Spacer for suspension arm bushing assemblies

IS 2 365 167 T3

DESCRIPTION

BACKGROUND OF THE INVENTION

FIELD OF THE INVENTION

[0001] The invention relates to axle / suspension systems that are useful for heavy vehicles such as two-wheel trailers. More particularly, the invention is directed to heavy duty vehicle suspension assemblies including a bushing assembly for pivotally mounting one end of the suspension assembly beam to the vehicle chassis by means of a chassis support, wherein a spacer apparatus improved is disposed between each side of the bushing assembly and the sidewalls of the chassis bracket, -to prevent or generally minimize relative movement between the bushing assembly and the protective shoe or spacer disc of the spacer apparatus, or alternatively to generally prevent or minimize direct contact between the substantially non-planar surfaces of the ferrule assembly and the spacer disc by increasing the support surface between them, thus generally eliminating excessive wear or damage to the spacer disc and the potential for damage to the axle / suspension system.

BACKGROUND OF THE TECHNIQUE

[0002] Beam-type front or rear axle / air suspension systems are conventionally used in heavy duty vehicles such as two-wheel trailers. For the sake of clarity and understanding, an axle / suspension system having an exit beam for use on a two-wheel trailer will now be described. Patents US 5996981 and US 6131930 describe relevant suspension systems. Each axle / suspension system includes a pair of transversely spaced suspension assemblies, each having an output beam. Each beam generally has a rigid construction between its front or rear ends without any point of attachment, pivot, or the like, so that the beam structure itself is free from any significant deflection. The rigid arms or beams of many of these types of axle / suspension systems are rigidly coupled to the axle in the middle of the rear end of the beam opposite from its front end which is pivotally connected to the chassis support. Due to this rigid axle-to-beam connection, when the trailer is tilted from side to side during on-road operation, the axle is exposed to twisting forces. Furthermore, the rigid beam construction combined with the stiff beam connection implies that those torsional shaft forces are transmitted forward through the shaft and in rotational, longitudinal, lateral and vertical motion at the forward end of the coupled beam. pivoting.

[0003] As noted above, the pivot engagement of the beam-to-chassis bracket is achieved by a bushing assembly typically comprising an elastomeric bushing that is molded around and adhesively attached to a central steel sleeve having a continuous passage formed through it. The elastomeric bushing, in turn, is press fit within a robust steel mounting tube. The entire gland assembly is securely attached to the other beam components to complete the beam structure. Conventional fasteners are used to pivotally secure the gland assembly to the chassis bracket.

[0004] Also, it is well known in the suspension art that the elastomeric bushing can be designed to different specifications, thereby customizing its deflection frequency, which in turn dictates the trailer pitch that can occur in a travel motion determined during vehicle operation. More specifically, in the types of axle / suspension systems described above, the elastomeric bushing is typically devised to deflect more in the vertical direction than in the longitudinal direction, allowing part of the trailer lean, which is neither too great nor too much. small, and at the same time to prevent excessive longitudinal movement that could cause the shaft to drift out of a straight alignment condition. The longer vertical bushing deflection also helps by preventing the build-up of excessive stress on the rigid shaft-to-beam connection, which could result from shaft torsional forces, but is instead coming from the output beam through the beams. bushing deflections. An example of such elastomeric bushings that deviate more in the vertical direction than in the longitudinal direction are TRI-FUNCTIONAL bushings (a federally registered trademark of The Boler Company) owned by The Boler Company. In the types of axle / suspension systems described, the vertical movement at the point of attachment of the bushing assembly to the vehicle chassis bracket can be approximately 0.75 inches in any vertical direction, and the rotational movement can be up to about 30 ° (thirty degrees). Such movements are significant.

[0005] The pivot connection of the suspension assembly to the chassis support is also the location of significant lateral loads. Such lateral loads typically occur when the trailer is turning and / or its tires rub against a curb, causing the lateral loads to be imposed on the axle. This pivot connection via the bushing assembly is the only point of attachment between each suspension assembly and the vehicle mount, other than the air spring and shock absorber. The air spring is mounted on and extends between the rear end of the beam and the vehicle mount, and the shock absorber as well

ES 2 365 167 T3 is typically mounted on and extends between a selected location on the beam and the vehicle support. However, air springs and shock absorbers do not work to react with the lateral loads that the axle encounters. Therefore, the bushing assembly described above is solely responsible for reacting such lateral loads encountered by the axle / suspension system and its suspension assemblies.

[0006] In addition to the sources of lateral loads described above, many highways around the world, including those in the United States, have significant superelevation to increase drainage. Due to the superelevation of the roads, trailers often lean to the passenger side of the road and may lean or steer to the passenger side or shoulder of the road. In an output axle axle / suspension system, such a slant towards the passenger side can cause the beams to rub against the driver's side of the chassis brackets to control lateral axle movement and keep axle alignment straight. Furthermore, many such banned roads are in remote areas and consequently proper maintenance is often not performed. However, vehicles such as two-wheelers still have to haul a lot of cargo on such roads and often have to drive for many hours before finding good roads, which can put a lot more stress on the axle / suspension system.

[0007] If the lateral loads are large enough, and also if the slope towards the passenger side is sufficiently severe and the road sufficiently uneven, such an output shaft can be moved up to approximately 0.75 inches vertically in either direction, pushing towards the sides, and turning up to 30 ° (thirty degrees), all simultaneously. Such loads will typically create a significant amount of heat if the metal mounting tube of the gland assembly is squashed against the driver-side side wall of the chassis bracket. Obviously, depending on the operating situation, such grinding can also occur on the passenger side side wall of the chassis bracket. For this reason, a spacer disc is conventionally used to isolate the opposing steel surfaces of each outer edge of the mounting tube and its respective side wall from the chassis bracket, to prevent the mounting tube from rotating directly against the stationary chassis bracket. .

[0008] More particularly, a spacer disc is located between each side of the bushing assembly and its respective side wall of the chassis bracket. The spacer disc is typically made of a suitable plastic material that has excellent durability, such as ultra-light molecular weight polyethylene. However, it has been found that such plastic materials typically deform by about 150 ° F, and when road conditions are not good, as described above, the deflected, rotating bushing assembly can cause temperatures of about 150 ° F to be reached. about 150 ° F.

[0009] Furthermore, when the vehicle is tilted, the elasticity of the bushing keeps the wheels on the ground at least until a rollover situation occurs. The resulting tilt of each output beam at its respective chassis bracket causes a load point on the edge of the steel bushing mounting tube against the plastic spacer disc, which in turn is in contact with the side wall of the bracket. . Such a load point or line has a sufficient force to deform the spacer disc material. If left unchecked, the spacer disc may wear excessively and become too thin to be effective for its insulation purpose. Eventually the affected spacer disc would be completely torn and the exit beam and especially its bushing mounting tube would be roughened directly on the side wall of the bracket. The additional heat generated by chipped steel surfaces can cause the elastomeric bushing to deteriorate rapidly, which in turn can lead to chipping steel on steel. If this situation is not verified, the suspension beam will rub into a groove within the side of the bracket, which can cause the beam to become mechanically locked to the bracket and prevent it from deflecting vertically. Without adequate deflection in the beam towards the chassis support pivot connection, high stresses are concentrated on the rigid beam at an axle connection, potentially reducing the life of the beam or axle. Lastly, such damage can lead to excessive misalignment and steering problems. This type of damage to the chassis bracket and / or axle / suspension system will likely require replacement. Obviously, such damages are undesirable, inconvenient and costly.

[0010] A possible solution to the problem described above may be to increase the temperature stability of the material that forms the spacer disk. However, the forces of movement and the loading point described above, especially when it occurs on poor roads, can be too adverse, even with highly advanced materials, to withstand the entire life of the vehicle.

[0011] GB 348,327 describes a composite bushing for a vehicle suspension system. Pairs of annular wedges are arranged between the gland and the bracket clamps to prevent overloading the gland ends.

[0012] US 5,275,429 describes a two-part sleeve assembly, each part having a sleeve and an integral flange that prevents contact between a metal sleeve tube and a chassis support bracket.

IS 2 365 167 T3

[0013] JP 11,210,194 describes a rubber ring to fit on the end of the socket assembly in order to prevent vibration caused by contact between the socket assembly and a bracket clamp.

[0014] JP 11,063,058 discloses a rubber ring to fit on the end of the bushing assembly in order to influence the elastic relationship of the spring of a part of the elastomeric bushing of the bushing assembly.

[0015] JP 2001330067 describes a stop spring made of hard material that is press fit between the inner and outlet cylinders of a bushing to regulate the axial movement of the outer cylinder of the bushing.

[0016] The present invention contemplates combining a charge dissipation structure or structures with a conventional spacer disc, to include a spacer apparatus with individual components working together. The present invention further contemplates an integral one-piece spacer apparatus that generally eliminates relative movement between the bushing assembly and the spacer disc. More particularly, one embodiment of the spacer apparatus of the present invention minimizes or prevents the above-described relative movement between the bushing assembly and the spacer disc and transfers the relative motion between the improved spacer apparatus and the chassis bracket. This relocation of movement significantly reduces the loads between the gland mounting tube and the spacer disc. Two other embodiments of the present invention increase the bearing surface of the material that is in direct contact with the spacer disk from the relatively thin edge of the bushing mounting tube to a substantially flat area of ​​a load dissipating structure. Thus, in a vehicle motion situation, this larger flat area moves in tune with the bushing assembly and is in direct contact with the spacer disc, rather than the relatively thin and sharp edge of the mounting tube being in direct contact. contact with the separating disc. This arrangement of the parts greatly reduces the force on the spacer disc from a point or line type contact force to a flatter, dispersed type of force. Therefore, although the temperatures generated by the rotating bushing assembly can still reach the maximum that the spacer disc can withstand, excessive wear and resulting damage to the disc will be minimized or eliminated because the forces acting on the disc are dispersed. and therefore they are relatively low at any point on the disk.

[0017] As a result of the improved spacer apparatus of the present invention, the spacer disc can protect the chassis bracket, and the suspension assembly can function normally without the significant possibility of a mechanical lock with the chassis bracket, and the resulting possibility of damage to the chassis and axle / suspension system.

SUMMARY OF THE INVENTION

The objectives of the present invention include providing a spacer apparatus that prevents or minimizes direct relative movement between the mounting tube of the gland assembly and the spacer disc, as well as the presence of heat, or alternatively prevents or minimizes contact of line type or direct point between the edges of the gland mounting tube and the spacer disc.

[0019] Another object of the present invention is to provide such a spacer apparatus that minimizes or prevents excessive wear of the spacer disc and the chassis bracket of the suspension assembly.

[0020] Another object of the present invention is to provide such a separator apparatus that is inexpensive, durable and easy to install, maintain and replace.

The present invention thus provides a suspension assembly of an axle / suspension system according to claim 1, claim 5 or claim 7.

BRIEF DESCRIPTION OF THE DRAWINGS

The preferred embodiments of the invention, illustrative of the best way in which applicants have contemplated the application of the principles, are set forth in the following description and shown in the drawings, and are particularly and differentially indicated and set forth in the appended claims.

Figure 1 is an enlarged perspective view of one of the output beams of an axle / suspension system and the chassis bracket on which it is pivotally mounted, and shows how a spacer disc of the art above is disposed between each side of the beam cap assembly and the bracket;

Figure 1A is an enlarged fragmentary plan view with hidden portions represented by dashed lines showing the beam bushing assembly pivotally mounted to the chassis bracket;

Figure 1B is a sectional view taken along lines AA of Figure 1A showing the assembly

ES 2 365 167 T3 of bushing in a static position;

Figure 1C is a view similar to Figure 1B, but showing a type of relative movement that can occur between the bushing assembly and conventional spacer discs under vertical load conditions, whereby a point-type contact is produced. or unwanted line between the gland assembly mounting tube edges and the spacer disc;

Figure 2 is an enlarged perspective view similar to Figure 1, but showing a first embodiment of the present invention, in which the separator apparatus is an integrally formed one-piece structure;

Figure 2A is an enlarged, fragmentary plan view, with hidden portions represented by dashed lines, showing the beam bushing assembly pivotally mounted to the chassis bracket;

Figure 2B is a sectional view taken along lines AA of Figure 2A showing the socket assembly in a static position;

Figure 2C is a view similar to Figure 2B, but showing the optimal lack of relative movement between the sleeve assembly and the spacer apparatus under vertical load conditions, whereby relative movement occurs between the spacer apparatus and the support. of the chassis;

Figure 3 is an enlarged perspective view similar to Figure 1, but showing a second embodiment of the present invention, in which the separator apparatus comprises two separator components including a traditional separator disk and a charge dissipation element. ;

Figure 3A is an enlarged fragmentary plan view with hidden portions represented by dashed lines showing the beam bushing assembly pivotally mounted to the chassis bracket;

Figure 3B is a sectional view taken along lines AA of Figure 3A showing the socket assembly in a static position;

Figure 3C is a view similar to Figure 3B, but showing the desirable lack of point or line type contact between the mounting tube of the gland assembly and the spacer discs under vertical loading conditions;

Figure 4 is an enlarged perspective view similar to Figure 1, but showing a third embodiment of the present invention, in which the separator apparatus comprises three separate components including a traditional separator disc, a portion of the side wall of the beam, and a circular flange formed in the gland mounting tube.

Figure 4A is an enlarged fragmentary plan view with hidden portions represented by dashed lines showing the beam bushing assembly pivotally mounted to the chassis bracket;

Figure 4B is a sectional view taken along lines AA of Figure 4A showing the socket assembly in a static position; Y

Figure 4C is a view similar to Figure 4B, but showing the desirable lack of point or line type contact between the mounting tube of the gland assembly and the spacer discs under vertical loading conditions.

Similar numerals refer to similar parts in the drawings.

DESCRIPTION OF THE PREFERRED EMBODIMENT

In order to better understand the environment in which the novel spacer apparatus of the present invention is useful, a prior art axle / suspension system using a conventional spacer disc will now be described.

A beam-type front or rear air suspension / axle system is generally indicated by 10 and is shown in Figure 1. The axle / suspension system 10 is the subject of US Patent No. 5,037,126, available from the assignee of the present invention, and sold commercially as the HT Series Suspension System. The axle / suspension system 10 includes an identical pair of suspension assemblies mounted on a pair of chassis brackets spaced transversely according to the chassis of the vehicle to capture an axle; only one of the suspension assemblies will be described here.

IS 2 365 167 T3

Suspension assembly 11 includes an output shaft or beam 12 which is generally a rigid box-type metal structure comprising a pair of transversely spaced vertically extending side walls 66, interconnected by a top portion that extends horizontally, and bottom plates 38 and 39, respectively. Side walls 66 and top plate 38 are formed as a one-piece structure and are generally inverted U-shaped. Bottom plate 39 is attached to side walls 66 to complete the frame of beam 12. The forward end of beam 12 includes a bushing assembly 13 of a type that is well known in the axle / suspension assembly art. Heavy vehicles. The ferrule assembly 12 includes a mounting tube 14 made of robust steel and an elastomeric ferrule 15 snapped onto the tube. Bushing 15 is molded around and adhesively attached to a central metal sleeve 25 formed with a continuous opening 29. Sleeve 25 is preferably made of steel. The sleeve 25 passes completely through a sleeve 15 and extends outwardly from the side walls thereof to facilitate mounting of the beam 12 on the vehicle support, which will be described in more detail below. As is known in the art, the durometer of the elastomeric bushing 15 can vary depending on the application and the deflection properties of the bushing that are desired. To generally achieve a smoother ride in the vertical direction and a stiffer ride in the longitudinal direction, the bushing 15 is formed with a pair of voids 26 in each of the side portions.

The rear end of the output beam 12 forms a platform 16 to support a conventional bellows-type air spring (not shown), which extends between and is coupled to the platform 16 and the vehicle support (not shown) . A shock absorber (not shown) is also attached to and extends between the beam 12 and the vehicle support at selected locations to complete the major components of the suspension assembly 11. A common shaft 12 extends between and is rigidly captured at the rear end of each beam 12 by U-bolts 27.

[0028] The suspension assembly beam 12 is pivotally mounted (see also Figures 1A and 1B) on the vehicle frame by means of a chassis support 18 which depends on and is fixed to the chassis by any suitable means such as welds. Chassis support 18 is typically a box-type steel structure having a vertically extending front wall 21 and a top wall 37 that is coupled to and extending between a pair of vertically extending walls 22. A well-known fastening assembly 19 includes a bolt 20 that passes through a pair of aligned apertures 23 formed in the side walls of the bracket 22, a pair of aligned apertures 24 formed in a pair of conventional spacer discs 28, and a continuous aligned opening 29 of gland sleeve 25. Each separation disc 28 is typically made of ultra-light molecular weight polyethylene, and is disposed around a gland assembly sleeve 25 between one of the side walls 22 of the bracket and the gland 15 and its mounting tube 14, to insulate in Metal-to-metal contact between mounting tube and bracket sidewalls.

Figures 1A and 1B depict a pivotally mounted beam bushing assembly 13 in a static state when the trailer is not in operation. Figure 1C depicts a possible scenario of how a bushing assembly 13 reacts when axle 17 and rigidly coupled beam 12 are subjected to vertical and lateral loads represented by arrows V and S, respectively, such as when the vehicle is angled. . As can be seen, the relative movement towards the driver's side of the vehicle occurs when the mounting tube 14 and the spacing discs 28, which can cause a line or point contact between the edge of the driver's side mounting tube and the driver's side separation disc as shown by arrows P. As discussed above, this relative movement can cause damage and ultimately destruction of the protective shoe 28 and cause direct line or point contact between the mounting tube 14 and the inner surface of the side wall of the driver's side bracket. 22. Such direct contact can cause the formation of grooves in the side walls 22, in turn preventing the desired vertical movement of the suspension beam 12 by mechanically locking the beam and support 18. This locking can result in torsional loads on the axle 17 are not adequately transferred through beam 12, bracket 18, and into the vehicle chassis. The heat generated by direct contact with the steel can also cause damage and destruction of the elastomeric bushing 15, rendering it useless to achieve wetting. If such a condition persists, serious damage to bracket 18, beam 12, and shaft 17 can also occur.

The separating apparatus of the present invention will now be described. However, if we consider that the suspension assembly 11 and the chassis bracket 18 are virtually identical to those shown in the prior art in Figures 1-1C in the first two embodiments of the present invention, the only differences are in the apparatus. improved spacer to provide cushioning between the inner surfaces of the sidewalls of the chassis bracket 22 and the bushing assembly 13, which will now be described.

[0031] A first embodiment of the present invention is shown in Figures 2-2C, and eliminating the traditional separating discs 28 and replacing them with an integrally formed one-piece separating apparatus 30. The separating apparatus 30 is preferably made with the same material as prior art separation discs 28, primarily ultra-light molecular weight polyethylene. The spacer apparatus 30 includes a spacer disc portion 31 which serves to isolate metal-to-metal contact between the mounting tube 14 and the side walls of the bracket 22. Front and rear collars 32 and 33, respectively, extend into the tube. mounting bracket 14 perpendicularly from the peripheral edge of disk 31. More specifically, front collar 32

ES 2 365 167 T3 extends along approximately the front half of the periphery of the disc 31, and the rear collar 33 extends along approximately the rear half of the periphery of the disc 31 and is opposite the front collar 32. Front collar 32 extends into mounting tube 14 a significantly greater distance, or approximately four times as long, than rear collar 33. The surface of the disc 31 adjacent to its side wall of the respective bracket 22 is flat and smooth, and the surface of the disc adjacent to the mounting tube 14 is formed with a continuous channel or groove 34 adjacent to the collars 32, 33.

[0032] Therefore, the combination of collars 32, 33 and slot 34 serves to pilot each spacer device 30 in the outer and inner diameters of the mounting tube 14 (see Figures 2A and 2B), and also to position the apparatus relating to upper and lower beam plates 38 and 39, respectively, and a respective pair of beam side walls 66. The separator apparatus 30 thus achieves a complementary engagement in the mounting tube 14, and the front collar 32 further aids in preventing excessive rotation of the separator apparatus due to engagement of the upper and rear rear edges, 35 and 36 respectively, of the collar with the leading edge of the upper and lower beam plates 38 and 39, respectively, if any slight rotation of the separator apparatus occurs.

Thus, the integral one-piece design of the separator apparatus 30, together with its complementary coupling with the mounting tube 14, prevents relative transverse movement between the tube and the separator disc 21, during vehicle operation, unlike prior art mounting tubes and spacer discs 28. Thus, damage to the disc due to point or line contact forces from the edge of the mounting tube 14 rubbing against or striking the disc during articulation of the pivotally mounted beam 12 is minimized or completely eliminated. . Instead, when the vertical and / or lateral loading forces V and S, respectively, cause the disc 31 to rub or hit the side wall of the bracket 22, the forces are generally evenly distributed across the flat surface of the disc, thus providing effective insulation against direct metal-to-metal contact between tube 14 and the side wall of support 22.

[0034] A second embodiment of the present invention is shown in Figures 3-3C. The separator apparatus of the second embodiment 40 is a two-piece structure including a traditional separator disk 28 and a charge dissipation element 41. More particularly, the charge dissipation element 41 is an integral one-piece element made preferably steel. The load dissipating element 41 includes a flat ring portion 42 having a smooth, flat surface adjacent to the spacer disk 28. A continuous flange 43 extends out perpendicularly from the inner circumference of the ring 42 and in the direction of the tube. mounting 14. The inner diameter of the mounting tube 14 is recessed so that a continuous notch 44 is formed along the outer edge of the tube to receive the flange 43 and frictionally mount the load dissipating member 41 on the tube.

[0035] Therefore, the load dissipating element 41, as best shown in FIG. 3C, prevents the relatively sharp edges of the mounting tube 14 from rubbing directly against or hitting the spacer disc 28 when vertical loading forces and lateral V and S, respectively, react thanks to the assembly of bushing 13 during the operation of the vehicle, unlike the arrangement of parts of the prior art shown in Figures 1-1C. More specifically, when vertical and / or lateral face forces cause mounting tube 14 and load dissipation member 41 to move in sync and strike one of the separating discs 28, which in turn strikes the side wall of the bracket 22, the mounting tube forces are generally evenly distributed across the flat ring 42. The larger bearing surface of the flat ring 42 in turn contacts the spacer disc 28 and similarly more evenly distributes such forces. Thus, damage to the parting discs 28 due to direct line or point contact from the edges of the mounting tube 14 is generally eliminated. Thus, the spacer apparatus of the second embodiment 40 of the present invention also effectively isolates direct metal-to-metal contact between tube 14 and the side wall of bracket 22 while protecting the integrity of spacer discs 28.

[0036] A third embodiment of the present invention is shown in Figures 4-4C. The stripper apparatus of the third embodiment 50 is a multi-piece structure that includes a traditional stripper disc 28. The components of the axle / suspension system in which the third embodiment 50 of the present invention can be used are identical to those used in the first two embodiments of the present invention and the prior art axle / suspension system 10, except in that the forward end of the beam 12 'is modified, and in particular the side walls 66' and the bushing assembly 13 'are different. More particularly, beam 12 'is identical to prior art beam 12, the only difference being that the front end of the side walls of beam 66' and bush assembly 13 'are modified to act as dissipative structures. of the face, similar to the charge dissipating element 41 of the second embodiment 40 of the present invention. More specifically, a hole 51, 52 is formed in the front end of a respective one of each side wall of beam 66 ', such that the respective side walls have a flat ring-shaped portion 53, 54 of the side wall that surrounds each hole 51, 52, respectively (see Figures 4 and 4B). The outer hole 52 is smaller in diameter than the inner hole 51, so that the outer side wall ring 54 is wider than the inner side wall ring 53. It is understood that this arrangement could be reversed, that is, locate the inner hole 51 in the outer side wall 66 'and the outer hole 52 in the inner wall 66' without affecting the concept of the present invention.

IS 2 365 167 T3

[0037] As noted above, the spacer apparatus 50 has components incorporated into the bushing assembly 13 '. More particularly, the assembly 13 'includes a sturdy steel bushing mounting tube 56 which is a coil-shaped structure having a continuous outer flange 58 and a larger continuous inner flange 57 formed along its outer periphery and internal, respectively, and extends generally vertically from it. It is this modification of the mounting tube 56 in comparison with the prior art mounting tubes 14, mainly, the external and internal flanges 57, 48, respectively, which form a part of and cooperate with the rest of the components of the separator apparatus 50. , including beam sidewall rings 53 and 54 and traditional spacer discs 28.

[0038] To mount the socket assembly 13 'with the rest of the components of the beam 12', the smaller outer flange of the mounting tube 58 is inserted into the larger opening of the inner beam 51 and abuts the inner surface outer side wall ring 54. The larger flange of the inner mounting tube 47 in turn abuts the inner side wall ring of the outer surface 53, and the stop components are welded or securely attached by other suitable means.

[0039] Figure 4B depicts a pivotally mounted beam bushing assembly 13 'in a static state when the trailer is not in operation. According to one of the main characteristics of the separator apparatus of the third embodiment 50 of the present invention, Figure 4C represents a possible scenario of how the bushing assembly 13 'reacts when subjected to vertical loads V and lateral loads S, such as when the vehicle is angled. As can be seen, relative movement toward the driver's side of the vehicle occurs between mounting tube 56, and spacer disc 28 and beam 54 outer side wall ring. Thus, in the scenario shown in Figure 4C, if lateral load forces act in the direction of arrow S and vertical forces act in the direction of arrow V, the plane surface of the outer side wall ring of beam 54 contacts spacer disc 28. More specifically, lateral loading forces and friction forces propagate over the entire surface of the side wall ring, transferred from the outer flange of the flat mount tube 58 in a similar way, thus transferring such forces in a highly dispersed manner by means of large bearing surfaces of flange 58 and ring 54 to spacer disk 28, thus avoiding or minimizing excessive wear or damage thereto. If the lateral forces act in the opposite direction, or towards the passenger side of the vehicle, it can be clearly seen that it is the flange of the internal mounting tube 57 that distributes the lateral load forces evenly to its respective separating disc. 28, as transferred from the flat inner side wall ring 53.

Thus, it can be appreciated that the components of the spacer apparatus of the third embodiment 50, including the inner and outer rings of the side wall of the beam 53, 54, respectively, the inner and outer flanges of the mounting tube 57 , 58, respectively, and the spacing discs 28 all contribute to preventing any point or line of contact between any surface of the beam 12 'or its bushing assembly 13', and the spacing discs. Thus, damage to the parting discs 28 due to direct contact lines or points is minimized or eliminated. Instead, such forces are more evenly distributed across the relatively large flat bearing surfaces of the side wall rings 53, 54 and the mounting tube flanges 57, 58, thus providing effective insulation against damage. direct metal-to-metal contact between any structure of the beam 12 'or its mounting tube 13' and the side walls of the support 22.

[0041] It is understood that other suitable materials could be used for the separator apparatus components 30, 40 and 50 other than those shown and described above, without affecting the general concept of the present invention. It is also contemplated that other designs may be used to achieve the desired result of the present invention, primarily, protecting the spacer discs from undue wear by contacting in a line or at a non-planar point of the metal surfaces of the beam against damage. spacer disc, or alternatively, against relative movement between the beam and spacer discs, resulting in such contact. Thus, it can be appreciated that all of the separating apparatus 30, 40 and 50 of the present invention overcome the disadvantages associated with the use of the prior art separating discs 28.

[0042] It is also understood that the embodiments of the present invention described above are also contemplated for use with output shaft and air beam type axle / suspension systems. The present invention can also be used in other types of heavy vehicles such as trucks with two-wheeled trailers, trucks without a trailer such as dump trucks, and the like.

[0043] Likewise, the improved separating apparatus of the present invention is simplified, provides an effective, safe, economical and efficient apparatus that achieves all the enumerated objectives, is provided to eliminate the difficulties encountered with conventional separator discs or protective shoes , and solves problems and obtains new results in the technique.

[0044] In the above description, certain terms have been used for brevity, clarity and understanding, but no unnecessary limitations should be implied from them beyond the requirements of the prior art, because such terms are used for purposes descriptive and are intended to be widely interpreted.

IS 2 365 167 T3

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, but is defined by the appended claims.