• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    AIR SPRING FOR A HEAVY VEHICLE WITH DAMPING FEATURES An air spring for a heavy vehicle axle/suspension system includes a bellows chamber operatively connected to a piston chamber. An opening is disposed between the bellows chamber and the piston chamber to allow fluid to communicate between the bellows chamber and the piston chamber. The cross-sectional area of the opening and the volumes of the bellows chamber and piston chamber are adjusted in order to optimize the damping characteristics of the air spring.
    公开号:BR112013005318B1
    申请号:R112013005318-6
    申请日:2011-09-09
    公开日:2021-05-11
    发明作者:Andrew Westnedge；Michael J. Keeler
    申请人:Hendrickson Usa, L.L.C.；
    IPC主号:
    专利说明:

    REFERENCE CREATED WITH RELATED REQUEST
    [001] This application claims the benefit of U.S. Provisional Patent Application Serial No. 61/381,477, filed September 10, 2010. BACKGROUND OF THE INVENTION Field of Invention
    [002] The invention refers in general to the technique of axle/suspension system for heavy vehicles. More particularly, the invention relates to air suspension/axle systems for heavy vehicles that use an air spring to dampen vehicle handling. More specifically, the invention is directed to an air spring of a heavy vehicle air axle/suspension system, wherein the air spring is optimized to provide damping characteristics in the air spring and in turn to the axle/suspension based system. in the air spring bellows chamber volume, the air spring piston chamber volume, and the size(s) of one or more openings formed in the air spring between and communicating with the bellows chamber and the piston chamber. Even more specifically, the air flow between the piston chamber and the bellows chamber through the openings located between the piston chamber and the air spring bellows chamber provides viscous air spring damping. Background of the Technique
    [003] The use of front and rear arm rigid beam type suspension/axle systems has been very popular in the tractor-trailer and heavy truck industry for many years. Although such axle/suspension systems can be found in structural forms that vary widely, in general their structure is similar in that each system typically includes a pair of suspension assemblies. On some heavy vehicles, the suspension mounts are attached directly to the vehicle's primary chassis. On other heavy vehicles, the vehicle's primary chassis supports a subframe. For those heavy vehicles that support the subframe, the subframe can be non-mobile or mobile, the latter being commonly referred to as a slip box, slip subframe, slip bearing train, or secondary slip frame. For the purpose of convenience and clarity, reference will be made here to main elements with the understanding that such reference is by way of example, and that the present invention applies to heavy vehicle axle/suspension systems suspended from the main elements of: chassis primary, mobile subframes and non-mobile subframes.
    [004] Specifically, each suspension assembly of an axle/suspension system includes an elongated beam extending longitudinally. Each beam is typically located adjacent to and below a respective one of a pair of longitudinally spaced extending main elements and one or more cross elements that form the vehicle chassis. More specifically, each beam is pivotally connected at one of its ends to a hook which is in turn fixed to and dependent on a respective one of the main elements of the vehicle. A shaft extends transversely between and is typically connected by some means to the beams of the pair of suspension mounts at a selected location around the midpoint of each beam at the opposite beam end from its pivot connecting end. The beam end opposite the pivot connection end is also connected to an air spring, or its equivalent, which in turn is connected to a respective one of the main elements. A height control valve is mounted on the main element or other support structure and is operatively connected to the beam and air spring to maintain the vehicle's driving height. A brake system and one or more shock absorbers to provide damping to the vehicle's axle/suspension system are also mounted on the axle/suspension system. The beam can extend behind or forward of the pivot connection with respect to the front of the vehicle, thus defining what is typically referred to as rear arm or front arm axle/suspension systems, respectively. However, for purposes of the description contained herein, it is understood that the term “rear arm” will encompass beams that extend either backwards or forwards with respect to the front end of the vehicle.
    [005] Heavy vehicle axle/suspension systems act to dampen driving, dampen vibrations and stabilize the vehicle. More particularly, when the vehicle is traveling over the road, its wheels encounter road conditions that impart various forces, loads, and/or stresses, collectively referred to herein as forces, to the respective axle on which the wheels are mounted, and in turn, to the suspension mounts that are connected to and support the axle. In order to minimize the harmful effect of these forces on the vehicle when it is operating, the axle/suspension system is designed to react and/or absorb at least some of them.
    [006] These forces include vertical forces caused by vertical movement of the wheels when encountering certain road conditions, longitudinal forces caused by vehicle acceleration and deceleration, and lateral loading and torsional forces associated with transverse vehicle movement, such as doing the vehicle curve and lane change maneuvers. In order to deal with such unequal forces, axle/suspension systems have different structural requirements. More particularly, it is desirable for an axle/suspension system to be completely rigid in order to minimize the amount of sway experienced by the vehicle and thus provide what is known in the art as tilt stability. However, it is also desirable for an axle/suspension system to be relatively flexible to aid in cushioning the vehicle from vertical impacts, and to provide deformation so that the axle/suspension system components resist failure, thereby increasing the durability of the vehicle. axle/suspension system. It is also desirable to dampen vibrations or oscillations that result from such forces. A key component of the axle/suspension system that dampens vehicle handling from vertical impacts is the air spring, while the damper typically provides damping characteristics for the axle/suspension system.
    [007] The typical air spring of the type used in heavy air axle/suspension systems includes three main components, flexible bellows, a piston and a bellows top plate. The bellows is typically formed of rubber or other flexible material, and is operatively mounted on top of the piston. The piston is typically shaped like steel, aluminum, fiber reinforced plastic or other rigid material and is mounted to the rear end of the suspension mount beam top plate by fasteners, which are generally well known in the art. The volume of pressurized air, or “air volume”, that is contained within the air spring is a major factor in determining the air spring's spring rate. More specifically, this volume of air is contained within the bellows and, in some cases, the air spring piston. More specifically, this volume of air is contained within the bellows and, in some cases, the air spring piston. The greater the air spring air volume, the lower the air spring spring rate. A lower spring rate is generally more desirable in the heavy vehicle industry because it provides a smoother ride for the vehicle during operation. Typically, the piston either contains a hollow cavity, which is in communication with the bellows and which adds to the air spring air volume allowing unrestricted air communication between the piston and the bellows volumes, or the piston is generally cylindrical in shape hollow and does not communicate with the bellows volume, where the piston does not contribute to the air spring's air volume. The air spring air volume is in fluid communication with an air source, such as an air supply tank, and is also in fluid communication with the vehicle's height control valve. The height control valve directing airflow in and out of the axle/suspension system air spring helps maintain the vehicle's desired ride height.
    [008] Prior art air springs such as that described above, while providing damping to the load and occupant(s) of the vehicle during vehicle operation, provide few, if any, damping characteristics for the axle/suspension system. Such damping characteristics are instead typically provided by a pair of hydraulic dampers, although a single damper has been used and is generally well known in the art. Each of the shock absorbers is mounted to and extends between the beam of a respective one of the axle/suspension system suspension mounts and a respective one of the main vehicle elements. These dampers aid in the complexity and weight of the axle/suspension system. Furthermore, because shock absorbers are an axle/suspension system service item that will require maintenance and/or replacement from time to time they add additional maintenance and/or replacement costs to the axle/suspension system.
    [009] The amount of cargo that a vehicle can carry is governed by local, state and/or national road and bridge laws. The basic principle behind most road and bridge laws is to limit the maximum load a vehicle can carry, as well as limit the maximum load that can be supported by individual axles. Because shock absorbers are relatively heavy, these components add undesirable weight to the axle/suspension system and therefore reduce the amount of load that can be carried by the heavy vehicle. Depending on the dampers employed, also adding varying degrees of complexity to the axle/suspension system is also undesirable.
    [010] Certain prior art air springs have attempted to provide dampening characteristics to the air spring by placing valves between the air spring's bellows and piston chambers. Still other air springs of the prior art have attempted to provide dampening characteristics for the air spring by forming an opening between the air spring's bellows and piston chambers that is partially covered by rubber tabs mounted adjacent to the opening to provide damping characteristics for the air spring. Still other prior art air springs have included large opening or openings between the bellows and the piston to allow complete, unrestricted air communication between the two volumes to increase the air volume and thus reduce the spring rate of the Air spring that provides a smoother ride for the vehicle during operation. However, prior art air springs that include valves are complicated and require valve components that can break over time requiring expense and time to replace. Prior art air springs that include openings with rubber flaps typically restrict some air movement in one direction, but allow free air flow in the opposite direction. Furthermore, these rubber flaps, like the valves, are additional components within the air spring that can wear out, requiring repair and/or maintenance. In addition, these prior art air springs, which include openings between the bellows and the piston, do not consider the bellows chamber volume, the piston chamber volume or the size and/or number of openings formed between and communicating with the bellows chamber and the piston chamber to provide damping characteristics for the air spring.
    [011] The air spring with damping characteristics for heavy vehicles of the present invention overcomes the problems associated with prior art air springs by providing certain structural relationships between the bellows chamber, the piston chamber and openings formed between and communicating with the bellows and piston chambers, resulting in optimization of air spring damping characteristics, while generally using fewer parts than prior art air springs utilizing valves, rubber flaps and the like. Air spring with damping characteristics for heavy vehicles includes rotating certain structural components of the air spring in order to refine or find the "sweet spot" for air spring damping characteristics for a given application, based on the volume of the piston chamber, bellows chamber volume and the size, shape, length, and/or number of openings formed between and communicating with the bellows chamber and air spring piston chamber. By providing a heavy vehicle era spring having optimized damping characteristics, the axle/suspension system damper can be eliminated or reduced in size, reducing complexity, saving weight and cost, and allowing the heavy vehicle to carry more load. Furthermore. The elimination of rubber bumpers, valves and/or flaps potentially eliminates the repair and/or maintenance costs associated with these more complicated systems. SUMMARY OF THE INVENTION
    [012] Objectives of the present invention include providing an air spring having optimized damping characteristics.
    [013] A further objective of the present invention is to eliminate or reduce the size of the shock absorber, thereby reducing complexity, saving weight and cost, and allowing the heavy vehicle to carry more loads.
    [014] Yet another objective of the present invention is to provide an air spring having optimized damping characteristics that is relatively simple and that eliminates or reduces costly repair and/or maintenance costs.
    [015] These objectives and advantages are obtained by the air spring of the present invention that includes a bellows chamber operatively connected to a piston chamber. At least one opening is arranged between the bellows chamber and the piston chamber. The at least one opening allows fluid to communicate between the bellows chamber and the piston chamber, where a ratio of a cross-sectional area of the at least one opening in square centimeters to a piston chamber volume in cubic centimeters to a bellows volume in cubic centimeters, is from about 1:600:12000 to about 1:14100:23500. BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS
    [016] Preferred embodiments of the present invention, illustrative of the best way in which applicants have considered applying the principles, are set forth in the following description and are shown in the drawings, and are particularly and distinctly pointed out and set forth in the appended claims.
    [017] Figure 1 is a top rear perspective view of an axle/suspension system incorporating a pair of prior art air springs, and showing a pair of dampers, with each of the damper pair mounted on a respective one of the axle/suspension system suspension assemblies;
    [018] Figure 2 is a perspective view of an air spring of the first preferred embodiment of the present invention in section, showing the openings formed in the piston top plate between and communicating with the piston chamber and the bellows chamber, and also showing a stop attached to the piston top plate;
    [019] Figure 3 is a perspective view of an air spring of the second preferred embodiment of the present invention in section, showing the openings formed in the stop mounting plate and the piston top plate between and communicating with the piston chamber. piston and bellows chamber, with adjacent pendant flaps, and also showing the stop attached to the top surface of the piston top plate;
    [020] Figure 4 is an enormously enlarged fragmentary perspective view of the air spring of the second preferred embodiment of the present invention in section, showing the pendant tabs disposed between the piston top plate and the stop mounting plate, and showing the pendant tabs pushed up against the stop mounting plate when air is flowing from the piston chamber into the bellows chamber;
    [021] Figure 5 is a view similar to Figure 4, but showing the pendant tabs pushed down against the piston top plate when air is flowing from the bellows chamber into the piston chamber; and
    [022] Figure 6 is a graph illustrating in general the relative levels of damping that can be obtained by different variants of the air spring of the present invention when the air spring is tested in constant amplitude cycle over a range of frequencies.
    [023] Like numerals refer to like parts throughout the drawings. DESCRIPTION OF THE PREFERRED MODALITY
    [024] In order to better understand the environment in which the air spring with damping characteristics for a heavy vehicle of the present invention is used, a beam type air suspension/axle system supported on the rear arm that incorporates an air spring of the Prior art 24, is indicated generally at 10, is shown in Figure 1, and will now be described in detail below.
    [025] It should be noted that the axle/suspension system 10 is typically mounted on a pair of spaced apart main elements extending longitudinally (not shown) of a heavy vehicle, which is generally representative of various types of chassis used for heavy vehicles. , including primary chassis that do not support a subframe and primary chassis and/or floor frames that support a subframe. For primary chassis and/or floor structures that support a subframe, the subframe can be immobile or movable, the latter being commonly referred to as a slip box. Because the axle/suspension system 10 generally includes an identical pair of suspension mounts 14, for the sake of clarity only one of the suspension mounts will be described below.
    [026] The suspension assembly 14 is pivotally connected to a hook 16 by means of a beam supported on the rear arm 18. More specifically, the beam 18 is formed having an integrally formed U-shape generally upside down with a pair of side walls 66 and a top plate 65, with the open beam portion generally facing downwards. A bottom plate 63 extends between and is secured at the lower ends of the sidewalls 66 by any suitable means such as soldering to complete the structure of the beam 18. The beam supported on the rear arm 18 includes a front end 20 having an assembly of bush 22, which includes a bushing, pivot screws and washers as are known in the art, to facilitate pivotal connection of the beam to the hook 16. The beam 18 also includes a rear end 26, which is welded or otherwise rigidly attached to a axis extending transversely 32.
    [027] The suspension assembly 14 also includes the air spring 24, mounted on and extending between the rear end of the beam 26 and the main member (not shown). Air spring 24 includes a bellows 41 and a piston 42. The bellows top portion 41 is sealingly engaged with a bellows top plate 43. An air spring mounting plate 44 is mounted on the top plate 43 by fasteners 45, which are also used to mount the air spring top portion 24 on the vehicle main member (not shown). Piston 42 is generally cylindrically shaped and has a generally flat bottom plate and top plate (not shown). The bottom part of the bellows 41 is sealingly engaged with the piston top plate (not shown). The piston bottom plate rests on the beam top plate 65 at the beam rear end 26 and is secured thereto in a manner well known to those of skill in the art, such as by fasteners or screws (not shown). The piston top plate is formed without openings so that there is no communication between the piston 42 and bellows 41. As a result, the piston 42 generally does not contribute any appreciable volume to the air spring 24. The top end of a damper 40 is mounted on a wing extending into the interior 17 of the hook 16 via a mounting bracket 19 and a catch 15, in a manner well known in the art. The bottom end of the damper 40 is mounted to the beam 18 (the mounting not shown) in a manner well known to those skilled in the art. For the sake of relative perfection, a brake system 28 including a brake chamber 30 is shown mounted to the prior art suspension assembly 14.
    [028] As mentioned above, the axle/suspension system 10 is designed to absorb forces acting on the vehicle as it is operating. More particularly, it is desirable for the axle/suspension system 10 to be rigid in order to resist rolling forces and thus provide rolling stability for the vehicle. This is typically accomplished using beam 18, which is rigid, and is also rigidly attached to axle 32. It is also desirable, however, for axle/suspension system 10 to be flexible to assist in cushioning the vehicle (not shown) from impacts vertical and provide deformation so that the axle/suspension system resists failure. Such flexibility is typically achieved through the pivotal connection of beam 18 to hook 16 with bushing assembly 22. Air spring 24 and damper 40 also aid in ride damping for cargo and passengers.
    [029] Prior art air spring 24 described above has quite limited capacities and no damping because its structure, as described above, does not provide the same. Instead, the prior art air spring 24 relies on the damper 40 to provide damping for the axle/suspension system 10. Because the damper 40 is relatively heavy, this adds weight to the axle/suspension system 10 and therefore reduces the amount of cargo that can be carried by the heavy vehicle. The 40 dampers also add complexity to the 10 axle/suspension system. What's more, because the 40 dampers are a service item of the 10 axle/suspension system that will require maintenance and/or replacement from time to time, they also add maintenance and/or replacement costs for the axle/suspension system. The air spring with damping characteristics for heavy vehicles of the present invention overcomes the problems associated with prior art air springs, including those having apertures, valves, flaps and the like, as well as the typical prior art air spring that does not have such additional components described above, and will now be described in detail below.
    [030] An air spring of the first preferred embodiment of the present invention is shown generally at 124 in Figure 2, is used in conjunction with an axle of an axle/suspension system having a total axle weight specification (GAWR) of about of 9,072 kg, and will be described in detail below. It should be understood that the description below is by way of example and not by way of limitation and the preferred embodiment air spring 124 of the present invention could be adjusted up or down in accordance with the GAWR of the axis of the axle/system. suspension in which it is being used without changing the total concept or operation of the present invention. Like prior art air spring 24, air spring 124 of the present invention is incorporated in axle/suspension system 10, or other similar air axle/suspension system. Air spring 24 includes a bellows 141 and a piston 142. The top end of the bellows 141 is sealingly engaged with a bellows top plate 143 in a manner well known in the art. An air spring mounting plate (not shown) is mounted to the top surface of the top plate 143 by fasteners (not shown) which are also used to mount the top portion of the air spring 124 to a respective one of the main elements (not shown). shown) of the vehicle. Alternatively, bellows top plate 143 could also be mounted directly to a respective one of the main elements (not shown) of the vehicle. Piston 142 is generally cylindrical in shape and includes a continuous generally stepped sidewall 144 secured to a generally flat bottom plate 150 and integrally formed with a top plate 182. Bottom plate 150 is formed with a central hub extending upwardly 152. The central hub 152 includes a bottom plate 154 formed with a central aperture 153. A fastener 151 is disposed through the aperture 153 to secure the piston to the beam top plate 65 at the beam rear end. 26 (Figure 1).
    The top plate 182, the sidewall 144 and the bottom plate 150 of the piston 142 define a piston chamber 199 having an interior volume V1. The top plate 182 of the piston 142 is formed with an upwardly extending circular bulge 183 having a shoulder 180 around its circumference. Bead 180 cooperates with the lower end of bellows 141 to form an airtight seal between the bellows and bead, as is well known to those skilled in the art. Bellows 141, top plate 143 and piston top plate 182 define a bellows chamber 198 having an interior volume V2 at standard static drive height. An anvil 181 is rigidly secured to an anvil mounting plate 186 by means generally well known in the art. The anvil mounting plate 186 is in turn mounted to the piston top plate 182 by a fastener 184. The anvil 181 extends above the top surface of the anvil mounting plate 186. The anvil 181 serves as a fastener 181. a cushion between the piston top plate 182 and the bellows top plate 143 in order to keep the plates from contacting each other during vehicle operation, which could potentially cause damage to the plates.
    [032] According to one of the primary features of the present invention, the piston top plate 182 is formed with a pair of openings 185, which allow the volume V1 of the piston chamber 199 and volume V2 of the bellows chamber 198 to communicate one with the other. More particularly, openings 185 allow fluid or air to pass between piston chamber 199 and bellows chamber 198 during vehicle operation. The openings 185 are circular in shape, but other shapes, sizes, lengths and numbers of openings could be used without changing the concept or overall operation of the present invention.
    [033] It is considered that the ratio of the cross-sectional area of the openings 185 measured in cm2 to the volume of the piston chamber 199 measured in cm3 in the volume of the bellows chamber 198 measured in cm3 is in the ratio range of about 1:600 :1200 to about 1:14100:23500.
    [034] By way of example, the air spring 124 for the axle/suspension system 10 for a heavy trailer having an axle GAWR of about 9,072 kg, uses bellows chamber 198 having the volume V2 equal to about 7,947.73 cm 3 , piston chamber 199 having volume V1 of about 3932.89 cm 3 , and apertures 185 having a combined cross-sectional area of about 0.387 cm 2 . As shown above, the air spring 124 of the present invention, including the ratio ranges shown above, could be adjusted up or down in accordance with the GAWR of the axle 32 of the axle/suspension system 10 being used without changing the general concept or operation of the present invention.
    [035] Having now described the air spring structure of the first embodiment 124 of the present invention, the operation of the air spring damping characteristics will be described in detail below. When axle 32 of axle/suspension system 10 experiences a crash event, such as when vehicle wheels encounter a curb or raised bump in the road. Compression of the air spring 198 bellows chamber causes the internal pressure of the bellows chamber to increase. Therefore, a pressure differential is created between bellows chamber 198 and piston chamber 199. This pressure differential causes air to flow from bellows chamber 198, through piston top plate openings 185 and into the piston chamber. piston 199. Restricted air flow between bellows chamber 198 within piston chamber 199 through piston top plate openings 185 causes viscous damping to occur. As a result of the air flow through openings 185, the pressure differential between bellows chamber 198 and piston chamber 199 is reduced. Air continues to flow through the openings of the piston top plate 185 until the pressures of the piston chamber 199 and bellows chamber 198 equalize.
    [036] Conversely, when axle 32 of the axle/suspension system 10 experiences a bump event, such as when the vehicle wheels encounter a large hole or depression in the road, the axle moves vertically down away from the vehicle chassis. . In such a bump event, the bellows chamber 198 is expanded by the axle/suspension system 10 as the vehicle wheels travel within the hole or depression in the road. Expansion of the air spring bellows chamber 198 causes the internal pressure of the bellows chamber to decrease. As a result, a pressure differential is created between bellows chamber 198 and piston chamber 199. This pressure differential causes air to flow from piston chamber 199, through openings of piston top plate 185, and into the piston chamber. bellows 198. Restricted airflow through piston top plate openings 185 causes viscous damping to occur. As a further result of the air flow through openings 185, the pressure differential between bellows chamber 198 and piston chamber 199 is reduced. Air will continue to flow through the piston top plate openings 185 until the pressures of the piston chamber 199 and bellows chamber 198 equalize. When little or no suspension movement has occurred over a period of several seconds, the pressures of bellows chamber 198 and piston chamber 199 can be considered equal.
    [037] With further reference to Figure 6, by adjusting the relative sizes of the volume V1 of the piston chamber 199, the volume V2 of the bellows chamber 198, and/or piston top plate openings 185, it is possible to adjust the level of viscous damping that is obtained as well as the frequency at which the highest level of viscous damping occurs. The level of damping obtained is measured by the energy that is lost through viscous damping over an oscillation cycle. For example, a relatively small bellows chamber volume V2 will generally produce a higher level of damping, when the pressure change within bellows chamber 198 will be greater for a given event, ie a larger pressure differential means more flow through the piston top plate openings 185, thereby resulting in more viscous damping. For additional example, a relatively larger piston chamber volume V1 will also generally produce a higher level of damping (Figure 6), as the pressure differential between piston chamber 199 and bellows chamber 198 will generally lead to more time to equalize, ie more air will need to flow through the piston top plate openings 185 resulting in more viscous cushioning between the piston chamber and bellows chamber. For additional example, changing the relative cross section size, shape, number or even length of the piston top plate openings 185 in turn will not affect the time it takes for the pressures in piston chamber 199 and bellows chamber 198 to match. Therefore, the cross-sectional size of the piston top plate opening 185 can be changed to vary the level of viscous damping and the frequency at which the highest level of damping occurs, as shown in general in Figure 6.
    [038] As described above, the volume V1 of the piston chamber 199, volume V2 of the bellows chamber 198, with the cross-sectional area of the openings 185, all in relation to each other, provide application-specific damping characteristics, in standard temperature and pressure, for air spring 124 during vehicle operation. More specifically, the structural size of the piston chamber 199 and bellows chamber 198 can be modified in order to increase or decrease the volumes V1 and V2 of the piston chamber and bellows chamber, respectively, in order to adjust the characteristics. spring 124 for certain applications. More particularly, as the volume V1 of the piston chamber 199 increases, the damping capabilities of the air spring 124 are generally also increased. As the volume V2 of the bellows chamber 198 decreases, the damping capabilities of the air spring 124 are generally increased. Furthermore, the relative size of apertures 185 determines the frequency at which improved damping will occur, with increased aperture sizes raising the frequency at which the highest level of damping occurs and with decreased aperture sizes lowering the frequency at which the damping occurs. highest level of damping, as shown in general in Figure 6.
    [039] An air spring of the second preferred embodiment of the present invention is shown generally at 224 in Figure 3, and will now be described in detail below. Like prior art air spring 24, air spring 224 of the present invention is incorporated in axle/suspension system 10, or other similar air axle/suspension system. Air spring 224 includes a bellows 241 and a piston 242. The bellows top end 241 is sealingly engaged with a bellows top plate 243 in a manner well known in the art. An air spring mounting plate (not shown) is mounted to the top surface of the top plate 243 by fasteners (not shown) which are also used to mount the top portion of the air spring 224 to a respective one of the main elements (not shown). shown) of the vehicle. Piston 242 is generally cylindrical in shape and includes a continuous generally stepped sidewall 244 secured to a generally flat bottom plate 250 and integrally formed with a top plate 282. Bottom plate 250 is formed with a central hub extending upwardly 252. The center hub 252 includes a bottom plate 254 formed with a center opening 253. A fastener 251 is disposed through the opening 253 to secure the piston 242 to the beam top plate 65 at the rear end of the beam 26 (Figure 1).
    The top plate 282, the side wall 244 and the bottom plate 250 of the piston 242 define a piston chamber 299 having an interior volume V1. Top plate 282 of piston 242 is formed with an upwardly extending circular bulge 283 having a shoulder 280 around its circumference. Bead 280 cooperates with the lower end of bellows 241 to form an airtight seal between the bellows and bead, as is well known to those skilled in the art. Bellows 241, top plate 243 and piston top plate 282 define a bellows chamber 298 having an interior volume V2 at standard static drive height. A stop 281 is mounted to a stop mounting plate 286 by adhesive or other similar mounting means. The anvil mounting plate 286 is mounted to the piston top plate 282 by a fastener 284. The anvil 281 extends upward from the top surface of the anvil mounting plate 286. The anvil 281 serves as a cushion between piston top plate 282 and bellows top plate 243 in order to prevent plate contact during vehicle operation, which could potentially cause plate damage.
    [041] According to one of the primary features of the present invention, the stop mounting plate 286 is formed with a pair of apertures 285 that communicate with a pair of apertures 287 formed in the piston top plate 282. A pendant tab 288 formed of metal is disposed between stop mounting plate 286 and piston top plate 282. Pendant tab 288 is also formed with a hole 297. Pendant tab 288 allows air to flow relatively freely from the chamber. 298 to the piston chamber 299, but restricts the air flow from the piston chamber to the bellows chamber through the pendant tab hole 297. The pendant tab 288 serves to modify the air flow between the piston chamber 299 and bellows chamber 298 depending on the direction of air flow, either into the piston chamber or out of the piston chamber. For example, the flow of air from piston chamber 299 into bellows chamber 298 is restricted by pendant flap hole 297. More specifically, when air flows from piston chamber 299 into bellows chamber 198, pendant flap 288 is pushed up against the anvil mounting plate 286 and the opening of the anvil mounting plate 285 (Figure 4). Because the pendant tab hole 297 is generally smaller than the stop mounting plate opening 285 and the piston top plate opening 287, air flow is restricted by the pendant tab hole. For a further example, air flow in the opposite direction from bellows chamber 298 into piston chamber 299 is restricted by the opening of stop mounting plate 285. More specifically, when air flows from bellows chamber 298 to the piston chamber 299, pendant tab 288 is urged down and seats on piston top plate 282 (Figure 5). This effectively opens the communication between the stop mounting plate opening 285 and the piston top plate opening 287. Because the stop mounting plate opening 285 is generally smaller than the piston top plate opening 287 , the air flow is restricted by the stop mounting plate opening. The pendant tab 288 is generally capable of increasing the relative level of air spring damping at higher frequencies when compared to an air spring without overhanging tabs (Figure 6). Stop mounting plate openings 285 are circular in shape, but other shapes, sizes, lengths and numbers of openings could be used without changing the overall concept or operation of the present invention. It is contemplated that the pendant tabs 288 could be formed from different materials having other shapes and sizes without changing the overall concept or operation of the present invention. Hanging tab holes 297 are circular in shape, but other shapes, sizes, lengths and numbers of openings could be used without changing the overall concept or operation of the present invention. It is considered that the stop mounting plate openings 285 should be at least as large as the pendant tab holes 297.
    [042] It is further considered that the ratio of the cross-sectional areas of pendant flange holes 297 in cm2 with the volume of piston chamber 299 measured in cm3 with the volume of bellows chamber 298 measured in cm3 is in the range of ratios of about from 1:600:1200 to about 1:14100:23500.
    [043] By way of example, air spring 224 for the axle/suspension system 10 for a heavy trailer having an axle GAWR of about 9,072 kg, uses bellows chamber 298 having a volume V2 equal to about 9,072 kg. of 7,947.73 cm 3 , piston chamber 299 having volume V1 of about 3932.89 cm 3 , apertures 285 having a combined cross sectional area of about 1.935 cm 2 , and pendant flange holes 297 having a cross sectional area combined of about 0.387 cm2. As shown above, the air spring 224 of the present invention, including the ratio ranges shown above, could be adjusted up or down in accordance with the GAWR of the axle 32 of the axle/suspension system 10 in which it is being used. without changing the overall concept or operation of the present invention.
    [044] Now, having described the air spring structure of the second embodiment 224 of the present invention, the air spring operation will be described in detail below. When axle 32 of axle/suspension system 10 experiences a crash event, such as when vehicle wheels encounter a curb or raised shoulder in the road, the axle moves vertically upward into the vehicle chassis. In such a crash event, the bellows chamber 298 is compressed by the axle/suspension system 10 as the vehicle wheels travel over the curb or raised shoulder on the road. Compression of air spring 298 causes the internal pressure in the bellows chamber to increase. Therefore, a pressure differential is created between bellows chamber 298 and piston chamber 299. This pressure differential causes air to flow from bellows chamber 298, through the stop mounting plate openings 285, making the flaps pendant. 288 are forced downwardly, as described in detail above and shown in Figure 5, allowing air to flow into piston chamber 299 through top plate openings 287. Changing characteristics, eg rigidity, shape, size , length and number of hanging tabs 288 or the hanging tab holes 297 and the shape, size, number, length of the stop mounting plate openings 285, it is possible to change the airflow restriction caused by the combination of hanging tab and stop mounting plate opening. Restricted flow of air from bellows chamber 298 into piston chamber 299 through stop mounting plate openings 285 and over pendant tabs 288 causes viscous damping to occur. As a further result of the flow through the stop mounting plate openings 285 and over the pendant flaps 288, the pressure differential between bellows chamber 298 and piston chamber 299 is reduced. Air will continue to flow through the stop mounting plate openings 285, over the pendant tabs 288 in the piston chamber 299 until the pressures of the piston chamber and bellows chamber 298 equalize.
    [045] Conversely, when axle 32 of axle/suspension system 10 experiences a bump event, such as when vehicle wheels encounter a large hole or depression in the road, the axle moves vertically down away from the chassis. vehicle. In such a bump event, the bellows chamber 298 is expanded by the axle/suspension system 10 as the vehicle wheels travel within the hole or depression in the road. Expansion of the air spring bellows chamber 298 causes the internal pressure of the bellows chamber to decrease. As a result, a pressure differential is created between bellows chamber 298 and piston chamber 299. This pressure differential causes air to flow from piston chamber 299, through pendant flange holes 297, through mounting plate openings of stop 285, through top plate openings 287, and into bellows chamber 298, as described in detail above and shown in Figure 4. Restricted air flow through pendant flange holes 297 causes viscous damping to occur. As a further result of the air flow through pendant flap holes 297, the pressure differential between bellows chamber 298 and piston chamber 299 is reduced. Air will continue to flow through pendant tab holes 297 and through stop mounting plate openings 285 until the pressures of piston chamber 299 and bellows chamber 298 equalize. When little or no suspension movement has occurred over a period of several seconds, the pressures of bellows chamber 298 and piston chamber 299 can be considered equal.
    [046] By adjusting the relative sizes of piston chamber volume V1 299, bellows chamber volume V2 298, pendant flange holes 297, and/or stop mounting plate openings 285, it is possible to adjust the damping level. - viscous damping that is obtained as well as the frequency at which the highest level of viscous damping occurs. For example, a relatively smaller bellows chamber volume V2 will produce a higher level of damping, when the pressure change within bellows chamber 298 will be greater for a given event, ie, a larger pressure differential means more flow through. of the stop mounting plate openings 285 and over or through tabs 288, thereby resulting in more viscous damping. For additional example, a relatively larger piston chamber volume V1 will also produce a higher level of damping, as the pressure differential between piston chamber 299 and bellows chamber 298 will generally take longer to equalize, i.e. more air will need to flow over or through pendant tabs 288 and stop mounting plate openings 285 resulting in more viscous cushioning between the piston chamber and bellows chamber. For additional example, changing the characteristics of pendant tabs 288 and pendant tab holes 297, such as size, shape, length, number, and stiffness, will in turn affect the time it takes for the pressures in piston chamber 299 and bellows chamber. 298 match. Therefore, the cross-sectional size of the pendant tab holes 297 and the stop mounting plate opening 285 can be changed to vary the directional level of viscous damping and the frequency at which the highest level of damping occurs (Figure 6).
    [047] As described above, the volume V1 of the piston chamber 299, the volume V2 of the bellows chamber 298 with the cross-sectional area of the stop mounting plate openings 285 and holes 297, with respect to each other, provide application-specific damping characteristics at standard temperature and pressure for air spring 224 during vehicle operation. More specifically, the structural size of the piston chamber 299 and bellows chamber 298 can be modified in order to increase or decrease the volumes V1 and V2 of the piston chamber and bellows chamber respectively in order to adjust the damping characteristics of the spring 224 pneumatics for certain applications. More particularly, as the volume V1 of the piston chamber 299 increases, the damping capabilities of the air spring 224 are also generally increased. As the volume V2 of bellows chamber 298 decreases, the damping capabilities of air spring 224 are generally increased. Furthermore, the relative size of holes 297 and stop mounting plate openings 285 also determines the frequency at which improved damping will occur with increased aperture sizes by raising the frequency at which improved damping occurs and with decreased aperture sizes lowering the frequency at which enhanced damping occurs as shown in Figure 6.
    [048] Of course, other types of axle/suspension systems used for different applications and having different air springs, geometries, and physical properties would be adjusted differently in order to optimize the damping characteristics for the particular application, but the fundamental concepts described here would apply. By adjusting the variables presented here above, it can be seen that it is possible to adjust or regulate the level of damping that is obtained in a given axle/suspension system at various amplitudes and frequencies experienced by the air spring during vehicle operation.
    [049] The air spring with damping characteristics for heavy vehicles of the present invention overcomes the problems associated with prior art air springs by providing an air spring that has optimal damping capabilities for a given application, yet generally uses fewer parts than springs prior art pneumatics with damping capabilities. Air spring with damping characteristics for heavy vehicles provides a method for adjusting air spring components, based on piston chamber volume, bellows chamber volume, and the size, shape, and/or number of openings formed between the bellows chamber and air spring piston chamber in order to optimize air spring damping characteristics. By providing an air spring with damping characteristics for heavy vehicles, the axle/suspension system damper can be eliminated or reduced in size, thereby reducing complexity, saving weight and cost and allowing the vehicle to carry more load.
    [050] It is considered that the air springs of the preferred embodiment 124, 224 of the present invention could be used in tractor-trailers or heavy vehicles having one or more than one axle without changing the total concept or operation of the present invention. It is further considered that the air springs of the preferred embodiment 124, 224 of the present invention could be used in vehicles having chassis or subframes that are mobile or not without changing the overall concept of the present invention. It is further considered that air springs of the preferred embodiment 124, 224 of the present invention could be used in all types of front and/or rear air arm beam beam type axle/suspension system designs known to those skilled in the art without changing the total concept or operation of the present invention. For example, the present invention finds application in beams and arms that are made of materials other than steel, such as aluminum, other metals, metal alloys, composites, and/or combinations thereof. It is also considered that air springs of the preferred embodiment 124, 224 of the present invention could be used in axle/suspension systems having a top mounted/supported configuration or a bottom mounted/suspended configuration, without changing the overall concept of the present invention. invention. The present invention also finds application in beams or arms with designs and/or configurations different from those shown above, such as solid beams, jacket-type beams, truss structures, intersection plates, spring beams and parallel plates. The present invention also finds application in intermediate structures such as spring seats. It is also considered that the air springs of the preferred embodiment 124, 224 of the present invention could be used in conjunction with other types of rigid air beam type axle/suspension systems such as those using U-bolts, axle/bracket seats. U-bolts and the like, without changing the overall concept or operation of the present invention. It is also contemplated that the air springs of the preferred embodiment 124, 224 of the present invention could be formed from various materials, including but not limited to compounds, metal and the like, without changing the overall concept or operation of the present invention. It is further considered that the air springs of the preferred embodiment 124, 224 of the present invention could be used with less than two or more than two openings 185, 285, 287, such as three, four or even five or more openings without changing the overall concept. for operation of the present invention. It is also contemplated that the air springs of the preferred embodiment 124, 224 of the present invention could be used with any viscous fluid, such as air or hydraulic fluid, without changing the overall concept of the present invention. It is further considered that air springs of the preferred embodiment 124, 224 of the present invention could be used in combination with prior art dampers and other similar devices, without changing the overall concept of the present invention. It is further considered that the bellows chamber volume 198, 298 and/or the piston chamber volume 199, 299, and/or the cross-sectional area of the stop plate openings 185, 285, and/or flap holes pendant 297 of preferred embodiment air springs 124, 224 of the present invention could be adjusted up or down in accordance with the GAWR of the axle of the axle/suspension system in which they are to be used, without changing the overall concept or operation of the present invention. It is considered that bellows chamber volume 198, 298 and/or piston chamber volume 199, 299, and/or cross-sectional area of stop plate openings 185, 285 and/or spring pendant flap holes 297 The pneumatics of the preferred embodiment 124, 224 of the present invention could be dynamically changed during operation of the vehicle. More specifically, the bellows chamber volume and/or the piston chamber volume, and/or the cross-sectional area of the stop plate openings and/or the pendant flap holes could be changed during operation of the based vehicle. in the weight of the load being carried by the vehicle, in order to optimize the damping characteristics according to a specific load or load size, without changing the total concept or operation of the present invention. For example, the cross-sectional area of stop plate openings 185 of the first preferred embodiment air spring 124 could be dynamically changed by changing the size of the openings 185, i.e., making the openings smaller or larger, during operation. of the vehicle in response to the load being carried by the vehicle.
    [051] The objectives of the present invention are achieved by the air spring for a heavy vehicle with damping characteristics.
    [052] Consequently, the air spring for a heavy vehicle with damping characteristics of the present invention is simplified, provides an effective, safe, inexpensive and efficient structure and a method that achieves all the enumerated objectives, provides the elimination of difficulties encountered with air springs of the prior art having damping characteristics, and solves problems and obtains new results in the art.
    [053] In the foregoing description, certain terms have been used for brevity, clarity, and understanding; but no unnecessary limitations should be implied beyond the requirements of the prior art, because such terms are used for descriptive purposes and are intended to be broadly construed.
    [054] Furthermore, the description and illustration of the invention is by way of example, and the scope of the invention is not limited to exact details shown or described.
    [055] Having now described the characteristics, discoveries and principles of the invention, the manner in which the air spring for a heavy vehicle with damping characteristics is used and installed, the characteristics of the construction, arrangement and method steps, and the advantageous results , new, and useful obtained; the new and useful structures, devices, elements, arrangements, processes, parts and combinations are set out in the appended claims.
    权利要求:
    Claims (8)
    [0001]
    1. Pneumatic spring (124, 224), CHARACTERIZED in that it comprises: a bellows chamber (198, 298) operatively connected to a piston chamber (199, 299), at least one opening (185, 285) is arranged between said bellows chamber (198, 298) and said piston chamber (199, 299) for fluid communication between the bellows chamber (198, 298) and the piston chamber (199, 299) to provide damping characteristics to said air spring (124, 224), where a ratio of a cross-sectional area of said at least one opening (185, 285) in square centimeters to a volume (V1) of said piston chamber (199, 299) at cubic centimeters for a volume (V2) of said bellows chamber (198, 298) in cubic centimeters, is from 1:600:12000 to 1:14100:23500, wherein said at least one opening (185, 285) includes a cross-sectional area of 0.252 cm2 to 0.839 cm2; and wherein said air spring (124, 224) is mounted on a heavy-duty axle/suspension system.
    [0002]
    2. Pneumatic spring (124, 224), according to claim 1, characterized in that said at least one opening (185, 285) includes a cross-sectional area of 0.387 cm2.
    [0003]
    3. Pneumatic spring (124, 224), according to claim 1, CHARACTERIZED by the fact that said piston chamber (199, 299) has a volume (V1) of 2,458.06 cm3 to 9,012.88 cm3.
    [0004]
    4. Pneumatic spring (124, 224), according to claim 1, CHARACTERIZED by the fact that said piston chamber (199, 299) has a volume (V1) of 3,932.89 cm3.
    [0005]
    5. Pneumatic spring (124, 224), according to claim 1, CHARACTERIZED by the fact that said bellows chamber (198, 298) has a volume (V1) of 4,998.05 cm3 to 14,994.16 cm3.
    [0006]
    6. Pneumatic spring (124, 224), according to claim 1, CHARACTERIZED by the fact that said bellows chamber (198, 298) has a volume (V1) of 7,947.73 cm3.
    [0007]
    7. Pneumatic spring (124, 224) according to claim 1, characterized in that said piston chamber (199, 299) further comprises a piston top plate (182, 282), said at least an opening (185, 285) being formed in said piston top plate (182, 282).
    [0008]
    8. Pneumatic spring (124, 224), according to claim 1, characterized in that said at least one opening (185, 285) includes a generally circular shape.
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    同族专利:
    公开号 | 公开日
    CN103080595A|2013-05-01|
    US20120061887A1|2012-03-15|
    EP2614270A4|2017-09-06|
    US8540222B2|2013-09-24|
    MX2013002232A|2013-05-09|
    CA2811057C|2015-04-21|
    WO2012033990A1|2012-03-15|
    EP2614270A1|2013-07-17|
    AU2011299113A1|2013-03-07|
    CA2811057A1|2012-03-15|
    NZ606896A|2014-12-24|
    BR112013005318A2|2016-08-16|
    AU2011299113B2|2014-11-13|
    CN103080595B|2015-11-25|
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    法律状态:
    2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-06-16| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-12-08| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application [chapter 6.1 patent gazette]|
    2021-03-30| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-05-11| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 09/09/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US38147710P| true| 2010-09-10|2010-09-10|
    US61/381,477|2010-09-10|
    PCT/US2011/050948|WO2012033990A1|2010-09-10|2011-09-09|Air spring for a heavy-duty vehicle with damping features|
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