US2463627A

US2463627A - Tandem axle spring suspension

Info

Publication number: US2463627A
Application number: US564630A
Authority: US
Inventors: Ainsworth B Blood; Stanleigh P Friedman
Original assignee: Individual
Current assignee: Individual
Priority date: 1944-05-15
Filing date: 1944-11-21
Publication date: 1949-03-08
Anticipated expiration: 1966-03-08

Description

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March 8, 1949. w, JONKHOFF 2,463,627

TANDEM AXLE sgnme SUSPENSION Original Filed May is, 1944 l 2 Sheets-Sheet 1 Hwl; whzwr March 8, 1949. H. w. JONKHOFF 2,463,627

TANDEM AXLE SPRING SUSPENSION Original Filed May 15,, 1944 2 Sheets-Sheet 2 522x17; WJOnflcOff Patented Mar. 8, 1949 TANDEM AXLE SPRING SUSPENSION Henri W. J onkhoff, New York, N. Y.; Ainsworth B. Blood and Stanleigh P. Friedman executors of said Henri W. J onkhofi, deceased Original application May 15, 1944, Serial No.

535,669. Divided and this application November 21, 1944, Serial No. 564,630

5 Claims. 1

My invention provides a new form of laminated spring on which the maximum working sphere, instead of at the extremities of the main blade, now is shifted to the center part of the spring so as to reduce the amount of material involved in movement.

My invention consists of a laminated spring in which the main blade forms the core from end to end, its extremities fixed to different bases, while supporting blades, or other stiifening means, are positioned on the top and bottom faces of said core and extend from the extremities of the spring in aligned pairs toward the middle part of the core or main blade where they are positioned separate from each other.

The invention may be embodied in several combinations in which the main blade always forms the core from end to end. This core takes up the stresses between the different bases of the spring ends, thus forming a real connection and meanwhile allows for more base to which the spring may be attached between said extremities.

Because the core of the main blade can remain uncovered by auxiliary blades at any point at will, the fulcrum for the next base of the spring can be chosen, thus reducing the wave of movement in regard to the fulcrum of the laminated spring.

Stops may be provided to prevent overloading of the main blade which limit the vertical movement of the free ends of the spring.

This application is a division of my application filed May 15, 1944, Serial No. 535,669.

In the drawing:

Figure 1 is a side elevation of a truck illustrating my improved spring.

Figure 2 is a side elevation of the spring detached.

Figures 3, 4 and 5 are detail side elevation views illustrating the possible actions of the core of the spring.

My improved laminated spring comprises a continuous blade extending from end to end of the spring. At the middle portion of the blade I arrange subsidiary blades 2 and 3, above and below the blades I and I interpose a blade 4 between the blades 3 and I which is shorter than the blades 3, thereby leaving a space 5 between the blades I and 3. The blades I, 2, 3, 4 are clamped together by the shackles 6. On the end portions of the core blade I I secure by means of the shackles I a plurality of subsidiary blades 8 and 9 and insert a blade I between the blades 8 and the core blade I, this blade II! being comparatively longer than the blades 8 and 9 and designed to enter and slide in the space between the blades 3 and core blade I as shown in the drawings. It will be seen from the drawings that there is normally a space II between the inner ends of the blades 2, 3, 8 and 9.

The usual type of spring now used in heavy vehicles is very clumsy, heavy and costly, whereas my invention aims at a more economical application of spring blades so as to save material and reduce weight and costs. Therefore, the inner base type suspension of springs is presented, whereby under similar conditions, the amount of action required from the spring elements is greatly reduced. As illustrated in the drawings, this action of the spring I now takes place in the main blade I, far inside the wheel base, somewhere midway between the spring seat and the wheel axle I2, which in the drawing is carried on a rigid extension of the spring. Said extension acting as a lever, allowing for aggravated vertical movement of the wheel axle at its outer end relative to the length of the extension, so that vertical movement of the wheel can be kept normal, meanwhile reducing the length and the weight of the spring materially.

As will be seen in the drawings, the blades of the laminated spring are assembled in such a way that only one blade I in the middle forms a through uninterrupted connection between the frame and the wheel carrying arm I l, allowing for a limited flexibility at point I I. Furthermore, in the drawings it will be seen that the central main blade I, above and below, is supported by other spring blades except for the comparatively short free distance at point II, where the main blade I is supported underneath only by a blade Ill based on the wheel arm and extending between the main blade I and the minor blade 3, so that it can slide between the two blades and allow for bending at point II. The use of such secondary spring blades may be multiplied; for instance, another one may be placed on the top of the main blade I to add resistance against deformation of the main blade I and so as to counterbalance the eifect caused by the application of brakes.

Inasmuch as the core of the main blade can remain uncovered by auxiliary blades at any point at will, the fulcrum for the next base of spring can be chosen, thus reducing the wave of movement in regard to the function of the present laminated springs.

In case there is need for an increase of the capacity of the spring, some of the pairs of auxiliary spring blades can be made of different length in such a way that the space between the two blades does not coincide with the original uncovered part of the main blade, but that the longer one of the pair overlapping and sustains the free part. Such overlapping blade must be allowed to slide between the main and the next auxiliary blade when under load. In using this arrangement the capacity of the spring, instead of being bound to the strength of the main blade only, now can be doubled or trebled without interfering with the principle of my invention or with determined place where the bending had to take place, so long as the main blade forms the uninterrupted core of the spring from end to end.

From the drawings it will be seen that one of the middle supporting blades is shorter than the others, and that one of the end supporting blades is longer than the others, whereby the longer end supporting blade may enter and have a sliding engagement with the middle supporting blades in alignment with the shorter middle supporting blade.

In the heavy vehicles the same principle of the invention can be applied resulting in a great saving of material, as shown in my patent application filed May 15, 1944, Serial Number 535,669.

The usual type of blade spring, now used in vehicles, is very clumsy, heavy and costly, whereas my invention aims at a more economical application of spring blades so as to save material and reduce weight and costs. Therefore, the inner base type suspension of springs is presented, whereby, under similiar conditions, the amount of action, required from the spring elements, is greatly reduced; meanwhile, the final effect on the sprung parts, remaining the same.

The principle of the invention may be clarified by some diagrams. The middle part of the main or core blade is fixed to a body A (Fig. 3), which, on account of the free part of the core on either side of the body, can rock longitudinally (Fig. 4). The amount of rock is limited by means of up ward extensions M on the two arms between which the body can move. In this way, on account of the bending in opposite directions of the two free parts of the core, the tipping of the body can be controlled and be restored to its original position.

In case the body is kept constantly in its original upright position, the two free parts of the core blade do allow for the vertical movement of the extremities of said core arms. Said body may be supported by wheels or by other supporting bases, in which case the body, on account of its weight, practically drops relative to said support (Fig. 5) and both extremities of the core blade bend upward. Again in this case the same stops limit the vertical movement of the arms and protect the core blade from excessive bending. It does not need further explanation that the body, instead of being mounted, may just as well hang and extend downwards from the core blade.

The device can act as a support on either side of a body and the two devices then are to be arranged longitudinally and parallel to each other. The working of each device being independent, the two devices in such a unit provide for sideward rocking of the body to a limited extent.

All the aforesaid motions are functions of the invention embodied in the simple construction as outlined in the figures allowing for an unusual economic application of the little material involved.

The invention can be applied in any design in which a body exerts weight pressure to be counteracted by springs. Therefore, it can be applied in stationary bodies like furniture or in vehicles between the body and the wheel axles or in the seats so as to absorb shocks.

For light vehicles, such as baby buggies, the invention is especially adaptable because the spring flexibility now can be controlled Within a certain range, without the application of heavier or lighter spring blades. The invention for this reason provides for a different spring action for which the present spring application offers no substitute.

' forming The application of the invention in any design can be made fit for the purpose so that all the functions can be performed promptly.

The amount of tipping of the body is to be limited by stops, but the resistance against tipping does not necessarily involve the use of a heavier core spring blade. It can be attained by increasing the width of the body attachment to the core blade. Meanwhile, in placing the core blade in a lower plane than the wheel axle, acting as the fulcrum around which the tipping takes place, the suspension can be made underslung, which retards the initial momentum of the tipping.

The amount of vertical movement of the extremities of the two arms relative to the body is limited by the aforementioned stops. But the amount of lift of said extremities merely depends on the length of said arms, consequently the wheel base of the vehicle.

The weight of a loaded body determines the thickness and the width of the core spring blade to be chosen. But an increased load can be counteracted by increasing the effectiveness of the core spring blade. This can be achieved by reducing the length of each free part of the core blade, which can be accomplished without influencing the total limit of the movement of the slots.

All this shows that each design has to represent a complete unit in which the right proportions of each part are to be considered. They can be chosen at will so as to meet conditions effectively, thereby using a minimum of material covering a wide scope of requirements.

What I claim is:

1. In a spring construction for supporting the front and rear axles of a vehicle truck, the combination, with a truck frame, front and rear wheel carrying axles, and a load carrying pedestal mounted on the frame at an intermediate point between said axles, of a laminated spring extending longitudinally of the frame beneath the pedestal and continuously from axle to axle, said spring comprising a main core blade continuous from end to end of the spring, a set of supporting blades arranged above and below the middle portion of the core blade and secured therewith to the base of the pedestal and forming a central main laminated spring portion of maximum resistance to bending deflection, and a set of supporting blades arranged above and below each end portion of the core blade and secured thereto and to the axles and with said core blade substantially counterpart laminated" end spring portions of substantially like resistances to bending deflection connecting the main portion of the spring with the respective axles, at least some of the supporting blades of the end sets being spaced at their inner ends from the ends of the supporting blades of the middle set at points in front and rear of and in close proximity to the pedestal to provide intervening portions of major resiliency in the length of the spring between said laminated main central spring portion and said counterpart laminated end spring portions.

2. In a spring construction for supporting the front and rear axles of a vehicle truck, the combination, with a truck frame, front and rear wheel carrying axles, and a load carrying pedestal mounted on the frame at an intermediate point between said axles, of a laminated spring extending longitudinally of the frame beneath the pedestal and continuously from axle to axle, said spring comprising a main core blade continuous from end to end of the spring, a set of supporting blades arranged above and below the middle portion of the core blade and secured therewith to the base of the pedestal and forming a central main laminated spring portion of maximum resistance to bending deflection, and a set of supporting blades, of a lesser number than those of the main spring portion, arranged above and below each end portion of the core blade and forming with said core blade substantially counterpart laminated end spring portions of substantially like resistances to bending deflection, and brackets securing the end sets of supporting blades to the end portions of the core blade and connecting the ends of the spring with the axles, at least some of the supporting blades of the end sets being, spaced at their inner ends from the ends of the supporting blades of the middle set at points in front and rear of and in close proximity to the pedestal to provide intervening portions of major resiliency in the length of the spring between said laminated main central spring portion and said counterpart laminated end spring portions.

3. In a spring construction for supporting the front and rear axles of a vehicle truck, the combination, with a truck frame, front and rear wheel carrying axles, and a load carrying pedestal mounted on the frame at an intermediate point between said axles, of a laminated spring extending longitudinally of the frame beneath the pedestal and continuously from axle to axle, said spring comprising a main core blade continuous from end to end of the spring, a set of supporting blades arranged above and below the middle portion of the core blade and secured therewith to the base of the pedestal and forming a central main laminated spring portion of maximum resistance to bendin deflection, a set of supporting blades arranged above and below each end portion of the core blade and secured thereto and to the axles and forming with said core blade substantially counterpart laminated end spring portions of substantially like resistances to bending deflection connecting the main portion of the spring with the respective axles, at least some of the supporting blades of the end sets being spaced at their inner ends from the ends of the supporting blades of the middle set at points in front and rear of and in close proximity to the pedestal to provide intervening portions of major resiliency in the length of the spring between said laminated main central spring portion and said counterpart laminated end spring portions, stop members projecting upwardly from the ends of the spring at opposite sides of the pedestal, and coacting stop members on the pedestal and frame for limiting the movements in opposite directions of the first-named stop members.

4. In a spring construction for supporting the front and rear axles of a vehicle truck, the combination, with a truck frame, front and rear wheel carrying axles, and a load carrying pedestal mounted on the frame at an intermediate point between said axles, of a laminated spring extending longitudinally of the frame beneath the pedestal and continuously from axle to axle, said spring comprising a main core blade continuous from end to end of the spring, a set of supporting blades arranged above and below the middle portion of the core blade and secured therewith to the base of the pedestal and forming a central main laminated spring portion of maximum resistance to bending deflection, a set of supporting blades arranged above and below each end portion of the core blade and forming with said core blade substantially counterpart laminated end spring portions of substantially like resistances to bending deflection, brackets securing the end sets of supporting blades to the end portions of the core blade and the ends of the spring to the axles, at least some of the supporting blades of the end sets being spaced at their inner ends from the ends of the supporting blades of the middle set at points in front and rear of and in close proximity to the pedestal to r provide intervening portions of major resiliency in the length of the spring between said laminated main central spring portion and said counterpart laminated end spring portions, stop members projecting upwardly from the brackets to points at opposite sides of the pedestal, and coacting stop members on the pedestal and frame for limiting the movements in opposite directions of the first-named stop members.

5. In a spring construction for supporting the front and rear axles of a vehicle truck, the combination, with a vehicle body, a truck frame, and front and rear wheel carrying axles, of a load carrying pedestal swiveled at its upper end to the vehicle body and fixed to the frame at an intermediate point between said axles, a laminated spring extended longitudinally of the frame beneath the pedestal and continuously from axle to axle, said spring comprising a main core blade continuous from end to end of the spring, a set of supporting blades arranged above and below the middle portion of the core blade and secured therewith to the base of the pedestal and forming a central main laminated spring portion of maximum resistance to bending deflection, a set of supporting blades arranged above and below each end portion of the core blade and forming with said core blade substantially counterpart laminated end spring portions of substantially like resistances to bending deflection, brackets securing the end sets of the supporting blades to the end portions of the core blade and the ends of the spring to the axles, at least some of the supporting blades of the end sets being spaced at their inner ends from the ends of the supporting blades of the middle set at points in front and rear of and in close proximity to the pedestal to provide intervening portions of major resiliency in the length of the spring between said laminated main central spring portion and said counterpart laminated end spring portions.

HENRI W. J ONKl-IOFF.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 63,330 Stuart Mar. 26, 1867 1,166,615 Mason et a1 Jan. 4, 1916 1,623,422 Lovejoy Apr. 5, 192"! 2,021,306 Hathorn Nov. 19, 1935 2,188,909 Leighton Feb. 6, 1940 FOREIGN PATENTS Number Country Date 541,215 Germany Jan. 12, 1933 710,953 France June 16, 1931