Shear spring useful for vehicle suspension.

(54) Title: USEFUL CUT SPRING FOR THE SUSPENSION OF A VEHICLE.

(54) Title: SHEAR SPRING USEFUL FOR VEHICLE SUSPENSION.

(57) Summary

A cutting spring (350) with a base plate (380) with a flat top surface and a top plate (360) with a top surface in the shape of and facing the base plate (380) adapted to match a shaped surface of corresponding V placed on a side wall of a spring mount, the top plate (360) with a flat bottom surface parallel to the top flat surface of the base (380) and an elastomeric material (372, 374) that is placed between the upper flat surface of the base plate (380) and the lower flat surface of the upper plate (360).

(57) Abstract

A shear spring (350) having a base píate (380) having a fíat upper surface, and an upper píate (360) having a V-shaped upper surface opposite the base píate (380) adapted to mate with a corresponding V-shaped surface positioned on a side wall of a spring mount, the upper píate (360) having a fíat lower surface parallel to the fíat upper surface of the base (380), and an elastomeric material (372, 374) positioned between the fíat upper surface of the base píate (380) and the fíat lower surface of the upper píate (360).

USEFUL CUT SPRING FOR SUSPENSION OF A VEHICLE CROSS REFERENCE TO RELATED REQUESTS

This application claims priority for United States Patent Application No. 13 / 950,873, filed on July 25, 2013, which is hereby incorporated by reference in its entirety.

BACKGROUND OF THE INVENTION

The present invention relates generally to vehicle suspensions. More particularly, the present invention relates to vehicle suspensions with springs. Single spring frequency suspensions and variable spring frequency suspensions for use in professional or heavy haulage truck applications are known. Single spring frequency suspensions have a type of fixed spring that should generally be set to a level that produces a suspension with a comfortable ride or a rigid suspension that exhibits adequate roll stability. As a result, roll stability or ride quality is compromised on single spring frequency suspensions, depending on the selected spring frequency.

Variable spring type suspensions overcome this deficiency of single spring type suspensions by setting multiple spring frequencies during operation. As the suspended load increases, the frequency of the spring increases proportionally. An example of a variable spring frequency elastomeric spring suspension for use in professional or heavy haulage truck applications is shown in US Patent No. 6,585,286, the disclosure of which is hereby incorporated by reference. The suspension uses collar and auxiliary spring to achieve its variable spring frequency.

The assignee of the present invention describes a vehicle suspension with cutting springs and a shock absorber with a continuously increasing spring frequency in United States Application No. 12 / 876,158 which is entitled Suspension Assembly With TiePlate and filed on 05 September 2010, which is a continuation in part of United States Patent Application No. 12 / 545,828, now United States Patent No. 8,052,166, which is titled Tie-plate and frame hanger of a suspension assembly and was filed on August 22, 2009, which is a continuation in part of United States Patent Application No. 12 / 334,195, now the United States Patent States No. 8,152,195, titled Modular Suspension

System and Components Thereof filed on December 12, 2008, and a continuation in part of US Patent Application No. 12 / 045,069, titled Elastomeric Spring Vehicle Suspension filed on March 10, 2008, now US Patent No. 7,926,836, each of which is assigned to Hendrickson USA, LLC. This Application incorporates 5 US Patent Application Nos. 12 / 545,828, 12 / 334,195 and 12,876,158 and US Patents 7,926,836, 8,052,166 and 8,152,195 herein by reference. This application includes the advances and improvements on vehicle suspensions described in the applications mentioned above.

BRIEF DESCRIPTION OF THE INVENTION i

In one aspect a suspension is provided to support a longitudinal vehicle frame spar extending above an axle, the suspension has a first frame connection portion adapted for connection to a vehicle frame spar, a first spring module to the first frame connecting portion, said first spring module having an opening, a first spring assembly positioned within the opening of the first spring module, a first cutting spring placed between a first side wall of the first spring mount and a first side wall of the opening of the first spring module, a second cutting spring placed between a second side wall of the first spring assembly 20 and a second side wall of the opening of the first spring module, said first spring assembly comprising an inner part and an outer part separated from the inner part, a first through hole in at least one of the interior or exterior parts of the first spring assembly adapted to allow the passage of a first through connection bar, where the first connection bar connects the internal part of the first spring assembly together with the outer part 25 of the first spring assembly, and wherein the first cutting spring has a V-shaped outer surface, where the first cut spring is compressed between the first side wall of the first spring mount and the first side wall of the opening of the first spring module, and where the second cut spring has a V-shaped outer surface, where the second cutting spring is compressed between the second side wall of the first spring mount and the second side wall of the opening of the first spring module.

In another aspect, a suspension is provided where the first cutting spring is comprised of a base plate with a flat top surface and a top plate with a V-shaped top surface versus the base adapted to match a corresponding shaped surface. V located on a first side wall of the first spring mount, at 35 where the top plate has a flat bottom surface parallel to the top flat surface of the base plate, and wherein the second cutting spring is composed of a base plate with a flat top surface and a top plate with a V-shaped top surface in front of the base adapted to coincide with a corresponding V-shaped surface located in a second side wall of the first spring mount, where the top plate has a low flat surface parallel to the top flat surface of the base plate.

In another aspect, a cutting spring is supplied with a base plate with a flat top surface and a top plate with a V-shaped top surface versus the base plate adapted to match a corresponding V-shaped surface placed in a side wall of a spring mount, the top plate with a flat bottom surface parallel to the top flat surface of the base and an elastomeric material that is placed between the top flat surface of the base plate and the bottom flat surface of the top plate.

The cutting spring can also be configured where the top plate has a vertex that lies on a perpendicularly drawn centerline through a center of the top plate and the base plate, and the cutting spring can also be configured to have a plate intermediate with a flat top surface and a flat bottom surface that are parallel to the bottom surface of the top plate and the top surface of the base plate, where the compression and shear stress in each of the elastomer sections are equalized through an entire cross section thereof.

BRIEF DESCRIPTION OF THE DRAWINGS

Exemplary embodiments of the invention are described herein with reference to the drawings, where like parts are designated by like reference numerals, and where:

Figure 1 is a perspective view of a vehicle suspension 50;

Figure 2 is a perspective view of vehicle suspension 50 shown in Figure 1;

Figure 3 is an elevation view of the vehicle suspension 50 shown in Figures 1 and 2;

Figure 4 is a perspective view of a vehicle suspension frame suspension component 50 shown in Figures 1 to 3;

Figure 5 is another perspective of the suspension frame component of Figure 4;

Figure 6 is a perspective view of a mounting frame shown in Figures 1 to 3;

Figure 7 is another perspective of the mounting of the mount shown in Figure 6;

Figure 8 is a perspective view of a part of the mount of the mount shown in Figures 6 and 7;

Figure 8A is another perspective view of the mount assembly portion shown in Figures 6 and 7;

Figure 9 is a perspective view of a cutting spring used in the vehicle suspension shown in Figures 1 to 3;

Figure 10 is an elevation view of the cutting spring in Figure 9;

Figure 11 is another elevation view of the cutting spring shown in Figures 9 and 10;

Figure 12 is a plan view of the cutting spring shown in Figure 9;

Figure 13 is another perspective of the cutting spring shown in Figures 9 to 12;

Figure 14 is a perspective view of a load damper used in the suspension of Figures 1 to 3;

Figure 15 is another perspective view of the load damper of Figure 14;

Figure 16 is an elevation view of the load damper of Figures 14 and 15;

Figure 17 is a plan view of the shock absorber shown in Figures 14 to 16;

Figure 18 is another plan view of the shock absorber shown in Figures 14 to 17;

Figure 19 is a perspective view of a load damper;

Figure 20 is a perspective view of a load damper;

Figure 21A is a top view of an inner mount and an outer mount before being pulled out by two connecting rods;

Figure 21B is a top view of the saddles in Figure 21A after they have been pulled together by the connecting rods;

Figure 22 is a view of the external side of the vehicle suspension 50;

Figure 23 is a top cross-sectional view of the suspension of the vehicle 50 of Figure 22 along line 23-23 shown in Figure 22;

Figure 24 is a view of the underside of the vehicle suspension 50 shown in Figures 2 and 3;

Figure 25A is an elevation view of the vehicle suspension 50 shown in Figures 2 and 3;

Figure 25B is another view of the vehicle suspension lift 50 shown in Figures 2 and 3;

Fig. 26 is a view of an alternate embodiment showing suspension of vehicle 450;

Figure 27 is a view of vehicle suspension 650;

FIG. 28 is a view of an alternative vehicle suspension 550;

Figure 29 is a view of a spring assembly;

Figure 30 is a perspective view of another example vehicle suspension;

Figure 31 is a perspective view of another example vehicle suspension;

Figure 32 is a load damper has two load damper retainers extending from the base;

Figure 33 is an external perspective view of a vehicle suspension 50 'which is the modified version of the vehicle suspension 50 shown in Figure 2;

Figure 34 is an exterior view of the vehicle suspension 50 'shown in Figure 33;

Figure 35 is an inside perspective view of the vehicle suspension 50 'shown in Figures 33 and 34;

Figure 36 is an interior view of the vehicle suspension 50 'shown in Figure 35;

Figure 37 is a perspective view of a mount mount shown in Figures 33 to 36;

FIG. 38 is another perspective view of the mount mount shown in FIG. 37; Figure 39 is a perspective view of a part of the mount of the mount shown in Figures 37 and 38;

FIG. 39A is another perspective view of the mount assembly portion shown in FIGS. 37 and 38;

Figure 40 is a perspective view of a cutting spring shown in the vehicle suspension 50 'shown in Figures 33 to 36;

Figure 41 is a side view of the cutting spring shown in Figure 40;

Figure 42 is another side view of the cutting spring shown in Figures 40 and 41;

Figure 43 is a perspective view of a cutting spring 350 that can be used in suspension or 50 ';

Figure 44 is a final view of the cutting spring 350 shown in Figure 43;

Figure 45 is a side view of the cutting spring 350 shown in Figures 43 and 44;

FIG. 46 is a cross-sectional view of spring 350 shown in FIG. 45;

Figure 47 is a final cross-sectional view of cutting spring 350 taken along line 47-47 shown in Figure 43;

FIG. 48 is a perspective view of the suspension of vehicle 1050; and

FIG. 49 is a front view of the 1050 vehicle suspension shown in FIG. 48.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 is a perspective view of a vehicle suspension 50 having a frame connection portion 58 that is adapted for attachment to the vehicle frame or frame stringer. The vehicle suspension 50 appears attached to a pivot beam 78 located below the vehicle suspension 50. Also disclosed is a second vehicle suspension 50a having a frame connection 58a adapted for attachment to the vehicle frame or frame stringer on the opposite side of the side where the vehicle suspension 50 is engageable to a vehicle frame or the vehicle frame stringer. The vehicle suspension 50a is shown attached to the tilt beam 78a located below the vehicle suspension 50a. A cross tube 55 is attachable to vehicle suspensions 50 and 50a.

The vehicle suspension 50 is designed to support the longitudinally extending vehicle frame beams (not shown) which can be of various types that are placed on top of the laterally extending vehicle axles. Which will be appreciated by those skilled in the art, the components of the vehicle suspension 50 and the other described suspensions are duplicated on each side of the vehicle as shown in Figure 1. It will also be appreciated that the vehicle wheels can be mounted to the ends of the vehicle axles in a known manner. Furthermore, it is appreciated that the vehicle frame stringers can be installed by one or more vehicle chassis cross members.

It is understood by those skilled in the art that a suspension, arranged as a function of the suspension of 50 and the components thereof, can also be attached to frame members of the trailer (for example, a trailer that connects to a semi-tractor ). Trailer frame rails may encompass rails such as those described above or another type of frame rafter.

For purposes of this description, unless specifically described otherwise, "vehicle" refers to a vehicle or trailer. Thus, for example, a vehicle frame refers to a vehicle frame or trailer frame. In addition, for purposes of this description, the left side of a vehicle refers to a side of the vehicle on the left side of an observer when the observer faces the rear of the vehicle, and the right side of the vehicle refers to a side of the vehicle on the right side of an observer when the observer faces the rear of the vehicle. Also, for purposes of this description, external refers to a position away from a center line, running from the front to the rear of a vehicle, relative to interior that refers to a position closer to that same line of center.

The top edges 57 and 57a of frame connecting portions 58 and 58a, respectively, have a central portion that does not extend to the top edge end portions 57 and 57a on both sides of the center portions. For example, those center portions may be placed in such configurations to allow rack connection portions 58 and 58a to be affixed to frame rails that have characteristics that may interfere with the connection of rack connection portions that have extending center portions. up to the same level as the end portions.

Figure 1 identifies the ends of the swing beam 59 and 59a. According to a first embodiment, part of the frame connection 58 can be coupled to a frame spar on the left side of a vehicle and the frame connection part 58a can be coupled to a frame spar on the right side of the vehicle such that the part The front of the vehicle is closer to the end of the swing beam 59 than it is to the end of the swing beam 59a. According to a second embodiment, part of the frame connection 58 can be coupled to a frame stringer on the right side of the vehicle and the frame connection part 58a can be coupled to a frame stringer on the left side of the vehicle, such that the The front end of the vehicle is closer to the end of the pivot beam 59a than the end of the pivot beam 59 is.

Figure 2 is a perspective view of the vehicle suspension 50 (the suspension thereof is shown in Figure 1). The frame rail fixing holes 60 of the frame connecting part 58 are adapted to fasten the connecting part of the frame 58 to a frame of the vehicle or the frame stringer (not shown) using, for example, connecting bars , such as mounting bolts. The vehicle suspension 50 includes reinforcements 62a-62f that extend perpendicularly from the rail connecting portion of the frame 58 to provide additional support and suspension rigidity of the vehicle 50.

A spring module 70 is attached to the rail clamping portion of the frame 58. The spring module 70 includes an opening 64. Placed in opening 64 are (i) at least a part of a spring mount 66, (ii) at least a part of a first cut spring 72 positioned between a first side wall of spring mount 66 and a side wall 80 of the spring module 70, (iii) at least a part of a second cutting spring 74 positioned between a second side wall of the spring assembly 66 and a second side wall of the spring module 70, and (iv) at least a portion of a load damper 76 positioned on top of spring assembly 66 and below top wall 84 of spring module 70.

Similarly, but adjacent to the spring module 70, a spring module 70a is attached to the rail clamping portion of the frame 58. The spring module 70a includes an opening 64a. In opening 64a are (i) at least a part of a spring assembly 66a, (ii) at least a part of a cutting spring 72a positioned between a first side wall of spring assembly 66a and a side wall 80a (see Figure 4) of the spring module 70a, (ii) at least a part of a cutting spring 74a positioned between a second side wall of the spring assembly 66a and a side wall 82a of the spring module 70, and (iv) at least a portion of a shock absorber load placed on top of spring assembly 66a and below top wall 84a 76a (see Figure 3) of spring module 70a. As used in this document, where it is claimed that a component is placed within the opening, which covers situations where the component is not entirely located within the opening. Thus, the components partially, but not entirely, placed within the opening are still placed within the opening within the meaning of this specification.

Figure 3 shows a suspension elevation view of vehicle 50 (i.e. the same suspension is shown in Figures 1 and 2). The spring module 70 is shown attached to the rail clamping portion of the frame 58. The spring module 70 includes an opening 64. Located within at least a portion of the opening 64 are (i) a spring mount 66, (ii) a cutting spring 72 positioned between a first spring mounting wall 66 and a first opening side wall 80 64, ( iü) a cutting spring placed between a second spring mounting wall 66 and a side wall of the opening 82 82 and (iv) a load damper 76 placed on top of the spring mounting 66 and below a top wall 84 opening 64.

A second spring module 70a is positioned adjacent to the spring module 70 and is also attached to the frame rail clamping portion 58. The spring module 70a includes an opening 64a. Placed in at least a part of the opening 64a are (i) a spring assembly 66a, (ii) a third cutting spring 72a positioned between a first side wall of the spring assembly 66a and an opening side wall 80a 64a, ( iii) a fourth cutting spring 74a positioned between a second side wall of spring assembly 66a and a second side of opening wall 82a 64a, and (iv) a load damper 76a positioned on top of spring assembly 66a and below an upper wall 84a of opening 64a.

Figures 4 and 5 are perspective views of a portion of the frame suspension (or more simply, a frame suspension) 100 which is a vehicle suspension component 50 shown in Figures 1 to 3. The frame suspension 100 comprises a frame connecting portion 58, stiffeners 62a-62f, upper U-plates 73 and 77, and lower U-plates 75 and 79. Each of the U-plates 73, 75, 77, and 79 may consist of a single plate formed of a single flat plate, or alternatively, may be made of multiple flat plates. Alternatively, the U-plates can be cast. Furthermore, the entire opening 64 of the spring module 70, or parts thereof, could thus be melted.

Top plate-U 77 and bottom plate-U 79 define an opening 64 of spring module 70. Top plate-U 77 includes flanges 77a and 77b and top of wall 84. U-plate 79 includes side walls 80 and 82 and bottom wall 86. Preferably, a distance 101 (shown in Figure 5) between the flange outer edges 77a and 77b is equal to or slightly less than a distance of 102 (shown in Figure 5) between 80 and 82 such that the plate- Upper U 77 fits between walls 80 and 82 and flanges 77a and 77b are operable as cut spring stops 84b and 84c for cut springs 72 and 74, respectively.

Similarly, the top plate-U 73 and bottom plate-U 75 define an opening 64a of the spring module 70a. Top plate-U 73 includes flanges 73a and 73b and on top wall 84a. U-plate 75 includes walls 80a and 82a and bottom wall 86a. Preferably, a distance 103 (shown in Figure 5) between the outer edges of flanges 73a and 73b is equal to or slightly less than a distance of 104 (shown in Figure 5) between walls 80a and 82a such that top plateU 73 fits between walls 80a and 82a and flanges 73a and 73b are operable as cut spring stops 84e and 84d for cut springs 72a and 74a, respectively. Preferably, distance 101 is equal to distance 103 and distance 102 equal to distance 104. Figure 4 illustrates the side edges 110, 110a, 110b, and 110c of side walls 80, 82, 80a, and 82a, respectively, and Figure 5 illustrates the side edges 112 112a, 112b and 112c of the side walls 80, 82, 80a and 82a, respectively.

It should be noted that the top wall 84 of the U 77 plate and / or the top wall 84a of the U-plate 73 may include a dome configuration to control bulging of a shock absorber progressive spring rate during loading conditions increasing life shock absorber tool. The load damper may be an elastomeric progressive spring frequency load damper that resembles a pyramid and has a flat top surface (see Figure 14 described below). The top of the shock absorber nests within the dome configuration during charging. The dome configuration can be formed on the top wall 84 or 84a by a sealing or drilling operation on the top wall of the plate is plastically deformed. Alternatively, a dome could be cast or forged on the top wall of the opening. In addition, a dome-shaped insert (eg, a plaster or forged dome insert) could be attached (eg, by welding or bolting) to the top wall to provide a top wall with a dome configuration.

The bottom plate-U 79 includes a weld groove 81 whereby a weld bead (not shown) for welding the bottom plate-U 79 to lower the U-plate 75 can reside without extending out of the weld groove 81. According to an exemplary embodiment, the weld bead in weld groove 81 may be the only weld bead in opening 64, opening 64 does not include weld beads that can act as ramps on which cut can mount springs 72 or 74 It can be mounted to prevent the cutting spring from stopping 84b or 84c, respectively.

Similarly, the U-plate 75 includes a weld-groove (not shown) through which a weld bead for welding the bottom U-plate 75 to the bottom U-plate 79 (not shown) can reside without extending outside the U 75 plate weld groove. According to an exemplary embodiment, the weld bead in the U-plate weld groove 75 may be the only weld bead at opening 64a, whose opening 64a does not include weld beads that can act as ramps with which Cut 72a or 74a can be mounted to avoid distorting the spring stopping 84d or 84e, respectively. Preferably, the U-plate weld groove 75 has the same weld groove shape and orientation 81 and is closer to edge 110a of wall 86a than edge 112b of wall 86a.

Figure 4 further illustrates a pocket 37 placed in the side walls 82a. Pocket 37 is shown in dotted lines because Pocket 37 is not required for use with cut springs configured as cut springs 72, 72a, 74, 74a, and 300. Rather, pocket 37 can be used with cut springs with a flat base plate without external flanges extension (described below). In accordance with embodiments where the pockets are used to retain the cutting springs, these pockets are normally located on the opposite side walls of the spring module. Pocket details are shown and described in US Patent No. 7,926,836.

It should be noted that even though the above modalities are constructed using the U-shaped plates, the U-shaped plates are not necessary. In fact, the top wall, bottom wall, and first and second side walls defining the opening could each be separate from the plates, or otherwise constructed without using U-shaped plates, although using the U-shaped plates to defining the opening is preferred in the previous modalities.

Figures 6 and 7 are perspectives of a mount mount 90 shown in Figures 1 to 3 and consisting of an outer mount 120 and an inner mount 130. Figures 8 and 8A are perspective views of the outer mount 120 In accordance with the described modalities, inner mount 130 may be identical to outer mount 120. Alternatively, the inner mount 130 may be identical to the outer mount 130 except that the mounting holes (eg, holes 205, 205a) can be drilled in which connecting rods 146 and 146a are installed in one of those hole mounts and the mounting holes are Mounting on the other mount can be uncovered holes.

Mounts 120, 130 each include top and bottom portions. Each top of the mount 120, 130 includes two spring mount portions. The two corresponding interface mount spring portions each mount spring mount portions 130 to form respective spring mounts 66 and 66a. The bottom of the outer mount 120 includes a lower mounting section 136, and the bottom of the inner mount 130 includes a lower mounting section 134. The lower mounting sections may be spherical, conical or wedge-shaped and they can form a mechanical joint when attached to a pivoting beam as known in the art. Furthermore, the lower portions of the outer frame 120 and inner mount 130 may be similar to the lower portion portions of the frames described in US Patent No. 7,926,836.

As shown in one or more Figures 6, 7, 8, and 8A, the outer mount upper portion 120 is identified as upper portion 140 and the inner mount upper portion 130 is identified as upper portion 142. As shown in FIG. 8 and / or FIG. 8A, the upper portion 142 includes a spring mount portion 143 and a spring mount portion 145. The spring mounting portion 143 includes the spring mounting portions 143a and 143b and the interface of the spring mounting portion 143f. Similarly, spring mounting portion 145 includes spring mounting portions 145a and 145b and interface of spring mounting portion 145f. Each side portion of the upper portion spring assembly 140 and 142 includes a pair of flanges and a conical surface.

As shown in Figure 8, the side portion of the spring mount 143a includes flanges 143c and 143d and tapered surface 191a, and the side portion of the spring mount 145b includes flanges 145c and 145d and tapered surface 191b. As shown in Figure 8A, side portion of spring mount 143b includes flanges 143e and 143g and tapered surface 191c and portion of side spring mount 145a includes flanges 145e and 145g and tapered surface 191. Each flange on the side portions of the spring mount includes a surface that is operable as a positive stop to restrict a cutting spring from going beyond the positive stop as the cutting spring is moving in the direction of the positive stops. Examples of positive spring stops in the side portions of the spring assembly shown in Figures 6 and 7 include flange surfaces 173a, 173b, 173c, 173d, 173e, 173f, 173g, 173h, 173¡, and 173j.

The upper portions 140, 142 of the frames 120, 130 include a number of significant advantages over the frames and frame assemblies shown in US Patent No. 7,926,836. For example, the upper portions 140, 142 of the mounts 120, 130 are designed to be pulled together (eg, pulled in contact with each other) by connecting rods 146 and 146a. In this way, the interface of the spring mounting part 143f is brought into contact with a corresponding interface of the upper spring mounting portion 140 and the interface of the spring mounting part 145f is extracted in contact with another corresponding interface of the spring mounting part 145f. the spring mounting portion on top 140.

In accordance with this design, the upper portions 140, 142 can serve as spring mounts. In particular, the upper portions 140, 142 are first ends 150, 152 thereof forming shock absorber mounting surface 155 the first load spring first mount 66 adapted to have a first load damper mounted thereon. Similarly, upper portions 140, 142 also include second ends 160, 162 thereof which form the second load damping mounting surface of the 165 second 66th spring mount adapted to have a second load damper mounted on the same. Of course, while the two load damper mounting surfaces are shown, only one, or perhaps three, or more load damper mounting surfaces may be set on the tops 140, 142. Thus, the spring mounts 66 and 66a are integrally attached to the frame, unlike the frame shown in US Patent 7,926,836. In fact, spring mounts 66 and 66a are preferably integrally formed with brackets 120 and 130, as shown in Figure 6. With this design, the need for separate spring mounting is eliminated. Of course, integral spring mounts with the mount are not required and spring mounts that are separate from the mount can be used for particular applications, as shown for example in Figure 27.

As mentioned above, the upper portions 140, 142 of the outer frame 120 and inner 130 are connected together. As explained in greater detail below, a threaded connecting rod can be a suitable bolt, screw, or other hardware and can be used to connect the mounts together. As illustrated in Figure 6, one end of connecting rods 146 and 146a is observed indicating where the connection of the frames can be made.

Figure 7 further illustrates the threaded shank portions of connecting rods 146 and 146a. The threaded portion of connecting rod 146 can be seen extending through saddles 120, 130 and with nut 204 attached to the threaded portion to connect the saddles together. Similarly, the threaded portion of connecting rod 146a can be seen extending through supports 120, 130 and with nut 204a attached to the threaded portion to connect the mounts together.

Depending on the application, the described vehicle suspensions may not use shock absorbers on the top surface of the spring mounts, and thus the shock absorber mounting surfaces 155 and 165 may not be necessary. However, even in the absence of a load damping mounting surface, with the mount mounting design shown in Figures 6 and 7, the upper portions 140, 142 can still serve as a spring support. In particular, the upper portions 140, 142 include first ends 150, 152, they form a first V-shaped side wall 190 of the spring mount 66, which engages and compresses a first cut spring having a shaped surface. of corresponding V (not shown, but see below).

Similarly, upper portions 140, 142 include second ends 160, 162 thereof which together form a second V-shaped side wall 190a of spring assembly 66a, which engages and compresses a second cutting spring which It has a corresponding V-shaped top surface (also not shown, but see below). While the V-shaped side walls 190 and 190a are described, the mounting mounts could be designed such that only the ends, 150 and 152 or ends 160 and 162 include a V-shaped side wall. Again, with the design shown in Figure 6, the need for separate spring mounting in contact with a cutting spring is eliminated.

As described above, there are two openings (64 and 64a) in vehicle suspension 50. Mount mount 90 also includes a third V-shaped wall 190b positioned between side walls 190 and 190a, as well as a fourth wall in V-shaped 190c in front of the V-shaped wall 190b and between the side walls 190 and 190a. The V-shaped walls 190b and 190c, along with the side walls 82 and 80A, respectively, also adapt to contact and compress additional cutting springs that have corresponding V-shaped surfaces (not shown, but see below) .

Furthermore, the upper part 142 of the inner mount 130 includes positive stops 171a, 171c, 17 le and 17 Ig. Likewise, the upper part 140 of the outer frame 120 includes positive stops 171b, 171d, 17 If and 171 h. Each of the above positive stops extends upwardly above the shock absorber mounting surfaces 155, 165, and is operable to prevent vehicle suspension 50 from taking longer than desired movement. Positive stops are most likely to be put into use when loading cushions that are not mounted to a 90 mount or if the synthetic load absorbers mounted to a 90 mount are compressed to a level below the top surfaces of the positive stops. During prolonged use, the positive stops may contact top walls 84 and 84a to limit movement of vehicle suspension 50. Furthermore, as shown in Figure 8 and / or Figure 8A, the upper portion 142 of the inner mount 130 includes positive stops 171w, 171x, 171y and 171z. Each of the foregoing positive stops, as well as positive stops located on the top 140, of outer mount 120, is operable to prevent vehicle suspension 50 from having a longer time than desired movement. Positive stops 171w, 171x, 171y, and 171z are most likely to be put into use during a vehicle suspension rebound motion 50. During extended use, positive stops may contact bottom walls 86 and 86a to limit suspension movement. of vehicle 50. FIG. 8 and / or FIG. 8A further illustrates surface 155a providing a shock absorber mounting surface loading average 155 is shown in FIGS. 6 and 7 and surface 165a providing a half of the shock absorber 165 is shown in FIGS. shown in Figures 6 and 7. Thus, surface 155a is part of an inner part 66b of first spring mounting 66 shown in Figures 6 and 7, and surface 165a is part of internal part c 66 of second spring mounting 66a shown in Figures 6 and 7. .

Figure 8 also illustrates the conical surface 191a that forms one half of the V-shaped wall 190a at the end 162 of the mount 90 and conical surface 191b that forms one half of the V-shaped wall 190b shown in the Figures 6 and 7. Furthermore, through hole 205 is shown in inner part 66b of first spring assembly 66 which comprises half of spring assembly 66 and through hole 205a is shown in inner part 66c of second 66 spring assembly which comprises half of second spring mount 66a. As can be seen in Figures 7 and 8, connecting rod 146 extends through through hole 205 and connecting rod 146a extends through through hole 205a.

Figure 8A also illustrates the tapered surface 191 that forms a half of the V-shaped wall 190 at the end 152 of the mount of the 90 mount and the conical surface 191C that forms a wall of the V-shaped half 190c is shown. shown in Figures 6 and 7.

The vehicle suspension suspension frame 100 50 shown in Figures 4 and 5 may encompass casting or fabricating metal or composite materials, including iron, steel, or aluminum. As shown in Fig. 4, the frame suspension 100 is made with reinforcements 62a-62f, and sheet steel can be used to make part of the frame connection 58. The frame suspension 100 could also be cast with any suitable moldable material . Likewise, mounting frames can encompass cast or fabricate of metallic or composite materials. Depending on the application, the metal, for example, can be ductile nodular (or more simply, ductile iron), steel, such as high-strength low-alloy steel or aluminum. Generally, high-strength low-alloy steels are a preferred material for the suspension frame and frame, although aluminum is often desired when weight considerations are of greatest importance.

Figures 9 and 13 are perspective views of a cutting spring 300, sometimes referred to as a V-spring. Any of the cutting sources described in the example embodiments, such as cutting spring 72, 72a, 74 and 74a, can be arranged as a cutting spring 300. As shown in FIG. 9, the cutting spring 300 includes a base plate 302, a V-shaped plate 310, and an intermediate plate 312. The V-shaped plate 310 results in the cutting spring 300 having a V-shaped wall 310a adapted to contact a corresponding V-shaped side wall of a spring assembly. The cutting spring 300 includes an elastomeric section 306 between the base plate 302 and the intermediate plate 312 and an elastomeric section 308 between the intermediate plate 312 and the V-shaped plate 310. Alternatively, the cutting spring could be made without one or more plates 302, 310 and 312. For example, the cutting spring could be all elastomer, it has a 302 base plate without 310 and 312 plates, it has 302 and 312 plate base but not 312 intermediate plate, etc. In addition, 302 base plate could also be in V-shaped plates 310 and 312 such that all three V-shaped plates. In such a case, the side wall of the base plate contacting opening 302 could also be a corresponding V-shape. Furthermore, the cutting spring 300 is shown to have the geometry of a preferred embodiment. It will be appreciated that the base plate 302 cannot even include a plate as noted above. Furthermore, the base plate or base 302 of the cutting spring 300 could also be placed on the side walls of the opening in the spring module using nails, screws, etc. in a known and conventional way. Thus, the cutting spring should not have, but may have, the geometry is shown in Figures 9 to 13.

Figures 10 and 11 are elevation views of the cutting spring 300. The cutting spring 300 has a vertical displacement of the free state 301 between its end plates (ie, base plate 302 and the V-shaped plate 310). Preferably, the vertical displacement of the free state 301 is equal to half the vertical suspension travel of vehicle 50. This is done to minimize an induced torque in shear spring 300 by virtue of the compression load acting in shear spring 300 on both end plates. A couple is an induced moment when equal and opposite forces act on a body, but they are not collinear. The effect of torque on cutting spring 300 is to induce rotation within the spring that could cause the spring to rotate within a spring module enough enough to relieve compression of the cutting spring and set the elastomer sections (eg, sections of elastomers 306 and 308) in tension. The offset of both cutting spring plates 300 at a distance equal to half of the vertical travel results of the suspension in pairs in fully traced conditions and rebound being equal but opposite in direction (the magnitude of these pairs is half than from a spring with no compensation or compensation equal to that of the vertical suspension travel of the vehicle 50).

A cutting spring is typically constructed of the first and second relatively flat end plates with an elastomer connected between them. This spring then has compression resistance and cut rate corresponding to the chosen material, section and thickness of elastomer. If one inserts a third plate between the first and second end plates; that 5 subdivides the thickness of the elastomer into two separate, but not necessarily equal, thicknesses; Spring compression rate would increase while the cut rate would not be affected. Because the spring plates are all relatively flat, types of cutting springs in mutually perpendicular directions are the same.

If the spring has one or more shaped plates; such that the shape limits the elastomer 10 at least partially in one of the cutting directions (use of V plates is unidirectional); the spring no longer acts in pure shear in the direction of confinement. Rather, the spring acts in a combination of shear and compression in the confining direction. The result is reduced cut direction having an effective cut frequency of unconfined cut direction. As above where the addition of plates to subdivide the rubber increases the rate of compression resistance of the spring, the addition of formed plates will increase the portion of the compression resistance rate of the effective cutting rate resulting in even higher effective cutoff frequencies.

FIG. 12 is a plan view of the cutting spring 300 comprised of a plate base 302 of the V-shaped plate 310 and the intermediate plate 312. The base plate 302 includes a first flange 304 extending from a first end of the V-shaped plate 310 and a second flange 305 extending from a second end also of the V-shaped plate 310. The base plate 302 engages in contact with a first side wall of a spring suspension opening of a vehicle suspension (eg, 64 opening side wall 80 in vehicle suspension spring module 50). Frictional forces on the cutting spring 300, a side wall of an opening spring module, and a V-shaped wall of a spring mounting provide the primary means of preventing lateral movement of cutting spring 300. The first flange 304 and the second flange 305 of the base plate 302 are designed to extend beyond the edges of the first and second side of a side wall of a secondary spring module opening to restrict the lateral displacement of cutting spring 300 with 30₍ regarding vehicle suspension 50.

Intermediate plate 312 provides additional lateral resistance of shear spring shear forces 300, such as side shear forces in one direction from flange 304 to 305 of the flange or flange 305 to flange 304. The plate The intermediate plate 312 is shown as having a V-shaped configuration with the same angle as the V-shaped plate 310. However, the intermediate plate 312 could have a greater or lesser angle for the V-shape as desired. In addition, the intermediate plate 312 could be omitted or additional intermediate plates (eg, V-shaped intermediate plates) could be included between the V-shaped plate 310 and base plate 302. Alternatively, an intermediate plate (eg, intermediate plate 312) could be a flat plate, such as the flat part of base plate 302 between flanges 304 and 306, and additional plates could be added depending on the application or desired performance.

The V-shaped plates 310 and 312 can be bent from the straight plates. Since the V-shaped plate 310 is V-shaped, the V-shaped plate 310 has an angle that is less than 180 degrees. FIG. 12 illustrates an included angle 311 formed by V-shaped plate 310 and an included angle 313 formed by intermediate plate 312. In embodiments where intermediate plate 312 is V-shaped, included angles 311 and 313 are preferably the same number of degrees. The number of degrees (°) of including angles 311 and 313 may be a number of degrees falling within any one of a plurality of angle ranges including, but not limited to, the angle ranges (i) 90 ° to 179 °, (¡I) 90 ° to 170 ° or (¡ii) 115 ° to 125 °. According to that last range, angles 131 and 313 for example, can be 115 °, 116 °, 117 °, 118 °, 119 °, 120 °, 121 °, 122 °, 123 °, 124 °, 125 ° or a number no integer angle between two of the listed angles.

In accordance with the disclosed modalities, cutting spring 300 can be made of elastomeric articles 306 and 308 adhered to plates 302, 310 and 312. Elastomeric sections 306 and 308 can encompass an elastomeric material (i.e., an elastomer) such as natural rubber, synthetic rubber, styrene butadiene, synthetic polyisoprene, butyl rubber, nitrile rubber, ethylene-propylene rubber, polyacrylic rubber, high-polyethylene. density, thermoplastic elastomer, a thermoplastic olefin (TPO), urethane, polyurethane, a thermoplastic polyurethane (TPU) or some other type of elastomer. In this regard, and in particular, elastomeric sections 306 and 308 may encompass an elastomer defined as the American Society for Testing and Materials (ASTM) D2000 M4AA 717 A13 B13 C12 F17 ΚΙ 1 Zl Z2. In this case, Zl represents natural rubber and Z2 represents a durometer selected to achieve a desired cut rate. The selected durometer can be based on a given predefined scale, such as the Shore A scale, ASTM D2240 type A scale, or ASTM D2240 type D scale. In a preferred embodiment, according to the Shore A scale, for example, of Z2, it is preferably 70 ± 5. In another embodiment, according to the Shore A scale, Z2 is, for example, within the range of 50 to 80. Other examples of Z2 and intervals for Z2 are also possible.

In another sense, elastomeric sections 306 and 308 can encompass a viscoelastomeric material that (i) has elastic characteristics when the shear spring 300 is under a load within a certain range and when the load is removed, and (i) has non-elastic characteristics. Elastic (for example, do not revert to an uncharged original shape) if the applied load exceeds the largest load in the given range. The given range can range from no load to a maximum expected load in addition to a certain threshold. The given threshold represents the possible shear spring overload 300. For example, the viscoelastomeric material may encompass amorphous polymers, semi-crystalline polymers, and biopolymers. Other examples of viscoelastomeric materials are also possible.

In accordance with the example embodiments, elastomeric sections 306 and 308 may also encompass one or more fillers. Fillers can optimize the performance of elastomeric sections 306 and 308. Fillers can include, but are not limited to, wax, oil, hardener, or carbon black. These fillers can optimize performance by improving durability and / or tuning of elastomer sections 306 and 308 for a given shear load and / or a given compression load applied to elastomer sections 306 and 308. Improving durability through the use of fillers can include, for example, minimizing a temperature rise versus characteristic load of elastomer sections 306 and 308 or maximizing the shape retention of elastomer sections 306 and 308.

Cutting spring 300 can be formed, for example, by inserting plates 302, 310 and 312 into a mold (not shown). The plates can each be covered with a lining material. For example, the coating material may encompass a material made of zinc and phosphate, modified with calcium. The coating material may have a layer weight of 200-400 milligrams per 0.092 square meter. Other examples of the coating materials are also possible. An adhesive agent can be applied to the coated plates for bonding plates 302, 310 and 312 to elastomeric sections 306, 308. For example, the bonding agent may encompass Chemlok® manufactured by Lord Corporation, Cary, North Carolina. , United States. Other examples of the binding agent are also possible. Applying the coating material and / or applying to the adhesive agent can occur before, during and / or after insertion of the plates 302, 310, 312 into the mold. After applying the coating material and bonding agent, the elastomeric material (in a pourable form) can be introduced into the mold to form the elastomeric sections 306, 308.

In a preferred embodiment, any exposed portion of the plates 302, 310, and 312 (eg, a portion of the plates not covered by the elastomeric material) is protected from corrosion by a means other than an elastomeric material. In other embodiments, some exposed portions of the plates 302, 310, and 312 (eg, the edges of the plates) may not be protected from corrosion, while the other exposed portions of the plates are protected from corrosion.

Plates 302, 310, and 312 can be made from any of a variety of materials, including, but not limited to, iron, steel, aluminum, plastic, a composite material, or some other material. The plates 302, 310, 312 can be completely, or at least substantially, encapsulated in elastomer to improve their resistance to corrosion and friction in the coupling suspension members. For example, plates 302, 310, and 312 can consist of plates with a thickness ranging from 0.125 inch (3.175 mm) to 0.25 inch (6.35 mm).

According to an exemplary embodiment, the desired vertical cut frequency of the cut spring 300 is approximately 615 N / mm or approximately 24131650.48 Pa, and the frequency of the initial compression spring of the cut spring 300 is approximately 224079611.6 Pa.

Figures 14 and 15 are perspective views of an example of load damper 400 for use in suspension of vehicle 50. Figure 16 is an elevation view of load damper 400 and Figures 17 and 18 are top and bottom plan views respectively of the load damper 400. Any of the load dampers in the example embodiments, such as load dampers 76 and 76a, may be arranged as load damper 400.

As shown in one or more Figures 14, 15, and 16, the shock absorber 400 includes a base 402, a portion of the shock absorber 404, a mounting extension 406 with a mounting hole 407, and a mounting extension 408. A load damper retainer 410, integral with load damper 400, extends from mounting extension 408. Part of the load damper 404 is placed between mounting extensions 406 and 408 and, as shown in Figure 14, on the base 402. The base of the shock absorber 402 base can span a metal is any plate solid includes gaps or voids or can span elastomeric material or a combination of these.

The portion of the load damper 404 can be designed so as to have at least one conical wall and generally also in the form of horizontal sections of different sizes throughout. The size change factor, or similarity ratio, is a function of the conical shape of at least one conical wall. The horizontal cross sections can be any desired geometric shape for packaging, weight, or aesthetics. Additionally, or alternatively, you can select horizontal cross sections to obtain a desired vertical spring rate for load damper 400.

The shock absorber detent 410 includes a shock absorber retainer grip (or more simply, a grip) 414, a shock absorber load retainer shaft (or more simply, a shaft) 415 and a shock absorber retainer disc. load (or more simply, a disk) 416. Shaft 415 extends between an outer surface 402a (see Figure 15) of base 402 and a surface retention 411 of disk 416. The grip 414 extends from the disk 416 of a portion of the disk 416 against the retaining surface 411. The axis of the grip diameters 414, 415 and 416 of the disk may be different. For example, as shown in Figure 15, a shaft diameter 415 is smaller than a disc diameter 416 and a grip diameter 414 is generally smaller (but not necessarily smaller) than shaft diameters 415 and 416. of the disk.

A shaft length 415 can be selected relative to a height of a slit in the mount mount, such as one of the slots 420 and 421 in the mount 120 or one of the slots 422 and 423 in the mount 130. Typically, the length axis 415 is 10-15% less than the slit height. This allows the retainer to hold itself in place. In addition, the diameter of the shaft 415 can be selected with respect to the width of the mount mounting hole. For example, you can select the length of the 415 axle slightly greater than the height of a recess of the saddle mount and the diameter of the 415 axle can be selected to be slightly less than the depth and / or width of the saddle mount. recess so that the 415 axle can be placed into the recess of the saddle mount by hand.

Grip 414 can be used to pull or push axle 415 into a mount mounting groove, as well as pull or push axle 415 into the recess of mount mounting. The shock absorber detent 410 can be folded while gripping 414 is pulled or pushed. A shaft diameter 415, and thus the width of the mounting mounting gap, can be selected to be large enough such that the load-bearing damper retainer 410 is not pulled from the outer surface 402a while a pulling force or push grip 414 is applies to load mattress retainer 410.

Mounting load damper 400 for loading damper mounting surface 155 or 165 of inner and outer saddles 120, 130 may include axle positioning 415 in a slit in a load damper mounting surface, such as voids 420 and 423 in load damper 165 (see Figures 6 and 7) of mounting surface or grooves 421 and 422 of load damper mounting surface 155 (shown in Figures 6 and 7). After the 415 axle is placed within a recess of the mount mount of either the inner or outer mount, a fastener such as a screw, a pin, a screw, a pull bolt, a pine tree style pin, a pin or some other type of clamping element or combination of clamping elements, can be inserted into mounting hole 407 and into the other mount. In one direction, the other mount may include a slit in the mount of the mount as shown in Figures 5 and 6. In another sense, the other mount may include a threaded or unthreaded hole so that the fastener can be installed to retain load damper 404 in mounting extension 406. That threaded or unthreaded hole can be through a hole. In addition, the shock absorber retainer can be placed on another part of the shock absorber.

Fig. 19 is a perspective view illustrating an alternative load absorber 400a. Any of the shock absorbers in the exemplary embodiments, such as shock absorbers 76 and 76a, can be arranged as a shock absorber 400a. The load damper 400a includes a base 402a, a portion of the load damper 404a, a mounting extension 406a, and a mounting extension 408a. The base 402a, load damper portion 404a, and extension mount 408a are the same as base 402, load part damper 404, and extension mount 408, respectively, of the load damper 400. The load damper portion 404a is placed between extensions mounting brackets 406a and 408a and, as shown in Figure 19, above base 402a.

A 417 load damper retainer, integral with 400a load damper, extends from extension mount 406a. The shock absorber retainer 417 includes a shock absorber retainer grip (or more simply, a grip) 418, a shock absorber load retainer shaft (or more simply, a shaft) 413 and a shock absorber retainer disc. load (or more simply, a disk) 412. Shaft 413 extends between an outer surface 403a of base 402a and surface retention 419 of disk 412. Grip 418 extends of disk 412 of a disk portion 412 versus retention surface 419. The above damper seal components Load 417 can be configured similar to components named shock absorber detent seal 410 shown in Figure 14.

The mounting load damper 400a for loading the mounting surface of the damper 155 or 165 of the inner and outer frames 120, 130 may include positioning axis 415 in a slit in a mounting surface of the load damper, such as voids 421 and 423 in load damper 165 (see Figures 6 and 7) of mounting surface or slots 420 and 422 of load damper mounting surface 155 (shown in Figures 6 and 7). After shaft 415a is placed or while shaft 415a is being placed in an inward or outward mounting frame mounting hole, axis 413 is placed within another flush mounting mount on the same shock mount mounting surface of the load including mounting hole for mounting on which axis 415a was or is being positioned. Grips 414a and 418 can be pushed or pulled to allow easy installation of shafts 413 and 415a in respective recesses.

Fig. 20 is a perspective view illustrating an alternative load damper 400b. Any of the shock absorbers in the exemplary embodiments, such as shock absorbers 76 and 76a, may be provided as a shock absorber 400b. The load damper 400b includes a base 402b, a portion of the load damper 404b, a mounting extension 406b, and a mounting extension 408b. The base 402b, portion of the shock absorber 404b and extension of the mounting 406b are the same as the base 402, loading part of the shock absorber 404 and mounting extension 406, respectively, of the shock absorber 400. The portion of the shock absorber 404b is placed between mounting extensions 406b and 408b and, as shown in Figure 20, the front base 402b.

Mounting extension 406b includes mounting hole 407b. Similarly, mounting extension 408b includes mounting hole 409. Load damper mount 400b for damper mounting surface 155 or 165 of internal and external mounting mounts 120, 130 could include aligning mounting holes 407b and 409 with a respective mount mounting cavity either shock absorber mounting surface load 155 or 165. A clip separate from the shock absorber 400b, such as a bolt, screw, cotter pin, or some other type of clip, can be inserted into the mounting hole of the 407 and into a recess in the mount of the mount, as a mount for the mount slits 420, 421, 422 and 423 shown in Figures 6 and 7. On the other hand, a mount that the load damper 404b is to mount can include a threaded or untapped hole that the separate fastener can be installed to retain load damper 404 in the extension mount 406b. That threaded or unthreaded hole can be through a hole. The front mount may include a threaded or unthreaded hole configured similarly to which a separate fastener can be installed to retain load damper 404 at mounting extension 408b.

Alternatively, as shown in Fig. 32, the load damper 400c having the base 402c may include a first load damper retainer 430 comprising a first load damper 430 extending from the base 402c, as well as a second damper load retainer 440 also extending from base 402c.

Load dampers 400, 400a, 400b, and 400c preferably have a continuously increasing spring frequency as an applied load increases and decreases from a continuously decreasing spring frequency as an applied load. Thus, the exemplary vehicle suspensions, described, that utilize shock absorbers 400, 400a, 400b, and 400c may advantageously have a continuously increasing spring rate as an applied load increases and decreases from a continuously decreasing spring rate as a load. applied. The 400, 400a, 400b, and 400c shock absorbers act on compression and do not undergo tensile loading, so loads 400, 400a, 400b, and 400c cushions have also increased fatigue life at other springs (for example, elastomer) that are subjected to such a load.

According to the example embodiments, each load damper 400, 400a, 400b, and 400C is a progressive spring elastomeric type damper-shaped load that resembles a pyramid. In one sense, the shock absorber portion of the base and charge shock absorbers 400, 400a, 400b and 400c are made of elastomer and do not include any plate or any binder for attaching elastomer plates. In another sense, the 400, 400a, 400b, and 400c shock absorber base may include a plate (which may be a base plate) of any of a variety of materials, including, but not limited to, iron, steel, and aluminum. , plastic and a composite material. For example, the base plate may consist of a plate with a thickness ranging from 0.125 inch (3.175 mm) to 0.25 inch (6.35 mm). The base plate can be encapsulated in elastomer or adhered to the part of the shock absorber using a bonding agent. The shape and dimensions of the base plate can vary to any dimension or the desired shape of packaging, weight and aesthetics. Preferably, each load damper base is dimensioned to (i) match the upper surface of a described mounting spring, such as spring mounting 66 or 66a, (ii) locate the mounting holes or load damper retainer to secure the base load for shock absorber spring mounting and (iii) minimize total mass.

The size and dimensions of the elastomer used for the cushion load rate progressive spring 400, 400a, 400b and 400c can be optimized for vertical spring rate requirements. For the application of the present, the vertical spring rate of load rate progressive spring shock absorbers 400, 400a, 400b and 400c increases continuously with increasing load and decreases continuously with decreasing load, defining a curvilinear shape with no discontinuities in a graph that illustrates the spring rate based on the suspended load.

Preferably, part of the load damper 404 has a very pyramid-like shape with a flat top surface, as shown. With this preferred form, the vertical spring rate for load damper 400 increases linearly with increasing load and decreases linearly with decreasing load. In that sense, load damper 400 is operable as a progressive frequency load of the damper spring. In one embodiment, the cross section of the adjacent base load damper 404 portion 402 is 120 millimeters (mm) from 150 mm, the upper surface cross section of the load damper portion 404 is 45 mm 56 mm, the height of the part of the shock absorber 404 is 71 mm and the height of the base 402 is 9 mm. Other example dimensions of load damper portions 400 are also possible. For a given geometry, the spring rate of the load damper 400 can be optimized by varying the elastomer durometer. By varying the durometer, a family of interchangeable progressive spring loaded speed cushions can be created.

Figures 21A and 21B are better views of inner mount 130 and outer mount 120. Fig. 21A shows an inner mount 130 and outer mount 120 before a first connecting rod 146 and a second connecting rod 146a are used to remove the inner mount 130 and outer mount

I

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120 together. Figure 21A shows a connecting rod 146 extending through the mount within the hull and the outer mount with 212 and nut 214 being tightened against the inward mount and outer mount meeting in contact. Similarly, Figure 21A shows connecting rod 146a extending through inner mount 130 and outer mount 120 with 212a and nut 214a that were tightened against the mount within the hull and outer mount to bring them out into contact. Preferably, the ends 212 and 212a of the connecting rods 146 and 146a are located within the outer frame that the opposite ends of the connecting rods will not be in positions where they can cause the opposite ends to contact tires or wheels that adhere to axles connected to vehicle suspension 50.

Figures 21A and 21B illustrate a cutting spring 72 next to the first ends 150 and 152 and cutting spring 74a adjacent to the second ends 160 and 162. The cutting spring 72 has adapted into a V-shaped wall 310a in contact with the V-shaped side wall 190 of the spring mount 66 (see Figures 6 and 7), where the cut spring 72 is placed between the side wall 80 of the opening of the first spring module and the V-shaped side wall 190. Before the cutting spring 72 is subjected to compression of the load by side wall 80 and V-shaped wall 190, the distance between the cut-spring V-shaped plate 310 and the intermediate spring plate 312 of Cut 72 is denoted by the letter A and the distance between the intermediate plate 312 of the cutting spring of the base plate and 72 302 of the cutting spring 72 is denoted by the letter B.

Similarly, Figures 21A and 21B illustrate the cutting spring 74a adjacent to the second ends 160 and 162. The cutting spring 74a is in the form of a V wall 310a adapted in contact with the V-shaped side wall 190a of the spring assembly 66a (see Figures 6 and 7), wherein the cut spring 74a is located between the side wall 82a of the opening of the second spring module and the V-shaped side wall 190a. Before the cutting spring 74a is subjected to a compression load per side 82a and a V-shaped wall 190a, the distance between the V-shaped plate 310 of the cutting spring 74a and intermediate plate 312 of cutting spring 74a it is denoted by the letter C, and the distance between cutting intermediate plate 312 74a and cutting spring base plate 302 74a is denoted by the letter d.

Figure 21B shows an inner mount 130 and outer mount 120 after nuts 214 and 214a have been tightened into connecting rods 146 and 146a inner mount 130 and outer mount 120 in contact with each other. While the nuts 214 and 214a are tightened on the connecting rods 210 and 210a together they also serve to cause (i) cutting spring 72 to be compressed between the V-shaped side wall 190 and side wall 80 of the opening of the first spring module 70 and (¡i) cutting 74a of the spring when it is compressed between the V-shaped wall 190a and the lateral side wall 82a of the opening of the second spring module 70a. The conical surfaces of the V-shaped side wall 190 contact and compress cut spring 72 by a wedging action in which elastomeric sections 306 and 308 of cut spring 72 are compressed. Similarly, the wall surfaces V-shaped side 190a with and compress cut spring 74a wedging action in which elastomer sections 306 and 308 of cut spring 74a are compressed. As shown and described below, the V-shaped surface of the cutting spring 72 contacts corresponding V-shaped sidewall 190 during compression, where the surfaces preferably appear to be linear and in contact throughout almost all the surface of the cut spring. It will be noted that it is not necessary, although desirable, that the V-shaped surface of the cutting spring 72 is in contact with the V-shaped wall 190 during compression. Furthermore, it is possible that one or both of the contact surfaces could be curvilinear as long as the surfaces provide a wedging action that serves to compress the cutting spring 72. For example, the V-shaped wall surfaces 190 and the cutting spring 72 need not necessarily be linear as shown in the preceding figures, although linear surfaces are preferred.

As shown in Figure 21B, the elastomeric sections 306 and 308 of the cutting spring are compression such that the distance between the V-shaped plate 310 and intermediate plate 312 (denoted A ') is less than the distance A that is shown in Figure 21A, and the distance between intermediate plate 312 and base plate 302 (denoted B ') is less than the distance from B shown in Figure 21A. Similarly, elastomeric sections 306 and 308 of cutting spring 74a are compressed such that the distance between the V-shaped plate 310 and intermediate plate 312 (denoted by C) is less than the distance C shown in the figure. 21A and the distance between intermediate plate 312 and base plate 302 (as D ') is less than the distance D shown in Figure 21A.

Thus, with reference to Figures 2 and 3, vehicle suspension 50 can be mounted using a method including the steps of (i) providing a frame fixing portion 58 adapted for connection to a stringer of the vehicle frame having a module spring 70 attached to the clamping portion of the frame 58 where the spring module 70 has an opening 64 defined by an upper wall 84, a bottom wall 86 and first and second side walls 80 82 of the spring module, (ii) a first part 66b of a first positioning spring assembly 66 within the opening 64, (iii) placing a first cutting spring 72 between a first conical surface of the first spring assembly 66 and 80 of the opening of the the wall of a first side 64 of the first module of spring 70, (iv) placing a second cutting spring 74a between a second conical surface of the first spring 66 and second side wall mounting 82 of the opening 64 of the first spring module 70, (v) upon positioning in a second part of the first spring mount 66 inside opening 64, (vi) putting a first threaded connecting rod 164 through a hole in at least one of the first part of the first spring mounting 66 or the second part of the first spring mounting 66 and (vii) tightening the first threaded connecting rod 164 to assemble the first part of the first spring mounting 66 and the second part of the first spring mounting 66, and to compress the first spring cut 72 between the first side wall 190 of the first spring 66 and the first side of the wall 80 of the opening 64 of the first module of the spring 70, and also to compress the second spring cut 74a between the second wall side 190b of the first spring assembly 66 and 82 of the wall opening the second side 64 of the first spring module 70.

In this method of mounting a vehicle suspension, the need for separate spring brackets is eliminated. In addition, other prior art systems require the use of a funnel and difficult compression techniques of the cutting spring in the spring mounting position and the cutting spring one or more correctly within the suspension. However, with this method, these problems have been eliminated because the cutting springs are compressed by the wedging action of the V-shaped surfaces of the spring mounting side walls and corresponding V-shaped side walls on the springs. cutting. The V-shaped surface of the side walls of the spring mount is formed by tightening the nut on the connecting rod that passes through the inner and outer spring mounting parts.

Furthermore, the construction of the vehicle suspension described also provides significant advantages for the maintenance and removal of the vehicle suspensions. For example, if a cutting spring needs to be replaced, the technician can gradually decompress the cutting spring (for example, reduce compressive forces by acting on the cutting springs) within the vehicle suspension by loosening the nuts or connecting rods that They used to draw spring mount portions to form a spring mount, gradually and staggered. The following examples of step-cut spring and staggered decompression methods are applicable to vehicle suspension 50 using two connecting rods 146 and 146a.

The first example of the gradual and stepwise method to decompress cutting springs:

Step Al - Rotate connecting rod 146 or nut 214 X number of degrees in a direction that causes nut 214 to move away from end 212.

Step A2 - Rotate connecting rod 146a or nut 214a X number of degrees in a direction that causes nut 214a to move away from end 212a.

Step A3 - Repeat steps Al and A2 until the cutting springs retained by the mount mount 90 are decompressed.

Second example of the gradual and stepwise method to decompress cutting springs:

Step Β1 - Rotate connecting rod 146 or nut 214 X number of degrees in a direction that causes nut 214 to move away from end 212.

Step B2 - Rotate connecting rod 146a or nut 214a (X times 2) number of degrees in a direction that causes nut 214a to move away from end 212a.

Step B3 - Rotate connecting rod 146 or nut 214 (X times 2) number of degrees in a direction that causes nut 214 to move away from end 212.

Step B4 - Repeat steps B2 and B3, until the cutting springs retained by the mount mount 90 are unzipped.

In the examples above, X equals 360 ° or some other number of degrees. Other examples of gradual and stepwise method to decompress cutting springs are also possible. The state-of-the-art systems pose more challenges because there was no easy way to slowly ease the compressive forces on the cutting spring when removing them from the vehicle suspensions.

Staggered and staggered methods may also be used to place compression cutting spring. The following examples of compression methods are applicable to vehicle suspension 50 using two tiered and staggered spring connecting rods 146 and 146a.

A first example of the gradual and staggered method for compressing cutting springs:

Step Cl - Rotate connecting rod 146 or nut 214 X number of degrees in a direction that causes nut 214 to move away from end 212.

Step C2 - Rotate connecting rod 146a or nut 214a X number of degrees in a direction that causes nut 214a to move away from end 212a.

Step C3 - Repeat steps Cl and C2 until the cutting springs retained by the saddle mount 90 compressed as desired.

Second example of the gradual and staggered method for compressing cutting springs:

Step DI - Rotate connecting rod 146 or nut 214 X number of degrees in a direction that causes nut 214 to approach end 212.

Step D2 - Rotate connecting rod 146a or nut 214a (X times 2) number of degrees in a direction that causes nut 214a to approach end 212a.

Step D3 - Rotate connecting rod 146 or nut 214 (X times 2) number of degrees in a direction that causes nut 214 to approach end 212.

Step D4 - Repeat steps D2 and D3 until the cutting springs retained by the mount mount 90 are compressed as desired.

In the examples above, X equals 360 ° or some other number of degrees. Other examples of a gradual and stepwise method of compressing cutting springs are also possible.

In the exemplary embodiment disclosed herein, threaded connecting rods 146 and 146a can be placed in any of a variety of configurations. Preferably the connecting rods are M-20 x 1.5, class 10.9, bolts with sufficient thread to allow each bolt to pass through the inner and outer housings and corresponding nuts when the spring cuts compressed by tightening the bolts are in an uncompressed state. A rod of each bolt can, for example, thread the bolt head at the end of the stem opposite the bolt head. Furthermore, each connecting rod could, for example, comprise a different type of bolt, or a screw or some other suitable hardware. For example, each connecting rod could be a rod with two threaded ends or a threaded rod from end to end. In this regard, inner and outer parts of the mount can be removed to compress a cutting assembly by installing the threaded rod of the connection into a hole tapped into one of the inner and outer parts of the mount and a nut in the opposite end of the connecting rod, or by using a respective nut thread on opposite ends of the threaded connecting rod. Also, each connecting rod could be round, square, or some other geometric shape.

Fig. 22 is a view of the outer suspension side of vehicle 50 having a line 23-23 extending through cutting spring 74a, 80a from second opening 64a and V-shaped side 190a of wall mounting spring 66a on the first side.

Figure 23 is a cross sectional top view of vehicle suspension 50 along line 23-23 shown in Figure 22. In particular, compression spring 74a is shown between side wall 80a and side wall in V-shape 190a of the second spring assembly 66a. The V-shaped wall 310a of the cutting spring 74a is in contact with the V-shaped side wall 190a and the cutting spring 74a is trapped against the side wall 80a. The base plate 302 of the cutting spring 74 abuts the side wall 80a. Frictional forces on cutting spring 74a, side wall 80a, and V-shaped side 190a provide the primary means of preventing lateral movement of cutting spring 74a. The base plate 302 includes flange 304 which extends from one end of the base plate 302 in a direction away from the V-shaped plate 310. Similarly flange 305 extends from another end of base plate 302 in a direction away from V-shaped plate 310. In this way, flanges 304 and 305 and wall side 80a can secondarily restrict lateral movement. cutting spring 74. For example, side wall 112c can restrict lateral movement of cutting spring 74 when flange 304 is in contact with side wall 112c and side of wall 110c can restrict lateral movement of cutting spring 74 in opposite direction when flange 305 it is in contact with the side wall 110c.

Figure 24 is a bottom view of the vehicle suspension shown in Figures 2 and 3, 50 where the cut spring flanges 304 and 305 are shown to extend beyond the spring modules comprising the cut. In particular, the flanges 304 and 305 of the cutting spring 74a are shown as extending beyond the side edges 1 10c and c 112 of the side wall 82a and flanges 304 and 305 of the cutting spring 72 appear as extending beyond side edges 110 and 112 of side wall 80.

Figures 25A and 25B are elevation views of suspension of vehicle 50 shown in Figures 2 and 3.

Figure 26 illustrates an alternate embodiment showing suspension 450 having a frame attachment portion 458 connected to spring module 470, and having a single opening defined by top wall 470a, side walls 470b and 470c, and bottom wall 470d. Shown at opening 464 are the first cut spring 72, second cut spring 74 and load damping 76, which are the same as the cut spring of the damper and shock absorber described in Figures 1 to 25B above. Also shown is the spring mount 466 which includes independent inner and outer spring mounting portions. A connecting rod 465 is used to pull the inner spring mounting portions of the spring assembly 466 together and to compress spring cuts 72 and 74 between spring and mounting 466 and side walls 470c and 470b, respectively, of the spring module. 470. Removing the mounting portions of the inner and outer spring form the V-shaped walls that butt against the V-shaped walls of the cut spring 72 and 74.

Figure 27 illustrates a vehicle suspension 650 comprising a pair of frame connection portions 451 and 452 that are attached to one another by a mount 480. Frame connection portions 451 and 452 include spring modules 453 and 455, respectively. .

The spring module 453 includes a pair of cutting springs 300 (as described above) that are retained in compression between opposite lateral spring module 453 and a spring mount 459. The spring module 453 further includes a shock absorber 454 which it can be configured as load absorbers 400, 400a and 400b in one or more of Figures 14 to 20. A spring mount 459 may be configured as a spring mount 766, described below with respect to FIG. 29, on that spring mount 459 may include a mounting bracket similar to spring mounting bracket 770 766. A threaded connecting rod 146e and nut 457 can be used to mount 480 mount on 459 spring mounting bracket.

Similarly, spring module 455 includes a pair of cutting springs 300 (as described above) that are held in compression between opposite lateral spring modules 455 and a mounting spring 460. Spring module 455 further includes a load damper 456 which can be configured as load dampers 400, 400a and 400b in one or more of Figures 14 to 20. The spring mount 460 may be configured as a 766 spring mount, described below with respect to FIG. 29, on that spring mount 460 may include a mounting bracket similar to the 766 spring mounting mounting bracket 770. A Threaded connecting rod 146f and nut 458 to secure the 480 mount to the 460 spring mounting bracket.

Figure 28 illustrates an alternative suspension vehicle 550 having rail frame portion connecting 558 to first spring spring 70 and second module 70a with cut-off spring, spring supports, and shock absorbers constructed in the same manner as described above with respect to to Figures 1 to 25B. The vehicle suspension 550 includes a third spring module 570 adjacent to the second spring module 70a, where cutting springs, shock absorber, and spring mounting with the spring module 570 are also constructed in the same manner as described above. with respect to Figures 1 to 25B.

The 550 vehicle suspension includes a 571 mount mount consisting of two independent mounts, connected by connecting rods 146b, 146c and 146d. The 571 mount mount includes six V-shaped walls for compression of each of one of the six cutting springs contained within the vehicle suspension 550 as those V-shaped walls are formed, by tightening connecting rod nuts 146b, 146c and 146d. Loosening the connecting rod nuts, preferably in a gradual and staggered manner, allows the compression forces to be eliminated to cut six springs contained within the vehicle's suspension 550.

Figure 29 shows a 766 spring mount with a through hole 205, a load damper mounting surface 767, and the V-shaped walls 768 and 769. The 766 spring mount is a spring mount that is not integrally connected to a mount as is the case with the spring mount 66 shown in Figures 1 to 25B. However, the spring mount 766 uses a connecting rod to bring together an inner and outer part of the spring mount in the same manner as shown in one or more of Figures 1 to 25B and described above. The spring mount 766 can be used with respect to the shock spring and shock absorber shown in one or more of Figures 1 to 25B and described above. However, the 766 spring mount is instead attached to a 770 mounting bracket mount. Thus, as known in the art, the 766 spring mount can be attached to a mount, for example, in the manner described in US Patent 7,926,836.

FIG. 30 illustrates 850 vehicle suspension. The 850 vehicle suspension comprises a mounting assembly similar to the mounting of the vehicle suspension mount 90, described cutting spring-like cutting springs 300 and similar shock absorbers. to any of the load absorbers 400, 400a, and 400b described above. The 850 vehicle suspension has some notable differences compared to the 50 vehicle suspension. These differences include: (i) frame rail joint portions 858 and 858a have geometries different from the geometry of frame rail joint portions 58 and 58a, (ii) the set of stiffeners including stiffeners 854a, 854b, 854c, 854d, 854e, 854f, 854g, and 854h have geometries different from the geometry of the stiffener assembly including stiffeners 62a, 62b, 62c, 62d, 62e, and 62f, and (ii) vehicle suspension 850 includes enhancers of the hanging frame joint portion, as enhancers 856a and 856b, on an inner side of their frame rail connecting portions.

In addition, a filler plate 883 is attached between the adjacent spring suspension modules 70b and 70c of the vehicle suspension 850 and a filler plate 884 is attached between the spring modules 70d and 70e of the vehicle suspension 850. Each side wall of a U-bottom plate that is adjacent to filler plates 883 or 884 and that is part of a spring module opening 70b, 70c, 70d, or 70e may include 2 weld grooves through which weld beads Solder to solder that side wall to the adjacent filler plate. Each of the weld grooves may have the size and shape of the weld-groove 81 described above.

The frame pendant joint portion enhancers are typically used in embodiments where the distances between the top of the spring module (eg, top 855, 855a) and the top edge of the frame connection portions (for For example, the edges 857) and the distance between the covers of the module 855c, 855d and the upper edge 857a, exceeds a certain threshold distance.

In Figure 30, the top edges 857 and 857a are straight and ends of the pivot beam 859 and 859a are identified. According to a first embodiment in which vehicle suspension 850 is installed in a vehicle, the end of the pivot beam 859 is closer to a front end of the vehicle than the end of the pivot beam 859a. According to a second embodiment in which the vehicle suspension 850 is installed in a vehicle, the end of the pivot beam 859a is closer to the front of the vehicle than the end of the pivot beam 859.

Figure 31 illustrates the vehicle suspension 860, which is the same as the vehicle suspension 850 shown in Figure 30, except that the connecting rail frame portions 868 and 868a have geometries different from the geometry of the rail connecting portions of the frame 858 and 858a. The geometries may differ, at least in part, because the geometries have different patterns and / or amounts of rack rail fixing holes between the frame suspension connection part strengtheners and the top edges of the frame suspension connection portions. .

In Figure 31, the top edges 867 and 867a are straight and ends of the pivot beam 859 and 859a are identified. According to a first embodiment in which vehicle suspension 860 is part of a vehicle, the end of the pivot beam 859 is closer to a front end of the vehicle than the end of the pivot beam 859a. According to a second embodiment in which vehicle suspension 860 is part of a vehicle, the end of the pivot beam 859a is closer to the front of the vehicle than the end of the pivot beam 859.

Figure 33 is an external perspective view of vehicle suspension 50 'which is a slightly modified version of vehicle suspension 50 shown in Figures 1 to 3. In Figures 33 to 36, the same numbers will be used to identify the same or similar components of the vehicle suspension 50 in Figure 1, and different first numbers or numbers will be used to denote the differences between the vehicle suspension 50 and shown in Figures 1 to 3 and the vehicle suspension 50 'is shown in Figures 33 to 36.

Vehicle suspension 50 'shown in Figures 33 to 36 can be used as a substitute for vehicle suspension 50 or vehicle suspension 50a shown in Figure 1. Therefore, vehicle suspension 50' has a frame connection 58 which is adapted for attachment to the vehicle frame or frame stringer. The vehicle suspension 50 'could be attached to the pivot beam 78 positioned underneath the vehicle suspension 50 in Figure 1. Furthermore, the vehicle suspension 50 'could also be replaced by vehicle suspension 50a as it is adapted for attachment to the vehicle frame or the frame stringer on one side of the opposite vehicle the vehicle suspension side 50 is connectable to a frame of the vehicle or frame stringer, with the finished vehicle as a vehicle or trailer.

The vehicle suspension 50 'includes frame rail connection holes 60 of frame connection part 58 adapted to fasten part of frame connection 58 to the vehicle frame or frame stringer (not shown) using, for example, tie rods, like mounting bolts. The vehicle suspension 50 'includes stiffeners 62a-62f that extend perpendicularly from the frame rail connection portion 58 to provide additional support and rigidity of the vehicle suspension 50'.

A spring module 70 is attached to the rail clamping portion of the frame 58. The spring module 70 includes an opening 64. Placed in opening 64 are (i) at least a portion of a spring mount 66 ', (! I) at least a portion of a first cutting spring 72' positioned between a first side wall of spring mount 66 'and a side wall 80 of the spring module 70, (ii) at least a portion of a second cutting spring 74 'positioned between a second side wall of the spring assembly 66' and a second side wall of the spring module 70, and (iv) at least a portion of a load damper 76 positioned on top of spring assembly 66 and below top wall 84 of spring module 70.

Similarly, but adjacent to the spring module 70, a spring module 70a is attached to the rail clamping portion of the frame 58. The spring module 70a includes an opening 64a. In opening 64a are (i) at least a part of a spring assembly 66a ', (i) at least a part of a cutting spring 72a' positioned between a first side wall of spring assembly 66a 'and a side wall 80a of spring module 70a, (iii) at least a part of a cutting spring 74a 'between a second side wall of spring assembly 66a' and a side wall 82a of spring module 70a, and (iv) at least a portion of a shock absorber load placed on top of spring assembly 66a 76a 'and below top wall 84a of spring module 70a.

The vehicle suspension 50 'is shown in Figure 33 further includes a through hole 910 and a 910a through hole extending through the outer mount 120' and inner mount 130 'mount mount 90'. The upper portions of the outer mount 120 'and inner mount 130' are connected together and form spring mounts 66 and 66a '. The outer mount 120 'and the inner mount 130' can be drawn together in the same manner described above in the description of Figures 21A and 21B with threaded rods 146 and 146a shown in Figure 6. The threaded rods can be a bolt , screw or other suitable hardware and can be used to connect the frames together. Alternatively, the outer mount 120 'and inner mount 130' can be drawn using a press, such as a pneumatic or hydraulic, or a weighted device.

Once the outer mount 120 'and inner mount 130' are pulled out together and connected by threaded rods 146 and 146a, then connecting rods 922 and 924 that are placed on the sides of the hole 910 are used to hold the inner and portions Spring mount sides 66 'together and connecting rods 922a and 924a that are placed on the sides of hole 910a are used to hold the inner and outer spring mount portions 66a' together. Connecting rods 924a and

922a, 922, and 924 are shown in Figures 33 through 36 as threaded bolts that fully traverse the outer mount 120 'and the inner mount 130'. Nuts are used on the inside of the 90 'mount mount; however, the nuts on the outer side of the mount mount 90 'could also be used. Furthermore, connecting rods 922, 924 and 922a and 924a could also extend through either 120 'outer mount or 130' inner mount and thread into a threaded hole in the other mount, and therefore need not extend through two 120 'outer mount and 130' inner mount.

In addition, connecting rods 922, 924, and 922a and 924a are shown as threaded in Figures 33 through 36, but do not have to be required. For example, connecting rods 922, 924, and 922a and 924a could comprise a threadless rod in place by a key similar in shape to bar 63 having load damper 76 in spring-mounted position 66 with key 65 or bar 63a holding the load damper 76a in spring-mounted position 66a 'with key 65a. Moreover, connecting rods do not need to have round section, but connecting rods could also have oval, square, rectangular, polygonal or other geometric cross section. In a preferred embodiment the connecting rods may comprise a M20 class 10.9 or grade fine pitch fastener 5.

As shown in Figures 33 through 36, after the connecting rods 922, 924 and 922a and 924a have connected the exterior 120 and 130 'together, the threaded rods 146 and 146a used the mount to remove the exterior 120 from the mount 'and the inner mount 130' can be removed together. Alternatively, threaded rods 146 and 146a can remain in place.

Also, while two connecting rods are used in conjunction with a spring mount, it is possible to include only one additional connecting rod connecting rods as desired, provided they offer sufficient strength to hold the outer mount 120 'and inner mount 130' together during operation. .

A further difference between vehicle suspension 50 'and vehicle suspension 50 is that vehicle suspension 50' includes reinforcement spacer 67 placed between reinforcements 62c and 15 62d that provides additional strength and rigidity of vehicle suspension 50 '. However, reinforcing spacer 67 could also be used in vehicle suspension 50 if desired.

Figure 34 shows an exterior view of the vehicle suspension 50 'shown in Figure 33. The spring module 70 is shown attached to the rail clamping portion of the frame 58. The spring module 70 includes an opening 64. Located within at least part 20 of opening 64 are (i) a spring mount 66, (ii) a cut spring 72 positioned between a first spring mounting wall 66 and a first opening 64 side wall 80, (Ii) a cutting spring placed between a second spring mounting wall 66 and a side wall of opening 82 82 and (iv) a load damper 76 placed on top of spring mounting 66 and below of an upper wall 84 opening 64.

A second spring module 70a is positioned adjacent to the spring module 70 and is also attached to the frame rail clamping portion 58. The spring module 70a includes an opening 64a. Placed in at least a part of the opening 64a are (i) a spring assembly 66a ', (ii) a third cutting spring 72a' positioned between a first side wall of the spring assembly 66a and an opening side wall 80a 64a , (iii) a fourth cutting spring 74a 'positioned 30 between a second side wall of spring assembly 66a and a second side of opening wall 82a 64a, and (iv) a load damper 76a positioned on top of spring assembly 66a and below an upper wall 84a of opening 64a. Connecting rods 922 and 924 are shown placed on the sides of hole 910 and are used to hold the interior and side portions of the spring assembly 66 'together and connecting rods 922a and 924a are shown on the sides of hole 910a and are used to holding the interior and side portions of the spring mount 66a 'together.

Figure 35 is an interior view of vehicle suspension 50 'shown in Figures 33 and 34. Vehicle suspension 50' includes frame rail connection holes 60 part connection frame 58 adapted to clamp part of frame connection 58 to the vehicle frame or frame stringer (not shown) using, for example, tie rods, such as mounting bolts. The vehicle suspension 50 'includes stiffeners 62a-62f that extend perpendicularly from the frame rail connection portion 58 to provide additional support and rigidity of the vehicle suspension 50'.

A spring module 70 is attached to the rail clamping portion of the frame 58. The spring module 70 includes an opening 64. Placed in opening 64 are (i) at least a portion of a spring mount 66 ', (! I) at least a portion of a first cutting spring 72' positioned between a first side wall of spring mount 66 'and a side wall 80 of the spring module 70, (iii) at least a portion of a second cutting spring 74 'positioned between a second side wall of the spring assembly 66' and a second side wall of the spring module 70, and (iv) at least a portion of a load damper 76 positioned on top of spring assembly 66 and below top wall 84 of spring module 70.

Similarly, but adjacent to the spring module 70, a spring module 70a is attached to the rail clamping portion of the frame 58. The spring module 70a includes an opening 64a. In opening 64a are (i) at least a part of a spring mount 66a ', (ii) at least a part of a cutting spring 72a' positioned between a first side wall of spring mount 66a 'and a side wall 80a of the spring module 70a, (ii) at least a part of a cutting spring 74a 'between a second side wall of the spring assembly 66a' and a side wall 82a of spring module 70a, and (iv) at least a portion of a shock absorber load placed on top of spring assembly 66a 76a 'and below top wall 84a of spring module 70a.

The vehicle suspension 50 'shown in Figure 35 further includes a through hole 910 and a 910a through hole extending through the outer mount 120' (shown in Figure 33) and inner mount 130 'of the frame mount 90 '. The upper portions of the outer mount 120 '(shown in Figure 33) and inner mount 130' are connected together. The outer mount 120 'and the inner mount 130' can be drawn together in the same manner described above in the description of Figures 21A and 21B with threaded rods 146 and 146a shown in Figure 6. The threaded rod can be a bolt , screw or other suitable hardware and can be used to connect the frames together.

Once the outer mount 120 'and inner mount 130' are pulled out together and connected by threaded rods 146 and 146a, then connecting rods 922 and 924 that are placed on the sides of the hole 910 are used to hold the inner and portions Spring mount sides 66 'together and connecting rods 922a and 924a that are placed on the sides of hole 910a are used to hold the inner and outer spring mount portions 66a' together. Connecting rods 924a and 922a, 922, and 924 are shown in Figures 33 through 36 as threaded bolts that fully traverse outer mount 120 'and inner mount 130'. Nuts 923 and 925, and 923a 925a appear and are used on the inside of the mount mount 90 '; however, the nuts on the outer side of the mount mount 90 'could also be used. Furthermore, connecting rods 922, 924 and 922a and 924a could also extend through either 120 'outer mount or 130' inner mount and thread into a threaded hole in the other mount, and therefore need not extend through two 120 'outer mount and 130' inner mount.

Figure 36 shows an interior suspension view of the vehicle 50 'shown in Figures 33 to 35. The spring module 70 is shown attached to the rail clamping portion of the frame 58. The spring module 70 includes an opening 64. Located within at least a part of the opening 64 are (i) a spring mounting 66, (i) a cutting spring 72 positioned between a first spring mounting wall 66 and a first opening 64 side wall 80, (Ii) a cutting spring placed between a second spring mounting wall 66 and a side wall of opening 82 82 and (iv) a load damper 76 placed on top of spring mounting 66 and below of an upper wall 84 opening 64.

A second spring module 70a is positioned adjacent to the spring module 70 and is also attached to the frame rail clamping portion 58. The spring module 70a includes an opening 64a. Placed in at least a part of the opening 64a are (i) a spring assembly 66a ', (i) a third cutting spring 72a' positioned between a first side wall of the spring assembly 66a and an opening side wall 80a 64a, (il) a fourth cutting spring 74a 'positioned between a second side wall of spring assembly 66a and a second side of opening wall 82a 64a, and (iv) a load damper 76a positioned on top of spring assembly 66a and below an upper wall 84a of opening 64a. Connecting rods 922 and 924 are shown placed on the sides of hole 910 and are used to hold the interior and side portions of the spring mount 66 'together and connecting rods 922a and 924a are shown on the sides of hole 910a and are used to hold the interior and side portions of the spring mount 66a 'together.

Figures 37 and 38 are perspective views of a mount mount 90 'shown in Figures 33-36 and consisting of an outer mount 120' and an inner mount 130 '. Figures 39 and 39A are perspective views of the inner mount 130 '. According to the described modalities, the inner mount 130 'can be identical to the outer mount 120'. Alternatively, the inner mount 130 'may be identical to the outer mount 120' except that holes 910 and 910a can be drilled through which threaded rods 146 and 146a are installed in one of those hole mounts and mounting holes in the other frame can be uncovered holes. Similarly, holes for connecting rods 922 and 924, or 922a 924a can also extend all the way, or can span threaded holes 5.

Mounts 120 ', 130' each include top and bottom portions. Each top of the mount 120 ', 130' includes two spring mount portions. Each of the two spring mounts mount portions 120 'interface for corresponding spring mount portions mount 130' to form respective spring mounts 66 and 66a '. The lower part 10 of the outer mount 120 includes a lower mounting section 136, and the lower part of the inner mount 130 includes a lower mounting section 134. The lower mounting sections may be spherical, conical or wedge-shaped. and they can form a mechanical joint when attached to a pivoting beam as known in the art. Furthermore, the lower portions of the outer mount 120 and inner mount 130 may be similar to the lower portion portions of the frames described in US Patent No. 7,926,836.

As shown in one or more of Figures 37, 38, 39 and 39A, the upper part of the outer mount 120 'is identified as the upper part of the portion 140', and the upper part of the inner mount 130 'is identified as top 142 '. As shown in FIG. 39 and / or FIG. 39A, upper portion 142 'includes a spring-mount portion 143' and a spring-mount portion 145 '. The spring mount portion 143 'includes spring mount side portions 143a' and 143b 'and the interface of the spring mount portion 143f. Similarly, the spring mount portion 145 'includes spring mount side portions 145a' and 145b 'and interface of the spring mount portion 145f. Each side portion of the upper portion spring assembly 140 'and 142' includes a pair of flanges and a conical surface.

As shown in Figure 39, the side portion of the spring mount 143a 'includes flanges 143c' and 143d 'and tapered surface 191a', and the side portion of the spring mount 145b 'includes flanges 145c' and 145d 'and tapered surface 191b '. As shown in Figure 39A, side portion of spring mount 143b 'includes flanges 143e' and 143g 'and tapered surface c 191 and side spring mount portion 145a' includes flanges 145e 'and 145g' and tapered surface 191 '.

The upper portions 140 ', 142' of the frames 120 ', 130' include a number of significant advantages over the frames and frame assemblies shown in US Patent No. 7,926,836. For example, upper portions 140 ', 142' of frames 120 ', 130' can be drawn together (eg, drawn in contact with each other) by threaded rods 146 and 146a (shown in Figures 21A and 21B). Of course, the press like a hydraulic or pneumatic press could be used to draw the top portions 140 'and 142' together. In this way, the interface of the spring mounting part 143f is brought into contact with a corresponding interface of the upper spring mounting portion 140 'and the interface of the spring mounting part 145f is extracted in contact with another corresponding interface. from the top mount portion of the spring 140 '.

In accordance with this design, portions of the top 140 ', 142' can serve as spring supports. In particular, the upper portions 140 ', 142' include ends first 150 ', 152' itself form first surface mount load damper 155 'first spring mount 66' adapted to have a first load damper mounted thereon. Similarly, upper portions 140 ', 142' also include second ends 160 ', 162' thereof which form the second load-damping mounting surface of the 165 'second 66a' spring mount adapted to have a second shock absorber mounted on it. Of course, while the two load damper mounting surfaces are shown, only one, or perhaps three, or more load damper mounting surfaces may be set on the tops 140 ', 142' in a manner similar to Figure 28. Thus, the spring mounts 66 'and 66a' are integrally attached to the mount, as opposed to the mount shown in US Patent 7,926,836. In fact, the spring mounts 66 'and 66a' are preferably integrally formed with mounts 120 'and 130', as shown in Figure 33. With this design, the need for separate spring mounting is eliminated. Of course, integral spring mounts with the mount are not required and spring mounts that are separate from the mount can be used for particular applications, as shown for example in Figure 27.

As mentioned above, the upper portions 140 ', 142' of the outer frame 120 'and inner frame 130' are connected together. As explained in greater detail below, a connecting rod may be a bolt, screw, threaded or unthreaded, or other suitable fastener and may be used to connect the mounts together. As illustrated in Figures 37 and 38, connecting bars 922 and 924 and connecting bars 922a and 924a will show where the connection of the mounts can be made. Although two connecting rods 922 and 924 are shown for spring mounting 66 ', it is possible to use only a single connecting rod, or additional connecting rods as desired.

Figure 38 further illustrates the portions of the threaded rod of connecting rods 922 and 924 and 922a 924a, with nuts 923 and 925, and nuts 923a and 925a attached by connecting with each other with the saddles. As noted above, connecting rods do not need to be threaded, but an unthreaded rod could instead be held in place with a pin or other suitable retention device.

Depending on the application, the described vehicle suspension 50 'may not utilize shock absorbers on the top surface of the spring mounts, and the shock absorbing mounting surfaces 155' and 165 'may not be necessary. However, even in the absence of a load-damping mounting surface, with the mounting design of the mount 90 'shown in Figures 38 and 39, the upper portions 140', 142 'can still serve as a spring support . In particular, the upper portions 140 ', 142' include first ends 150 ', 152' themselves which together form a first V-shaped side wall 190 'of the spring assembly 66', which engages and compresses a first cut spring having a corresponding V-shaped surface (not shown, but see below).

Similarly, upper portions 140 ', 142' also include second ends 160 ', 162' same which form a second V-shaped face wall 190a 'of the spring mount 66a', which conforms to contact and compresses a cutting spring second having a corresponding V-shaped top surface (also not shown, but see below). While the V-shaped side walls 190 'and 190a' are revealed, the mounts could be designed such that it ends only 150 'and 152' or ends 160 'and 162' includes a V-shaped side wall. Again, With the design shown in Figure 33, the need for separate spring mounting in contact with a cutting spring is eliminated.

As described above, there are two openings (64 and 64a) in the vehicle suspension 50 '. The mount for the 90 'mount also includes a third V-shaped wall 190b' positioned between the side walls 190 'and 190a', as well as a fourth V-shaped wall 190c 'in front of the V-shaped wall 190b' and between the side walls 190 'and 190a'. The V-shaped walls 190b 'and 190c', together with the side walls 82 and 80a, respectively (of spring module 70 and 70a shown in Figures 33 to 36) are also adapted to contact and compress additional cutting springs having corresponding V-shaped surfaces (not shown, but see below).

Figure 39 and / or Figure 39A further illustrate surface 155a 'that provides one half of the shock absorber mounting surface 155' is shown in Figures 37 and 38 and surface 165a 'provides one half of the shock absorber load Surface mount 165 'is shown in Figures 37 and 38. Thus, surface 155a 'is part of an interior part 66b' first spring assembly 66 'shown in Figures 37 and 38 and surface 165a' is part of interior part 66c 'of the second spring assembly 66a' shown in Figures 37 and 38.

Figure 39 also illustrates a conical surface 191a 'that forms a half of the V-shaped wall 190a' at mounting end 162 'of the mount 90' and conical surface 191b 'that forms a half of the wall in the form of V 190b 'is shown in Figures 37 and 38. Furthermore, through holes 922b and 924b appear to be placed over through hole 910 through holes allowing connecting rods 922 and 924 to pass and openings 922d and 924 d appear to be placed through through hole 910a allowing connecting rods 922a and 924a to pass completely.

Figure 39A also illustrates the tapered surface 19Γ that forms one half of the V-shaped wall 190 'at the 152' end of the mount mount 90 'and tapered surface 191c' that forms a wall of the half shaped V 190c is shown in Figures 37 and 38.

Figure 40 is a perspective of the cutting spring 300 ', sometimes referred to as a V-spring. The cutting springs 72', 72a ', 74' and 74a 'shown in Figures 33 to 36 can be arranged the cutting spring 300 'is shown in Figures 40 to 42. The cutting spring 300' is similar to the cutting spring 300 shown in Figures 9 to 13 in that it includes a base plate 302 and a shaped plate of V 310. However, the cutting spring 300 'includes first intermediate plate 315 and second intermediate plate 317, which appear as flat plates in Figures 40 to 42. However, it is also possible to include only a first intermediate plate that is flat, two plates intermediates that are V-shaped, or a V-shaped intermediate plate and an intermediate flat plate.

At the cutting spring 300 ', the V-shaped plate 310 results in the cutting spring 300' having a V-shaped wall 310a adapted in contact with a corresponding V-shaped side wall of a spring assembly, although the surface of the V-shaped wall 310a could be V-shaped even in the absence of V-shaped plate 310. Cutting spring 300 'includes an elastomer section 306 between base plate 302 and first intermediate 315, an elastomer section 308 between first intermediate plate 315 and second intermediate plate 317, and an elastomeric section 318 between second intermediate 317 and shaped plate. V 310. Of course, the cutting spring could be made without one or more plates 302, 315, 317 and 312. For example, the cutting spring could be all elastomer, it has a base plate 302 without intermediate plates 315 and 317; the motherboard 302 and 310 but there are no intermediate plates etc. Furthermore, the base plate 302 could also be V-shaped as plate 310, and all plates 302, 315, 317, and 310 can be V-shaped. In such a case, the side wall of the base plate contacting opening 302. it could also be a corresponding V-shape.

Furthermore, the cutting spring 300 'is shown to have the geometry of a preferred embodiment. It will be appreciated that the base plate 302 cannot even include a plate as noted above. Furthermore, the base plate or base 302 of the cutting spring 300 'could also be placed on the side walls of the opening in the spring module using nails, screws, etc. in a known and conventional way. Thus, the cutting spring should not have, but may have, the geometry shown in Figures 40 to 42.

FIG. 41 is a plan view of the cutting spring 300 formed by base plate 302, V-shaped plate 310, first intermediate plate 315, and second intermediate plate 317. Base plate 302 includes a first flange 304 extending from a first end of the V-shaped plate 310 itself and a second flange 305 extending from a second end also of the V-shaped plate 310. The base plate 302 engages in contact with a first side wall of a spring suspension opening of a vehicle suspension (eg, 64 opening side wall 80 in vehicle suspension spring module 50 'in the figures. 33 to 36). Friction forces on shear spring 300 ', one side wall of an opening spring module, and a V-shaped wall of a spring mounting provide the primary means of preventing lateral movement of the cutting spring 300'. The first flange 304 and the second flange 305 of the base plate 302 are designed to extend beyond the edges of the first and second side of a side wall of a secondary spring module opening to restrict the lateral displacement of cutting spring 300 ' with respect to the vehicle suspension 50 '.

Intermediate plates 315 and 317 provide additional resistance to lateral forces by acting on shear spring 300 ', like lateral forces in one. direction of the V-shaped plate 310 to the base plate 302. The intermediate plates 315 and 317 are shown as flat plates parallel to the base plate 302. However, the intermediate plate 312 could have a greater or lesser angle to the V shape as desired.

The V-shaped plate 310 can be bent from straight plates. Since the V-shaped plate 310 is V-shaped, the V-shaped plate 310 has an angle that is less than 180 degrees. Figure 41 shows an included angle 311 formed by the V-shaped plate 310. The included angle 311 can be a number of degrees that fall within any one of a plurality of angle ranges including, but not limited to, the angle ranges (i) 90⁰ at 179 °, (ii) 90 ° at 170 °, or (iii) 115 ° at 125 °. According to that last range, the included angle 311, for example, can be 115 °, 116 °, 117 °, 118 °, 119 °, 120 °, 121 °, 122 °, 123 °, 124 °, 125 ° or a non-integer number angle between two of the mentioned angles.

Fig. 42 is to one side of the cutting spring 300. The cutting spring 300 has a vertical displacement of the free state of 30 between its end plates (ie, base plate 302 and 310 the V-shaped plate). Preferably, the vertical displacement of the free state of 301 is equal to half the vertical suspension travel of the vehicle 50 'is shown in Figures 33 to 36. This is done to minimize an induced torque on the cutting spring 300 'by virtue of the compression load acting on the cutting spring 300' applied to the plates of both ends. A couple is an induced moment when equal and opposite forces act on a body, but they are not collinear. The effect of torque on the cutting spring 300 'is to induce rotation within the spring that could cause the spring to rotate within a spring module enough enough to relieve compression of the cutting spring and set the elastomer sections (eg, sections of elastomers 306, 308 and 318) in tension. Compensation of both shear spring plates 300 'at a distance equal to half of the suspension's vertical travel results in pairs in fully traced conditions and rebound being equal but opposite in direction (the magnitude of these pairs is the half that of a spring with no offset or offset equal to that of the vertical suspension travel of the vehicle 50 ').

According to the described modalities shown in Figures 33 to 42, cutting spring 300 'can be manufactured from elastomeric sections 306, 308 and 318 attached to plates 302, 315,

317 and 310. Elastomeric sections 306, 308, and 318 can encompass an elastomeric material (ie, an elastomer) such as natural rubber, synthetic rubber, styrene butadiene, synthetic polyisoprene, butyl rubber, nitrile rubber, ethylene-propylene rubber, rubber. polyacrylic, high-density polyethylene, thermoplastic elastomer, a thermoplastic olefin (TPO), urethane, polyurethane, a thermoplastic polyurethane (TPU), or some other type of elastomer. In this regard, and in particular, elastomeric sections 306, 308, and 318 may encompass an elastomer defined as American Materials and Testing Society ASTM D2000 M4AA 717 A13 B13 C12 F 17 ΚΙ I Zl Z2. In this case, Zl represents natural rubber and Z2 represents a durometer selected to achieve a desired cut rate. The selected durometer can be based on a given predefined scale, such as the Shore A scale, ASTM D2240 type A scale, or ASTM D2240 type D scale. In a preferred embodiment, according to the Shore A scale, for example, of Z2, it is preferably 70 ± 5. In another embodiment, according to the Shore A scale, Z2 is, for example, within the range of 50 to 80. Other examples of Z2 and intervals for Z2 are also possible.

In another sense, elastomeric sections 306, 308, and 318 may encompass a viscoelastomeric material that (i) has elastic characteristics when the shear spring 300 is under a load within a given range and when the load is removed, and (i) has Non-elastic characteristics (for example, not reverting to an uncharged original shape) if the applied load exceeds the largest load in the given range. The given range can range from no load to a maximum expected load in addition to a certain threshold. The given threshold represents the possible shear spring overload 300. For example, the viscoelastomeric material may encompass amorphous polymers, semi-crystalline polymers, and biopolymers. Other examples of viscoelastomeric materials are also possible.

In accordance with the example embodiments, elastomeric sections 306, 308 and

318 they can also cover one or more fillers. Fillers can optimize the performance of elastomeric sections 306, 308, and 318. Fillers can include, but are not limited to, wax, oil, hardener, or carbon black. These fillers can optimize performance by improving the durability and / or tuning of elastomer sections 306, 308, and 318 for a given shear load and a given compression load applied to elastomer sections 306, 308, and 318. Improving durability through the use of fillers can include, for example, minimizing an increase in temperature versus elastomeric characteristic load sections 306, 308, and 318 or maximizing the shape retention of elastomeric sections 306, 308, and 318.

Cutting spring 300 'can be formed, for example, by inserting plates 302, 315, 317 and 310 into a mold (not shown). The plates can each be covered with a lining material. For example, the coating material may encompass a material made of zinc and phosphate, modified with calcium. The coating material may have a layer weight of 200-400 milligrams per 0.092 square meter. Other examples of the coating materials are also possible. A bonding agent can be applied to the coated plates for bonding plates 302, 315, 317, and 310 to elastomeric sections 306, 308, and 318. For example, the bonding agent may encompass Chemlok® manufactured by the Lord Corporation, Cary, North Carolina, United States. Other examples of the binding agent are also possible. Applying the coating material and / or applying to the bonding agent can occur before, during, or after insertion of plates 302, 315, 317, and 310 into the mold. After applying the coating material and bonding agent, the elastomeric material (in a pourable form) can be introduced into the mold to form the elastomeric sections 306, 308, and 318.

In a preferred embodiment, any exposed portions of the plates 302, 315, 317, and 310 (eg, a portion of the plates not covered by the elastomeric material) are protected from corrosion by a means other than elastomeric material. In other embodiments, some exposed portions of the plates 302, 315, 317, and 310, (for example, the edges of the plates) may not be protected against corrosion, while the other exposed portions of the plates are protected against corrosion. .

Plates 302, 315, 317, and 310 can be made of any of a variety of materials, including, but not limited to, iron, steel, aluminum, plastic, a composite material, or some other material. Plates 302, 315, 317, and 310 can be encapsulated entirely, or at least substantially, in elastomer to improve their resistance to corrosion and friction in the mating suspension members. For example, plates 302, 315, 317, and 310 may consist of plates with a thickness ranging from 0.125 inch (3.175 mm) to 0.25 inch (6.35 mm).

The vehicle suspension 50 'can be drawn together in the same way as the suspension mounting method described above 50. Therefore, with reference to Figures 33 to 36, the vehicle suspension 50 'can be mounted using a method includes the steps of (i) providing a frame fixing portion 58 adapted for connection to a frame frame stringer. vehicle has a spring module 70 attached to the frame clamping portion 58 where the spring module 70 has an opening 64 defined by a top wall 84, a bottom wall 86 and first and second walls 80, 82 of the spring module, (i) placing a first part of a first spring assembly 66 'inside the opening 64, (iii) placing a first cutting spring 72' between a first conical surface of the first spring mount 66 'and a first wall side 80 of the opening 64 of the first module of the spring 70, (iv) placing a second cutting spring 74 'between a second conical surface of the first spring mount 66' and second side wall 82 of the opening 64 of the first spring module 70, (v) upon positioning in a second part of the first spring assembly 66 'inside the opening 64, (vi) placing a first tie-rod connection 164 (see Figures 21A and 21B) through a hole in at least one of the first part of the first spring assembly 66 'or the second part of the first spring assembly 66' , and (vii) the first threaded rod 146 (see Figures 21A and 21B) to join the first part of the first spring mount 66 'the second part of the first spring mount 66' and to compress the first cutting spring 72 'between the first side wall of the first spring assembly 66 'and 80 of the wall opening the first side 64 of the first spring module 70, and also to compress the second cut spring 74 'between the second side wall of the first spring assembly 66' and 82 of the wall opening the second side 64 of the first spring module 70. The cut springs 72a 'and 74a 'are compressed between the spring mount 66a' and walls 80a and 82a in a similar manner using a threaded rod 146a.

However, the vehicle suspension mounting method 50 'differs from vehicle suspension 50 in that the mount assembly 90' includes additional through holes to connect the outer mount 120 'and inner mount 130' via connecting rods 922 and 924, as well as 922a and 924a .. After the threaded rods 146 146a are used to pull out and connect the outer saddle (as shown in Figures 2, 3 and 21A and 21B) and described above, then connecting rods 922 and 924 placed over 910 through the hole are used to further secure the outer mount 120 'and inner mount 130' together and connecting rods 922a and 924a placed over the through hole 910a are used to further secure the outer mount 120 'and inner mount 130' together. At this point, the threaded rods 146 and 146a can be, but are not necessary, removed, leaving connecting rods 922 and 924, and 922a 924a securing outer mount 120 'and inner mount 130' together. Figures 33 to 36 show a vehicle suspension 50 'with threaded rods 146 and 146a taken out of through holes 910 and 910a of the vehicle suspensions 50'.

The use of two connecting rods 922 and 924 for the mounting spring 66 'and two connecting rods 922a and 924a for spring mounting 66' can provide for additional force which is greater than using a single threaded rod 146 or 146a for each mounting of spring.

One of the benefits of using a 922 or 924 connecting rod after the threaded rod 146 has been used to extract the outer mount 120 'along with the inner mount 130' is that it can be shorter than the threaded rod 146, as the length The connecting rod 922 or 924 need only be long enough for the fixing of a nut or other fixing device after the outer mount 120 'and inner mount 130' have been removed together. Conversely, threaded rod 146 must be long enough to extend through outer mount 130 'and inner mount 120' before they are drawn together, resulting in a potentially undesirable protrusion of threaded rod 146 extending from suspension.

In addition to having two connecting rods on each spring mount it provides a redundancy in suspension, in that if one rod fails, the connecting rod will still hold the outer mount 120 'and inner mount 130' together. Where two springs are used with two connecting rods per spring mounting, then there would be four connecting rods with 120 'outer mount and 130' inner mount together. In this case, if one of the connecting rods failed, then there would be three connecting rods with the outer mount 120 'and the inner mount 130' together.

The pivoting beams with the various example vehicle suspensions described can be constructed in any of a variety of arrangements. In that sense, the number of or dimensions of various plates used to construct the low beams can vary between the various pivot beam arrangements. In addition, the suspension pivoting beams of each vehicle may be considered the vehicle suspension through different components such as, for example, a set of components that includes a mount bushing and threaded connecting rods or a set of components that includes a U-bolt and a pair of nuts.

Figures 43 to 47 are directed to cutting spring 350, which includes an alternative cutting spring design that can be used in vehicle suspension 50 shown in Figures 1 to 2 and 22 to 26, and vehicle suspension 50 'is shown in Figures 33 to 36. In particular, the cutting springs 72, 74, 72a and cutting spring 72 '74', 72a and 74a shown in Figures 1 to 2 and 22 to 26 can be arranged as cutting spring 350 shown in Figures 43 a 47 and cutting springs 72 ', 74' 72a 'and 74a' shown in figures 33 to 36 can be arranged as cutting spring 350 shown in figures 43 to 47. Furthermore, the cutting spring 350 shown in Figures 43 to 47 can be used in suspension 1050 shown in Figures 48 and 49. In particular, in a preferred embodiment, the cutting springs 1072, 1074, 1072a and 1074a In suspension 1050 they can be arranged as a cutting spring 350 as shown in Figures 43 to 47.

Figure 43 is a perspective view of cutting spring 350 which is similar to spring 300 shown in Figures 9 to 13 and cutting spring 300 'shown in Figures 40 to 42 as it includes a base plate 380 and a plate 360 ​​with a V-shaped top surface. The cutting spring 350 also includes a first intermediate plate 370 which appears as a flat plate in Figures 43 to 47. However, in other embodiments, it is also possible to include additional intermediate plates, as desired. It will be appreciated that the terms upper lower and base are used in the specification and claims only to provide relational references for the cutting spring components. However, the terms upper lower and base in no way require the cutting spring to be oriented in any particular way on a vehicle suspension. In fact, it will be appreciated that cut spring is shown in vehicle suspension 50, 50 'and 1050 the cut spring positioned with the base plate and upper surface of the cut spring are mounted in a generally horizontal position. Thus, the cutting spring 350 can be oriented horizontally, vertically, or somewhere in between.

In cut spring 350, 360 the plate has a V-shaped top surface resulting in cut spring 350 has a V-shaped outer surface comprising surfaces 362 and 364 that conform to the corresponding V-shaped contact side of a spring mount. As used herein, the term V-shape is broadly interpreted to cover two walls at an angle to one another, they may or may not join at one point. In other words, the apex of the V-shaped surface can be rounded or even flat. Metal supports 366 appear on the top surface of plate 360 ​​within surfaces 362 and 364 that are used during the molding process. In addition, the corners of the plates 360, 370 and 380 also expose to facilitate the molding process.

Figure 44 shows a final view of the cutting spring 350 shown in Figures 43 and 47 shows a final cross-sectional view of the cutting spring 350 shown in Figure 43 taken along line 47-47. It will be appreciated that 360 the plate has a flat bottom surface positioned below the top angle surface 363 and 373 of the plate 360 ​​361. In other words, plate 360 ​​has a generally triangular shaped cross section with top angled surfaces 363 and 373 at apex 365 at the top and a lower flat surface 361. When using a formed plate, or a plate that is bent to form the V-shaped surface, the thickness of the plate remains generally constant, and the void apex area must be filled with an elastomer such as rubber, resulting in an undesirable imbalance in compression and cut rates through the cut spring laminate section. Imbalances in compression and shear rates can lead to compromises resulting in less than optimal results.

Figure 45 shows a side view of the cutting spring 350 and Figure 46 shows a cross-sectional view of the cutting spring 350 shown in Figure 45, taken along the line 46-46. Cutting spring 350 includes an elastomeric section 374 between base plate 380 and first intermediate plate 370, and an elastomeric section 372 between intermediate first plate 370 and plate 360. It will be seen that the bottom surface 361 of the top plate 360 ​​is parallel to the top surface of the intermediate plate 370, and the bottom surface of the intermediate plate 360 ​​is parallel to the top of the base plate 380. As a result, the thickness elastomeric section

372 extending between the bottom surface 361 of 360 the top plate and the top surface of intermediate plate 370 are constant through its section and the thickness of the elastomeric section 374 that extends between the bottom surface of intermediate plate 360 ​​and the part Top of base plate 380 is also constant through its cross section.

With the configuration of the top plate 360 ​​in Figures 43-47, with a flat bottom surface 361 and V-shaped top surfaces 363 and 373, the cross section of the plate 360 ​​naturally fills the evacuated apex of the shaped outer surface V 362 and 364, which is something that cannot be achieved when using a formed or bent plate. Since the thickness of the elastomeric sections 372 and 374 are constant, it is possible to equalize the compression and tension in each elastomeric section 372 and 374 of the cut through its entire cross section which results in an optimized design.

In a preferred embodiment, the thickness of the elastomeric section 372 and the thickness of the elastomer section 374 are equal and having a thickness of 32 millimeters. The thickness of the intermediate plate 370 can be 3,175 millimeters. Furthermore, the top plate 360 ​​can preferably be made of an extruded aluminum profile. The width of the bottom 361 of the 360 ​​top plate may be 168 millimeters, with the apex 365 being around 18 millimeters thick.

Fig. 44 is a plan view of the cutting spring 350 comprising base 380, intermediate plate 370 and upper plate 360. The base plate 380 includes a first flange 390 extending from a first end of the upper 360 plate itself and a second flange 392 running from a second end also away from the top plate 360. The base plate 380 fits in contact with a first side wall of a spring suspension opening of a vehicle suspension (for example, 64 opening side wall 80 in the vehicle suspension spring module 50 'in the figures 33 to 36). Frictional forces on cutting spring 350, a side wall of an opening spring module, and a V-shaped wall of a spring mounting provide that primary means of preventing lateral movement of cutting spring 350. The first flange 390 and the second flange 392 of the base plate 380 are designed to extend beyond the first and second side edges of a side wall of a spring module opening to restrict the lateral movement of secondary cutting spring 350 with respect to vehicle suspension 50 or 50 '.

Intermediate plate 370 provides additional resistance to lateral forces by acting on shear spring 350, such as lateral forces in one direction from upper plate 360 ​​to base plate 380. Since the upper surface of plate 360 ​​is V-shaped, the 360 ​​top plate has an angle that is less than 180 degrees. The included angle may be a number of degrees that fall within any one of a plurality of angle ranges including, but not limited to, the angle ranges (i) 90 ° to 179 °, (ii) 90 ° to 170 °, or ( iii) 115 ° to 125 °. According to this last range, the included angle, for example, can be 115 °, 116 °, 117 °, 118 °, 119 °, 120 °, 121 °, 122 °, 123 °, 124 °, 125 ° or a non-number integer angle between two of the mentioned angles.

In a preferred embodiment, best seen in Figures 44 and 47, the 360 ​​top plate 5 has a V-shaped apex of the surface that lies on a centerline 365 passing perpendicularly through the center of the 360 ​​top plate and the center of the base plate 380, which is equidistant from an internal 390 flange surface 390 and an internal surface 392a from the center line of the base plate flange 392 380. Since the top surfaces 363 and 373 of the 360 ​​top plate are the same length, the apex 365 can be placed.

Cutting spring 350 is shown that the geometry of a preferred embodiment, including flanges 390 and 392 extends downward from base plate 380. However, base plate 380 cutting spring 350 could also be placed on the side walls of the opening. on the spring module using nails, screws, etc. in a known and conventional way. Thus, the cutting spring should not have, but may have, the geometry shown in Figures 43 15 to 47.

According to the described modalities shown in Figures 43 to 47, cutting spring 350 can be manufactured from elastomeric sections 372 and 374 to plates 360, 370 and 380. Elastomeric sections 372 and 374 can encompass an elastomeric material (i.e., an elastomer) such as natural rubber, synthetic rubber, styrene butadiene, synthetic polyisoprene, butyl rubber, nitrile rubber, ethylene-propylene rubber, polyacrylic rubber, polyethylene. high density, thermoplastic elastomer, a thermoplastic olefin (TPO), urethane, polyurethane, a thermoplastic polyurethane (TPU) or some other type of elastomer. In this regard, and in particular, elastomer sections 372 and 374 may encompass an elastomer defined as the American Materials and Testing Society ASTM D2000 M4AA 717 A13 B13 C12 F 17 ΚΙ I Zl Z2. In this case, Zl 25 represents natural rubber and Z2 represents a durometer selected to achieve a desired cut rate. The selected durometer can be based on a given predefined scale, such as the Shore A scale, ASTM D2240 type A scale, or ASTM D2240 type D scale. In a preferred embodiment, according to the Shore A scale, for example, of Z2, it is preferably 70 ± 5. In another embodiment, according to the Shore A scale, Z2 is, for example, within the range of 50 to 80. Another 30 examples Z2 and intervals for Z2 are also possible.

In another sense, elastomeric sections 372 and 374 can encompass a viscoelastomeric material that (i) has elastic characteristics when the shear spring 350 is under a load within a certain range and when the load is removed, and (ii) has non-elastic characteristics (for example, do not revert to an uncharged original shape) if the applied load exceeds the 35th largest load in the given range. The given range can range from no load to a maximum expected load in addition to a certain threshold. The given threshold represents the possible shear spring overload 350. For example, the viscoelastomeric material may encompass amorphous polymers, semi-crystalline polymers, and biopolymers. Other examples of viscoelastomeric materials are also possible.

In accordance with the example embodiments, elastomeric sections 372 and 374 can also span one or more fillers. Fillers can optimize the performance of elastomeric sections 372 and 374. Fillers can include, but are not limited to, wax, oil, hardener, or carbon black. These fillers can optimize performance by improving durability and / or tuning of elastomer sections 372 and 374 for a given shear load and / or a given compression load applied to elastomer sections 372 and 374. Improving durability through the use of fillers can include, for example, minimizing a temperature rise versus characteristic load of elastomer sections 372 and 374 or maximizing the shape retention of elastomer sections 372 and 374.

Cutting spring 350 can be formed, for example, by inserting plates 360, 370 and 380 into a mold (not shown). The plates can each be covered with a lining material. For example, the coating material may encompass a material made of zinc and phosphate, modified with calcium. The coating material may have a layer weight of 200-400 milligrams per 0.092 square meter. Other examples of the coating materials are also possible. A bonding agent can be applied to coated plates for Bonding Plates, 360, 370, and 380 elastomeric sections 372 and 374. For example, the bonding agent may encompass Chemlok® manufactured by Lord Corporation, Cary, North Carolina. , United States. Other examples of the binding agent are also possible. Applying the coating material and / or applying to the bonding agent can occur before, during or after insertion of the plates, 360, 370 and 380 in the mold. After applying the coating material and bonding agent, the elastomeric material (in a pourable form) can be introduced into the mold to form the elastomeric sections 372 and 374.

In a preferred embodiment, any exposed portion of the plates 360, 370, and 380 (eg, a portion of the plates not covered by the elastomeric material) is protected from corrosion by a means other than elastomeric material. In other embodiments, some exposed portions of the plates 360, 370, and 380 (eg, the edges of the plates) may not be protected against corrosion, while the other exposed portions of the plates are protected against corrosion.

360, 370, and 380 plates can be made from any of a variety of materials, including, but not limited to, iron, steel, aluminum, plastic, a composite material, or some other material. Plates 360, 370, and 380 can be encapsulated entirely, or at least substantially, in I elastomer to improve their resistance to corrosion and friction in the coupling suspension members. On the other hand, as for example, plates 370 and 380 can span plates with a thickness ranging from 0.125 inch (3.175 mm) to 0.25 inch (6.35 mm).

The cutting spring 350 shown in Figures 43 to 47 can be used in suspension 1050 shown in Figures 48 and 49. In particular, in Figures 48 and 49, suspension 1050 includes a 1058 chassis bracket having a first spring module 1070 and a second spring module 1072. The spring module 1070 includes a cutting spring 1072 positioned between a 1080 wall and a spring mounting wall 1066 and a cutting spring 1074 located between the side wall 1082 and a side wall of the spring assembly 1066. Similarly, the module Spring 1070a includes cutting spring 1072a positioned between a wall 1080a and a side wall of spring mounting 1066a, and cutting spring 1074a positioned between side wall 1082a and a side wall of spring mounting 1066a. One 1076a shock absorber is placed on the 1066a spring mounting top and another 1076a shock absorber is placed on the 1066a spring mounting top. 1090 mount mount and 1090a mount mount are attached to 1066 and 1066a spring mount. In a preferred embodiment, cut springs 1072, 1074, 1072a and 1074a are configured as cut springs 350 shown in Figures 43 to 47.

The exemplary embodiments of the present invention have been described above. Those skilled in the art will understand that changes and modifications can be made to the described embodiments without departing from the true scope and spirit of the present invention, which is defined by the claims.