In a vehicle claimed in clause 1, where the suspension is a reactive suspension of torque of rear arm torque. 4. The improvement of claim 1, wherein the frame lift control element functions in rebound immediately at the exit of the nominal ride height for the vehicle. 5. In a vehicle claimed in clause 1, the suspension that additionally incorporates on each lateral side of same: a) a main support member extending from front to back in the form of a leaf spring having a upper end, a lower end, an integral intermediate section having a generally horizontal portion extending from the upper end and a generally vertical portion extending upwardly from the lower end, b) an element for securing the Distant end of the upper end in supporting relationship with the vehicle frame c) A vertical air spring mounted on the lower end, d) Elements for fixing the upper part of the air spring in support relationship with the vehicle frame , and e) elements for holding the adjacent end of the drive ej to the generally horizontal portion of the intermediate section; and wherein the armature lifting control element comprises a damper incorporating therein a spring mounted on the piston rod and functioning in rebound immediately at the exit of the nominal ride height for the vehicle. 6. In the vehicle claimed in clause 5, the suspension is a reactive suspension to rear arm torque and the upper end of the main support member e the front end and the rear end is the rear end. 7. In the vehicle claimed in the case 5, the tire is an elastomeric sleeve. 8.- In the vehicle claimed in clause 5, the spring is a steel compression spring. 9. In a vehicle as claimed in clause 1, the suspension further incorporating on each lateral side d the same: a) a main support member extending from front to back in the form of a leaf spring having a upper end, a lower end, and an integral intermediate section having a generally horizontal portion extending from the upper end and a vertical portion generally, extending upwardly from the lower end, b) an element for fixing the upper end. Distant end of the upper end in supporting relationship with the vehicle frame c) A vertical air spring mounted on the lower end, d) An element for fixing the upper part of the air resistor in supporting relationship with the frame of vehicle, and e) an element for securing the adjacent end of the drive shaft to the generally horizontal portion of the intermediate section; and wherein the armature lift control element comprises a rebound control leaf spring having an end secured to the horizontal general portion of the intermediate section by the shaft holding member., and having an opposite end extending in spaced relation to the upper part of a stop fixed to the frame in position to have echoing with the lower side of the opposite end of the rebound control leaf spring in support relationship with it during bounce conditions. 10. In the vehicle of claim 9, wherein the suspension is a reactive suspension to rear arm torsion torque and the upper end of the main support member is the front end and the lower end is the rear end. 11. In the vehicle claimed in clause 9, wherein the rebound control leaf spring is of a gooseneck configuration and the one end is the lower front end and the opposite end is an upper rear end. 12. In a vehicle as claimed in clause 1, the suspension additionally incorporating on each lateral side thereof: a) a main support member extending from front to back in the form of a leaf spring having an upper end, a lower end, and an integral intermediate section having a generally horizontal portion extending from the upper end and a generally vertical portion extending upwardly from the lower end, b) an element for fixing the distal end of the upper front end in support relation with the vehicle frame, c) a vertical air spring mounted on the rear lower end, d) an element for fixing the upper part of the air resor of support with the vehicle frame, and e) an element for holding the adjacent end of the drive shaft to the generally horizontal portion of the intermediate section; and wherein the arm lift control element comprises a hydraulic cylinder, a source of pressurized hydraulic fluid connected to the chamber of the hydraulic cylinder in the rebound side of the piston and ventilated air on the opposite side of the pin. 13. In the vehicle claimed in clause 12, e wherein the suspension is a reactive suspension of rear arm torque and the upper end of the main support member is the front end and the lower end is the rear end. 14. In a vehicle as claimed in clause 1, the suspension further incorporating on each side side of 1: a) a main support member extending from front to back in the form of a leaf spring that has an S "upper end, a lower end, and an integral intermediate section having a generally horizontal portion extending from the upper front end and a generally vertical portion extending upwardly from the lower end, b) an element for fixing the distal end of the upper end in support relation with the vehicle frame c) a vertical air spring mounted on the lower end, d) an element for fixing the upper part of the air resorvoir in relation to support with the vehicle frame, and e) an element for holding the adjacent end of the drive shaft to the generally horizontal portion of the intermediate section; The lifting control of the frame comprises a hydraulic cylinder, a hydraulic fluid source connected to the hydraulic cylinder chambers on both sides of the piston, and a valve element that operates to block the flow of hydraulic fluid from the chamber on the side of the hydraulic cylinder. piston bounce when frame lift occurs due to torque of the motor. 15. In the vehicle claimed in clause 14, wherein the suspension is a reactive supersession to the rear arm torque and the upper end of the main support member is the front end and the lower end is the rear end. 16. In a vehicle as claimed in clause 1, the suspension that additionally incorporates on each lateral side of the same: a) a main support member that extends from front to back in the form of a leaf spring having an upper end, a lower end, and an integral intermediate section having a generally horizontal portion extending from the upper end and a generally vertically extending portion extending upwardly from the lower extrusion, fixing the distal end of the upper front end in supporting relation with the vehicle frame, c) a vertical air spring mounted on the lower rear end, d) an element for fixing the upper part of the air resor support with the vehicle frame, and e) an element for securing the adjacent end of the drive shaft to the generally horizontal section of the intermediate section; and wherein the arm lift control element comprises an elongated, elongated elastic band. 17. In the vehicle claimed in clause 16, e wherein the suspension is a reactive suspension of rear arm torque and the upper end of the main support member is the front end and the lower end is the rear end. 18.- The method for suppressing the drive line and wheel jump vibration in a vehicle having a frame partially supported on ground wheels by a reactive torque suspension that incorporates a drive shaft operatively connected to the vehicle. the ground wheels, and drive line elements connected in energy transmission relationship between the vehicle engine and the drive shaft purchased from the step of minimizing the frame lift 19.- The method of the claim 18, where the suspension incorporates a pair of shock absorbers one on each side of the vehicle and the step of minimizing the lifting of the arm is placed by placing an elastomeric sleeve on the piston rod of each shock absorber in order to resist the rebound . 20. The method of claim 18, wherein a leaf spring is placed between the suspension and the damping frame and minimizes rebound. 21. The method of claim 20, wherein a stop is placed between the leaf spring and the frame. 22. The method of claim 18, wherein the suspension incorporates a pair of hydraulic cylinders, one on each side of the vehicle and the step of pressurizing the rebound side of the piston of each hydraulic cylinder with hydraulic fluid to ventilate the another side to the atmosphere. 23. - The method of claim 18, wherein the suspension incorporates a pair of hydraulic cylinders, one on each side of the vehicle, and supply hydraulic fluid on opposite sides of the piston in each cylinder. 24. The method of claim 18, wherein the suspension incorporates a pair of shock absorbers, one on each side of the vehicle and elongation of each shock absorber during the rebound is restricted by longitudinally extending each cushion with an elongated elastic band.