U.S. patent application number 10/870544 was filed with the patent office on 2005-12-22 for roll stable vehicle suspension system.
This patent application is currently assigned to The Boler Company. Invention is credited to Keeler, Michael J..
Application Number | 20050280238 10/870544 |
Document ID | / |
Family ID | 34937462 |
Filed Date | 2005-12-22 |
United States Patent
Application |
20050280238 |
Kind Code |
A1 |
Keeler, Michael J. |
December 22, 2005 |
Roll stable vehicle suspension system
Abstract
A highly roll stable suspension system for a truck, trailer, or
semi-trailer which achieves its roll stability by the use of at
least three beam structures, one beam being located beneath a
respective longitudinal side frame member of the vehicle, and the
other being located midpoint between the side frame members and
which occupies substantially less space than the space between
these opposing longitudinal side frame members of the vehicle.
Inventors: |
Keeler, Michael J.;
(Blacklick, OH) |
Correspondence
Address: |
Geoffrey R. Myers, Esquire
Hall, Myers, Vande Sande & Pequignot
Ste. 200
10220 River Road
Potomac
MD
20854
US
|
Assignee: |
The Boler Company
|
Family ID: |
34937462 |
Appl. No.: |
10/870544 |
Filed: |
June 18, 2004 |
Current U.S.
Class: |
280/124.116 |
Current CPC
Class: |
B60G 2202/152 20130101;
B60G 2200/314 20130101; B60G 9/022 20130101; B60G 2206/121
20130101; B60G 2204/148 20130101; B60G 2204/143 20130101; B60G
7/001 20130101; B60G 2206/601 20130101; B60G 2204/126 20130101;
B60G 2204/4306 20130101; B60G 2206/16 20130101; B60G 11/27
20130101 |
Class at
Publication: |
280/124.116 |
International
Class: |
B60G 009/02 |
Claims
I claim:
1. In a wheel bearing axle suspension system for connection to a
pair of opposing, spaced longitudinal frame members of a vehicle
located on opposite sides of said vehicle, wherein said suspension
system includes, with respect to each said frame members, a beam
locatable beneath and in substantially the same vertical plane of
said respective frame member, each said beam being connected at a
first end thereof to a hanger bracket connectable to a said
respective frame member and having connected to a second end
thereof an air bellows connectable to said same respective frame
member as said hanger bracket, means for connecting an axle to a
said beam and means located between said pair of opposing frame
members for increasing the roll stability of said suspension, the
improvement comprising wherein: said means for increasing the roll
stability of said suspension located between said pair of opposing
frame members comprises means structured and so located as to
occupy substantially less than the entire vertical distance between
said longitudinal frame members.
2. A suspension system according to claim 1 wherein said means for
increasing the roll stability of said suspension includes three
longitudinal beams.
3. A suspension system according to claim 2 wherein a first and a
second said longitudinal beam is locatable beneath a respective
said opposing longitudinal frame member of said vehicle and wherein
a third said longitudinal beam is located between said opposing
longitudinal frame members.
4. A suspension system according to claim 3 which further includes
a laterally extending beam connected at each end to a respective
said opposing longitudinal frame member and wherein a first end of
said third longitudinal beam is connected to said laterally
extending beam.
5. A suspension system according to claim 4 wherein said suspension
includes an axle bracket connectable to said axle at a location
intermediate the ends of said axle and wherein a second end of said
third longitudinal beam opposite said first end is connected to
said axle bracket.
6. A suspension system according to claim 5 wherein said three
longitudinal beams are so located with respect to each other such
that they form a cross-sectional, equal lateral triangle in a
vertical plane with each other such that said third beam is the
apex of said triangle and said first and second lower beams are
located within substantially the same horizontal plane with respect
to each other, when said suspension in its travel position.
7. A suspension system according to claim 6 wherein said three
longitudinal beams are so constructed as to be wider in their
horizontal plane than in the vertical plane when mounted on a
vehicle.
8. A suspension system according to claim 7 wherein said three
longitudinal beams are formed of a continuous top plate and a
continuous bottom plate joined together by opposing, spaced side
plates.
9. A suspension system according to claim 8 wherein each said
spaced side plate has an orifice therein extending substantially
the entire length of said plate.
10. A suspension system according to claim 8 which includes an
axle.
11. A suspension system according to claim 8 wherein said axle
comprises a transmission and a housing therefor.
12. A suspension system according to claim 10 wherein said axle
bracket is so located as to be connected to said transmission
housing.
13. A suspension system according to claim 11 wherein said
longitudinal beams extend forward of said axle and said air bellows
are located rearward of said axle with respect to the direction of
forward vehicle travel.
14. In a wheeled vehicle having a pair of opposing, spaced
longitudinal frame members on each side of said vehicle, the
improvement comprising the suspension of claim 1 connected to said
frame members.
15. In a wheeled vehicle having a pair of opposing, spaced
longitudinal frame members, one of said pair located on each side
of said vehicle, the improvement comprising the suspension of claim
2 connected to said frame members.
16. In a wheeled vehicle having a pair of opposing, spaced
longitudinal frame members, one of said pair being located on each
side of said vehicle, the improvement comprising the suspension
system of claim 3 connected to said frame members.
17. In a wheeled vehicle having a pair of opposing, spaced
longitudinal frame members, one of said pair being located on each
side of said vehicle, the improvement comprising the suspension of
claim 4 connected to said frame members.
18. In a wheeled vehicle having a pair of opposing, spaced
longitudinal frame members, one of said pair being located on each
side of said vehicle, the improvement comprising the suspension of
claim 5 connected to said frame members.
19. In a wheeled vehicle having a pair of opposing, spaced
longitudinal frame members, one of said pair being located on each
side of said vehicle, the improvement comprising the suspension of
claim 6 connected to said frame members.
20. In a wheeled vehicle having a pair of opposing, spaced
longitudinal frame members, one of said pair being located on each
side of said vehicle, the improvement comprising the suspension of
claim 7 connected to said frame members.
21. In a wheeled vehicle having a pair of opposing, spaced
longitudinal frame members, one of said pair being located on each
side of said vehicle, the improvement comprising the suspension of
claim 8 connected to said frame members.
22. In a wheeled vehicle having a pair of opposing, spaced
longitudinal frame members, one of said pair being located on each
side of said vehicle, the improvement comprising the suspension of
claim 9 connected to said frame members.
23. In a wheeled vehicle having a pair of opposing, spaced
longitudinal frame members, one of said pair being located on each
side of said vehicle, the improvement comprising the suspension of
claim 10 connected to said frame members.
24. In a wheeled vehicle having a pair of opposing, spaced
longitudinal frame members, one of said pair being locate on each
side of said vehicle, the improvement comprising the suspension of
claim 11 connected to said frame members.
25. In a wheeled vehicle having a pair of opposing, spaced
longitudinal frame members, one of said pair being located on each
side of said vehicle, the improvement comprising the suspension of
claim 12 connected to said frame members.
26. A torque arm for use in a vehicle which includes a pair of
opposing longitudinal frame members defining a space therebetween,
said torque arm being constructed so as to be attachable between
said pair of opposing longitudinal frame members wherein said
torque arm has a width substantially less than the space between
the said pair of opposing longitudinal frame members.
27. A torque arm according to claim 25 comprising a pivot means
located at each end thereof, an upper and a lower pair of
substantially horizontal plates and a pair of orificed, spaced and
substantially vertical plates so located between said upper and
lower plates such that said upper and lower plates are
substantially parallel with respect to each other.
Description
[0001] This invention relates to suspension systems for vehicles
and, in particular, especially for vehicles of the medium and heavy
duty truck and semi-trailer type. More particularly, this invention
finds special efficacy for use in vehicles having high levels of
center of gravity which make them otherwise vulnerable to
rollover.
BACKGROUND OF THE INVENTION
[0002] It is well recognized in the art of vehicle suspension
design and especially in the art of designing suspensions for
trucks, trailers and so-called semi-trailers of the medium and
heavy duty type (which vehicles exhibit a rather high center of
gravity), that an essential safety feature of any such suspension
design must have the requisite amount of "roll stability," a term
used herein according to its well-understood meaning in the art of
vehicle (and suspension) design.
[0003] Absent the requisite amount of roll stability, i.e., this
important safety feature for highway and general operation safety,
a truck, trailer or semi-trailer having a relatively high center of
gravity compared, for example, to an ordinary automobile, is
subject to the problem known as "roll over," e.g., rolling or
tipping over when driving around a curve or cornering, or in a high
speed braking situation, etc. (particularly when on a downgrade
and, more particularly, if fully loaded so as to increase its
effective center of gravity for roll over purposes).
[0004] For this reason, various attempts, some successful and some
only partially successful, have been made to achieve an acceptable
level of "roll stability" (i.e., as defined above, the ability to
resist roll over during use). In this respect, an example of a
suspension which is highly roll stable is disclosed in U.S. Pat.
No. 6,527,286 having an overlapping inventive entity herewith. In
this patented suspension, a high level of roll stability is
achieved by employing a special fabricated structure located
between the opposing, longitudinal side rails of the vehicle (e.g.,
truck, semi-trailer, etc.). As disclosed in this patent, such a
roll stabilizing structure may assume various different
configurations, such as, for example, a true box-like structure, an
"X" shape or a "Y" shape. For convenience, these structures may be
conveniently referred to generically as a "torque box." In each
instance, these torque boxes extend substantially and often
completely between opposing longitudinal side, frame rails of the
vehicle.
[0005] While highly effective to prevent roll over, i.e., obtain a
high level of roll stability, these torque boxes consume, by their
nature, design, and location, a large amount of space between the
frame rails of the vehicle, under the truck or semi-trailer body
which could otherwise be used more advantageously for other
componentry, such as air tanks, dump body hoists, drive shafts,
etc. Moreover, these suspensions still require, despite the use of
a torque box between the frame rails, the use of radius rods for
suspension alignment and stability, including wheel tracking during
travel.
[0006] Thus, the use of these so-called "torque boxes," while
highly advantageous to prevent roll over and achieve both roll
stability and a high level of safety, as well as ride comfort;
nevertheless, add substantial weight to the vehicle. Such added
weight (1) may often reduce the amount of cargo that can be
lawfully carried under existing highway weight limit laws; (2)
reduce fuel economy; and (3) reduce the space available for
locating other desirable auxiliary componentry under or between the
frame rails of the vehicle.
[0007] In view of the above, it is apparent that there exists a
need in the art for a new suspension design which achieves or
exceeds the desirable level of roll stability and safety of the
above-described prior art, e.g., of the suspensions disclosed in
the aforesaid U.S. Pat. No. 6,527,286, but which does so in a
manner that reduces weight and decreases the space taken up by the
roll stabilizing componentry when compared to the aforesaid '286
patented suspension.
[0008] It is a purpose of this invention to fulfill this need in
the art, as well as other needs in the art that will become more
apparent to the skilled artisan once given the following
disclosure:
SUMMARY OF THE INVENTION
[0009] Generally speaking, this invention fulfills the
above-described needs in the art by providing in a wheel bearing
axle suspension system for connection to a pair of opposing, spaced
longitudinal frame members of a vehicle located on opposite sides
of the vehicle, a suspension system which includes, with respect to
each of the pair of longitudinal, side located vehicle's frame
members, a beam locatable beneath and in substantially the same
vertical plane with respect to its frame member, each beam being
connected at a first end to a hanger bracket connectable to the
frame member and connected at a second end to an air bellows, also
connectable to the same frame member as the hanger bracket. Further
included are means for connecting an axle to these two beams. The
improvement of this invention then comprising means for increasing
the roll stability of the suspension which means are located
between the pair of longitudinal side frame members, so as to
occupy substantially less than the entire vertical distance between
the pair of opposing longitudinal side frame members of the
vehicle.
[0010] In addition, this invention further includes a novel torque
arm useful in the above-described suspension systems, as well as
others. This novel torque arm comprises a pivot means located at
each end thereof, an upper and a lower pair of substantially
horizontal plates and a pair of orificed, spaced and substantially
vertical plates so located between the upper and lower plates such
that the upper and lower plates are substantially parallel with
respect to each other, said torque arm being of a substantially
lesser width than the distance between the opposing side,
longitudinal frame members of the vehicle on which it is
employed.
[0011] This invention will now be described with respect to certain
embodiments thereof, as illustrated in the accompanying drawings
wherein:
BRIEF DESCRIPTION OF THE DRAWINGS
[0012] FIG. 1 is a three dimensional perspective view of an
embodiment of this invention without wheels, as installed on the
longitudinal frame rails of a vehicle.
[0013] FIG. 2 is a side view of the embodiment of FIG. 1.
[0014] FIG. 3 is a further three dimensional perspective view of
the embodiment of FIG. 1 as viewed from a different direction.
[0015] FIG. 4 is a further three dimensional perspective view of
the embodiment of FIG. 1 as viewed from beneath a vehicle when
installed thereon.
[0016] FIG. 5 is a further three dimensional perspective view of
the embodiment of FIG. 1 as viewed from beneath a vehicle when
installed thereon from a different direction than FIG. 4.
[0017] FIG. 6 is a top view of the embodiment of FIG. 1.
[0018] FIG. 7 is either a front or rear view of the suspension of
this invention, depending upon whether the suspension is installed
as a "leading arm" or "trailer arm" (respectfully) suspension on
the vehicle.
[0019] FIG. 8 is an exploded perspective view of the embodiment of
FIG. 1.
[0020] FIG. 9 is an exploded view of the torque arms illustrated in
FIG. 1.
DETAILED DESCRIPTION OF THE INVENTION
[0021] With reference to the drawings and initially to FIG. 1,
there is illustrated a preferred embodiment of the unique
suspensions of this invention. FIGS. 2-8 further illustrate, as
described above, different views of this same embodiment of FIG. 1.
Referencing then FIGS. 1-8, suspension 1 is mounted in conventional
fashion to the opposing longitudinal frame members 3a and 3b of a
vehicle such as a medium or heavy duty truck, trailer, or
semi-trailer. Of course, the suspension in certain situations may
also be used, when needed or desirable on light duty vehicles.
However, due to the exceptional roll stability (i.e., the ability
of the suspension to resist roll over during cornering, braking,
side-dumping, cargo-shifting and the like) of the suspension of
this invention, they find particularly high utility in the medium
and heavy duty class of vehicles, such as those vehicles with a
rather high center of gravity, particularly when loaded and whose
GVWR (gross vehicle weight rating) places them in the
conventionally known class of a medium or heavy duty vehicle.
Typical of such vehicles are those rated at a GVWR of 36,000 lbs.
or more.
[0022] Suspension 1 is shown here as a non-liftable suspension. It
is understood that such a suspension may be conventionally
constructed (not shown for convenience) to be a so-called liftable
axle suspension, such as by the mechanism disclosed in U.S. Pat.
No. 5,403,031. Generally speaking, for example, this may be
accomplished by adding a second longitudinal beam above and
parallel to each of longitudinal beams 5a and 5b in a manner well
within the level of the skilled artisan once given the disclosure
of the above '031 patent, which disclosure is incorporated herein
by reference.
[0023] As a part of the structure which creates the high level of
safety and roll stability in the suspensions of this invention and
as illustrated in the drawings, e.g., FIG. 1, there is provided a
third longitudinal beam 7, in addition to beams 5a, 5b. All three
beams 5a, 5b and 7 are, in the preferred embodiments of similar
construction.
[0024] FIG. 9 illustrates a preferred construction for all three of
these longitudinal beams, as described more fully below. Lower
beams 5a and 5b are preferably located in substantially the same
vertical plane as, and located below their vehicle frame member 3a
and 3b (as shown in FIG. 1). Middle beam 7 is then located between
opposing vehicle frame members 3a, 3b (as also shown in FIG. 1). In
the preferred embodiment, as illustrated, beam 7, as aforesaid, is
of the same construction as beams 5a, 5b, which construction is
illustrated best, perhaps in FIG. 9. Such beams 5a, 5b and 7, as
can be seen, are of substantially less width than the various
configurations of the heavy duty beams illustrated in the aforesaid
U.S. Pat. No. 6,527,286. The beams of the subject invention herein
are much lighter in weight and far less space consuming than the
devices in the aforesaid '286 patent. Yet, at the same time, when
used as illustrated, such a beam configuration is highly effective
in achieving roll stability, a feature essential to highway and
vehicle operation safety.
[0025] In this respect, in the preferred embodiments as
illustrated, middle beam 7 is pivotably connected at one end to a
structural cross beam 9. Cross beam 9 is connected at each end,
conveniently by appropriate bracketry as illustrated, to opposing
vehicle frame members 3a and 3b, respectively. Middle beam 7 is
then conveniently attached at its other end to axle 13 by
appropriate retainer bracket 15. In the certain preferred
embodiments, beam 7 is located at the mid-point between, and
extends parallel to, opposing vehicle longitudinal side rail frame
members 3a, 3b. Beam 7, like beams 5a, 5b are connected by
conventional, resilient bushing connections well-known in the
suspension art and, as further described as aforesaid below, with
respect to FIG. 9.
[0026] Suspension 1 further includes, on each side of the vehicle
(one side of the suspension being a duplicate of the other) in
addition to the beam structure described above, frame hanger
brackets 11a and 11b, which serve to connect an end of a respective
beam 5a and 5b to the matching vehicle frame member 3a and 3b. At
the opposite end of each beam 5a and 5b, such ends are connected by
similar resilient bushing connections, as described above, to
pedestal 17. Pedestal 17 retains thereon, via appropriate u-bolts
19, axle 13, as well as conventional air bellows 21 of either the
convoluted or non-convoluted (rolling lobe) type. Such air bellows
21 are well-known for providing ride comfort and cargo protection
and are used herein for their known purpose. However, such rubber
bellows, even when filled with and maintained at the proper
pressure, usually via an air compressor, either alone or associated
with the air brake system of the vehicle, do not have, of
themselves, sufficient inherent roll stability. Thus, a need arises
to insure such roll stability by other structural members of the
suspension, as this invention effectively now does.
[0027] It is further to be noted that while u-bolts 19 are employed
to attach axle 13 to the suspension and while axle 13 is shown with
its enlarged transmission housing 23 as a drive axle (the drive
shaft being omitted for convenience), it is understood that the
suspensions of this invention need not be employed in this
particular configuration, but are also applicable for use on, for
example, trailers without drive axles, or in a configuration (not
shown) where the axle is connected to the beam in a conventional
manner, other than with a conventional u-bolt attachment as shown.
Still further, while the axle is shown as attached to the top
surface of pedestal 17, it may also be, alternatively and
conventionally, attached in the so-called "under slung" position to
the underside of an appropriate constructed pedestal 17.
[0028] The suspensions illustrated in the figures are equally
useful as either "trailing arm" or "leading arm" suspensions. These
terms are well understood in the art and refer to the location of
the longitudinal beams 5a, 5b (and here beam 7 as well) with
respect to the air bellows 21, as its location relates to the
direction of forward travel of the vehicle. As illustrated in FIG.
1, arrow A illustrates one forward direction of travel and arrow B
illustrates the opposite forward direction of travel. Arrow A
illustrates suspension 1 when the air bellows (e.g., 21a or 21b)
leads its beam 5a, 5b, respectively, with respect to the forward
direction of travel of the vehicle on which suspension 1 is
mounted. This configuration is conventionally designated as a
"leading arm" suspension (i.e., the beam leads the hanger bracket
to which it is attached when the vehicle is driven forward). The
opposite configuration, equally conventional, is known then as a
"trailing arm" suspension (i.e., the beam trails the hanger bracket
to which it is attached when the vehicle is driven in its forward
direction). The figures are purposely illustrated herein to be
generic, so as to illustrate that both positions, i.e., "leading"
or "trailing" arm are applicable to the suspensions of this
invention.
[0029] The term "less than the entire space" is used herein to
define and differentiate the space (particularly, the lateral
space) that middle longitudinal beam 7 of this invention occupies
compared to the significantly larger middle beams of various
configurations as disclosed in the aforesaid U.S. Pat. No.
6,527,286. Not only does this subject invention achieve effective
roll stability, but it uses significantly less space between the
frame rails than the beams of this '286 patent (e.g., numbered 40,
40' and 40" in patent '286). Such space saving, as well as weight
reduction, are both features highly desired in the truck and
trailer industry, enabling (by using less space) more options for
componentry location, as well as more profitability by way of
increasing the allowable, safe limits for the amount of cargo to be
carried. For example, in a typical truck, side rails 3a and 3b [or
items 12 in the aforesaid '286 patent] are conventionally about 34
inches apart, center line to center line. Lower longitudinal beams
5a, 5b like the radius rods of the '286 patent, consume no space
between the frame rails of the vehicle and in the preferred
embodiments of the subject invention, they are located in
substantially the same plane as its respective frame rail.
Moreover, middle beam 7, in preferred embodiments is normally only
about 5-10 inches wide, thus, consuming considerably less space
between the frame members than the aforesaid prior art devices.
[0030] In the illustrated embodiment of the aforesaid '286 patent,
the radius rods are located somewhat outboard of the vehicle's
frame rails. While such a location can be employed in the subject
invention simply by using the appropriate hanger shape for hangers
11a, 11b and pedestals 17a, 17b, the more preferred way is, as
illustrated in FIG. 1, et al. is to locate this componentry in
substantially the same vertical plane as the frame member of the
vehicle to which it is attached. The term "substantially" is
purposely used because as illustrated, some outboard offset to
facilitate attachment of the hanger brackets to the outside
vertical surface of its respective vehicle frame member is
contemplated in certain embodiments. In this respect, it is to be
noted that the air bellows are, in the preferred embodiments of
this invention, as illustrated, located substantially beneath their
respective vehicle frame rail to which they are attached for more
effective ride quality, without the use of additional, undesirable
weight adding componentry to achieve a substantial offset.
[0031] Turning now to FIG. 9, the longitudinal beam structure of
beam 7 and preferably also beams 5a, 5b is illustrated with more
particularity. Omitted, for convenience, are conventional bolts and
nuts which extend through the orifices at the ends of the beams to
connect the beams to their respective suspension componentry. Thus,
as illustrated, beam 7 (used here as the exemplar, beams 5a and 5b
being of the same construction and design) includes a central
structure 25 comprised of top wall 27 and bottom wall 29. At each
end of central structure 25, there is located an enlarged portion
29a and 29b, respectively. These enlarged portions house their
respective resilient bushing members 33a, 33b, 33c and 33d,
respectively, as well as metallic sleeves 31a, 31b.
[0032] Once given the above disclosure, many other features,
modifications, and improvements will become apparent to the skilled
artisan. Such other features, modifications, and improvements are,
therefore, considered to be a part of this invention, the scope of
which is to be determined by the following claims.
* * * * *