WO2003050432A2 - Prestressed rubber suspension/shock absorber system for vehicle axles in general - Google Patents
Prestressed rubber suspension/shock absorber system for vehicle axles in general Download PDFInfo
- Publication number
- WO2003050432A2 WO2003050432A2 PCT/MX2002/000113 MX0200113W WO03050432A2 WO 2003050432 A2 WO2003050432 A2 WO 2003050432A2 MX 0200113 W MX0200113 W MX 0200113W WO 03050432 A2 WO03050432 A2 WO 03050432A2
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- WO
- WIPO (PCT)
- Prior art keywords
- suspension
- rubber
- shock absorber
- axle
- vehicle
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/22—Resilient suspensions characterised by arrangement, location or kind of springs having rubber springs only
- B60G11/23—Resilient suspensions characterised by arrangement, location or kind of springs having rubber springs only of the torsional-energy-absorption type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F1/00—Springs
- F16F1/36—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers
- F16F1/38—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers with a sleeve of elastic material between a rigid outer sleeve and a rigid inner sleeve or pin, i.e. bushing-type
- F16F1/3807—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers with a sleeve of elastic material between a rigid outer sleeve and a rigid inner sleeve or pin, i.e. bushing-type characterised by adaptations for particular modes of stressing
- F16F1/3821—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers with a sleeve of elastic material between a rigid outer sleeve and a rigid inner sleeve or pin, i.e. bushing-type characterised by adaptations for particular modes of stressing characterised by adaptations to counter torsional forces
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/20—Type of damper
- B60G2202/22—Rotary Damper
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2228/00—Functional characteristics, e.g. variability, frequency-dependence
- F16F2228/08—Functional characteristics, e.g. variability, frequency-dependence pre-stressed
Definitions
- the present invention relates to a suspension / shock absorber for vehicles in general applied to an axle, tandem axles, auxiliary wheels or independent suspensions that is different from the known and for its special design and arrangement of parts can be considered to obtain protection that is requested.
- the object of this invention is that when using it, comfort and smooth handling are achieved throughout the entire load range of the vehicle without losing load capacity and achieving greater stability and better braking of the vehicle.
- the reference suspension / shock absorber is constituted by a pair of concentric tubes with rubber attached to its contact surface, which when turning one inside the other subject the rubber to stress and compression stresses, this system can have one or more stages built, it can be an integral suspension system or be used as a first or second stage of some suspension system already installed in the vehicle, it can be for example spring or sheet metal springs, this suspension joins the vehicle chassis with the axle of the wheels using a force lever integrated to the outer tube and a support that holds the inner tube or arrow and that joins the system to the other end that can be the chassis or the axle and / or spring and / or swing.
- suspension systems such as metal leaf springs, helical springs, airbags, etc., all of them looking for the vehicle to travel comfortably on roads with stops, potholes, curves, stones, roughness, etc., to which are constantly faced and just as the comfort of the suspension is important, it is required that you have other features such as: load capacity, stability, duration, low cost, simplicity of operation, vibration reduction, safety, low maintenance, etc., as expected each of the suspensions has comparative advantages and disadvantages among them, therefore This suspension was designed that is intended in the case of vehicles that already have some suspension system installed, complement it, to reduce its deficiencies and improve comfort or use it as an integral system of one or more stages.
- the vehicle does not have adequate comfort in the entire load range so that there are systems that when the vehicle is unloaded or lightly loaded, it jumps, vibrates, jumps, is unstable on rough roads, etc., and when it is loaded it works quite well but the vehicle is not always fully loaded and conversely some systems are moderately comfortable without loading but when they are loaded they lean too much, they are unstable, visibility decreases, etc.
- the suspension in tension rubber stages is installed in one as the first stage to make the vehicle comfortable and stable when it is without load or almost without load and in the other case it is used to improve the load characteristics by decreasing the inclination of the vehicle and increasing its stability functioning as a second stage or auxiliary.
- This tension rubber suspension can be manufactured with two or more stages built in such a way that it can be used as an integral suspension system that will provide the vehicle with adequate comfort throughout the load range and excellent stability, low cost security And maintenance.
- Figure 1 shows a side view of the prestressed rubber suspension / damper in the direction of opening of its connecting members.
- Figure 2 shows a side view of the prestressed rubber suspension / damper in the direction of the closure of its connecting members.
- Figure 3 shows a photograph of the prestressed rubber suspension / damper at the closure installed in a cargo vehicle where it operates with a first stage in conjunction with a suspension with metal blades that acts as a second stage.
- the suspension / shock absorber can be applied on an axle, tandem axles, auxiliary wheels or independent single-wheel suspensions, but in the case at hand, its use will be described as the first stage of a metal sheet suspension system according to the illustrations and starting I will say that in figures 1 and 2, the number (1) is a force lever that can be an integral part in case of casting or be welded in case of structural steel that can have a bushing (8) as an element of interconnection or two perforated screeds as in figure 2, the objective of this force lever is to interconnect the system with the shaft (12), springs (9), chassis (13) or hanger (10) and transmit the forces towards or from the outer tube (5), with which it is attached as an integral part in case of casting or will be welded in case of structural steel, the number (2) in figures 1 and 2 is an inner steel arrow, which transmits to the rubber (7), which is anchored by vu In its outer surface, an angular movement, which will tension the rubber until reaching the desired set point and that will remain in this position through the tension stop (3), which is
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Health & Medical Sciences (AREA)
- Child & Adolescent Psychology (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention relates to a prestressed rubber suspension/shock absorber system for vehicle axles in general. The inventive system comprises two concentric tubes; one inner and one outer tube. A power lever is welded to, or forms an integral part of, the outer tube and is used to articulate said tube to the axle, spring or spring mount of the vehicle by means of a bushing or perforated support plates. Two steel support plates, comprising a perforation at the ends thereof, are welded to the ends of the inner tube or axle, each of said plates being used to articulate the inner tube to the axle, spring or spring mount of the vehicle. A mixture of natural and synthetic rubber is disposed between the two tubes, said mixture being affixed to the contact surfaces thereof. When the tubes are rotated one inside the other, said surfaces subject the rubber to tension. The inventive system is characterised in that it is prestressed in the factory with the force and position required for use in the majority of vehicles having their original body. Said system can be used together with standard factory-installed suspension systems or as an integral suspension system. Moreover, the invention can be used: (i) diagonally, as a shock absorber between the axle and the chassis; and (ii), vertically, as an auxiliary suspension between the axle and the chassis.
Description
I SUSPENSIÓN/AMORTIGUADOR DE HULE PRETENSADO, PARA EJES DE I SUSPENSION / SHOCK ABSORBER, FOR EXTENSIONS OF
VEHÍCULOS EN GENERAL.VEHICLES IN GENERAL.
OBJETO DE LA INVENCIÓNOBJECT OF THE INVENTION
La presente invención se refiere a una suspensión/amortiguador para vehículos en general aplicada a un eje, tándem de ejes, ruedas auxiliares o suspensiones independientes que es diferente de lo conocido y por su diseño especial y disposición de partes puede ser considerada para obtener la protección que se solicita.The present invention relates to a suspension / shock absorber for vehicles in general applied to an axle, tandem axles, auxiliary wheels or independent suspensions that is different from the known and for its special design and arrangement of parts can be considered to obtain protection that is requested.
El objeto de esta invención es que al utilizarla se logra un confort y suavidad de manejo en todo el rango de carga del vehículo sin perder capacidad de carga y logrando una mayor estabilidad y mejor frenado del vehículo. La suspensión/amortiguador de referencia esta constituida por un par de tubos concéntricos con hule adherido a su superficie de contacto, las cuales al girar una dentro de la otra someten al hule a esfuerzos de tensión y compresión, este sistema puede tener una o mas etapas ínter construidas, puede ser un sistema integral de suspensión o ser utilizado como una primera o segunda etapa de algún sistema de suspensión ya instalado en el vehículo, pudiendo ser por ejemplo de resorte o muelles de hojas metálicas, esta suspensión une al chasis del vehículo con el eje de las ruedas usando una palanca de fuerza integrada al tubo exterior y un soporte que sujeta al tubo o flecha interior y que une al sistema al otro extremo que puede ser al chasis o al eje y /o muelle y/o columpio.The object of this invention is that when using it, comfort and smooth handling are achieved throughout the entire load range of the vehicle without losing load capacity and achieving greater stability and better braking of the vehicle. The reference suspension / shock absorber is constituted by a pair of concentric tubes with rubber attached to its contact surface, which when turning one inside the other subject the rubber to stress and compression stresses, this system can have one or more stages built, it can be an integral suspension system or be used as a first or second stage of some suspension system already installed in the vehicle, it can be for example spring or sheet metal springs, this suspension joins the vehicle chassis with the axle of the wheels using a force lever integrated to the outer tube and a support that holds the inner tube or arrow and that joins the system to the other end that can be the chassis or the axle and / or spring and / or swing.
ANTECEDENTES DE LA INVENCIÓNBACKGROUND OF THE INVENTION
Se han desarrollado varios sistemas de suspensión, como son muelles de hojas metálicas, resortes helicoidales, bolsas de aire, etc., todos ellos buscan que el vehículo viaje confortablemente en caminos con topes, baches, curvas, piedras, rugosidades, etc., a las cuales se enfrentan de manera constante y así como es de importante el confort de la suspensión, se requiere que tenga otras
características como son: capacidad de carga, estabilidad, duración, bajo costo, simplicidad de operación, reducción de vibraciones, seguridad, bajo mantenimiento, etc., como es de esperar cada una de las suspensiones tiene ventajas y desventajas comparativas entre ellas, por ello se diseño esta suspensión que pretende en el caso de vehículos que ya tienen algún sistema de suspensión instalado, complementarlo, para reducir sus deficiencias y mejorar el confort o usarlo como un sistema integral de una o mas etapas.Several suspension systems have been developed, such as metal leaf springs, helical springs, airbags, etc., all of them looking for the vehicle to travel comfortably on roads with stops, potholes, curves, stones, roughness, etc., to which are constantly faced and just as the comfort of the suspension is important, it is required that you have other features such as: load capacity, stability, duration, low cost, simplicity of operation, vibration reduction, safety, low maintenance, etc., as expected each of the suspensions has comparative advantages and disadvantages among them, therefore This suspension was designed that is intended in the case of vehicles that already have some suspension system installed, complement it, to reduce its deficiencies and improve comfort or use it as an integral system of one or more stages.
Una de las principales desventajas de los sistemas existentes es que el vehículo no tiene un adecuado confort en todo el rango de carga de tal forma que existen sistemas que cuando el vehículo esta sin carga o ligeramente cargado, este brinca, vibra, salta, es inestable en caminos rugosos, etc., y cuando esta cargado trabaja bastante bien pero no siempre se va a tener al vehículo totalmente cargado y a la inversa algunos sistemas son moderadamente confortables sin carga pero al cargarlos se inclinan demasiado, son inestables, disminuye la visibilidad, etc., en ambos casos la suspensión en etapas de hule a tensión se instala en uno como primera etapa para hacer confortable y estable al vehículo cuando se encuentra sin carga o casi sin carga y en el otro caso se emplea para mejorar las características de carga disminuyendo la inclinación del vehículo y aumentando su estabilidad funcionando como una segunda etapa o auxiliar.One of the main disadvantages of existing systems is that the vehicle does not have adequate comfort in the entire load range so that there are systems that when the vehicle is unloaded or lightly loaded, it jumps, vibrates, jumps, is unstable on rough roads, etc., and when it is loaded it works quite well but the vehicle is not always fully loaded and conversely some systems are moderately comfortable without loading but when they are loaded they lean too much, they are unstable, visibility decreases, etc. In both cases, the suspension in tension rubber stages is installed in one as the first stage to make the vehicle comfortable and stable when it is without load or almost without load and in the other case it is used to improve the load characteristics by decreasing the inclination of the vehicle and increasing its stability functioning as a second stage or auxiliary.
Así mismo; esta suspensión de hule a tensión puede fabricarse con dos o mas etapas ínter construidas de tal forma que puede ser usado como un sistema integral de suspensión que le brindara al vehículo un adecuado confort en todo el rango de carga y una excelente estabilidad, seguridad bajo costo y mantenimiento.Likewise; This tension rubber suspension can be manufactured with two or more stages built in such a way that it can be used as an integral suspension system that will provide the vehicle with adequate comfort throughout the load range and excellent stability, low cost security And maintenance.
DESCRIPCIÓN DE LA INVENCIÓNDESCRIPTION OF THE INVENTION
Los detalles característicos de la invención se muestran claramente en la siguiente descripción y las fotografías que se acompañan, sirviendo las mismos de referencia para indicar las partes de las figuras mostradas.
La figura 1 muestra una vista lateral de la suspensión/amortiguador de hule pretensado en dirección de apertura de sus miembros de conexión.The characteristic details of the invention are clearly shown in the following description and the accompanying photographs, serving as reference to indicate the parts of the figures shown. Figure 1 shows a side view of the prestressed rubber suspension / damper in the direction of opening of its connecting members.
La figura 2 muestra una vista lateral de la suspensión/amortiguador de hule pretensado en dirección al cierre de sus miembros de conexión.Figure 2 shows a side view of the prestressed rubber suspension / damper in the direction of the closure of its connecting members.
La figura 3 muestra una fotografía de la suspensión/amortiguador de hule pretensado al cierre instalado en un vehículo de carga en donde funciona con una primera etapa en conjunto con una suspensión con hojas de metal que actúa como una segunda etapa.Figure 3 shows a photograph of the prestressed rubber suspension / damper at the closure installed in a cargo vehicle where it operates with a first stage in conjunction with a suspension with metal blades that acts as a second stage.
La suspensión / amortiguador puede ser aplicada en un eje, tándem de ejes, ruedas auxiliares o suspensiones independientes de una sola rueda, pero para el caso que nos ocupa se describirá su uso como primera etapa de un sistema de suspensión de hojas metálicas de acuerdo a las ilustraciones y empezando diré que en las figuras 1 y 2, el número (1 ) es una palanca de fuerza que puede ser parte integral en caso de fundición o estar soldada en caso de acero estructural que puede tener un buje (8) como elemento de interconexión o dos soleras perforadas como en la figura 2, el objetivo de esta palanca de fuerza es interconectar al sistema con el eje (12), muelles (9), chasis (13) o percha (10) y transmitir las fuerzas hacia o desde el tubo exterior (5), con el cual esta unido como parte integral en caso de fundición o estará soldado en caso de acero estructural, el número (2) en las figuras 1 y 2 es una flecha interior de acero, que transmite al hule (7), que se ancla mediante vulcanizado en su superficie exterior, un movimiento angular, que tensionará al hule hasta lograr el punto de ajuste deseado y que se mantendrá en esta posición a través del tope de tensión (3), el cual es una pieza de acero que tiene el objeto de retener la tensión de ajuste de la flecha de anclaje al limitar la palanca de tensión (4), a regresar al punto de reposo del hule, el número (4) en las figuras 1 , 2 y 3 indica la palanca de tensión la cual consta de dos soleras de acero con dos perforaciones y tiene el objetivo de interconectar la flecha o tubo interior con el eje (12), muelles (9), chasis (13) o
perchas (10) y transmitir las fuerzas hacia o desde el tubo o flecha interior (2) y se desplazara entre el tope de tensión (3) y el tope de limite de trabajo (6), el número (5) en la figura 1 , 2 y 3 es el tubo exterior y tiene el objetivo de anclar el hule (7), en su superficie interior y transmitir o recibir la fuerza hacia o desde la palanca de fuerza (1 ), equilibrando el sistema en una posición dada para cada fuerza aplicada a través de las palancas de fuerza y tensión hasta llegar al tope de limite de trabajo, marcado con el número (6) el cual es de acero y puede ser parte integrante de el tubo exterior (5) en caso de ser la pieza fundida o estar soldado al mismo en caso de ser estructural, con el número (7) se indica la mezcla de hule natural y sintético que servirá como un acumulador de energía la que al acumularse hará que cambie la posición relativa entre la palanca de fuerza y la palanca de tensión, en un rango comprendido entre el tope de tensión (3) y el tope limite de trabajo (6), además tiene el objetivo de amortiguar las vibraciones provenientes de cualquiera de las interconexiones con el eje (12), muelles (9), chasis (13) o percha (10) y finalmente cumple el objetivo de liberar rápidamente la energía cambiando igualmente la posición relativa entre las palancas de fuerza (1) y de tensión (4), entre los mismos topes (3) y (6), el número (8) indica el buje el cual es de acero y tiene el objeto de servir de interconexión con la percha del vehículo (10), la muelle (9) o al eje (12), el número (9) indica el sistema convencional de muelles de hojas de acero que tiene el objetivo de convertir el movimiento vertical del eje en otro vertical de menor magnitud y un horizontal que se reflejara como un cambio de posición en la punta trasera de la muelle, el número (10) indica la percha la cual es una pieza de acero soldada, remachada o atornillada al chasis y que tiene el objeto de interconectar al chasis con los extremos de las muelles, el número (11 ) indica los tornillos empleados para sujetar las articulaciones o interconexiones entre la suspensión/amortiguador de hule pretensado y el eje (12), muelle (9), chasis (13) o percha (10), el número (12) indica el eje del vehículo el cual es un tubo de acero al que se le sujetan las ruedas del vehículo en los extremos y en donde se instalan las muelles (9) en ambos lados del eje, el número (13) nos muestra al chasis del vehículo el cual es un bastidor de acero que tiene el objetivo de unir la carrocería del vehículo con la suspensión a través de las perchas (10).
Además del sistema de instalación descrito anteriormente, este sistema de suspensión/amortiguador puede usarse entre el chasis y la carrocería, entre el eje y el chasis y otros usos donde se requiera sujetar y amortiguar dos elementos sujetos a transmisión de fuerzas y vibraciones entre si.
The suspension / shock absorber can be applied on an axle, tandem axles, auxiliary wheels or independent single-wheel suspensions, but in the case at hand, its use will be described as the first stage of a metal sheet suspension system according to the illustrations and starting I will say that in figures 1 and 2, the number (1) is a force lever that can be an integral part in case of casting or be welded in case of structural steel that can have a bushing (8) as an element of interconnection or two perforated screeds as in figure 2, the objective of this force lever is to interconnect the system with the shaft (12), springs (9), chassis (13) or hanger (10) and transmit the forces towards or from the outer tube (5), with which it is attached as an integral part in case of casting or will be welded in case of structural steel, the number (2) in figures 1 and 2 is an inner steel arrow, which transmits to the rubber (7), which is anchored by vu In its outer surface, an angular movement, which will tension the rubber until reaching the desired set point and that will remain in this position through the tension stop (3), which is a piece of steel that has the object of retain the tension of adjustment of the anchor arrow when limiting the tension lever (4), to return to the rubber rest point, the number (4) in figures 1, 2 and 3 indicates the tension lever which consists of two steel screeds with two perforations and aims to interconnect the arrow or inner tube with the shaft (12), springs (9), chassis (13) or hangers (10) and transmit the forces to or from the inner tube or arrow (2) and will move between the tension stop (3) and the work limit stop (6), the number (5) in figure 1 , 2 and 3 is the outer tube and aims to anchor the rubber (7), on its inner surface and transmit or receive the force to or from the force lever (1), balancing the system in a given position for each force applied through the force and tension levers until reaching the limit of work limit, marked with the number (6) which is made of steel and can be an integral part of the outer tube (5) in case of being the piece cast or be welded to it in case of being structural, with the number (7) indicates the mixture of natural and synthetic rubber that will serve as an energy accumulator which when accumulated will change the relative position between the force lever and the tension lever, in a range between the tension stop (3) and the stop work limit (6), also aims to dampen vibrations from any of the interconnections with the shaft (12), springs (9), chassis (13) or hanger (10) and finally meets the goal of quickly releasing the energy also changing the relative position between the levers of force (1) and tension (4), between the same stops (3) and (6), the number (8) indicates the bushing which is made of steel and has the In order to serve as an interconnection with the hanger of the vehicle (10), the spring (9) or the axle (12), the number (9) indicates the conventional system of steel leaf springs that aims to convert the vertical movement of the axis in another vertical of smaller magnitude and a horizontal that would be reflected as a change of position at the rear end of the spring, the number (10) indicates the hanger which is a piece of welded, riveted or bolted steel to the chassis and which aims to interconnect the chassis with the ends of the springs, the number (11) indicates the screws used to secure the joints or interconnections between the suspension / damper of prestressed rubber and the shaft (12), spring (9), chassis (13) or hanger (10), the number (12) indicates the axle of the vehicle which is a steel tube to which the wheels of the vehicle are attached at the ends and where the springs (9) are installed on both sides of the axle, the number (13) shows us to the chassis of the vehicle which is a steel frame that aims to join the body of the vehicle with the suspension through the hangers (10). In addition to the installation system described above, this suspension / shock absorber system can be used between the chassis and the body, between the axle and the chassis and other uses where it is required to hold and cushion two elements subject to transmission of forces and vibrations to each other.
Claims
1.- Suspensión / amortiguador de hule pretensado para ejes de vehículos en general, que comprende en combinación una palanca de fuerza de acero que une al tubo exterior con el punto de interconexión el cual puede ser un buje de acero, o un par de soleras perforadas y que en combinación forman el cuerpo principal de la suspensión/amortiguador, el cual contiene una mezcla de hule natural y sintético adherido en la superficie interior del tubo exterior y en la superficie exterior del tubo o flecha de anclaje interior el cual es de acero y esta sujeto a la palanca de tensión que consta de dos soleras de acero perforadas en los extremos y que una de ellas sirve para pasar la punta de la flecha o tubo interior y soldarlo contra la palanca y la otra perforación sirve para interconectar la suspensión/amortiguador con el eje, chasis, percha o muelles, comprende también una pieza metálica entre las dos soleras antes mencionadas de la palanca de tensión y que sirve para unirlas y como elemento estructural que se detendrá contra los topes de tensión y limite de trabajo los cuales pueden ser soldados al cuerpo si la pieza se hace estructural, o ser parte integral del cuerpo en caso de fabricarla en fundición.1.- Prestressed rubber suspension / shock absorber for vehicle axles in general, which in combination includes a steel force lever that joins the outer tube with the interconnection point which can be a steel bushing, or a pair of screeds. perforated and that in combination form the main body of the suspension / shock absorber, which contains a mixture of natural and synthetic rubber bonded on the inner surface of the outer tube and on the outer surface of the inner anchor tube or arrow which is made of steel and is attached to the tension lever consisting of two steel screeds perforated at the ends and one of them serves to pass the tip of the arrow or inner tube and weld it against the lever and the other perforation serves to interconnect the suspension / shock absorber with the axle, chassis, hanger or springs, also includes a metal part between the two aforementioned screeds of the tension lever and used to join them and or structural element that will stop against tension stops and working limits which can be welded to the body if the piece is made structural, or be an integral part of the body if it is cast.
2.- Suspensión/amortiguador de hule pretensado para ejes de vehículos en general, como se reclamo en la cláusula 1 , que comprende el uso de hule pretensado para ajustar la fuerza inicial de trabajo, conservando el modulo de deformación y rebote del hule empleado y que para pretensarlo se usa un sistema externo de fuerza para deformar el hule hasta el punto de ajuste deseado y que ' para conservar este estado se emplea el tope de tensión el cual es de acero e impide que la palanca de tensión regrese a su punto inicial donde el hule estaría en estado de reposo, caracterizándose la suspensión/amortiguador por tener una resistencia inicial suficiente para soportar el peso de la carrocería y chasis del vehículo, y contener un volumen de hule con características tales que le permita desarrollar una fuerza suficiente para trabajar durante todo el rango de carga del vehículo. 2.- Suspension / damper of prestressed rubber for vehicle axles in general, as claimed in clause 1, which includes the use of prestressed rubber to adjust the initial work force, preserving the deformation and rebound modulus of the rubber used and that an external force system is used to prestress it to deform the rubber to the desired set point and that to maintain this state the tension stop is used which is made of steel and prevents the tension lever from returning to its initial point where the rubber would be in a state of rest, the suspension / shock absorber being characterized by having a sufficient initial resistance to support the weight of the body and chassis of the vehicle, and containing a volume of rubber with characteristics that allow it to develop a sufficient force to work during the entire vehicle load range.
3.- Suspensión/amortiguador de hule pretensado para ejes de vehículos en general, como se reclamo en la cláusula 2, que comprende también un tope de limite de trabajo que permite manejar el rango como una primera etapa, como amortiguador entre el eje y la carrocería o como un sistema integral de suspensión.3.- Suspension / prestressed rubber damper for vehicle axles in general, as claimed in clause 2, which also includes a working limit stop that allows the range to be managed as a first stage, as a shock absorber between the axle and the bodywork or as an integral suspension system.
4.- Suspensión/amortiguador de hule pretensado para ejes de vehículos en general, como se reclamo en la cláusula 3, que comprende un tubo de reacción de dos o mas etapas que recibe una fuerza proveniente de un actuador fijado en la primera etapa y transmitida contra el actuador sujeto en la segunda etapa y este a su vez contra el hule adherido en su superficie interna. El cual generara una fuerza de reacción que se aplicara a la palanca de tensión y a la palanca de fuerza equilibrando el sistema.4.- Suspension / damper of prestressed rubber for axles of vehicles in general, as claimed in clause 3, which comprises a two or more stage reaction tube that receives a force from an actuator fixed in the first stage and transmitted against the actuator held in the second stage and this in turn against the rubber attached to its internal surface. Which will generate a reaction force that will be applied to the tension lever and the force lever balancing the system.
5.- Suspensión/amortiguador de hule pretensado para ejes de vehículos en general, como se reclamo en la cláusula 4, que comprende una disposición de los elementos que en conjunto convierten un movimiento vertical en un movimiento de rotación entre sus palancas de tensión y fuerza, que a su vez sirven para interconectar la suspensión/amortiguador con el eje, carrocería, chasis, percha o muelles y que comprende también el convertir un movimiento horizontal en otro vertical y de sentido contrario al aplicado al eje del vehículo. 5.- Suspension / damper of prestressed rubber for axles of vehicles in general, as claimed in clause 4, which includes an arrangement of the elements that together convert a vertical movement into a rotation movement between its tension and force levers , which in turn serve to interconnect the suspension / shock absorber with the axle, body, chassis, hanger or springs and which also includes converting a horizontal movement into another vertical and in the opposite direction to that applied to the vehicle's axle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AU2002359088A AU2002359088A1 (en) | 2001-12-13 | 2002-12-13 | Prestressed rubber suspension/shock absorber system for vehicle axles in general |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| MXPA/A/2001/012871 | 2001-12-13 | ||
| MXPA01012871 MXPA01012871A (en) | 2001-12-13 | 2001-12-13 | Pretensioned rubber suspension/dumper, for vehicles axles in general. |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| WO2003050432A2 true WO2003050432A2 (en) | 2003-06-19 |
| WO2003050432A3 WO2003050432A3 (en) | 2004-04-08 |
Family
ID=34056962
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/MX2002/000113 WO2003050432A2 (en) | 2001-12-13 | 2002-12-13 | Prestressed rubber suspension/shock absorber system for vehicle axles in general |
Country Status (3)
| Country | Link |
|---|---|
| AU (1) | AU2002359088A1 (en) |
| MX (1) | MXPA01012871A (en) |
| WO (1) | WO2003050432A2 (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2216455A (en) * | 1938-01-27 | 1940-10-01 | Transit Res Corp | Torsion suspension |
| US3101938A (en) * | 1959-03-17 | 1963-08-27 | Metalastik Ltd | Vehicle suspensions |
| FR2293631A1 (en) * | 1974-12-02 | 1976-07-02 | Viking Mjondalen As | Shock absorber with elastomer element - has torsional element secured to torsion arms pointing in approximately opposite directions |
| US6041678A (en) * | 1994-08-20 | 2000-03-28 | Automotive Products, Plc | Twin mass flywheel |
-
2001
- 2001-12-13 MX MXPA01012871 patent/MXPA01012871A/en active IP Right Grant
-
2002
- 2002-12-13 WO PCT/MX2002/000113 patent/WO2003050432A2/en not_active Application Discontinuation
- 2002-12-13 AU AU2002359088A patent/AU2002359088A1/en not_active Abandoned
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2216455A (en) * | 1938-01-27 | 1940-10-01 | Transit Res Corp | Torsion suspension |
| US3101938A (en) * | 1959-03-17 | 1963-08-27 | Metalastik Ltd | Vehicle suspensions |
| FR2293631A1 (en) * | 1974-12-02 | 1976-07-02 | Viking Mjondalen As | Shock absorber with elastomer element - has torsional element secured to torsion arms pointing in approximately opposite directions |
| US6041678A (en) * | 1994-08-20 | 2000-03-28 | Automotive Products, Plc | Twin mass flywheel |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2003050432A3 (en) | 2004-04-08 |
| AU2002359088A1 (en) | 2003-06-23 |
| MXPA01012871A (en) | 2003-06-23 |
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