BEAM CONNECTION

专利摘要:
beam - axle connection for heavy vehicle. an axle - beam connection for a vehicle suspension / axle system includes an axle having at least one depression formed therein. the sleeve is formed by at least one depression and arranged around the axis, so that the depression of the axis and the depression of the sleeve interlock in a form of braiding one another to form a married pair of depressions. a shaft - beam connection formation method includes providing an axis and arranging a sleeve around the axis. at least one married pair is formed simultaneously on the shaft and on the sleeve. the sleeve is immovably mounted on a suspension / vehicle axle system.
公开号:BR112013006283B1
申请号:R112013006283-5
申请日:2011-09-29
公开日:2021-04-13
发明作者:Andrew Westnedge；Dmitriy Rubalskiy；Michael Keeler；Phillippi Pierce
申请人:Hendrickson Usa, L.L.C；
IPC主号:

专利说明:

CROSS REFERENCE TO RELATED REQUESTS
[001] This application claims the benefit of US Provisional Patent Application Serial No. 61/388, 276, filed on September 30, 2010. BACKGROUND OF THE INVENTION FIELD OF THE INVENTION
[002] The invention relates to vehicle suspension / axle systems and, in particular, suspension assemblies of such systems, which are useful for heavy vehicles such as trucks and trailers. More particularly, the invention is directed to a heavy trailer or suspension / axle system of the driving arm for trucks and trailers, where the axle is securely and effectively connected to the beams by an improved axle sleeve and structure of the axis in the beam - axis connection. The improved shaft sleeve and shaft structure, together with the way in which the beam - shaft connection is made and assembled, eliminates welds on the shaft. The elimination of welds on the shaft, in turn, eliminates tension rods and the localized mechanical properties alter the shaft caused by such welds and, thus, increases the durability of the shaft and the beam - shaft connection. TECHNICAL FUNDAMENTALS
[003] The use of air travel trailers and rigid beam suspension / axle systems of the driving arm has been very popular in the heavy truck and trailer industry for many years. Air travel trailers and suspension beam / axle systems of the driving arm spring type are also frequently used in industry. For the sake of convenience and clarity, hereinafter, reference will be made to the beams, with the understanding that such reference is by way of example, and that the present invention applies to suspension systems / axles of air travel of vehicles trucks that use rigid beams or spring beams and also to suspension systems / mechanical axles of heavy vehicles. Although such suspension / axle systems can be found in a wide variety of structural shapes, in general their structure is similar in that each system typically includes a pair of suspension assemblies. In some heavy vehicles, the suspension assemblies are connected directly to the main frame of the vehicle. On other heavy vehicles, the vehicle's main frame supports a subframe, and the suspension assemblies connect directly to the subframe. For heavy vehicles that support a subframe, the subframe can be non-movable or movable, the latter being commonly referred to as a sliding box, sliding subframe, sliding chassis, or secondary sliding frame. For the sake of convenience and clarity, henceforth, reference will be made to the main elements, with the understanding that such reference is by way of example, and that the present invention applies to suspension / axle systems of heavy vehicles suspended from main elements of: primary frames, mobile sub-frames and non-mobile sub-frames.
[004] Specifically, each suspension set in a suspension / axle system includes an elongated beam that extends longitudinally. Each beam is normally located adjacent and below one of a respective pair of main elements that extend longitudinally spaced apart and one or more transverse elements, which form the frame of the vehicle. More specifically, each beam is hingedly connected at one of its ends to a hook, which in turn is connected to, and depends on one of the respective main elements of the vehicle. The beams of the suspension / axle system can be a bottom / overhead mounting configuration or a bottom / overhead mounting configuration. For the sake of clarity and convenience here in advance, a beam having a higher mounting configuration will be referred to as an overlapping beam with the understanding that the reference is by way of example, and that the invention applies to both. overlap / top mount configurations and bottom / under mount configurations. An axis extends transversely between and is typically connected via some of the bundles in the pair of suspension sets to a location selected from about the midpoint of each bundle to the opposite bundle end of its ex-tremity articulated connection. The end of each beam opposite from its articulated connection end is also connected to a pneumatic bellows spring or its equivalent, which in turn is connected to one of the respective main elements. A brake assembly and one or more shock absorbers are also mounted on the suspension / axle system. A height control valve is mounted on the hook and is also operatively connected to the beam in order to maintain the vehicle's driving height. The beam can extend backwards or forwards from the hinged connection in relation to the front of the vehicle, thus defining what is commonly referred to as suspension / axle systems of the driving arm or tow arm, respectively. However, for the purposes of the description contained herein, it is understood that the term "tow arm" will encompass beams, which extend backwards or forwards in relation to the front end of the vehicle.
[005] The suspension / axle systems of the heavy vehicle act to cushion the path and stabilize the vehicle. More particularly, when the vehicle moves along the road, its wheels meet the road conditions that confer various forces, loads and / or stresses, collectively referred to here as forces, for the respective axis on which the wheels are mounted, and in turn, to the suspension assemblies that are connected to the support and the axle. In order to minimize the harmful effect of these forces on the vehicle, as it stands, the suspension / axle system is designed to react or absorb at least some of the forces.
[006] These forces include vertical forces caused by the vertical movement of the wheels as they encounter certain road conditions, ante forces caused by acceleration and deceleration of the vehicle and the lateral and torsional loading forces associated with the transverse movement of the vehicle, such as of turning the vehicle's maneuvers and changing lanes. In order to address such triggered forces, suspension / axle systems have different structural requirements. More particularly, it is desirable for a suspension / axle system to be relatively rigid in order to minimize the amount of oscillation experienced by the vehicle and thus provide what is known in the art, such as roll stability. However, it is also desirable that a suspension / axle system is relatively flexible to assist in damping the vehicle from vertical impacts, and to provide compliance so that the components of the suspension / axle system withstand failure, thus increasing the durability of the suspension system / axle.
[007] A type of prior art suspension / axle system and beam-axle connection is shown, described and / or claimed in US Patent No. 5,366,237, and is the property of the assignee of the present invention. This suspension / axle system provides a means to rigidly connect the axle to the beam via a connection that substantially surrounds the axle, thereby preventing the axle from taking on a substantially different cross-sectional configuration from its unchanged cross-sectional configuration due to forces of torsion. In an embodiment of the invention shown, described and / or claimed in the '237 patent, the means for rigidly connecting the axis to the beam includes a hole formed in each of the side walls of the beam. Each orifice substantially surrounds both the shaft, which extends through the holes, and a sleeve which substantially surrounds and is rigidly attached to the shaft. The sleeve, in turn, is rigidly fixed to the bundle through the holes in the bundle. The sleeve includes a pair of windows in which a continuous weld is rigidly attached in order to secure the sleeve to the shaft. These windows are usually located at the front and rear of the axle. The weld is placed circumferentially around the axis between the sleeve and each side wall of the beam at the level of the hole in the side wall, in order to rigidly fix the axis to the beam. An S-cam bearing and a brake chamber of a brake drive mechanism are connected to the beam.
[008] Welding the axle sleeve directly to the axle, in the sleeve windows, can potentially create significant tension rods and changes in the shaft's local mechanical properties, as is generally well known in the art. These tension rods and changes in local mechanical properties on the shaft in turn can potentially reduce the life expectancy of the shaft.
[009] In response to considerations created by welding the sleeve directly to the shaft, in certain prior art applications the wall thickness of the shaft has been increased or other beam-shaft connection variants have been created, without welds, where the beam it is fixed to the shaft using mechanical fasteners, such as U-bolts. However, these mechanically fixed beam-shaft connection variants are often heavier than the welded variants and often require retorting of the mechanical fasteners. In addition, increasing the wall thickness of the shaft can also increase unwanted weight.
[010] The beam-axle connection of the present invention overcomes the above-mentioned considerations associated with suspension / axle systems using the prior art beam-axle connections, eliminating welds on the axle and thus producing a mechanical lock on the beam connection - axle of the suspension system / axes. The elimination of welds on the shaft in the sleeve windows eliminates tension rods and changes in local mechanical properties on the shaft caused by welds, thus increasing the life and durability of the beam - shaft connection. SUMMARY OF THE INVENTION
[011] Objectives of the present invention include the provision of a beam - axle connection for a heavy vehicle, which eliminates welds on the axle of the suspension / axle system.
[012] Another objective of the present invention is to provide a beam connection - axle of heavy vehicle, which produces a mechanical block between the sleeve and the axle of the suspension / axle system.
[013] Yet another objective of the present invention is to provide a heavy vehicle axle beam connection that improves the life and durability of the axle beam connection.
[014] These objectives and advantages are achieved by the beam - axle connection for a suspension / axle system that includes an axle, which is formed with at least one depression. A sleeve is also formed with at least one de-pressure. The sleeve is arranged at least partially around the axis, so that the at least one depression of the axis interlocks with at least one depression of the sleeve so as to form a matched pair of depressions. The sleeve is immovably mounted on the suspension assembly of the suspension / axle system.
[015] These objectives and advantages are also achieved by the method of forming a beam - axle connection for a suspension / axle system, including the following steps: a) providing an axle, b) having a sleeve around at least part of the axis; c) simultaneously forming at least one matched pair of depressions in the sleeve and axle to fix the sleeve to the axle, and d) immovably assembling the sleeve for the suspension assembly of the suspension / axle system.
[016] These objectives and advantages are also achieved through the axle - beam connection for a suspension / axle system including an axle and a sleeve arranged around the axle. The sleeve is stamped, squeezed or pressed against the shaft. The sleeve is immovably mounted on the suspension assembly of the suspension / axle system. BRIEF DESCRIPTION OF THE VARIOUS VIEWS OF THE DRAWINGS
[017] The preferred modalities of the present invention, illustrative of the best way in which applicants contemplated the application of the principles, are presented in the description that follows and are shown in the drawings, and are particularly and distinctly pointed out and defined in the attached claims.
[018] Figure 1 is a fragmentary elevation view of a suspension system / air travel axle mounted on a vehicle frame, showing one of the suspension assemblies and with the axle in the section surrounded by and rigidly attached to a sleeve which in turn is surrounded by and rigidly attached to a rigid overhead beam of the suspension arm's towing arm;
[019] Figure 2 is an enlarged elevational view of the beam of the suspension assembly shown in figure 1, showing the bushing assembly and the windows at the front and rear of the sleeve adjacent to the axle;
[020] Figure 3 is a partial rear elevation view of the axle - beam connection of the prior art suspension assembly shown in figure 1, which shows the rear window formed in the sleeve;
[021] Figure 4 is a partial and elevational front view of ei-xo connection - beam of the prior art suspension set shown in figure 1, with hidden parts represented in dashed lines, showing the front window formed in the sleeve;
[022] Figure 5 is an upper rear perspective view of a suspension / axle system incorporating a pair of the first beam connection - axle of the preferred modality of the present invention, and showing the axle extending between a pair of suspension assemblies of the suspension / axle system;
[023] Figure 6 is a front perspective view of the axle shown in figure 5 that incorporates the pair of first beam connection - axle of the preferred embodiment of the present invention, which shows the axle mounted on the side beam of the brake. with the driver's side beam removed and showing depressions formed in the driver's side axle sleeve and also showing a pair of brake torque plates;
[024] Figure 7 is a fragmentary perspective view similar to Figure 6, but with a part of the driver's side beam shown mounted around the driver's side axle sleeve and the axle, both of which are shown in section;
[025] Figure 8 is a very enlarged partial perspective view of the axle sleeve on the driver's side shown in Figures 6 and 7, showing the axle sleeve mounted on the axle and showing the depressions formed on the axle sleeve;
[026] Figure 9 is a view similar to figure 8, but showing the axle sleeve on the driver's side mounted on the axle with both the axle sleeve and the axle in section and showing the depressions formed in the axle sleeve and on the axis;
[027] Figure 9A is a view similar to that of figure 8, but showing the axle sleeve mounted on the axle, showing the generally flat hexagonal depressions formed on the axle sleeve;
[028] Figure 9B is a view similar to that of figure 9, but showing the shaft sleeve mounted on the shaft, showing the generally flat hexagonal depressions formed on the shaft and on the shaft sleeve;
[029] Figure 10 is a front side perspective view of the driver of an axle - beam connection of the second preferred embodiment of the present invention, incorporated in a medium beam spring suspension / axle system for a heavy vehicle, showing the lifting mechanism, air springs, and shock absorbers;
[030] Figure 10A is a fragmentary bottom view of the axle-beam connection of the second preferred embodiment of the present invention, shown in figure 10, but showing a part of the lifting mechanism, air springs and shock absorbers removed and shows the spring beam on the driver's side and the depressions formed in the axle sleeve on the driver's side;
[031] Figure 11 is an enlarged fragmentary bottom perspective view of the axis-beam connection of the second preferred embodiment of the present invention, shown in figure 10A;
[032] Figure 12 is a fragmentary rear perspective view of the beam-axle connection of the second preferred embodiment of the present invention, shown in figure 10A, showing the driver's side spring seat assembly, spring beam, at axle sleeve and the axle in section, showing the depressions formed on the axle sleeve and on the axle;
[033] Figure 13 is an enlarged fragmentary perspective view similar to the view shown in Figure 12;
[034] Figure 14 is a bottom rear perspective view of an axle - beam connection of the third preferred embodiment of the present invention, for a tandem suspension / axle system, showing the pair of suspension assemblies, the axle sleeves. mounted on the axles and the spring seat assemblies mounted on the axle sleeves, and showing other depressions formed on the axle sleeves;
[035] Figure 15 is an enlarged fragmentary top rear perspective view on the side of the beam connection - rear axle on the driver side illustrated in figure 14, but with the axle, the axle sleeve, the spring seat assembly, springs blade and U-bolt set in cut spring blades, and showing the depressions formed on the axle sleeve and on the axle;
[036] Figure 15A is a view similar to figure 14, but showing an alternative shaft sleeve with an internal extension and rows aligned transversely to the depressions, and also showing a brake system mounted on the sleeve extension of the driver-side rear suspension assembly;
[037] Figure 15B is an enlarged fragmentary perspective view of the axle connection - rear beam on the driver's side shown in figure 15A, but with the axle, the axle sleeve, the spring seat assembly, the parts the brake system, spring beam and the U-bolt assembly in the spring blade in section, and showing the transversely aligned rows of depressions formed on the axle sleeve and on the axle;
[038] Figure 16 is a bottom rear perspective view of the fei-xe - axle connection of the fourth embodiment of the present invention for a tandem suspension / axle system, showing the pair of suspension assemblies, the axle sleeves mounted on the axles and spring seat assemblies mounted on the axle sleeves by means of U-bolts, and also showing depressions formed on the axle sleeves;
[039] Figure 16A is an enlarged fragmentary lower rear perspective view of the beam connection - rear axle on the driver's side shown in figure 16, but with the axle, the axle sleeve, the spring seat assembly, spring springs blade and set of U-bolts in cut spring leaf, and showing the depressions formed in the axle sleeve and in the axle;
[040] Figure 16B is a view similar to that of figure 16, but showing an alternate shaft sleeve with an internal extension and rows aligned transversely to the depressions, and also showing a brake system mounted on the extension of the sleeve. driver's rear suspension assembly;
[041] Figure 16C is an enlarged fragmentary rear perspective view of the axle connection - rear beam on the driver's side shown in figure 16B, but with the axle, the axle sleeve, the spring seat assembly, the parts of the brake system, leaf springs and set of U-bolts in spring leaf blades in cut, and showing the transversely aligned rows of depressions formed on the axle sleeve and on the axle;
[042] Figure 17 is a rear perspective view of an axle - beam connection of the fifth embodiment of the present invention, for a tandem suspension / axle system, showing the sleeve with depressions around the axle and also showing the brake system mounted on the axle sleeve, and still showing two rows of transversely aligned depressions formed on the axle sleeve;
[043] Figure 18 is a view similar to figure 17, with parts in section, showing the depressions formed on the axle sleeve and on the axle and also showing a projection formed on the spring seat assembly corresponding to the depression of the part uppermost of the axle sleeve;
[044] Figure 19 is a fragmentary rear perspective view of an axle-beam connection of the sixth embodiment of the present invention, which is similar to the first embodiment shown in Figures 5 to 9, but showing horizontally elongated depressions formed in the sleeve. of the axis;
[045] Figure 20 is a fragmentary perspective view of a beam-to-axis connection of the seventh embodiment of the present invention, which is similar to the first embodiment shown in Figures 5 to 9, but showing circular depressions formed in the shaft sleeve, and
[046] Figure 21 is a fragmentary perspective view of an axis - beam connection of the eighth embodiment of the present invention, which is similar to the first embodiment shown in Figures 5 to 9, but showing the transversely aligned rows of circular depressions formed on the axle sleeve. Similar numbers refer to similar parts throughout the drawings.
[047] Similar numerals refer to similar parts throughout the drawings. DESCRIPTION OF THE PREFERRED EMBODIMENT
[048] A suspension system / air travel axle of the overhead beam type of the prior art towing arm is generally indicated by 110, shown in figure 1 mounted on a main element 112, of a heavy vehicle ( not shown), and will now be described.
[049] Note that the main element 112 is generally representative of several types of frames used for heavy vehicles, including primary frames that do not support a sub-frame and primary frames and / or floor structures that support a sub-frame. For primary frames and / or floor structures that support a subframe, the subframe can be non-movable or movable, the latter being normally referred to as a sliding box. For convenience, the main element 112 is shown in figure 1, as a main frame. In addition, since the suspension / axle system 110 includes a pair of suspension assemblies 114 (of which only one is shown in Figure 1) which generally mirrors each other, for reasons of clarity only one of the sets of suspension will be described below.
[050] The suspension assembly 114 is pivotally connected to a hook 116 via an overhead beam of the trailer arm 118. More specifically, the beam of the trailer arm 118 includes a front end 120 that has a set of bushing 122, which includes a bushing, hinge bolts and washers as are well known in the art and will be described below, to facilitate the articulated connection of the beam to the hook 116. The beam 118 also includes a rear end 126, which is welded or otherwise rigidly attached to a transversely extending axis 132. A sleeve 131 is arranged around axis 132 between the axis and beam 118. A circumferential weld (not shown) is placed around axis 132 in junction CW between sleeve 131, and each of a pair of side walls 166 (figures 2 and 3) of beam 118.
[051] The suspension assembly 114 also includes a pneumatic spring 124, mounted on and extending between the rear end 126 of the beam 118 and the main element 112. A height control valve 134 is mounted on the hook 116 through a support 136 in a manner well known to those skilled in the art. The height control valve 134 includes a lever 148 which is connected to the beam 118 via a connection 150 and a support 154. For the sake of relative completeness, a brake system 128 including a brake chamber 130 is shown mounted on the suspension assembly 114 of the prior art.
[052] As mentioned above, the suspension / axle system 110 is designed to absorb the forces acting on the vehicle, as it is about to work. More particularly, it is desirable for the suspension / axle system 110 to be rigid or firm in order to withstand the forces of the roller and thus ensure the stability of the roller for the vehicle. This is usually accomplished using beam 118, which is rigid, and which is also rigidly connected to axis 132 by means of a beam connection - axis 105 of the prior art. It is also desirable, however, that the suspension / axle system 110 is flexible to assist in damping the vehicle (not shown) from vertical impacts and to provide compliance so that the suspension / axle system resists failure . Such flexibility is typically achieved through the articulated connection of the beam 118 to the hook 116 with the bushing assembly 122. The pneumatic spring 124 and a shock absorber (not shown) also help in dampening the path for cargo and passengers.
[053] Now returning to figures 2 to 4, the conical overhead beam 118 is shown. The beam 118 includes side walls 166 integrally formed with an upper plate 162 generally in the form of an inverted U. A lower plate 163 is connected to the lower parts of the side walls 166 opposite the upper plate 162. The front end 120 of the beam 118 includes the bushing 122 of a type that is well known in the art of the heavy vehicle suspension / axle system. More particularly, the bushing assembly 122 includes a mounting tube 142 formed of solid steel and an elastomeric bushing 144 that presses into the tube. The bushing 144 is molded on and adhesively connected to a central metallic sleeve 146 formed with a continuous opening 147. The sleeve of the bushing 146 passes completely through the bushing 144 and extends outwards from its side walls to facilitate the mounting the beam 118 on the hook 116, which is described above. As is well known in the art, the hardness of the elastomeric bushing 144 can be varied, depending on the application and the desired deflection properties of the bushing. To generally achieve a softer radial bushing strip in the vertical direction, and a more rigid radial bushing strip in the front-back direction, the bushing 144 is formed with a pair of vertically spaced voids 143 on each of its side walls.
[054] With continued reference to figures 2 to 4, axis 132 is shown surrounded by sleeve 131. A front window 133F is formed on sleeve 131 adjacent to the front of axis 132. A rear window 133R is formed on sleeve 131 adjacent to the rear of axle 132.
[055] The rear window 133R (figure 3) is shown formed on the sleeve 131 which is arranged around and fixed to the axis 132 by a continuous weld (not shown) placed around the window in a manner well known to those skilled in the art. .
[056] Now returning to figure 4, front window 133F is shown formed in sleeve 131, which is placed on and fixed to the axis 132 by a continuous weld (not shown) placed along the window in a manner well known to those skilled in the art .
[057] As stated above, welding the sleeve 131 directly to the axle 132, at the front and rear sleeve windows 133F, R, can potentially create significant stress risers and changes to the shaft's local mechanical properties, as is generally well known to those skilled in the art. These tension rods and changes in local mechanical properties on the shaft in turn can potentially reduce the life and durability of the shaft 132. These potential problems are solved through the axle-beam connection of the present invention, which is described in detail below,
[058] An axle - beam connection of the first preferred embodiment of the present invention is generally shown at 205 in figure 5 in a suspension arm / axle system of the overhead beam of the trailer 210. The suspension / Axle 210 includes a pair of suspension assemblies 214, which generally mirror each other. For the sake of clarity, only one of the suspension sets 214 will be described below.
[059] With additional reference to figures 6 to 9, the suspension assembly 214 is articulated to a hook 216 by means of a tapered beam suspended from the trailer arm 218. More specifically, the beam arm of the trailer 218 includes a front end 220 which has a chuck assembly 222, which includes a chuck, hinge bolts, and washers as are well known in the art and which are described in detail above in conjunction with the suspension / axle system 110, to facilitate the beam hinge connection to the hook 216. The tapered beam 218 also includes a rear end 226, which is welded or otherwise rigidly attached to a transversely extending shaft, 232, as will be described in more detail below, according to the concepts of the present invention. A sleeve 231 (figures 6 to 9) is arranged around axis 232 between the axis and beam 218. A circumferential weld (not shown) is usually placed around axis 232 at a CW junction (figures 6 and 7), between the sleeve 231 and each of a pair of side walls 266 of the beam 218. It should be understood that other types of welds, whether continuous or non-continuous, could also be used, such as spot welds or segmented welds and the like, without changing the overall concept or function of the present invention.
[060] With continued reference to figure 5, the suspension assembly 214 further includes a pneumatic spring 224 mounted on and extending between the rear end 226 of beam 218 and the main vehicle element (not shown). For the sake of relative perfection, a brake system 228 is shown mounted on the suspension assembly 214.
[061] As mentioned above, the suspension / axle system 210 is designed to absorb the forces acting on the vehicle, as it is about to work. More particularly, it is desirable for the suspension / axle system 210 to be rigid or firm in order to withstand the forces of the roller and thus ensure the stability of the roller for the vehicle. This is usually accomplished using beam 218, which is rigid, and is also rigidly attached to axle 232. It is also desirable, however, that the suspension system / axle 210 is flexible to assist in damping the vehicle (not shown) from vertical impacts and to provide compliance so that the suspension / axle system resists failure. Such flexibility is typically achieved through the articulated connection of the beam 218 to the hook 216 with the chuck assembly 222. The pneumatic spring 224 and a shock absorber (not shown) also help in dampening the path for cargo and passengers.
[062] With continued reference to figures 6 and 7, the axle 232 of the suspension system / axle 210 is shown with the conical beam overhanging the edge side 218 and a part of the beam on the driver side 218 (figure 7). The beam 218 includes side walls 266 formed integrally with an upper plate 262 generally in the form of an inverted U. The bottom plate 263 is attached to the lower parts of the side walls 266 opposite the top plate 262. The front end 220 of the beam 218 includes a bushing tube 242 of a type that is well known in the heavy vehicle suspension / axle system art . An elastomeric bushing (not shown) is arranged in bushing tube 242. As is well known in the art, the hardness of the elastomeric bushing (not shown) can be varied, depending on the application and desired properties of the deflection bushing. To generally achieve a smoother radial bushing strip in the vertical direction, and a more rigid radial bushing strip in the front-rear direction, the bushing is formed with a pair of vertically spaced voids (not shown) in each of its side walls. A brake torque plate 207 is arranged around and connected to shaft 232 near each end of the shaft.
[063] With particular reference to figures 8 and 9, and according to one of the main characteristics of the present invention, the sleeve 231 and the axis 232 are each formed with matched pairs of depressions 206 and 208, respectively. More particularly, eight matched pairs of depressions 206, 208 are formed in displacement rows or in a zigzag around the circumference of sleeve 231 and axis 232. Each matched pair of depressions 206, 208 couples together and serves as a lock or mechanical joint between sleeve 231 and shaft 232. It should be understood that at least one matched pair of depressions is required for the shaft connection - beam 205 of the present invention, to function correctly, but from one to seven and also more than eight matched pairs of depressions can be used without changing the overall concept or operation of the present invention. In addition, at least one of the eight matched pairs of depressions 206, 208 exhibits sufficient contact to eliminate welds on shaft 232. It is understood that the mechanical lock between sleeve 231 and shaft 232 generally prevents rotation and lateral movement of the sleeve and the shaft in relation to each other.
[064] The sleeve 231 is a flat piece of generally rectangular shape of metal that is formed around the axis 232 in a manner well known in the art. A weld (not shown) is placed along the seam edges (not shown) of the sleeve 231, in order to arrange the sleeve around the axis 232. It should be understood that the sleeve 231 can also be formed from a tube with an inner diameter equal to or slightly larger than the outer diameter of shaft 232. In such a case, the tube of sleeve 231 is cut to size and then fitted over the end of shaft 232. Sleeve 231 is optionally , stamped, pressed or driven into the 232 shaft by a stamping device, as is well known in the art, creating sufficient contact between the sleeve and the shaft. Eight coupled pairs of depressions 206 and 208 are formed in plastic form in sleeve 231 and axis 232, respectively, by a press. More particularly, the sleeve 231 and the shaft 232 are placed inside a press (not shown) that has a pin (not shown), according to which the pin is pressed into the outer surface of the sleeve and the shaft by the press and, then retracted, thus forming each married pair of depressions 286, 288 on the sleeve and on the shaft, respectively. More specifically, a first matched pair of depressions 206, 208 is simultaneously formed on sleeve 231 and axis 232, respectively. Then, a second matched pair of depressions 206, 208 is simultaneously formed on sleeve 231 and on axis 232, respectively, and so on until all eight matched pairs of depressions have been formed on the sleeve and axis. The axis 232 is generally supported well known in the art so that the axis does not collapse during the formation of the depressions.
[065] After the depressions 206, 208 have been formed in sleeve 231 and axis 232, respectively, the axis is disposed within an opening 209 (figure 7) formed in beam 218. A weld (not shown), as shown described above, it is placed along the CW junction between the sleeve 232 and the outer surface of the side wall of the beam 266 in the opening of the beam 209, around the entire circumference of the sleeve. In this way, the shaft - beam connection 205 is formed without a welding shaft 232.
[066] As stated above, in the detailed description of the axle-beam connection 205 of the present invention, the axle-beam connection results in a mechanical lock and sufficient contact of the sleeve 231 and the shaft, which is free of welds or fasteners. additional mechanics. More particularly, the axis-beam connection 205 of the present invention creates sufficient contact between at least one of, and preferably all, the eight matched pairs of depressions 206, 208 of sleeve 231 and axis 232, respectively, to provide greater durability and resistance to the connection of the sleeve to the shaft. Preferably, the contact creates a preload or compression in the depressions 206, 208 of the sleeve 231 and of the shaft 232, respectively. Because the sleeve 231 is formed from a different material than the material used to form the axis 232, the sleeve has a greater plastic deformation, while the axis has a greater elastic deformation. As a result, shaft 232 exhibits more spring at the rear than sleeve 231, during the depression formation process, assisting in creating sufficient contact between the sleeve and the shaft. It should be understood that the extent of preload or compression exhibited by matched depressions 206, 208 of sleeve 231 and shaft 232, respectively, is dependent on the yield strength of the materials used in forming the sleeve and shaft, as well as the relative thicknesses of the sleeve and the shaft. Therefore, by changing the type of materials used for sleeve 231 and shaft 232, as well as varying the thickness of each of the shaft connection - beam 205 can be adjusted to create an increase or decrease in preload or compression in the depressions 206, 208, in order to optimize the sufficient contact of the axle - beam connection. Residual stresses are preferably also created for each of the eight matched pairs of depressions 206, 208 of sleeve 231 and axis 232, respectively, as a result of the forming process. These residual stresses also help in creating sufficient contact and in reacting the loads encountered by the suspension / axle system 210 during operation of the heavy vehicle. The stamping, as described above, can also contribute to a sufficient contact for the connection of the sleeve to the shaft.
[067] It is further contemplated that an adhesive can optionally be applied to the inner surface of sleeve 231 or to the outer surface of shaft 232, at the interface of the shaft sleeve, before the formation of depressions 206, 208. Because the shaft connection - beam 205 of the present invention eliminates welds directly on shaft 232 and the tension rods and local changes in mechanical properties that occur with such welds, the shaft durability can be improved, thereby increasing the durability of the shaft connection - beam 205.
[068] It is considered that other forms and arrangements of depressions 206, 208 can also be used, without changing the general concept of the present invention. It is also contemplated that variations in depressions 206, 208 can also be used, such as a generally hexagonal flat depression 206 ', 208', without changing the general concept or operation of the present invention, as shown in figures 9A and 9B. Other shapes, sizes and numbers of depressions 206, 208 are also contemplated and can be used in conjunction with the present invention.
[069] The way in which the beam connection - axis 205 is formed eliminates tolerance problems with respect to the alignment of the depressions 206, 208 formed in sleeve 231 and axis 232, respectively, since each of the married couples of depressions is formed simultaneously in the sleeve and in the axis. More particularly, the prior art structures and methods used a depression in the axis, but in comparison and contrast, employ a sphere formed separately in a similarly cupped shape on the axis seat, with the reservoir and the axis to be subsequently brought together. so that the sphere and the depression generally correspond with each other. However, this prior art structure and process creates tolerance problems between the ball and the de-pressure of the separate components, resulting in irregular fit or alignment of the components and non-uniform between the contact surfaces of the ball and the de-pressure of the housing and shaft. These tolerance problems were overcome by the axle connection - beam 205 of the present invention, which constitutes, simultaneously, the matched pairs of depressions 206, 208 in the sleeve 231 and in the axis 232, respectively, thus eliminating the irregular fit, alignment and non-uniform contact problems.
[070] An axle-to-beam connection of the second preferred mode is shown generally at 305 in figures 10 and 10A in a suspension system / medium lift axle 310. The suspension system / medium lift axle 310 is capable of be lifted during operation of the vehicle and is generally well known to those skilled in the art. the suspension / axle system 310 includes a pair of suspension assemblies 314, which generally mirror each other. For the sake of clarity, only one of the 314 suspension assemblies will be described below.
[071] With additional reference to figures 11 to 13, the suspension assembly 314 includes a spring beam 318. The spring beam 318 includes a front end 320 and a rear end 326. The front end of the spring beam 320 it is formed with a circuit that has a circular opening (not shown) through which a hinge assembly 322 is arranged. The rear spring bundle 326 is placed between an upper part 370 and a lower part 371 of a spring seat assembly 372. The rear end of the spring bundle 326 is formed with a circular opening (not shown) through which a fastener beam 373 is arranged. A pneumatic spring assembly 380 is formed at the top of the upper part 370 of the spring seat assembly 372. The lower part 371 of the spring seat assembly 372 is formed with a semicircular recess 374 (figures 12 and 13) in which, in In general, the upper part of an axis 332 is discarded. A sleeve 331 is generally arranged around the bottom of the shaft 332 and seats on a pair of longitudinally spaced lower shoulders 377 (figures 12 and 13) formed at the bottom 371 in the spring seat 372 assembly. Welds 375 are arranged along the junction between sleeve 331 and a lower end 378 (figures 11 and 13) of the lower part of the spring seat assembly 371. It should be understood that other types of welds, whether continuous or non-continuous, could also be used , such as spot welds or segmented welds and the like, without changing the overall concept or function of the present invention. A pair of U-bolts 376 each arranged by pairs of aligned openings (not shown) at the top and bottom 370, 371 of the spring seat assembly 372, and are fastened to it in a manner well known to those skilled in the art . U 376 screws are used together with welds 375 to connect sleeve 331, which captures shaft 332, to the spring seat assembly 372. It should be noted that U 376 screws are not intended to create a preload or compression between sleeve 331 and shaft 332, as is the case with certain types of prior art suspension / axle systems. A brake torque plate 307 (figures 10 and 10A) is mounted adjacent to each end of shaft 332.
[072] With particular reference to figure 10, an assembly of the lifting mechanism 379 is connected to the axis 332 in a manner well known to those skilled in the art. A lifting mechanism 381 is operatively mounted to lift the assembly of the mechanism 379 and functions for lifting the axle 332 during operation of the heavy vehicle. A pneumatic spring 324 is mounted on the pneumatic spring assembly 380 in a manner well known to those skilled in the art, such as fasteners. A shock absorber 382 is mounted by means of fastener 383 for a shock assembly 384 formed in the upper part 370 of the spring seat assembly 372 (figure 10).
[073] According to one of the main characteristics of the present invention, sleeve 331 and shaft 332 are formed with two matched pairs of depressions 306, 308, respectively. Each matched pair of depressions engages with each other and serves as a mechanical lock between sleeve 331 and shaft 332. More specifically, a first matched pair of depressions 306, 308 is simultaneously formed on sleeve 331 and axis 332, respectively. Then, the second matched pair of depressions 306, 308 is formed simultaneously in sleeve 331 and axis 332, respectively.
[074] Sleeve 331 is a generally rectangular, flat piece of metal that is generally formed around the bottom of shaft 332 in a manner well known in the art. As described above, welds 375 are arranged along the junction between the sleeve 331 and the lower edge 378 of the bottom part 371, in order to arrange the sleeve generally around the bottom of the shaft 332. The depressions 306 and 308 are formed in plastic form in sleeve 331 and axis 332, respectively, by a press. More particularly, sleeve 331 and shaft 332 are placed inside a press (not shown) that has a pin (not shown), according to which the pin is pressed into the outer surface of the sleeve and shaft by the press and then retracted, thus forming each married pair of depressions 386, 388 on the sleeve and on the shaft, respectively. The axis 332 is generally supported well known in the art so that the axis does not collapse during the formation of the depressions.
[075] More specifically, in the axis-beam connection of the second preferred mode 305, two matched pairs of depressions spaced 306, 308 are formed at the bottom of the sleeve 331 and the axis 332. Each of the coupled pairs of depressions 306, 308 aligns with each other and serves as a mechanical lock between sleeve 331 and shaft 332. It is understood that at least one matched pair of depressions is necessary for the axle connection - beam 305 of the present invention, to function correctly, but more than two can also be used, without changing the general concept of the present invention. In addition, at least one of the two coupled pairs of depressions 306, 308 exhibits sufficient contact to eliminate welds on shaft 332.
[076] As stated above, in the detailed description of the 305 shaft-to-beam connection of the present invention, the beam-to-shaft connection results in a mechanical lock and sufficient contact of the 331 sleeve and the 332 shaft, which is free of welds or additional mechanical fasteners. More particularly, the axle-beam connection 305 of the present invention creates sufficient contact between at least one of, and preferably both, the coupled pairs of depressions 306, 308 of sleeve 331 and axis 332, respectively, to provide greater durability and resistance to the connection of the sleeve to the shaft. Preferably, the contact creates a preload or compression in the depressions 306, 308 of the sleeve 331 and of the shaft 332, respectively. Because the sleeve 331 is formed from a different material than the material used to form the axis 332, the sleeve has a greater plastic deformation, while the axis has a greater elastic deformation. As a result, shaft 332 exhibits more rear spring than sleeve 331 during the depression formation process, assisting in creating sufficient contact between the sleeve and the shaft. It should be understood that the extent of preload or compression exhibited by matched depressions 306,308 of sleeve 331 and shaft 332, respectively, is dependent on the yield strength of the materials used in forming the sleeve and shaft, as well as the relative thickness of the sleeve and the shaft. Therefore, by changing the type of materials used for sleeve 331 and shaft 332, as well as varying the thickness of each of the shaft connection - beam 305 can be adjusted to create greater preload or reduced compression or in the depressions 306, 308, in order to optimize the sufficient contact of the axis - beam connection. Residual stresses are preferably also created in each of the matched pairs of depressions 306, 308 of sleeve 331 and axis 332, respectively, as a result of the formation process. These residual stresses also help to create sufficient contact and to react to the loads encountered by the suspension system / axle 310 during the operation of the heavy vehicle.
[077] It is further contemplated that an adhesive can optionally be applied to the inner surface of sleeve 331 or to the outer surface of shaft 332, at the interface of sleeve to shaft, before the formation of depressions 306, 308. Because the shaft-beam connection 305 of the present invention eliminates welds directly on shaft 332 and the tension rods and local changes in mechanical properties that occur with such welds, the durability of the shaft can be improved, thus increasing the durability of the shaft - beam connection 305.
[078] It is contemplated that other shapes, sizes, numbers and arrangements of depressions 306, 308 can also be used, without changing the general concept of the present invention.
[079] The way in which the beam - axis 305 connection is formed eliminates tolerance problems with regard to the alignment of the depressions 306, 308 formed in sleeve 331 and axis 332, respectively, because each of the married pairs of depressions are formed simultaneously on the sleeve and on the shaft.
[080] An axle - beam connection of the third preferred mode is shown generally at 405 in figures 14 to 15B in a tandem axle suspension system 410. The tandem axle suspension system 410 is a suspension system spring beam / axle, which is generally well known to those skilled in the art. The tandem axle / suspension system 410 includes a pair of suspension assemblies 414, which generally mirror each other. For the sake of clarity, only the driver-side suspension assembly 414 will be described below.
[081] With specific reference to figures 14 and 15, the driver side suspension assembly 414 includes a spring bundle 418. The spring bundle 418 is formed from vertically stacked blades 419, which are connected together by strips 421 and a set of spring-loaded U-bolts 422. A stabilizer bar 490 is attached to the U-bolt 422 and extends between the pair of suspension assemblies 414. A hook 416 is attached to the stabilizer bar 490 and is mounted on the main elements (not shown) of the heavy vehicle (not shown). The spring bundle 418 includes a front end (not shown) and a rear end 426. The front end (not shown) and the rear end 426 of each bundle 418 is connected to an axis 432 through the front and rear of the shaft connection - beam 405, respectively. Because the beam - front and rear axle connections 405 are generally similar to each other, for the sake of clarity, only the beam - rear axle connection will be described here.
[082] More particularly, the rear end of the spring bundle 426 is placed between an upper part 470 and a lower part 471 of a spring seat assembly 472. The lower part 471 of the spring seat assembly 472 is formed with a semicircular recess 474 in which a generally upper part of a sleeve 431 and the axis 432 are eliminated. The sleeve 431 rests on the recess 474 of the lower part 471 of the spring seat assembly 472. The welds 475 are arranged along the junction between the sleeve 431 and a lower edge 478 of the lower part 471 (figure 15). The screws (not shown) are arranged by pairs of aligned openings (not shown) at the top and bottom 470, 471 of the spring seat assembly 472 and are secured therein in a manner well known to those skilled in the art. These screws serve as a means for fixing the end 426 of the beam 418 inside the spring seat assembly 472. A brake bracket 409 is mounted adjacent to the end of the shaft 432.
[083] According to one of the main characteristics of the present invention, the sleeve 431 and the shaft 432 are formed with depressions 406 and 408, respectively, as shown in figures 14 and 15. More particularly, six matching pairs depressions 406, 408 are formed and equally spaced around the circumference of sleeve 431 and axis 432. Each married pair of depressions 406, 408 surround each other and serve as a mechanical lock between and sleeve 431 and axis 432 It should be understood that at least one matched pair of depressions is required for the 405 axle - beam connection of the present invention to function properly, but from 1 to 5 and also more than six matched pairs of depressions can be used without alter the overall concept or operation of the present invention. In addition, at least one of the six matched pairs of depressions 406, 408 exhibits sufficient contact to eliminate welds on shaft 432.
[084] Sleeve 431 is a generally rectangular, flat piece of metal that is formed around axis 432 in a manner well known in the art. A soleplate (not shown) is placed along the seam edges (not shown) of sleeve 431, in order to arrange the sleeve around axis 432. It should be understood that sleeve 431 can also be formed from a tube with an inner diameter equal to or slightly larger than the outer diameter of shaft 432. In such an example, the tube of sleeve 431 is cut to size and then fitted over the end of shaft 432. Sleeve 431 is optionally stamped or squeezed onto the shaft 432 by a stamping device, as is well known in the art, creating sufficient contact between the sleeve and the shaft. Six matched pairs of depressions 406 and 408 are formed in plastic form in sleeve 431 and axis 432, respectively, by a press. More particularly, the sleeve 431 and the shaft 432 are placed in a press (not shown) that has a pin (not shown), according to which the pin is pressed into the outer surface of the shaft sleeve and by the press and, in then retracted, thus forming each married pair of depressions 486, 488 on the sleeve and on the shaft, respectively. More specifically, a first matched pair of depressions 406, 408 is simultaneously formed on sleeve 431 and axis 432, respectively. Then, a second matched pair of depressions 406, 408 is simultaneously formed on sleeve 431 and on axis 432, respectively, and so on until all six matched pairs of depressions have been formed on the sleeve and axis. The axis 432 is generally supported well known in the art so that the axis does not collapse during the formation of the depressions.
[085] After the depressions 406,408 have been formed in the sleeve 431 and the axis 432, respectively, the axis is arranged in the semicircular recess 474 formed in the lower part 471 of the spring seat assembly 472. In this way, the connection axis - beam 405 is formed without welding the sleeve 431 or the spring seat 472 to the axis 432, thus creating an axis - beam connection, where the axis is free of welds.
[086] Turning now to figures 15A, 15B, the axle - beam connection of the third preferred embodiment 405 of the present invention is shown using an alternate axle sleeve 431 'which has an inwardly extending part 433 for mounting of a brake system 428. Sleeve 431 'includes six rows transversely aligned of two matched pairs of depressions 406 and 408, which are plastically formed in sleeve 431 and shaft 432', respectively, by a press, as described above .
[087] As stated above, in the detailed description of the beam - shaft connection 405 of the present invention, the beam - shaft connection results in a mechanical lock and sufficient contact from sleeve 431, 431 'to shaft 432, which is free from welds or additional mechanical fasteners. More particularly, the beam-to-axis connection 405 of the present invention creates sufficient contact between at least one, and preferably all, matched pairs of depressions 406, 408 of sleeve 431, 431 'and axis 432, respectively, to provide greater durability and resistance to the connection of the sleeve to the shaft. Preferably, the contact creates a preload or compression in the depressions 406, 408 of the sleeve 431, 431 'and of the axis 432, respectively. Because the sleeve 431, 431 'is formed from a different material than the material used to form the shaft 432, the sleeve has a greater plastic deformation, while the shaft has a greater elastic deformation. As a result, shaft 432 exhibits more rear spring than sleeve 431, 431 ', during the depression formation process, assisting in creating sufficient contact between the sleeve and the shaft. It should be understood that the extent of preload or compression exhibited by matched depressions 406, 408 of sleeve 431, 431 'and axis 432, respectively, is dependent on the yield strength of the materials used in the formation of the sleeve and of the shaft, as well as the relative thickness of the sleeve and the shaft. Therefore, by changing the type of materials used for the sleeve 431, 431 'and 432 of the shaft, as well as the variation in the thickness of each of the shaft connection - beam 405 can be adjusted to create an increased or decreased preload or compression in the depressions 406, 408, in order to optimize the sufficient contact of the axis - beam connection. Residual stresses are preferably also created in each of the matched pairs of depressions 406, 408 of sleeve 431, 431 'and axis 432, respectively, as a result of the forming process. These residual stresses also help to create sufficient contact and to react to the loads encountered by the suspension / axle system 410 during operation of the heavy vehicle. The stamping, as described above, can also contribute to a sufficient contact for the connection of the sleeve to the shaft.
[088] It is further contemplated that an adhesive can optionally be applied to the inner surface of the sleeve 431, 431 'or to the outer surface of the shaft 432, at the interface of the sleeve to the shaft, before the formation of the depressions 406, 408. Because the beam-to-shaft connection 405 of the present invention eliminates welds directly on shaft 432 and the tension rods and local changes in mechanical properties that occur with such welds, shaft durability can be improved, thereby increasing the durability of the 405 shaft - beam connection.
[089] It is contemplated that other shapes, sizes, numbers and arrangements of depressions 406, 408 can also be used, without changing the general concept of the present invention.
[090] The way in which the beam connection - axis 405 is formed eliminates tolerance problems with respect to the alignment of the depressions 406,408 formed in sleeve 431, 431 'and axis 432, respectively, because each of the married couples depressions are formed simultaneously on the sleeve and on the shaft.
[091] A beam-to-axle connection of the fourth preferred embodiment is generally shown at 505 in figures 16 to 16C incorporated in a tandem suspension / axle system 510. The tandem suspension / axle system 510 is a spring beam suspension / axle, which is generally well known to those skilled in the art. The tandem suspension / axle system 510 includes a pair of suspension assemblies 514, which generally mirror each other. For the sake of clarity, only the driver-side suspension assembly 514 will be described below.
[092] With specific reference to figures 16 and 16A, the suspension set on the conductor side 514 includes a spring bundle 518. The spring bundle 518 is formed from vertically stacked blades 519, which are connected together by strips 521 and a set of U-bolts on a spring blade 522. A stabilizer bar 590 is attached to the U-bolt 522 and extends between the pair of suspension assemblies 514. A hook 516 is attached to the bar stabilizer 590 and is mounted on the main elements (not shown) of the heavy vehicle (not shown). The spring beam 518 includes a front end (not shown) and a rear end 526. The front end (not shown) and the rear end 526 of each beam 518 is connected to an axis 532 through the front and rear of the beam connection. - axis 505, respectively. Because the 505 front and rear axle connections are generally similar to each other, for reasons of clarity, only the rear beam - axle connection will be described here. More particularly, the rear end of the spring bundle 526 of the spring bundle 518 is co-located between an upper part 570 and a lower part 571 of a spring seat assembly 572. The lower part 571 of the spring assembly spring seat 572 is formed with a semicircular recess 574 in which an upper part of an axle sleeve 531 and 532 are arranged. The sleeve 531 rests on the recess 574 of the lower part 571 of the spring seat assembly 572. A pair of U-bolts 576 is arranged by pairs of aligned openings (not shown), formed in the upper and lower parts 570, 571 of the spring seat assembly 572 and are attached to them in a manner well known to those skilled in the art. The U-bolts 576 serve as an additional reinforcement to the beam connection - axis 505 of the present invention, but are not intended to create a preload or compression between the sleeve 531 and the axis 532, as is the case of certain types of prior art suspension / axle systems. A brake support 509 is mounted adjacent to the shaft end 532.
[093] According to one of the main features of the present invention, sleeve 531 and shaft 532 are formed with matched pairs of depressions 506 and 508, respectively, as shown in figures 16 and 16A. More particularly, six matched pairs of depressions are formed 506, 508 and equally spaced around the circumference of the sleeve 531 and the axis 532. Each matched pair of depressions 506, 508 engage with each other and serve as a mechanical lock between the sleeve 531 and axis 532. It must be understood that at least one matched pair of depressions is required for the axis connection - beam 505 of the present invention, to function correctly, but from 1 to 5 and also more than six matched pairs of depressions can be used without changing the overall concept or operation of the present invention. In addition, at least one of the six matched pairs of 506,508 depressions exhibits sufficient contact to eliminate welds on the 532 shaft.
[094] The sleeve 531 is a generally rectangular flat piece of metal, which is formed around the axis 532 in a manner well known in the art. A weld (not shown) is placed along the edges of the seam (not shown) of the sleeve 531, in order to arrange the sleeve around the axis 532. It should be understood that the sleeve 531 can also be formed from a tube with an internal diameter equal to or slightly larger than the external diameter of the shaft 532. In such a case, the sleeve tube 531 is cut to size and then fitted over the end of the shaft 532. The sleeve 531 is optionally stamped or squeezed onto shaft 532 by a stamping device, as is well known in the art, creating sufficient contact between the sleeve and the shaft. Six matched pairs of depressions 506 and 508 are formed in plastic form in sleeve 531 and axis 532, respectively, by a press. More particularly, the sleeve 531 and the shaft and 532 are placed inside a press (not shown) that has a pin (not shown), according to which the pin is pressed into the outer surface of the shaft sleeve and by the press and , then retracted, thus forming each married pair of depressions 586, 588 on the sleeve and on the shaft, respectively. The shaft 532 is generally supported well known in the art so that the shaft does not collapse during the formation of the depressions.
[095] After the depressions 506, 508 have been formed in the sleeve 531 and in the axis 532, respectively, the axis is arranged in the semicircular recess 574 formed in the lower part 571 of the spring seat assembly 572. In this way, the beam - shaft connection 505 is formed without welding of sleeve 531 or spring seat assembly 572 to shaft 532, thereby creating a shaft - beam connection, where the shaft is free of welds.
[096] Turning now to figures 16B, 16C, the axle-beam connection of the preferred fourth embodiment 505 of the present invention is shown using an alternate shaft sleeve 531 'having an inwardly extending portion 533 for the set of one brake system 528. Sleeve 53 includes six transversely aligned rows of two matched pairs of depressions 506 and 508, which are plastically formed in sleeve 531 and shaft 532, respectively, by a press, as described above.
[097] As stated above, in the detailed description of the beam - axle connection 505 of the present invention, the results of the axle - beam connection in a mechanical lock and sufficient contact of the sleeve 531, 531 'to the axis 532, which is free welds or additional mechanical fasteners. More particularly, the beam-axis connection 505 of the present invention creates sufficient contact between at least one, and preferably all, matched pairs of depressions 506, 508 of sleeve 531, 531 'and axis 532, respectively, to provide greater durability and resistance to the connection of the sleeve to the shaft. Preferably, the contact creates a preload or compression in the depressions 506, 508 of the sleeve 531, 531 'and in the axis 532, respectively. Because the sleeve 531, 531 'is formed from a different material than the material used to form the axis 532, the sleeve has a greater plastic deformation, while the axis has a greater elastic deformation. As a result, shaft 532 exhibits more sleeve support spring 531, 531 ', during the depression formation process, assisting in creating sufficient contact between the sleeve and the shaft. It should be understood that the extent of the preload or compression exhibited by matched depressions 506, 508 of the sleeve 531, 531 'and the axis 532, respectively, is dependent on the yield strength of the materials used in the formation of the sleeve and of the shaft, as well as the relative thickness of the sleeve and the shaft. Therefore, by changing the type of materials used for sleeve 531, 531 'and shaft 532, as well as varying the thickness of each of the shaft - beam 505 connection can be adjusted to create an increased or decreased preload or compression in the depressions 506.508, in order to optimize the sufficient contact of the axis - beam connection. Residual stresses are preferably also created in each of the matched pairs of depressions 506, 508 of sleeve 531, 531 'and axis 532, respectively, as a result of the forming process. These residual stresses also help to create sufficient contact and react to the loads encountered by the 510 suspension / axle system during operation of the heavy vehicle. The stamping, as described above, can also contribute to a sufficient contact for the connection of the sleeve to the shaft.
[098] It is further contemplated that an adhesive can optionally be applied to the inner surface of the sleeve 531, 531 'or to the outer surface of the shaft 532, at the interface of the sleeve to the shaft, before the formation of depressions 506, 508. Because the 505 beam-to-axle connection of the present invention eliminates welds directly on the 532 shaft and tension rods and the local changes in mechanical properties that occur with such welds, the durability of the shaft can be improved, increasing thus the durability of the beam - axle connection 505.
[099] It is contemplated that other shapes, sizes, numbers and arrangements of depressions 506, 508 can also be used, without changing the general concept of the present invention.
[0100] The way in which the beam connection - axis 505 is formed eliminates tolerance problems with respect to the alignment of the depressions 506, 508 formed in the sleeve 531,531 'and in the axis 532, respectively, because each of the married couples of depressions is formed simultaneously in the sleeve and in the axis.
[0101] An axle-to-beam connection of the preferred fifth embodiment is shown generally at 605 in figures 17 to 18 incorporated into a tandem suspension / axle system 610. The tandem suspension / axle system 610 is a spring beam type suspension / axle system, which is generally well known to those skilled in the art. The tandem suspension / axle system 610 includes a pair of suspension assemblies 614, which generally mirror each other. For the sake of clarity, only the driver-side suspension assembly 614 will be described below.
[0102] The driver-side suspension set 614 includes a spring bundle 618. The spring bundle 618 is formed from vertically stacked blades 619, which are connected together by strips of spring leaf 621 and set of U-bolts 622. A stabilizer bar 690 is attached to the U-bolt 622 and extends between the pair of suspension assemblies 614. A hook 616 is attached to the stabilizer bar 690 and is mounted on the main elements (do not show of the heavy vehicle (not shown). The spring bundle 618 includes a front end (not shown) and a rear end 626. The front end (not shown) and the rear end 626 of each bundle 618 are connected to an axis 632 through the connection connections. axle - front and rear beam 605, respectively. Because the axle connections - front and rear beam 605 are generally similar to one another, for reasons of clarity, only the axle connection - rear beam will be described here. More particularly, the rear end of the spring bundle 626 is placed between an upper part 670 and a lower part 671 of a spring seat assembly 672. The lower part 671 of the spring seat assembly 672 is formed with a semicircular recess 674 (figure 18) in which an upper part of an axle sleeve 631 and 632 are arranged. The sleeve 631 rests on the recess 674 of the lower part 671 of the spring seat assembly 672 and extends inwardly along the axis 632. A pair of U-bolts 676 (only one is shown) is eliminated by means of pairs of openings aligned (not shown), formed at the top and bottom 670,671 of the 672 seat assembly and are secured to it in a manner well known to those skilled in the art. The U-bolts 676 serve as an additional reinforcement to the beam-shaft connection 605 of the present invention, but are not intended to create a preload or compression between sleeve 631 and shaft and 632, as is the case with certain types of suspension / axle systems in the prior art. A brake support 609 is attached to the end of the shaft 632. A brake system 628 is connected to the sleeve 631 in a manner well known to those skilled in the art, such as welding.
[0103] According to one of the main characteristics of the present invention, sleeve 631 and shaft 632 are formed with matched pairs of depressions 606 and 608, respectively. More specifically, on the axle-beam connection of the preferred fifth embodiment 605, six matched pairs of depressions 606, 608 are equally spaced around the circumference of sleeve 631 and axis 632. Each matched pair of depressions 606, 608 engages between itself and serves as a mechanical lock between sleeve 631 and shaft 632. It is understood that at least one matched pair of pressures is necessary for the shaft connection - beam 605 of the present invention, to function correctly, but from 1 to 5 and also more than six matched pairs of depressions can also be used without changing the general concept of the present invention. In addition, at least one of the matched pairs of depressions 606, 608 exhibits sufficient contact to eliminate welds on shaft 632.
[0104] Sleeve 631 is a generally rectangular, flat piece of metal, which is formed around axis 632 in a manner well known in the art. A weld (not shown) is placed along the edges of the seam (not shown) of sleeve 631, in order to arrange the sleeve around axis 632. It should be understood that sleeve 631 can also be formed from of a tube with an inner diameter equal to or slightly larger than the outer diameter of shaft 632. In such a case, sleeve tube 631 is cut to size and then fitted over the end of shaft 632. Sleeve 631 is optionally stamped or squeezed onto the 632 shaft by a stamping device, as is well known in the art, creating sufficient contact between the sleeve and the shaft. Six matched pairs of depressions 606 and 608 are formed in plastic form in sleeve 631 and axis 632, respectively, by a press. More particularly, sleeve 631 and shaft 632 are placed inside a press (not shown) that has a pin (not shown), according to which the pin is pressed into the outer surface of the sleeve and the shaft through the press, then retracted, thus forming each married pair of depressions 686, 688 in the sleeve and in the axis and a, respectively. More specifically, a first matched pair of depressions 606, 608 is simultaneously formed on sleeve 631 and axis 632, respectively. Then, a second matched pair of depressions 606, 608 is simultaneously formed on sleeve 631 and axis 632, respectively, and so on until all six coupled pairs of depressions have been formed on the sleeve and axis. The axis 632 is generally supported well known in the art so that the axis does not collapse during the formation of the depressions.
[0105] After the depressions 606,608 have been formed in the sleeve 631 and in the axis 632, respectively, the axis is arranged in the semicircular recess 674 formed in the lower part 671 of the spring seat assembly 672. The projection extending to bottom 680 formed at the bottom of the spring seat assembly 671 interlock the upper depression 606 of the sleeve 631 interlaced. In this way, the beam connection - shaft 605 is formed without welding of the sleeve 631 or the spring seat assembly 672 the 632 shaft, thus creating a shaft-to-beam connection, where the shaft is free of welds.
[0106] As stated above, in the detailed description of the beam - shaft connection 605 of the present invention, the results of the shaft - beam connection in a mechanical lock and sufficient contact of sleeve 631 and shaft 632, which is free of welds or additional mechanical fasteners. More particularly, the beam-axis connection 605 of the present invention creates sufficient contact between at least one, and preferably all, of the six matched pairs of depressions 606, 608 of sleeve 631 and axis 632, respectively, to provide greater durability and resistance to the connection of the sleeve to the shaft. Preferably, the contact creates a preload or compression in the depressions 606, 608 of the sleeve 631 and of the shaft 632, respectively. Because the sleeve 631 is formed from a different material than the material used to form the axis 632, the sleeve has a greater plastic deformation, while the axis has a greater elastic deformation. As a result, shaft 632 exhibits more rear spring than sleeve 631, during the depression forming process, assisting in creating sufficient contact between the sleeve and the shaft. It should be understood that the extent of the preload or compression exhibited by the matching depressions 606, 608 of the sleeve 631 and the shaft 632, respectively, is dependent on the yield strength of the materials used in the formation of the sleeve and shaft, as well as as the relative thicknesses of the sleeve and the shaft. Therefore, by changing the type of materials used for sleeve 631 and shaft 632, as well as varying the thickness of each of the shaft connection - beam 605 can be adjusted to create an increase or decrease in preload or compression in the depressions 606, 608, in order to optimize the sufficient contact of the axle - beam connection. Residual stresses are preferably also created in each of the six matched pairs of depressions 606, 608 of sleeve 631 and axis 632, respectively, as a result of the forming process. These residual stresses also help in creating sufficient contact and in reacting the loads encountered by the 610 suspension / axle system during operation of the heavy vehicle. The stamping, as described above, can also contribute to a sufficient contact for the connection of the sleeve to the shaft.
[0107] It is also contemplated that an adhesive can optionally be applied to the inner surface of sleeve 631 or to the outer surface of shaft 632, at the interface of sleeve to shaft, before the formation of depressions 606, 608. Because the beam connection - shaft 605 of the present invention eliminates welds directly on shaft 632 and tension rods and local changes in mechanical properties that occur with such welds, shaft durability can be improved, thus increasing the durability of shaft connection - beam 605.
[0108] It is contemplated that other shapes, sizes, numbers and arrangements of depressions 606, 608 can also be used, without changing the general concept of the present invention.
[0109] The way in which the beam connection - axis 605 is formed eliminates tolerance problems with regard to the alignment of the depressions 606, 608 formed in sleeve 631 and axis 632, respectively, because each of the married pairs of depressions are formed simultaneously on the sleeve and on the shaft.
[0110] The beam connections - axis 205, 305, 405, 505, 605 of the present invention overcome the types of potential problems associated with the beam connection - prior art axis 105 which, due to sleeve 131 or another structure If the operating mode is welded directly to the axis 132 in the windows of the sleeve 133F, R or other locations, it can potentially create significant tension strains and changes in local mechanical properties on the axis, as is generally well known in the industry. technical. These tension risers and changes in local mechanical properties can, in turn, potentially reduce the life expectancy of the axle 132.
[0111] The beam connections - axle 205, 305, 405, 505, 605 of the present invention overcome the potential problems associated with the axle connections - beam of the prior art, by eliminating all welds on the axles 232, 332 , 432, 532, 632, respectively, and thereby produce a mechanical lock that eliminates all tension rods and changes in local mechanical properties on the shaft caused by welds, as described above. In addition, the beam connections - axle 205, 305, 405, 505, 605 of the present invention, increase the durability of the axles 232, 332, 432, 532, 632, eliminating welds directly on the axle, thus improving the expectation of life and durability of the beam connections - axis 205, 305, 405, 605. It is also possible that by eliminating the welds directly on the axis 232, 332, 432, 532, 632 and the tension rods and local changes of ownership mechanical properties that occur with such welds, that the axle thickness could be reduced for certain applications, thus potentially allowing for weight savings of the suspension / axle system.
[0112] In addition to the beam connections - shaft 205, 305, 405, 505, 605 of the present invention result in a mechanical lock of the sleeve for the shaft that is free of welds or other mechanical fasteners. More particularly, the beam connections - shaft 205, 305, 405, 505, 605 of the present invention, in general, prevent rotation and lateral movement of the shaft and the sleeve relative to each other, and also create sufficient contact between the at least one of, and preferably all, the matched pairs of depressions of the sleeve and the shaft, respectively, to provide durability and resistance to the connection of the sleeve to the shaft. Preferably, sufficient contact creates a preload or compression or in at least one of, and preferably all, married pairs of depressions formed in the sleeve and the shaft, respectively. Because the sleeve is made of a different material than the material used to form the shaft, the sleeve has a greater plastic deformation, while the shaft has a greater elastic deformation. As a result, the shaft has more rear spring than the sleeve during the depression formation process, helping to create sufficient contact between the sleeve and the shaft. It should be understood that the extent of the preload or compression exhibited by the sleeve and shaft pressures, respectively, is dependent on the yield strength of the materials used in the formation of the sleeve and shaft, as well as the relative thickness. of the sleeve and the shaft. Therefore, by changing the type of materials used for the sleeve and the shaft, as well as the variation in the thickness of each of the beam connections - shaft 205, 305, 405, 505, 605 can be adjusted to create an increase or difference. reduction of the preload or compression for the depressions in order to optimize the sufficient contact of the beam - axle connection. Residual stresses are preferably also created in the matched pairs of sleeve and shaft depressions, respectively, as a result of the formation process. These residual stresses also help in creating sufficient contact and in reacting the loads encountered by the suspension / axle system during the operation of the heavy vehicle. In certain embodiments, the stamping, as described above, can also contribute to a sufficient contact for the connection of the sleeve to the shaft.
[0113] The way in which the beam connections - axis 205, 305, 405, 505, 605 is formed eliminates the problems of tolerance with regard to the alignment of the matched pairs of depressions formed in the sleeve and the shaft, since each of the married pairs of depressions are formed simultaneously on the sleeve and on the axis. More particularly, prior art structures and methods used a depression in the shaft, but in comparison and contrast, employ a sphere formed separately in a similarly cupped shape on the shaft seat, with the reservoir and shaft being subsequently brought together so that the sphere and the depression generally correspond with each other. However, this prior art structure and process creates tolerance problems between the sphere and the depression of the separate components, resulting in irregular adjustment or non-uniform alignment of the components and between the contact surfaces of the ball and the depression of the housing and shaft. These tolerance problems were overcome by the beam connections - axis 205, 305, 405, 505, 605 of the present invention, which simultaneously constitute the matched pairs of depressions in the bushing and in the axis, respectively, thus eliminating the irregular adjustment of alignment and non-uniform contact problems.
[0114] It is contemplated that the beam connections - axle 205, 305, 405, 505, 605 of the preferred embodiment of the present invention could be used in trucks, trailers or other heavy vehicles with one or more axles, without changing the general concept or operation of the present invention. It is also contemplated that the beam connections - axis 205, 305, 405, 505, 605 of the preferred modality of the present invention can be used in vehicles with frames or sub-frames that are mobile and non-mobile, without changing the general concept of this invention. It is further contemplated that the beam connections - axle 205, 305, 405, 505, 605 of the even more preferred modes of the present invention can be used in all types of suspension arm / axle type towbar and / or conductor of air travel known to those skilled in the art, without changing the general concept or operation of the present invention. For example, the present invention finds application in bundles or arms that are made of materials other than steel, such as aluminum, other metals, metal alloys, composite materials, and / or their combinations. It is also contemplated that the preferred embodiment of the beam connections - axle 205, 305, 405, 505, 605 of the preferred embodiment of the present invention could be used in suspension / axle systems or with a top / overhead mounting configuration or a lower / under-hung assembly configuration, without changing the overall concept of the present invention. The present invention also finds application in bundles or arms with different designs and / or configurations as shown and described here, such as solid bundles, shell bundles, lattice structures, intersection plates, milling bundles and parallel plates. The present invention also finds application in intermediate structures, such as spring seats. It is further contemplated that the beam connections - axis 205, 305, 405, 505, 605 of the even more preferred embodiments of the present invention can be used in conjunction with the axes and sleeves with varying wall thicknesses, different shapes, and being formed or constructed from different materials, without changing the general concept or operation of the present invention. It is further contemplated that the beam connections - axis 205, 305, 405, 505, 605 of the preferred embodiment of the present invention can be formed using a sleeve that has a generally rectangular, flat shape, with the sleeve to be formed in around the axis and the ends of the sleeve being mechanically locked to each other around the axis by means of locking tabs or latches such other mechanical means, without altering the general concept or operation of the present invention. It is also contemplated that the beam connections - axis 205, 305, 405, 505, 605 of the preferred embodiment of the present invention can be used in conjunction with other types of suspension / axle systems of the rigid beam type of air travel, such as such as those using U-bolts, U-bolt supports / axle seats and the like, and other beam-axle connections such as one shown in US Patent Application Serial No. 12/912, 240 filed on 26 October 2010, without changing the general concept or operation of the present invention. It is further contemplated that the beam connections - axle 205, 305, 405, 505, 605 of the preferred embodiment of the present invention can be used with other types of suspension / axle systems, such as the medium lift systems, four-axle trailer springs or suspension systems / axles or those using leaf springs, without changing the general concept or operation of the present invention. It is also contemplated that even more depressions 206, 208, 306, 308, 406, 408, 506, 508 and 606, 608 formed in the sleeves 231, 331, 431, 431 ', 531, 531', 631 and axles 232, 332, 432, 532, 632, respectively, can be circular in shape, as shown in 706 in figure 20, elongated or oval in shape, as set out in 806 in figure 19, can be circular in shape and paired as shown in 906 in figure 21, or it can be of other shapes, sizes and modalities, including combinations of one or more of the examples presented above, without changing the general concept or operation of the present invention. It is also contemplated that the married pairs of depressions 206, 208, 306, 308, 406, 408, 506, 508 and 606, 608 formed in the sleeves 231, 331.431, 431 ', 531, 531', 631 and axles 232, 332, 432, 532, 632, respectively, a married pair can be formed at the same time, more than one married pair at the same time, or even all at once, without changing the general concept or operation of the present invention. It is further contemplated that the stamping of the shaft sleeves, 231, 431,431 ', 531, 531', 631 can also be used in conjunction with other types of shaft sleeves, including prior art shaft sleeves that have windows with or without welding or other means of fixation, without changing the general concept or operation of the present invention. It is even more contemplated that the shaft sleeves 231, 431, 431 ', 531, 531', 631 and shafts 232, 432, 532, 632 of the beam connections - shaft 205, 305, 405, 505, 605 of the preferred modality of the present invention can be simultaneously stamped and formed with the depressions 206, 208, 406, 408, 506, 508 and 606, 608 without changing the overall concept or operation of the present invention.
[0115] Consequently, the axle - beam connection of the present invention is simplified, provides an effective, safe, economical and efficient structure and a method that achieves all the listed objectives, provides the elimination of previously encountered difficulties in connection of beam - axis, and solves problems and obtains new results in the technique.
[0116] In the previous description, certain terms have been used for clarity, brevity and understanding, but unnecessary limitations must be implied from there in addition to the requirements of the prior art, because such terms are used for descriptive purposes and are intended to be widely interpreted .
[0117] Furthermore, the description and illustration of the present invention are by way of example, and the scope of the invention is not limited to the exact details presented or described.
[0118] Having now described the aspects, findings and principles of the invention, the way in which the axle - beam connection of the present invention is used and installed, the construction characteristics of the arrangement and method steps, and the advantageous ones, new and useful results obtained; new and useful structures, devices, elements, arrangements, process, parts and combinations are defined in the attached claims.

权利要求:
Claims (21)
[0001]
1. Beam - axle connection for a vehicle suspension / axle system, CHARACTERIZED by the fact that it comprises a suspension assembly (214, 314, 414, 514, 614), the connection comprising: a) an axle (232, 332, 432, 532, 632), and b) a sleeve (231, 331, 431, 531, 631) arranged at least partially around said axis, the axis being formed with at least one depression (208, 308, 408, 508, 608) and the sleeve being formed with at least one depression (206, 306, 406, 506, 606), at least one said depression of the sleeve braidedly surrounding at least one depression of the axis to form at least a married pair of depressions, at least one of at least one married pair of depressions securing the sleeve to the shaft by contact with preload between the shaft depression and the sleeve depression of at least one said pair of depressions, and the said sleeve immovably mounted to a beam (218) or spring seat assembly (372, 472, 572, 672) of said suspension assembly suspension / axle system.
[0002]
2. Beam - shaft connection, according to claim 1, CHARACTERIZED by the fact that said sleeve is not welded to the shaft.
[0003]
3. Beam - shaft connection, according to claim 1 or 2, CHARACTERIZED by the fact that the sleeve is welded to the beam (218) or spring seat assembly (372, 472, 572).
[0004]
4. Beam - shaft connection according to any one of the preceding claims, CHARACTERIZED by the fact that said at least one sleeve depression and said at least one axis depression are generally circular.
[0005]
5. Beam - shaft connection, according to any of the preceding claims, CHARACTERIZED by the fact that there are multiple matched pairs of depressions.
[0006]
6. Beam - axle connection, according to claim 5, CHARACTERIZED by the fact that said married pairs of depressions are generally spaced around said sleeve.
[0007]
7. Beam - shaft connection according to any one of claims 1 to 3, CHARACTERIZED by the fact that said at least one sleeve depression and said at least one axis depression are generally elongated.
[0008]
8. Beam - shaft connection according to claim 1, CHARACTERIZED by the fact that said at least one sleeve depression comprises eight sleeve depressions and said at least one shaft depression comprises eight shaft depressions, each of said eight axis depressions, braiding one of said eight axis depressions to form eight matched pairs of depressions.
[0009]
9. Beam-axle connection, according to claim 8, CHARACTERIZED by the fact that said eight matched pairs of depressions are spaced around said sleeve and said axis.
[0010]
10. Beam - shaft connection, according to claim 8, CHARACTERIZED by the fact that the said eight pairs of depressions are formed in rows of two, spaced around said sleeve and said axis.
[0011]
11. Beam - axis connection, according to claim 8, CHARACTERIZED by the fact that the said eight pairs of depressions are formed in displacement rows of two, spaced around said sleeve and said axis.
[0012]
12. Beam - shaft connection, according to any of the preceding claims, CHARACTERIZED by the fact that said sleeve is stamped, squeezed or pressed on said axis.
[0013]
13. Beam - shaft connection, according to any of the preceding claims, CHARACTERIZED by the fact that an adhesive is applied between said sleeve and said axis.
[0014]
14. Method of forming a beam-axle connection for a suspension / axle system, CHARACTERIZED by the fact that it comprises the following steps: a) providing an axle (232, 332, 432, 532, 632); b) arranging a sleeve (231, 331, 431, 531, 631) around at least a part of said axis; c) simultaneously form at least one married pair of depressions (206, 306, 406, 506, 606; 208, 308, 408, 508, 608) on said sleeve and on that axis to fix the sleeve to the axis, the sleeve showing more plastic deformation than the shaft; and d) immovably mount said sleeve to a bundle (218) or spring seat assembly (372, 472, 572, 672) of a suspension assembly (214, 314, 414, 514, 614) of said suspension / axle system.
[0015]
15. Method of forming a beam-axle connection for a suspension / axle system, according to claim 14, CHARACTERIZED by the fact that it additionally comprises stamping, squeezing or crimping of said sleeve to said axle after said sleeve is arranged around said axis.
[0016]
16. Method of forming a beam-axle connection for a suspension / axle system, according to claim 14 or 15, CHARACTERIZED by the fact that said at least one married pair of depressions is generally spaced around said sleeve and of said axis.
[0017]
17. Method of forming a beam-axle connection for a suspension / axle system, according to claim 14, 15 or 16, CHARACTERIZED by the fact that said at least one married pair of depressions comprises eight married pairs of depressions.
[0018]
18. Method of forming a beam-axle connection for a suspension / axle system, according to any one of claims 14 to 17, CHARACTERIZED by the fact that each of said at least a pair of matched depressions are usually circular.
[0019]
19. Method of forming a beam-axle connection for a suspension / axle system according to claim 14, CHARACTERIZED by the fact that each of the said at least one married pair of depressions is generally elongated.
[0020]
20. Method of forming a beam-axle connection for a suspension / axle system according to any one of claims 14 to 19, CHARACTERIZED by the fact that said sleeve has a different material plasticity than a material plasticity of said axis, wherein said at least one mated pair of depressions forms a mechanical lock without weld and has a preload or compression between the depressions.
[0021]
21. Method of forming a beam-axle connection for a suspension / axle system according to any one of claims 14 to 20, CHARACTERIZED by the fact that an adhesive is applied to said sleeve or an adhesive is applied to said axis before arranging said sleeve on said axis.

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同族专利:

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公开号 | 公开日

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CN103140359B|2015-11-25|

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EP2946944A1|2015-11-25|

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DE202011110639U1|2015-09-03|

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EP2621737A4|2014-04-30|

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CA2813031A1|2012-04-05|

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US20120080862A1|2012-04-05|

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US8454040B2|2013-06-04|

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AU2011308747A1|2013-03-14|

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MX2013002443A|2013-05-06|

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EP2621737B1|2015-05-27|

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NZ607267A|2015-01-30|

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BR112013006283A2|2017-09-26|

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CN103140359A|2013-06-05|

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EP2621737A1|2013-08-07|

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AU2011308747B2|2015-01-29|

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WO2012044802A1|2012-04-05|

---

ZA201301188B|2013-09-25|

---

CA2813031C|2015-03-24|

---

EP2946944B1|2017-07-05|

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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]|

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2020-04-14| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2021-03-16| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

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2021-04-13| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 29/09/2011, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

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申请号 | 申请日 | 专利标题

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US38827610P| true| 2010-09-30|2010-09-30|

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US61/388,276|2010-09-30|

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PCT/US2011/053943|WO2012044802A1|2010-09-30|2011-09-29|Heavy-duty vehicle axle-to-beam connection|

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