• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    piston for heavy vehicle air suspension a piston for heavy vehicle air suspension includes a sidewall and a center wheel hub. the sidewall and center wheel hub are attached to a first lower piston plate. an upper plate is removably attached to a lower portion of said center wheel hub includes a second lower plate that is recessed relative to the first lower plate for securing a piston mounting pedestal which is, in turn, mounted on a crossbeam of a heavy vehicle suspension assembly.
    公开号:BR112013029622B1
    申请号:R112013029622-4
    申请日:2012-05-16
    公开日:2021-08-17
    发明作者:Andrew J. Westnedge；Dmitriy E. Rubalskiy；Michael J. Keeler
    申请人:Hendrickson Usa, L.L.C；
    IPC主号:
    专利说明:

    Cross reference to related application
    [001] This application claims the benefit of U.S. Provisional Patent Application Serial No. 61/486,857, filed May 17, 2011. Background of the invention field of invention
    [002] The invention relates generally to the technique of axle/suspension systems for heavy vehicles. More particularly, the invention relates to air driven axle/suspension systems for heavy vehicles which use an air suspension to dampen the vehicle's ride. More specifically, the invention is directed to a piston for an air suspension of an air driven axle/suspension system of a heavy vehicle, in which the upper portion of the air suspension piston is formed in two parts, including a plate top and a continuous stepped sidewall. Forming the top plate as a discrete part of the continuous stepped sidewall allows for more efficient manufacture of the air suspension piston. A lower piston plate that extends downwards for increased piston volume, which in turn provides reduced suspension ratio, and/or better damping characteristics for the air suspension. Background of the technique
    [003] The use of air driven beam type rigid arm axle/suspension systems has been popular in the heavy truck and trailer industry for many years. Although such axle/suspension systems can be found in widely varying structural forms, in general their structures are similar in that each system typically includes a pair of suspension assemblies. On some heavy vehicles, the suspension assemblies are connected directly to the vehicle's main structure. On other heavy vehicles, the vehicle's primary structure supports a sub-frame, and the suspension assemblies connect directly to the sub-frame. For those heavy vehicles that support a sub-frame, the sub-frame can be non-movable or mobile, the latter being commonly referred to as a skid-box, sliding sub-frame, sliding undercarriage, or secondary sliding frame. For the purposes of convenience and clarity, references herein will be made to the principal members, with the understanding that such reference is by way of example, and that the present invention applies to heavy vehicle axle/suspension systems suspended from of main members of: primary structures, movable substructures and non-movable substructures.
    [004] Specifically, each suspension assembly of an axle/suspension system includes an elongated beam that extends longitudinally. Each bundle typically is located adjacent to and below the respective one of a pair of longitudinally extending main members spaced apart from each other and one or more cross members, which form the vehicle frame. More specifically, each beam is pivotally connected to one of its ends in a hook, which in turn is attached to it and depends on the respective one of the main members of the vehicle. An axle extends transversely between and is typically connected by some means to the beams of the pair of suspension assemblies at a selected location from about the midpoint of each beam to the end of the beam opposite its pivotal connecting end.
    [005] The opposite end of each bundle is also connected to an air suspension, or its equivalent, which in turn is connected to the respective one of the main members. A height control valve mounted on the hook or other support structure is operatively connected to the beam and air suspension so as to maintain the vehicle's ride height. A brake system and one or more suspension dampers to provide additional damping to the vehicle's axle/suspension system are also included. The beam can extend backwards or forwards from the pivotal connection relative to the front of the vehicle, thereby defining what are typically referred to as drag arm or driver arm axle/suspension systems, respectively. However, for purposes of the description contained herein, it is understood that the term "drag arm" will encompass beams, which extend either backwards or forwards with respect to the front end of the vehicle.
    [006] The heavy vehicle axle/suspension systems act to dampen the ride, reduce vibrations and stabilize the vehicle. More particularly, as the vehicle is traveling down the road, its wheels encounter road conditions that transmit various forces, loads, and/or stresses, collectively referred to herein as forces, to the respective axle on which the wheels are mounted, and in turn, to suspension assemblies that are connected to and support the axle. In order to minimize the negative effect of these forces on the vehicle as it is operating, the axle/suspension system is designed to react and/or absorb at least some of them.
    [007] These forces include vertical forces caused by vertical movement of the wheels as they encounter certain road conditions, mill forces caused by vehicle acceleration and deceleration, and torsional and lateral loading forces associated with transverse vehicle movement, such as such as vehicle turning and lane change maneuvers. In order to resolve such outliers, axle/suspension systems have divergent structural requirements. More particularly, it is desirable for an axle/suspension system to be quite rigid so as to minimize the amount of sway experienced by the vehicle and thereby provide what is known in the art as roll stability. However, it is also desirable for an axle/suspension system to be relatively flexible to assist in cushioning the vehicle from vertical impacts, and to provide compliance so that the axle/suspension system components resist failure, thereby increasing the durability of the vehicle. axle/suspension system. It is also desirable to dampen vibrations or oscillations that result from such forces. A key component of the axle/suspension system that dampens the vehicle's ride from vertical impacts is the air suspension, while a suspension damper typically provides additional damping to the axle/suspension system.
    [008] Typical air suspension of the type used in heavy vehicle air driven axle/suspension systems includes three main components, a flexible bellows, a bellows top plate and a piston. The bellows is typically formed of rubber or other flexible material, and is a seal wrapped with the upper bellows plate and also the upper portion of the piston. The volume of pressurized air, or “air volume,” that is contained within the air suspension is an important factor in determining the air suspension spring ratio. More specifically, this volume of air is contained within the bellows and, in some cases, the air suspension piston. The greater the air suspension air volume, the smaller the air suspension spring ratio. A smaller proportion of the spring is generally more desirable in the truck industry because it allows for softer ride characteristics for the vehicle. Typically, the piston either contains a hollow cavity, which is in communication with the bellows and which adds to the air suspension air volume allowing for unrestricted air communication between the piston and the bellows volumes, or the piston has a generally hollow cylindrical shape and does not communicate with the bellows volume, whereby the piston does not contribute to the air suspension air volume. The air suspension air volume is in fluid communication with an air source, such as an air supply tank, and is also in fluid communication with the vehicle's height control valve. The height control valve, by directing airflow into and out of the axle/suspension system air suspension, helps maintain the vehicle's desired ride height.
    [009] Previous air suspension piston technique is generally cylindrical in shape and includes a continuous generally stepped sidewall attached to a generally flat lower plate. A top plate is formed on top of the piston. The bottom plate is formed with an upwardly extended wheel hub. The wheel hub includes a bottom plate formed with one or more central openings. A fastener is disposed through the openings in the wheel hub bottom plate to attach the piston to the suspension assembly beam at its rear end. The upper plate, side wall and lower piston plate define a piston chamber having an interior volume. The upper plate of the piston is formed with an extended upward circular protrusion having a lip or burr around its circumference. The burr cooperates with the lower end of the air suspension bellows to form an airtight seal between the bellows and piston. A bumper is attached to a bumper mounting plate, which is in turn mounted to the upper piston plate via a fastener. The bumper extends upward from the upper surface of the bumper mounting plate and serves as a cushion between the upper piston plate and the upper bellows plate to cushion contact between the two plates during operation. of the vehicle. The piston is typically formed from steel, aluminum, fiber reinforced plastic or other rigid material.
    [010] Because prior art air suspension pistons typically have a relatively complex one-piece structural design, manufacturing the piston from composite materials can be complicated. More particularly, because the lip or burr is integrally formed in one piece in the upwardly extending protrusion, which in turn is integrally formed in one piece with the piston top plate, the manufacture of the piston from composite materials it can be quite complex and therefore inefficient, as is well known to those of ordinary skill in the art. In addition, because the lower piston plates and the center wheel hub, respectively, are generally flat, the volume contained in the piston is generally limited due to space limitations between the suspension assembly beam and the main member of the vehicle.
    [011] The heavy vehicle air suspension piston of the present invention overcomes the problems associated with prior art air suspension designs by providing an air piston upper portion formed in two parts that are assembled. In addition, the heavy-duty air suspension piston of the present invention includes a downwardly extending piston bottom plate that allows for increased piston volume while still utilizing the same mounting configuration and hardware existing in designs in the prior art. This downwardly extending piston bottom plate allows for increased piston volume without the need for additional or redesigned mounting brackets and without changing the spatial measurements between the beam and the main member. Therefore, the air suspension piston for heavy vehicles of the present invention provides a more efficient and simpler manufacture that reduces production costs and provides an increased piston chamber volume using piston-to-beam mounting hardware, whereby the volume of the Enlarged piston chamber provides reduced spring ratio and/or better damping characteristics to the air suspension. Invention Summary
    [012] Objectives of the present invention include providing a piston for an air suspension of a heavy vehicle that is more efficient and simple to manufacture and that reduces production costs.
    [013] A further objective of the present invention is to provide a piston for an air suspension of a heavy vehicle that provides an increased piston chamber volume using piston-to-beam mounting hardware.
    [014] Yet another object of the present invention is to provide a piston for an air suspension of a heavy vehicle that provides a reduced spring ratio and/or provides improved damping characteristics for the air suspension.
    [015] These objectives and advantages are obtained by the piston for an air suspension of a heavy vehicle of the present invention, which includes a side wall and a central wheel hub. The sidewall and center wheel hub are attached to the first bottom plate. A discrete top plate is attached to an upper portion of the sidewall and an upper portion of the central wheel hub, said top plate including a burr around its circumference.
    [016] These objectives and advantages are also obtained by the piston for an air suspension of a heavy vehicle of the present invention, which includes a side wall and a central wheel hub. Sidewall and central wheel hub attached to a first bottom plate. A discrete top plate is attached to an upper portion of the sidewall and an upper portion of the center wheel hub, the top plate extending outwardly beyond the upper portion of the sidewall. Brief description of the various views of the drawings
    [017] The preferred embodiment of the present invention, illustrative of the best way in which applicants have contemplated the application of the principles, is presented in the following description and is shown in the drawings, and is particularly and distinctly pointed out and set forth in the appended claims.
    [018] Figure 1 is a top rear perspective view of a heavy body axle/suspension system incorporating a pair of prior art air suspensions, with each of the pair of air suspensions mounted on a respective one of the suspension assemblies of the axle/suspension system; Figure 2 is a perspective view of a prior art air suspension in section, showing the upwardly extending circular protrusion and the lip or burr integrally formed as one piece with the upper piston plate, and showing the generally flat lower piston plate and the flat center wheel hub lower plate; Figure 2A is a front perspective view of the beam of the driver's side suspension assembly shown in Figure 1, and showing a mounting pedestal. beam attached to the upper beam plate for mounting the air suspension to the suspension assembly; Figure 2B is a sectional perspective view of an air suspension from the t. prior art for a truck axle/suspension system, showing the protrusion extending upward and lip or burr integrally formed as one piece and showing the generally flat bottom plate; Figure 2C is a fragmentary sectional perspective view of an air suspension from another prior art for a heavy body, showing the air suspension piston mounted on a conventional beam mounting pedestal and the axle/suspension system beam; Figure 3 is a fragmentary sectional perspective view of an air suspension piston of the preferred embodiment of the present invention incorporated into an air suspension for a heavy vehicle axle/suspension system, shown mounted on a conventional beam mounted pedestal and beam of an axle/suspension system; Figure 4 is a perspective view of the embodiment preferred air suspension piston of the present invention shown in Figure 3; and Figure 5 is a sectional perspective view of the preferred embodiment of the air suspension piston of the present invention shown in Figure 4.
    [019] Similar numerals refer to similar parts throughout the drawings. Description of preferred modality
    [020] In order to better understand the environment in which the air suspension piston for heavy vehicles of the present invention is used, an air-driven drag-arm braided-beam type axle/suspension system that incorporates a bodywork air suspension of prior art heavy vehicle 124, is indicated generally at 10, is shown in Figure 1, and will now be described in detail below.
    [021] It should be noted that the axle/suspension system 10 is typically mounted on a pair of spaced apart main members extending longitudinally (not shown) of a heavy vehicle, which is generally representative of various types of structures used for vehicles heavy, including primary structures that do not support a substructure and primary structures and/or floor structures that support a substructure. For primary structures and/or floor structures that support a substructure, the substructure can be non-mobile or movable, the latter being commonly referred to as a sliding box. Because the axle/suspension system 10 generally includes an identical pair of suspension assemblies 14, for clarity only one of the suspension assemblies will be described below.
    [022] The suspension assembly 14 is pivotally connected to a hook 16 via a drag arm tangling beam 18. More specifically, the beam 18 is formed generally having a U-shape formed integrally upside down with a pair of side walls 66 and a top plate 65, with the open portion of the beam facing generally downwards. A bottom plate 63 (Figure 2A) extends between and is attached to the lower ends of the sidewalls 66 by any suitable means such as welding to complete the structure of the beam 18. The drag arm enlacement beam 18 includes an end front 20 having a bushing assembly 22 which includes a bushing, pivot pins and washers as are well known in the art to facilitate pivotal connection of the beam to the hook 16. The beam 18 also includes a rear end 26, which is welded or otherwise rigidly attached to a transversely extending shaft 32.
    [023] The suspension assembly 14 also includes an upper end of a shock absorber 40 mounted to an inwardly extending wing 17 of the hook 16 via a mounting bracket 19 and a fastener 15, in a manner well known in the art. The lower end of shock absorber 40 is mounted to beam 18 (mount is not shown) in a manner well known to those having skill in the art. For the sake of relative completeness, a brake system 28 including a brake chamber 30 is shown mounted to a prior art suspension assembly 14.
    [024] As mentioned below, the axle/suspension system 10 is designed to absorb forces acting on the vehicle as it operates. More particularly, it is desirable for the axle/suspension system 10 to be rigid or stiff in order to resist roll forces and thus provide roll stability for the vehicle. This is typically achieved by using the beam 18, which is rigid, and is also rigidly attached to the axle 32. It is also desirable, however, for the axle/suspension system 10 to be flexible to aid in vehicle damping (not shown) to from vertical impacts and to provide compliance so that the axle/suspension system resists failure. Such flexibility is typically achieved through the pivotal connection of beam 18 to hook 16 with a set of bushes 22. Air suspension 124 and shock absorber 40 also aid in cushioning the ride for cargo and passengers.
    [025] More specifically, the prior art air suspension 124 shown in Figure 2 will now be described in detail. Air suspension 124 is typically incorporated within an axle/suspension system such as axle/suspension system 10, or other similar air driven axle/suspension system. Air suspension 124 includes bellows 141, an upper bellows plate 143 and a piston 142. The upper end of bellows 141 is sealably engaged with the upper bellows plate 143 in a manner well known in the art. An air suspension mounting plate 44 (Figure 1) is typically mounted to the upper surface of the upper plate 143 via fasteners 45 which are also used to mount the upper portion of the air suspension 124 to a respective one of the main members (not shown) of the vehicle. Alternatively, the top bellows plate 143 can also be mounted directly to a respective one of the main member (not shown) of the vehicle. Piston 142 is generally cylindrical in shape and includes a continuous generally stepped sidewall 144 attached to a generally flat lower plate 150 and integrally formed in one piece with upper plate 182. Lower plate 150 is formed with a central wheel hub if extending upwards 152 and is attached to a sidewall 144 in a well known manner. The center wheel hub 152 includes a bottom plate 154 formed with a center opening 153. A fastener 151 is disposed through the opening 153 to attach the piston 142 to a beam mounting pedestal 130 (Figure 2A), of one type. which is well known in the art of air beam suspension mounting.
    [026] With further reference to Figure 2A, the beam mount pedestal 130 includes a generally flat base 131 for contacting and seating the upper beam plate 65 at the rear end of the beam 26. The beam mount pedestal 130 also includes a upwardly extending column 132, which contacts the bottom plate of the center wheel hub 154 of the piston 142 of the air suspension 124. The column 132 is formed with a generally vertically extending center opening 133, through which the fastener 151 is disposed. A locknut (not shown) is threaded onto the threaded end of fastener 151 to attach piston 142 to beam mounting pedestal 130. A pair of bracing mats 135 are located on column 132 and extend outwardly from of the column on a flat base 131. An opening 136 is formed in the base of the pedestal 131. The opening 136 receives a fastener (not shown) for attaching the pedestal 130 to the beam top plate 65 at the rear end of the beam 26. beam assembly 130 is typically formed from a rigid material such as steel, aluminum or composite material, as is well known in the art, and perhaps may or perhaps may not include reinforcing mats 135.
    [027] With continued reference to Figure 2, the upper plate 182, the side wall 144 and the lower plate 150 of the piston 142 define a piston chamber 199. The upper plate 182 of the piston 142 is formed with a circular protrusion extending to top 183 having a lip or burr 180 around its circumference. Burr 180 cooperates with the lower terminal end of bellows 141 to form an airtight seal between the bellows and the burr around the circumference of protrusion 183 of piston 142, as is well known to those of ordinary skill in the art. Bellows 141, top plate 143 and top piston plate 182 define a bellows chamber 198. A bumper 181 is rigidly attached to a bumper mounting plate 186 by means generally well known in the art. The bumper mounting plate 186 is in turn mounted to the upper piston plate 182 through a fastener 184. The bumper 181 extends upward from the upper surface of the bumper mounting plate 186. The bumper 181 serves as a cushion between the upper piston plate 182 and the lower part of the upper bellows plate 143 to prevent the plates from damaging each other in the event of the upper piston plate and the lower part of the bellows. bellows top plate contacting each other during vehicle operation. The manufacture of piston 142 from composite materials can be quite complicated and therefore inefficient, as is well known to those of ordinary skill in the art.
    [028] The upper piston plate 182 is formed with a pair of openings 185, which allow the volume of the piston chamber 199 and the volume of the bellows chamber 198 to communicate with each other. More particularly, the openings 185 allow fluid or air to pass between the piston chamber 199 and the bellows chamber 198 during vehicle operation.
    [029] Turning now to Figure 2B, a prior art air suspension for a truck axle/suspension system is shown generally at 324. Air suspension 324 generally includes a bellows 341, a bellows chamber 389, a top plate of bellows 343, a piston chamber 399 and a piston 342. The piston 342 is formed with a generally flat lower plate 354 and an open top plate 382 having an upwardly extending protrusion 383 formed with a lip or barb 380. The piston 342 includes a hollow piston chamber 399, which is in fluid communication with bellows 341 and allows unrestricted air communication between the piston cavity and the bellows. Due to the prior art air suspension piston 342 has a one-piece structural design, manufacturing the piston from composite materials can be complicated. More particularly, because the lip 380 is integrally formed in an upwardly protruding part 383, the manufacture of the piston from composite materials can be quite complicated and therefore inefficient, as is well known to those of ordinary skill in the art.
    [030] Turning now to Figure 2C, another example of a prior art air suspension for an axle/suspension system is shown generally at 424. Air suspension 424 generally includes a bellows 441, a bellows top plate 443 and a piston 442. The piston 442 is mounted to a suspension assembly beam 18 through a fastener 451 disposed through the conventional beam assembly pedestal 130, described in detail above. Air suspension 424 is representative of a different air suspension configuration from prior art air suspensions 124 and 324, whereby piston 442 does not contribute to air suspension air volume and which still uses the conventional pedestal beam mounting 130 in the area, eg no piston chamber, only a bellows chamber 489.
    [031] As stated above, because of the prior art 142, 342 air suspension pistons have a relatively complex one-piece structural design, manufacturing the pistons from a composite material can be complicated. More particularly, due to the lip or burr 180, 380 is integrally formed in the upwardly extended protrusion 183, 382, respectively, which in turn is integrally formed with the upper plate 182 of the piston 142 and the upper plate 382 of the piston 342, respectively, the manufacture of pistons from composite materials can be quite complex and therefore inefficient as is known to those of ordinary skill in the art. The air suspension piston of the present invention overcomes the problems associated with prior art air suspension pistons 142, 342, and will now be described in detail below.
    [032] A preferred embodiment of air suspension piston of the present invention is shown generally at 242 in Figures 3-5, with Figure 3 showing the air suspension piston of the present invention incorporated within air suspension 224 of an axle/system suspension (not shown), and will now be described in detail below.
    [033] According to one of the main features of the present invention, the air suspension 224 includes a bellows 241, a top bellows plate 243 and the preferred embodiment of the air suspension piston 242 of the present invention. The upper end of bellows 241 is hermetically wrapped with the upper bellows plate 243 in a manner well known in the art. An air suspension mounting plate (not shown) is mounted to the upper surface of the upper plate 243 via fasteners (not shown) which are also used to mount the upper portion of the air suspension 224 to a respective one of the main members (not shown ) of the vehicle structure. Alternatively, the top bellows plate 243 may also be rigidly mounted to a respective one of the main members (not shown) of the vehicle.
    [034] According to another important feature of the present invention, the air suspension 224 includes an air suspension piston 242, which is generally cylindrical in shape and includes a continuous generally stepped sidewall 244 and a center wheel hub 252, each attached to a generally downwardly extending flat bottom plate 250 and a discrete top plate 282. More particularly, the lower end of the sidewall 244 is formed with a groove 246, which receives a correspondingly shaped outer tongue 247 formed in the bottom plate 250 The lower end of the center wheel hub 252 is also formed with a groove 248, which receives a correspondingly shaped inner tongue 249 formed in the lower plate 250. In this manner, the grooves 246, 248 and the inner and outer tongue 247 , 249, respectively, allow the lower plate 250 to be friction welded to the piston center wheel hub 252 and the piston sidewall 244.
    [035] The center wheel hub 252 includes a generally flat integrally formed recessed lower plate 254 formed with a central opening 253, and which is recessed relative to the lower plate 250. A fastener 251 is disposed through the opening 253 in order to attach the piston 242 to the prior art beam mounting pedestal 130 described above. The beam mounting pedestal 130 includes a generally flat base 131 for contacting the upper plate of the lower beam plate of its respective suspension assembly. The beam mounting pedestal 130 also includes an upwardly extending column 132 which contacts the center wheel hub bottom plate 254 (Figure 3). Column 132 is formed with central opening 133 through which fastener 251 is disposed. The locknut is threaded onto a threaded end of fastener 151 to attach piston 142 to beam mounting pedestal 130. Reinforcement mats 135 (not shown in Figure 3) are located on column 132 and extend outward to from the column in the flat base 131. The opening 136 (not shown in Figure 3) is formed in the base of the pedestal 131. The base opening 136 receives a fastener (not shown in Figure 3) for attaching the pedestal 130 to the top plate of the beam 65 at the rear end of beam 26. The beam mounting pedestal 130 is typically formed from a rigid material such as steel, aluminum or composite material, as is well known in the art, and perhaps may or may not include mats. of reinforcement 135.
    [036] The top plate 282 is formed with a plurality of openings 295. The openings 295 (Figures 4 and 5) in line with the openings (not shown) formed in the upper portion of the center wheel hub of the piston 252. A fastener (not shown). shown) is disposed through openings 295 and aligned openings (not shown) in the top portion of center wheel hub 252 to attach top plate 282 to piston center wheel hub and piston sidewall 244. 282, the sidewall 244, the center wheel hub bottom plate 254, and the piston bottom plate 250 define a piston chamber 299. Because the piston bottom plate 250 is generally extended downward, the volume of the piston chamber 299 is greater than the volume of the prior art piston chamber 199 shown and described above. In addition, because the lower piston plate 250 is generally downwardly extended, a recess 297 is formed in the piston 242 by a portion of the bottom recessed center wheel hub plate 254 and a portion of the lower plate 250. The upper plate 282 also it is formed with an upwardly extended circular protrusion 283 formed with a lip or burr 280 around its circumference. Burr 280 cooperates with the lower terminal end of bellows 241 to form an airtight seal between the bellows and the burr, as is well known to those of ordinary skill in the art. It should be understood that the top plate 282 can be formed having a larger diameter than the center wheel hub 252 such that the outer edge of the top plate would form a burr or lip 280, without changing the general concept or operation of the present invention.
    [037] Bellows 241, top plate 243 and top plate 282 define a bellows chamber 298. A bumper 281 is rigidly attached to the top plate 282 by adhesive or other means generally well known in the art. The bumper 281 extends upward from the top surface of the top plate 282. The bumper 281 serves as a cushion between the top plate 282 and the top bellows plate 243 to keep the plates from damaging a another in the event that the upper piston plate and the upper bellows plate contact each other during vehicle operation. A plurality of reinforcing mats 259 extend between the side wall of the piston 244 and the center wheel hub of the piston 253 and between the walls of the center wheel hub itself to reinforce the piston 242.
    [038] The top plate 282 is also formed with a pair of openings 285, which allow the piston chamber volume 299 and the bellows chamber volume 298 to communicate with each other. More particularly, openings 285 allow fluid or air to pass between piston chamber 299 and bellows chamber 298 during vehicle operation. This communication between piston chamber 299 and bellows chamber 298 through apertures 285 provides viscous damping for air suspension 224 as described and shown in U.S. Patent Application No. 13/228,908 owned by assignee of the present application.
    [039] The improved air suspension piston 242 for heavy vehicles of the present invention overcomes the problems associated with prior art air suspension pistons 142, 342 by providing an upper portion of the air suspension piston which is formed in two separate parts that are joined. This two-part assembly provides a top plate 282 that is easier to manufacture than prior art piston top plates that are integrally formed with the rest of the piston. In addition, the heavy-duty air suspension piston 242 of the present invention includes a downwardly extended piston bottom plate 250 that allows for increased volume of the piston chamber 299 while still utilizing the same spring-to-air beam mounting configuration as in existing ones. designs from prior techniques. More particularly, the downwardly extended lower piston plate 250 and the recessed center wheel hub lower plate 254 allow for increased piston volume while utilizing the prior art pedestal 130, without the need for new or additional mounting brackets and without changing the spatial measurements between the beam 18 of the axle/suspension system 10 and the main member of the vehicle. Therefore, the air suspension piston 242 of the preferred embodiment for heavy vehicles of the present invention provides a more efficient and simpler manufacture that reduces production costs and provides a greater volume of piston chamber 299 using existing piston-to-beam mounting hardware, by which increased piston volume provides a reduced spring ratio and/or better damping characteristics for the air suspension.
    [040] It is contemplated that the preferred embodiment of pneumatic suspension piston 242 of the present invention may be used in trucks or trailers having one or more than one axle in changing the general concept or operation of the present invention. It is contemplated below that the preferred embodiment of the air suspension piston 242 of the present invention can be used in vehicles having structures or substructures that are mobile or non-mobile without changing the general concept of the present invention. It is even further contemplated that the preferred embodiment of the air suspension piston 242 of the present invention can be used in all types of air driven axle/suspension system designs and/or beam-type drag arm known to those skilled in the art. technique without changing the general concept or operation of the present invention. For example, the present invention finds applications with beams or arms that are made of materials other than steel, such as aluminum, other metals, other metallic alloys, composites, and/or combinations thereof. It is also contemplated that the preferred embodiment of the air suspension piston 242 of the present invention may be used in axle/suspension systems having either a loop/top mount configuration or a pendant/bottom mount configuration, without changing the general concept or operation. of the present invention. The present invention also finds application in bundles or arms with different designs and/or configurations than those shown above, such as solid bundles, shell-type bundles, lattice structures, intersecting plates, spring bundles and parallel plates. The present invention also finds application in intermediate structures such as spring seats. It is also contemplated that the air suspension piston 242 of the preferred embodiment of the present invention may be used in conjunction with other types of air driven rigid beam type axle/suspension systems such as those using U-bolts, axle seats/ U-bolt support and the like, without changing the general concept or operation of the present invention. It is also contemplated that the preferred embodiment of air suspension piston 242 of the present invention may be formed from various materials, including but not limited to compounds, metal and the like, without changing the general concept or operation of the present invention. It is even further contemplated that the preferred embodiment of the air suspension piston 242 of the present invention can be used with less than two or more than two openings 285 such as three, four or even five or more openings without changing the general concept for operation of the present invention. It is also contemplated that the preferred embodiment of the air suspension piston 242 of the present invention may be used with any viscous fluid, such as air or hydraulic fluid, without changing the general concept of the present invention. It is further contemplated that the preferred embodiment of the air suspension piston 242 of the present invention may be used in combination with prior art shock absorbers and other similar devices and the like, without changing the general concept of the present invention. It is contemplated that the air suspension piston top plate 282 of the present invention may be used either with or without a bumper 281, without changing the general concept or operation of the present invention. It is also contemplated that the top plate 282 of the air suspension 242 of the present invention may be used either with or without openings 285, without changing the general concept or operation of the present invention. It is further contemplated that the preferred embodiment of the air suspension piston 242 of the present invention may be used in conjunction with the prior art pedestal 130 or other similar pedestals or beam mounting structures, without changing the general concept or operation of the present invention . It is rather further contemplated that the air suspension piston bottom plate 250 242 may be adhesively bonded to, mechanically attached to, attached by other means well known in the art to, or even formed as a part of, the air suspension piston, without changing the general concept or operation of the present invention. It is also understood that the preferred embodiment of the air suspension piston 242 of the present invention can be used with all types of air suspensions without changing the general concept or operation of the present invention.
    [041] Accordingly, the piston for an air suspension of a heavy vehicle of the present invention is simplified, provides an effective, safe, economical and efficient structure and method that achieves all the objectives listed, providing the elimination of difficulties encountered with the pistons of the prior art, and solves the problems and obtains new results in the art.
    [042] In the foregoing description, certain terms have been used for brevity, clarity, and understanding; but no unnecessary limitations should be implied thereto beyond the requirements of the prior art, because such terms are used for descriptive purposes and are intended to be interpreted broadly.
    [043] Furthermore, the description and illustration of the invention is by way of example, and the scope of the invention is not limited to the exact details shown or described.
    [044] Having now described the characteristics, discoveries and principles of the invention, the way in which the piston for an air suspension of a heavy vehicle is used and installed, the construction characteristics, arrangement and steps of the method, and the advantages, new and useful results obtained; the new and useful structures, devices, elements, arrangements, processes, parts and combinations are set out in the appended claims.
    权利要求:
    Claims (15)
    [0001]
    1. Piston (242) for an air suspension (224) of a heavy vehicle, said piston (242) CHARACTERIZED in that it comprises: a) a side wall (244) and a central wheel hub (252), a said sidewall (244) and said center wheel hub (252) made in one piece and attached to a first discrete lower piston plate (242); b) a discrete upper plate (282) attached to an upper portion of said sidewall (244) and an upper portion of said center wheel hub (252), said upper plate (282) including a burr (280) around its circumference; c) a second lower plate (254) formed in said center wheel hub (252); d) said first lower plate (250) spaced downwardly from said second lower plate (254) to define a recess in said piston (242), thereby creating an increased piston volume with respect to the second lower plate (254).
    [0002]
    2. Piston (242) for an air suspension (224) of a heavy vehicle, according to claim 1, CHARACTERIZED by the fact that said upper plate (282) is formed with at least one opening (285), said at least one opening (285) communicating with an inner chamber (299) of said piston (242) and an inner chamber (299) of bellows (241) of said air suspension (224).
    [0003]
    3. Piston (242) for an air suspension (224) of a heavy vehicle, according to claim 1, CHARACTERIZED by the fact that it further comprises a bumper (281) disposed on said upper plate (282).
    [0004]
    4. Piston (242) for an air suspension (224) of a heavy vehicle, according to claim 1, characterized in that it further comprises said first lower plate (250) including a pair of inner and outer pawls (249, 247) spaced concentrics extending generally upward and aligned with said center wheel hub (252) and said sidewall (244).
    [0005]
    5. Piston (242) for an air suspension (224) of a heavy vehicle, according to claim 4, characterized in that it further comprises a first groove (246) formed in a lower surface of said sidewall (244) and a second groove (248) formed in a lower surface of said center wheel hub (252), said first groove (246) communicating with said outer tongue (247) of said first lower plate (250) and said second groove (248) communicating with said inner tongue (249) of said first lower plate (250).
    [0006]
    6. Piston (242) for an air suspension (224) of a heavy vehicle, according to claim 1, CHARACTERIZED by the fact that said first lower plate (250) is friction welded to said sidewall (244) and to said center wheel hub (252).
    [0007]
    7. Piston (242) for an air suspension (224) of a heavy vehicle, according to claim 1, characterized in that it further comprises a plurality of mats (259) formed between said sidewall (244) and said hub of the center wheel (252).
    [0008]
    8. Piston (242) for an air suspension (224) of a heavy vehicle, according to claim 1, characterized in that it further comprises a piston mounting pedestal attached to said second lower plate (254).
    [0009]
    9. Piston (242) for an air suspension (224) of a heavy vehicle, according to claim 8, CHARACTERIZED by the fact that said piston mounting pedestal is attached to a beam of a suspension assembly of said vehicle heavy.
    [0010]
    10. Piston (242) for an air suspension (224) of a heavy vehicle, according to claim 1, CHARACTERIZED by the fact that said piston (242) is operatively attached to a bellows (241) of said air suspension (224 ), said bellows (241), in turn, are operatively attached to a structure of said heavy vehicle.
    [0011]
    11. Piston (242) for an air suspension (224) of a heavy vehicle, according to claim 10, CHARACTERIZED in that it further comprises an upper bellows plate (243) attached to an upper portion of said bellows (241 ).
    [0012]
    12. Piston (242) for an air suspension (224) of a heavy vehicle, according to claim 11, CHARACTERIZED by the fact that said upper bellows plate (243) is attached to the structure of said heavy vehicle.
    [0013]
    13. Piston (242) for an air suspension (224) of a heavy vehicle, according to claim 11, CHARACTERIZED by the fact that said piston (242) is formed of plastic.
    [0014]
    14. Piston (242) for an air suspension (224) of a heavy vehicle, according to claim 1, characterized in that said attachment of said top plate (282) to said upper portion of said side wall (244 ) and said upper portion of said center wheel hub (252) is removable.
    [0015]
    15. Piston (242) for an air suspension (224) of a heavy vehicle, CHARACTERIZED in that said piston (242) comprises: a) a side wall (244) and a central wheel hub (252), a said sidewall (244) and said center wheel hub (252) made in one piece and attached to a first discrete lower piston plate (242); b) a discrete upper plate (282) attached to an upper portion of said sidewall (244) and an upper portion of said center wheel hub (252), said top plate (282) extending outwardly beyond said upper portion of said sidewall (244) to form a burr (280) around the circumference of the upper side wall portion (244); c) a second lower plate (254) formed in said center wheel hub (252); d) said first lower plate (250) spaced downwardly from said second lower plate (254) to define a recess in said piston (242), thus creating an increased piston volume with respect to said piston. tion to the second lower plate (254).
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    同族专利:
    公开号 | 公开日
    CN103620256B|2016-08-17|
    AU2012255801A1|2013-11-07|
    US9157529B2|2015-10-13|
    MX2013012769A|2013-11-21|
    EP2710276A4|2015-08-26|
    US20120291626A1|2012-11-22|
    BR112013029622A2|2020-11-17|
    CA2834406A1|2012-11-22|
    EP2710276A1|2014-03-26|
    CA2834406C|2016-07-12|
    WO2012158793A1|2012-11-22|
    AU2012255801B2|2016-02-11|
    CN103620256A|2014-03-05|
    MX343767B|2016-11-22|
    NZ616958A|2015-11-27|
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    法律状态:
    2020-12-01| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-12-08| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-07-06| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-08-17| 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 16/05/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US201161486857P| true| 2011-05-17|2011-05-17|
    US61/486,857|2011-05-17|
    PCT/US2012/038133|WO2012158793A1|2011-05-17|2012-05-16|Piston for an air spring of a heavy-duty vehicle|
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