CA2070859C - Tandem axle suspension for vehicle - Google Patents
Tandem axle suspension for vehicleInfo
- Publication number
- CA2070859C CA2070859C CA 2070859 CA2070859A CA2070859C CA 2070859 C CA2070859 C CA 2070859C CA 2070859 CA2070859 CA 2070859 CA 2070859 A CA2070859 A CA 2070859A CA 2070859 C CA2070859 C CA 2070859C
- Authority
- CA
- Canada
- Prior art keywords
- leaf
- spring assembly
- vehicle
- steering
- frame
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G5/00—Resilient suspensions for a set of tandem wheels or axles having interrelated movements
- B60G5/04—Resilient suspensions for a set of tandem wheels or axles having interrelated movements with two or more pivoted arms, the movements of which are resiliently interrelated, e.g. the arms being rigid
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
Disclosed is a tandem axle suspension for use in a vehicle such as a truck or semi-trailer, which is particularly efficient and stable and well adapted for use when the axles support steering wheels. The suspension has, on each side, front and rear leaf-spring assemblies that are aligned with respect to each other and positioned forwardly and rearwardly of an equalizer beam. The front leaf-spring assembly has a front end pivotably connected by a pin to the vehicle frame and a rear end connected by a shackle to the front end of the equalizer beam. The rear leaf-spring assembly has a front end pivotably connected by a pin to the rear end of the equalizer beam and a rear end connected by a shackle to the frame of the vehicle.
Disclosed is a tandem axle suspension for use in a vehicle such as a truck or semi-trailer, which is particularly efficient and stable and well adapted for use when the axles support steering wheels. The suspension has, on each side, front and rear leaf-spring assemblies that are aligned with respect to each other and positioned forwardly and rearwardly of an equalizer beam. The front leaf-spring assembly has a front end pivotably connected by a pin to the vehicle frame and a rear end connected by a shackle to the front end of the equalizer beam. The rear leaf-spring assembly has a front end pivotably connected by a pin to the rear end of the equalizer beam and a rear end connected by a shackle to the frame of the vehicle.
Description
2 ~ 7 0 ~ 5 9 TANDEM AXLE 8U~P~N5ION FOR VEHICLE
B~CKGROUND OF TU~ INVENTION
a ) ~1~1~h~nV~ntiOn The present invention is broadly concerned with a tandem axl~ suspension for u5e in a vehicle such as a truck or semi-trailer~ having a ~rame beneath which twa axles are mounted in tandem relationship through a set o~ leaf spring assemblie6 interconnected by equalizer beams.
The invention is however more particularly yet not re~trictively concerned with a tandem axle suspension for use in a vehicle o~ the above mentioned type, in which the ~ two axles mounted in tandem relationship, æupport 6teering :15 wheels and thus are part of the steering system o~ this vehicle.
b) brief des~ription of the prior art Tandem axle suspension~ of the above mentioned type in ~hich two axles in tandem relationship are attached to four semi-elliptic leaf-epring assemblies symmetrically attache~d on both sides of the vehicle and intercon~ected by ~` means of equalizer beame, are well known in the art and form the subject matter of numerous~patents. sy way of non-restrictive examples of such paten~, reference can be made .
:~25 to the ~ollowing Canadian and U.S. patent6: ~
.
Canadian P-~tent NOB.: :
27 9, 67 4 (WARHU9 ) 19 28 `
527,073 ~BOYLES) 1958 705,029 (~OYS) 1965 1,229,860 (JABLE et al) 1987 U.S. patent No~..:
, .
B~CKGROUND OF TU~ INVENTION
a ) ~1~1~h~nV~ntiOn The present invention is broadly concerned with a tandem axl~ suspension for u5e in a vehicle such as a truck or semi-trailer~ having a ~rame beneath which twa axles are mounted in tandem relationship through a set o~ leaf spring assemblie6 interconnected by equalizer beams.
The invention is however more particularly yet not re~trictively concerned with a tandem axle suspension for use in a vehicle o~ the above mentioned type, in which the ~ two axles mounted in tandem relationship, æupport 6teering :15 wheels and thus are part of the steering system o~ this vehicle.
b) brief des~ription of the prior art Tandem axle suspension~ of the above mentioned type in ~hich two axles in tandem relationship are attached to four semi-elliptic leaf-epring assemblies symmetrically attache~d on both sides of the vehicle and intercon~ected by ~` means of equalizer beame, are well known in the art and form the subject matter of numerous~patents. sy way of non-restrictive examples of such paten~, reference can be made .
:~25 to the ~ollowing Canadian and U.S. patent6: ~
.
Canadian P-~tent NOB.: :
27 9, 67 4 (WARHU9 ) 19 28 `
527,073 ~BOYLES) 1958 705,029 (~OYS) 1965 1,229,860 (JABLE et al) 1987 U.S. patent No~..:
, .
3,378, 277 (GADD~ 1968 4,033,606 ~ (W~RD et al1 1977 - ;.
, ;~ .
2 ~ 7 0 ~
2 ~:
'~
4,~13,695 (REID) 1989 4,907,814 (FORSTER) 1990 ~ ::
~
.. ...
Basically all these known suspensions comprise the same three major structural elements on each side of the vehicle, namely~
1~ a first leaf-spring assembly ~eneath which the lo front axle of the tandem is rigidly attached;
2) an equalizer beam rockably mounted a~ou~ a transversal pivot onto an equalizer support bracket rigidly attached to the frame o~ the vehicle at a short distance : behind the first leaf-spring assembly, this beam being aligned with the first leaf-6pring assembly and having a front end extending forwardly with re6pect to it6 pivot and a rear end extending rearwardly with respect to this pivot;
and 3) a second leaf-spring assembly aligned with the : 20 first leaf-spring assembly and extending behind the equalizer beam, beneath which the rear axle of the tandem is rigidly attached.
, ~ : , So far, the known suspensions essentially differ from each other:in the way the three above mentioned as elements are connected to each other and/or to tha frame of the vehicle.~
In one conventional embodiment, the frant and rear end8 Q~ the equalizer beam are pivotably ~onnected by means o~ shackles to the rear and front ends of the first and :~: 30 second leaf-spring assemblies, xespectively, while the`front :~ ~ . and rear end~ o~ these assemblies are connected to the ~rame of the vehicle in such a manner as to be free to move or `"slide" longikudinalIy with~respect to it (see U.S. patent No. 4,033,606~:~and Canadian~patent No. 1,299,860).
In another conventional embodiment, the rear and front ends of the first and second leaf-spring assemblies are also connected to the ends of the equalizer beam by means of shackles, but the front and rear ends of these àssemblies are connected to the frame o~ the vehicle in such a manner as to be free to pivot but not to slide (see Canadian patent Nos. 279,674; 527,073 and 705,029).
In a further conventional embodiment, the rear and front ends first and second leaf-spring assemblies are lo pivotably yet not slidably connected to the ends of the equalizer beam while the front and rear ends of these assemblies are connected to the frame of the vehicle in such a manner to be free to slide (see U.S. patent Nos. 3,378,277 and 4,907,814) or free to pivot but not to slide (sae U.S.
patnet No. 4,813,695).
All of these known suspensions have praved to be generally efficient. However, they all suffer from the same drawbacks which are:
either to unduly reduce the freedom of the le~t-spring assemblies and thus the efficiency of the same whenthe ends of these assemblies are connected'directly to the frame and equalizer bar, and no sliding is allowed, or to give too much freedom to the leaf-spring assemblies and thus generate instability problems that can only be solved by the use o~ stabilization rods also known as "torque rods".
Moreover, in most o~ the known suspensions where both axles of the tandem are ~ree to slide, another ma;or drawback is encountered. Indeed, due to the way the spring-leaf assemblies are connected, both axles are usually notallowed to move in unison in the same direction when a force is e~erted on one or both oE them. As a matter of Eact, they rather move in opposite directions, thereby applying substantial stress onto rods or bars that may be connected .
, ~ 7 ~ ~ ~`9 ~ ~
therato, such as the steering bars o~ a steering system when the tandem axle is part of such a steering system.
To overcome the latter drawback, it has been suggested to "combine" the three basic structural elements mentioned hereinabove in a completely different manner by connecting the front and rear ends of the equalizer beam to the rear `ends of the first and second spring-leaf assemblies, respectively. See, by way of examples, Canadian patent No. 250,~18 ~MARCUM) o~ 1925 and u.s. patent Nos.
2,226,100 ~LAR~ON) of 1939; 3,580,347 ~McGEE) of 1971 and 3,933,367 (TAMAS) of 1976. However, such a solution makes the suspension more complicated, and not useful as part of a steering system because of a lack o~ space on both sides of the vehicIe frame.
OBJECTS AND SUMMARY OF THE INVENTION
A first ob~ect; of the present invention i~ to provide a tandem axle suspension of the above mentioned type, which does not have any o~ the above mentioned drawbacks.
More particularly, the first object of the invention is to provide a suspension wherein, in use, any force exerted on one of the ~ront and rear axles and causing displacement of this axle as a reeult of a deflection of the corresponding leaf-spring assembly, is transmitted through the equalizer beam to the other axle, and causes simultaneous displacement in sub6tantially the same direction o~ this other a~le. This very precise transfer o~
weight Prom one axle to the other advantageously allows the su8pension to be used when the tandem axles are part of a steering system.
Another object o~ the invention is to provide a ~uspension o~ the above mentioned type, which, thanks to its ~tructure that makes the axles free to follow the rocking motion of the equalizer beam, is capable of better absorbing .
the shocks and thus providing greater comfort.
A further object of the invention is to provide a suspension o~ the above mentioned type, which is long lasting, very reliable in use, easily adaptable to any kind of vehicle, and not subject to frequent maintenance and which, due to its efficiency, substantially improves the life-time of the tires and the wheel mounting and/or steering components.
In accordance with the invention, the above lo objects are achieved with a suspension for use in a vehicle having a frame beneath which a front axle and a~rear axle are mounted in tandem relationship, the suspension comprising, on each side o~ the vehicle~
- a first leaf~spring assembly having a front end and a read end;
- means for pivotably attaching the front end of the first leaf-spring assembly to the frame of the vehicle;
- means for rigidly attaching the ~ront axle centrally beneath the first leaf-spring assembly;
- an equalizer support bracket rigidly attached to the frame of the vehicle at a short distance behind the rear end of the first leaf-spring;
. - an equalizer beam rockably mounted onto the equalizer support bracket about a transversal pivot, the .;
25 equalizer beam being aligned with the ~irst lea~-spring .
assembly and having a front end extending Eorwardly with ~ .
respect to the pivot and a reax end extending rearwardly :
with respect to this pivot;
- means preferably consisting of a first shackle ~::
pivotably attached to the rear end of the first leaf-spring assembly and to the front end of the equalizer beam, ~or ~ .:
operatively interconnecting the same; ; :
- a second leaf-spring assembly also~having a .
~:front end and a rear end, the second leaf-spring assembly ~: B
. .. ....
6 ; ~
being aligned with the ~irst leaf-spring assembly and extending behind the equalizer beam;
- means ~or pivotably attaching the front end of the second leaf-spring assembly to the rear end of the equalizer beam; -- means for rigidly attaching the rear axle centrally beneath the second leaf-spring assembly; and - means preferably consisting of a second shackle ~`
pivotably attached to the rear end of the second leaf-spring lo and to the frame of the vehicle, for operatively intercon-necting the same. ;
In accordance with the invention, the front andrear axles are advantageously mounted beneath the first and second leaf-spring assemblies in such a manner as to extend closer to the front ends of these assemblies than to the rear ends thereof, respectively, while the equalizer beam is simultaneously selected so that its rear end is closer to its transversal pivot than is its front end. Morover, the equalizer beam is preferably mounted onto the equalizer support bracket in such a manner as to extend forwardly downwardly at a slight angle in normal use.
Thanks to this particular arrangement, any force ~;
exerted on one oE the front and rear axles and causing displacement of this one axle as a result of a deflection of the correspondin~ leaf-spring assembly, is transmitted through the equalizer beam to the other axle, and causes simultaneous displacement of this other axle in substantially the same directi~n.
Morever, this particular arràngement is particularly efficient in that it takes advantage of the assymetry of the leaf-spring assemblies relative to their respective axles to achieve optimum transfer of weight.
~.
B
.
.
6a he basic struc~ure and advantages o~ the suspen-sion according to the invention will be better understood ; upon reading the ~ollowing non-restrictive ~ . .
.
':
7 ~07~9 description of a pre~erred embodiment thereo~ given with reference to the accompanying drawings.
BRIEF DESCI~IPTION OF q!H}5 D~
::.
Figure 1 is a side elevational view of the front of a vehiele provided with two axles which are mounted in tandem relationship beneath the vehicle frame with a suspension according to the invention, and which both lo support steering wheels.
Figure 2 is a side elevational view of the suspension shown in Figure 1;
Figure 3 is a partial perspective view of the suspension o~ the vehicle shown in Figure 1, showing also part of the steering system of this vehicle; and Figure 4 which appears on the same sheet of drawings as Figure 1, is a bottom plan view oE the suspension o~ the vehicle shown in Figure ~, on one side thereof.
DESCRIPTION OF A PRE~ERRED EMBODIMENT
;' The suspension according to the invention as it is shown in Figure 1 of the accompanying drawings, is intended 2S to be used in a vehicle 1 having a ~rame 3 beneath which a ~ront a~le S and a rear axle 7 are mounted in tandem relationship. I~ the illustrated embodiment, these ~ront and rear axles 5, 7 ara mounted at the ~ront o~ the vehicle and each support a pair o~ steerable wheels 9.
Referring now to Figures 2 and 4, the suspension according to the invention comprises, on each side of the vehicle, a ~ir~t lea~-spring assembly 11 having a front end 13 and a rear end 15 both shaped to ~orm pin-receiving eyes.
The ~ront end 13 o~ the ~irst leaf-spring assembly 11 is - :
2~8~9 pivotably a-ttached to the frame ~ of the vehicle by means known ~ comprising a ~irst leaf-spring support bracket 17 rigidly attached to the frame, and a ~irst transversal pin 19 extend:ing through the eye provided at the frolIt end 13 of the first lea~-spring assembly.
of course, means'also Icnown ~er se including an axle seat 20 held by U-bolts and nuts (not shown) , are provided for rigidly attaching the frvnt axle 5 centrally beneath the first leaf-spring assembly 11.
lo The suspension according to the invention also comprises, on each side of the vehicle, an equalizer support bracket 21 rigidly attached to the frame 3 at a short distance behind the rear end 15 of the first leaf-spring assembly 11, and an equalizer beam 23 rockably mounted onto the equalizer support bracket 21 about a transversal pivot 25. This e~ualizer beam 23 is aligned with the ~irst leaf-spring assembly 11 and has a front end 27 that extends forwards with respect to the pivot 25, and a rear end 29 that extends rearwards wlth respect to the same pivot 25.
A first shackle 30 i8 pivotably attached with pins to the rear end 15 o~ the ~irst leaf-spring assembly 11 and to the front end 27 of the equalizer beam 23 for operatively interconnecting the sames.
The suspension according to the invention further comprises, on each side of the vehicle, a second lea~-spring assembly 31 also having a front end 33 and a rear end 35 both shaped to ~orm pin-receiving eyes. This ~econd assembly 31 is aligned wlth the ~irBt leaf-spring ass~mbly 11 and extends behind the equalizer beam 21.
Means are provided for pivotably attaching the front end 33 of the second leaf-spring assembly 31 to the rear end 29 of the e~ualizer beam 21. These means preferably comprise a second transversal pin 37 extending through the eye provided at th~ front end 33 of the second leaf-spring ~.
9 :
assembly 31.
Once again, means known per se and including an axle seat 40, are provided for rigidly attaching the rear axle 7 centrally beneath the second leaf-spring assembly 31.
5A second shackle 40 is pivotably attached with pins to the rear end 35 of the second leaf-spring assembly 31, and to a second leaf-spring support bracket 41 rigidly attached to the frame 3 of the vehicle, for operatively interconnecting ths sames.
10The way all these structural components may be shaped and connected is well known in this field and needs not be further described. -As may now be better appreciated, any force exerted in use on one of the ~ront and rear axles, say, for 15 example, axle 5, will cause an upwards and rearwards displacement of this axle as a result o~ the de:Election o~ the corresponding leaf-spring assembly 11. ~uch displacement will in turn be transmitted through the equalizer beam 23 to the other axle 7, which thanks to the 20 second leaf-spring assembly 31 which is mounted in the very same way as the first assembly 11, will allow the second axle 7 to be displaced in substantially the same direction as the axle 5.
Such a particular beahaviour is of the uppermost 25 importance, since it makes the suspension according to the invention ver~ e~icient and stable although it does not comprise any stabilization rods. Moreover, this particular behaviour which allows the axles o~ the tandem to move "in unison", makes the suspension usable when the axles support ~ `
30 æteering wheels as is shown in Figure l. Indeed, in such a ca~e, a minimum of stress is applied to the steering bars and other components o~ the steering system.
As is better shown in Figure 3, the suspension according to the invention may thus be part of the steering ~-B :~
. , , ... . .. . .
. . . ~ .~ ., . ., ~ . .
As is knownin this field, -the steering system may comprise a steeriny knuckle assembly 51 mounted at each end of each axle 5, 7, for allowing a wheeI 9 attached to a shaft s2 forming part thereo~ to pivot about a vertical axis "Z". The steering system may also compise, on each side of the frame of the vehicle:
- a power steering assembly ~3 mounted on the frame 3 of the vehicle between the front and rear axles 5, 7;
lo - a steering lever 55 operatively connected to and actuated by the power steering assembly 53;
- a pair of steering bars 57, 59 having ~irst ends pivotably connected to the steering lever 55 and second opposite ends pi~otably connected by ball socket connectors 61 to steering arms 63 ~orming part of the steering knuckle assemblies 51 mounted at the corresponding ends oF the ~ront and rear axles to steer the corresponding wheels in unison;
and - means for operatively interconnec~ing the wheels 9 mounted on the shafts 52 at the ends of each of the axles 5, 7, these means including steering knuckle arms 65 :Eorming part of the steering knuckle assemblies 51 mounted at the opposite ends o~ each axle, and a tie rod 67 extending transversally to the frame and having ends pivotably ~5 connected to the knuckle arms 65.
As it ma~ again be appreciated, the suspension according to the invention, due to its behaviour in use, prevents the steering bars 57, 59 from be.ing over-stressed and thus the steering system from being either non-operative or difficult to operate in addition to being in need of fre~uent maintenance.
It is of common practice to fix the front and réar axles of a tandem suspension beneath the first and second : . .. , ,,,, , , - ~ , ~
, ;~ .
2 ~ 7 0 ~
2 ~:
'~
4,~13,695 (REID) 1989 4,907,814 (FORSTER) 1990 ~ ::
~
.. ...
Basically all these known suspensions comprise the same three major structural elements on each side of the vehicle, namely~
1~ a first leaf-spring assembly ~eneath which the lo front axle of the tandem is rigidly attached;
2) an equalizer beam rockably mounted a~ou~ a transversal pivot onto an equalizer support bracket rigidly attached to the frame o~ the vehicle at a short distance : behind the first leaf-spring assembly, this beam being aligned with the first leaf-6pring assembly and having a front end extending forwardly with re6pect to it6 pivot and a rear end extending rearwardly with respect to this pivot;
and 3) a second leaf-spring assembly aligned with the : 20 first leaf-spring assembly and extending behind the equalizer beam, beneath which the rear axle of the tandem is rigidly attached.
, ~ : , So far, the known suspensions essentially differ from each other:in the way the three above mentioned as elements are connected to each other and/or to tha frame of the vehicle.~
In one conventional embodiment, the frant and rear end8 Q~ the equalizer beam are pivotably ~onnected by means o~ shackles to the rear and front ends of the first and :~: 30 second leaf-spring assemblies, xespectively, while the`front :~ ~ . and rear end~ o~ these assemblies are connected to the ~rame of the vehicle in such a manner as to be free to move or `"slide" longikudinalIy with~respect to it (see U.S. patent No. 4,033,606~:~and Canadian~patent No. 1,299,860).
In another conventional embodiment, the rear and front ends of the first and second leaf-spring assemblies are also connected to the ends of the equalizer beam by means of shackles, but the front and rear ends of these àssemblies are connected to the frame o~ the vehicle in such a manner as to be free to pivot but not to slide (see Canadian patent Nos. 279,674; 527,073 and 705,029).
In a further conventional embodiment, the rear and front ends first and second leaf-spring assemblies are lo pivotably yet not slidably connected to the ends of the equalizer beam while the front and rear ends of these assemblies are connected to the frame of the vehicle in such a manner to be free to slide (see U.S. patent Nos. 3,378,277 and 4,907,814) or free to pivot but not to slide (sae U.S.
patnet No. 4,813,695).
All of these known suspensions have praved to be generally efficient. However, they all suffer from the same drawbacks which are:
either to unduly reduce the freedom of the le~t-spring assemblies and thus the efficiency of the same whenthe ends of these assemblies are connected'directly to the frame and equalizer bar, and no sliding is allowed, or to give too much freedom to the leaf-spring assemblies and thus generate instability problems that can only be solved by the use o~ stabilization rods also known as "torque rods".
Moreover, in most o~ the known suspensions where both axles of the tandem are ~ree to slide, another ma;or drawback is encountered. Indeed, due to the way the spring-leaf assemblies are connected, both axles are usually notallowed to move in unison in the same direction when a force is e~erted on one or both oE them. As a matter of Eact, they rather move in opposite directions, thereby applying substantial stress onto rods or bars that may be connected .
, ~ 7 ~ ~ ~`9 ~ ~
therato, such as the steering bars o~ a steering system when the tandem axle is part of such a steering system.
To overcome the latter drawback, it has been suggested to "combine" the three basic structural elements mentioned hereinabove in a completely different manner by connecting the front and rear ends of the equalizer beam to the rear `ends of the first and second spring-leaf assemblies, respectively. See, by way of examples, Canadian patent No. 250,~18 ~MARCUM) o~ 1925 and u.s. patent Nos.
2,226,100 ~LAR~ON) of 1939; 3,580,347 ~McGEE) of 1971 and 3,933,367 (TAMAS) of 1976. However, such a solution makes the suspension more complicated, and not useful as part of a steering system because of a lack o~ space on both sides of the vehicIe frame.
OBJECTS AND SUMMARY OF THE INVENTION
A first ob~ect; of the present invention i~ to provide a tandem axle suspension of the above mentioned type, which does not have any o~ the above mentioned drawbacks.
More particularly, the first object of the invention is to provide a suspension wherein, in use, any force exerted on one of the ~ront and rear axles and causing displacement of this axle as a reeult of a deflection of the corresponding leaf-spring assembly, is transmitted through the equalizer beam to the other axle, and causes simultaneous displacement in sub6tantially the same direction o~ this other a~le. This very precise transfer o~
weight Prom one axle to the other advantageously allows the su8pension to be used when the tandem axles are part of a steering system.
Another object o~ the invention is to provide a ~uspension o~ the above mentioned type, which, thanks to its ~tructure that makes the axles free to follow the rocking motion of the equalizer beam, is capable of better absorbing .
the shocks and thus providing greater comfort.
A further object of the invention is to provide a suspension o~ the above mentioned type, which is long lasting, very reliable in use, easily adaptable to any kind of vehicle, and not subject to frequent maintenance and which, due to its efficiency, substantially improves the life-time of the tires and the wheel mounting and/or steering components.
In accordance with the invention, the above lo objects are achieved with a suspension for use in a vehicle having a frame beneath which a front axle and a~rear axle are mounted in tandem relationship, the suspension comprising, on each side o~ the vehicle~
- a first leaf~spring assembly having a front end and a read end;
- means for pivotably attaching the front end of the first leaf-spring assembly to the frame of the vehicle;
- means for rigidly attaching the ~ront axle centrally beneath the first leaf-spring assembly;
- an equalizer support bracket rigidly attached to the frame of the vehicle at a short distance behind the rear end of the first leaf-spring;
. - an equalizer beam rockably mounted onto the equalizer support bracket about a transversal pivot, the .;
25 equalizer beam being aligned with the ~irst lea~-spring .
assembly and having a front end extending Eorwardly with ~ .
respect to the pivot and a reax end extending rearwardly :
with respect to this pivot;
- means preferably consisting of a first shackle ~::
pivotably attached to the rear end of the first leaf-spring assembly and to the front end of the equalizer beam, ~or ~ .:
operatively interconnecting the same; ; :
- a second leaf-spring assembly also~having a .
~:front end and a rear end, the second leaf-spring assembly ~: B
. .. ....
6 ; ~
being aligned with the ~irst leaf-spring assembly and extending behind the equalizer beam;
- means ~or pivotably attaching the front end of the second leaf-spring assembly to the rear end of the equalizer beam; -- means for rigidly attaching the rear axle centrally beneath the second leaf-spring assembly; and - means preferably consisting of a second shackle ~`
pivotably attached to the rear end of the second leaf-spring lo and to the frame of the vehicle, for operatively intercon-necting the same. ;
In accordance with the invention, the front andrear axles are advantageously mounted beneath the first and second leaf-spring assemblies in such a manner as to extend closer to the front ends of these assemblies than to the rear ends thereof, respectively, while the equalizer beam is simultaneously selected so that its rear end is closer to its transversal pivot than is its front end. Morover, the equalizer beam is preferably mounted onto the equalizer support bracket in such a manner as to extend forwardly downwardly at a slight angle in normal use.
Thanks to this particular arrangement, any force ~;
exerted on one oE the front and rear axles and causing displacement of this one axle as a result of a deflection of the correspondin~ leaf-spring assembly, is transmitted through the equalizer beam to the other axle, and causes simultaneous displacement of this other axle in substantially the same directi~n.
Morever, this particular arràngement is particularly efficient in that it takes advantage of the assymetry of the leaf-spring assemblies relative to their respective axles to achieve optimum transfer of weight.
~.
B
.
.
6a he basic struc~ure and advantages o~ the suspen-sion according to the invention will be better understood ; upon reading the ~ollowing non-restrictive ~ . .
.
':
7 ~07~9 description of a pre~erred embodiment thereo~ given with reference to the accompanying drawings.
BRIEF DESCI~IPTION OF q!H}5 D~
::.
Figure 1 is a side elevational view of the front of a vehiele provided with two axles which are mounted in tandem relationship beneath the vehicle frame with a suspension according to the invention, and which both lo support steering wheels.
Figure 2 is a side elevational view of the suspension shown in Figure 1;
Figure 3 is a partial perspective view of the suspension o~ the vehicle shown in Figure 1, showing also part of the steering system of this vehicle; and Figure 4 which appears on the same sheet of drawings as Figure 1, is a bottom plan view oE the suspension o~ the vehicle shown in Figure ~, on one side thereof.
DESCRIPTION OF A PRE~ERRED EMBODIMENT
;' The suspension according to the invention as it is shown in Figure 1 of the accompanying drawings, is intended 2S to be used in a vehicle 1 having a ~rame 3 beneath which a ~ront a~le S and a rear axle 7 are mounted in tandem relationship. I~ the illustrated embodiment, these ~ront and rear axles 5, 7 ara mounted at the ~ront o~ the vehicle and each support a pair o~ steerable wheels 9.
Referring now to Figures 2 and 4, the suspension according to the invention comprises, on each side of the vehicle, a ~ir~t lea~-spring assembly 11 having a front end 13 and a rear end 15 both shaped to ~orm pin-receiving eyes.
The ~ront end 13 o~ the ~irst leaf-spring assembly 11 is - :
2~8~9 pivotably a-ttached to the frame ~ of the vehicle by means known ~ comprising a ~irst leaf-spring support bracket 17 rigidly attached to the frame, and a ~irst transversal pin 19 extend:ing through the eye provided at the frolIt end 13 of the first lea~-spring assembly.
of course, means'also Icnown ~er se including an axle seat 20 held by U-bolts and nuts (not shown) , are provided for rigidly attaching the frvnt axle 5 centrally beneath the first leaf-spring assembly 11.
lo The suspension according to the invention also comprises, on each side of the vehicle, an equalizer support bracket 21 rigidly attached to the frame 3 at a short distance behind the rear end 15 of the first leaf-spring assembly 11, and an equalizer beam 23 rockably mounted onto the equalizer support bracket 21 about a transversal pivot 25. This e~ualizer beam 23 is aligned with the ~irst leaf-spring assembly 11 and has a front end 27 that extends forwards with respect to the pivot 25, and a rear end 29 that extends rearwards wlth respect to the same pivot 25.
A first shackle 30 i8 pivotably attached with pins to the rear end 15 o~ the ~irst leaf-spring assembly 11 and to the front end 27 of the equalizer beam 23 for operatively interconnecting the sames.
The suspension according to the invention further comprises, on each side of the vehicle, a second lea~-spring assembly 31 also having a front end 33 and a rear end 35 both shaped to ~orm pin-receiving eyes. This ~econd assembly 31 is aligned wlth the ~irBt leaf-spring ass~mbly 11 and extends behind the equalizer beam 21.
Means are provided for pivotably attaching the front end 33 of the second leaf-spring assembly 31 to the rear end 29 of the e~ualizer beam 21. These means preferably comprise a second transversal pin 37 extending through the eye provided at th~ front end 33 of the second leaf-spring ~.
9 :
assembly 31.
Once again, means known per se and including an axle seat 40, are provided for rigidly attaching the rear axle 7 centrally beneath the second leaf-spring assembly 31.
5A second shackle 40 is pivotably attached with pins to the rear end 35 of the second leaf-spring assembly 31, and to a second leaf-spring support bracket 41 rigidly attached to the frame 3 of the vehicle, for operatively interconnecting ths sames.
10The way all these structural components may be shaped and connected is well known in this field and needs not be further described. -As may now be better appreciated, any force exerted in use on one of the ~ront and rear axles, say, for 15 example, axle 5, will cause an upwards and rearwards displacement of this axle as a result o~ the de:Election o~ the corresponding leaf-spring assembly 11. ~uch displacement will in turn be transmitted through the equalizer beam 23 to the other axle 7, which thanks to the 20 second leaf-spring assembly 31 which is mounted in the very same way as the first assembly 11, will allow the second axle 7 to be displaced in substantially the same direction as the axle 5.
Such a particular beahaviour is of the uppermost 25 importance, since it makes the suspension according to the invention ver~ e~icient and stable although it does not comprise any stabilization rods. Moreover, this particular behaviour which allows the axles o~ the tandem to move "in unison", makes the suspension usable when the axles support ~ `
30 æteering wheels as is shown in Figure l. Indeed, in such a ca~e, a minimum of stress is applied to the steering bars and other components o~ the steering system.
As is better shown in Figure 3, the suspension according to the invention may thus be part of the steering ~-B :~
. , , ... . .. . .
. . . ~ .~ ., . ., ~ . .
As is knownin this field, -the steering system may comprise a steeriny knuckle assembly 51 mounted at each end of each axle 5, 7, for allowing a wheeI 9 attached to a shaft s2 forming part thereo~ to pivot about a vertical axis "Z". The steering system may also compise, on each side of the frame of the vehicle:
- a power steering assembly ~3 mounted on the frame 3 of the vehicle between the front and rear axles 5, 7;
lo - a steering lever 55 operatively connected to and actuated by the power steering assembly 53;
- a pair of steering bars 57, 59 having ~irst ends pivotably connected to the steering lever 55 and second opposite ends pi~otably connected by ball socket connectors 61 to steering arms 63 ~orming part of the steering knuckle assemblies 51 mounted at the corresponding ends oF the ~ront and rear axles to steer the corresponding wheels in unison;
and - means for operatively interconnec~ing the wheels 9 mounted on the shafts 52 at the ends of each of the axles 5, 7, these means including steering knuckle arms 65 :Eorming part of the steering knuckle assemblies 51 mounted at the opposite ends o~ each axle, and a tie rod 67 extending transversally to the frame and having ends pivotably ~5 connected to the knuckle arms 65.
As it ma~ again be appreciated, the suspension according to the invention, due to its behaviour in use, prevents the steering bars 57, 59 from be.ing over-stressed and thus the steering system from being either non-operative or difficult to operate in addition to being in need of fre~uent maintenance.
It is of common practice to fix the front and réar axles of a tandem suspension beneath the first and second : . .. , ,,,, , , - ~ , ~
Claims (10)
1. A tandem axle suspension for use in a vehicle having a frame beneath which a front axle and a rear axle are mounted in tandem relationship, said suspension com-prising, on each side of the vehicle:
- a first leaf-spring assembly having a front end and a rear end;
- means for pivotably attaching the front end of the first leaf spring assembly to the frame of the vehicle;
- means for rigidly attaching the front axle centrally beneath the first leaf-spring assembly;
- an equalizer support bracket rigidly attached to the frame of the vehicle at a short distance behind the rear end of the first leaf spring;
- an equalizer beam rockably mounted onto said equalizer support bracket about a transversal pivot, said equalizer beam being aligned with said first leaf-spring assembly and having a front end extending forwardly with respect to the pivot and a rear end extending rearwardly with respect to said pivot;
- a first shackle pivotably attached to the rear end of the first leaf-spring assemblyand to the front end of the equalizer beam for operatively interconnecting the same;
- a second leaf-spring assembly also having a front end and a rear end, said second leaf-spring assembly being aligned with the first leaf-spring assembly and extending behind the equalizer beam;
- means for pivotably attaching the front end of the second leaf-spring assembly to the rear end of the equalizer beam;
- means for rigidly attaching the rear axle centrally beneath the second leaf-spring assembly; and - a second shackle pivotably attached to the frame of the vehicle, for operatively interconnecting the same;
- wherein said front and rear axles centrally mounted beneath said first and second leaf-spring assemblies, extend closer to the front ends of said assemblies than to the rear ends thereof, respectively;
- wherein the rear end of the equalizer beam is closer to the transversal pivot mounting said beam to the equalizer support bracket than is the front end of said beam, whereby, in use, any force exerted on one of said front and rear axles and causing displacement of said one axle as a result of a deflection of the corresponding leaf-spring assembly, is transmitted through the equalizer beam to the other one of said front and rear axles, and causes simultaneous displacement in substantially the same direction as the other one of said axles.
- a first leaf-spring assembly having a front end and a rear end;
- means for pivotably attaching the front end of the first leaf spring assembly to the frame of the vehicle;
- means for rigidly attaching the front axle centrally beneath the first leaf-spring assembly;
- an equalizer support bracket rigidly attached to the frame of the vehicle at a short distance behind the rear end of the first leaf spring;
- an equalizer beam rockably mounted onto said equalizer support bracket about a transversal pivot, said equalizer beam being aligned with said first leaf-spring assembly and having a front end extending forwardly with respect to the pivot and a rear end extending rearwardly with respect to said pivot;
- a first shackle pivotably attached to the rear end of the first leaf-spring assemblyand to the front end of the equalizer beam for operatively interconnecting the same;
- a second leaf-spring assembly also having a front end and a rear end, said second leaf-spring assembly being aligned with the first leaf-spring assembly and extending behind the equalizer beam;
- means for pivotably attaching the front end of the second leaf-spring assembly to the rear end of the equalizer beam;
- means for rigidly attaching the rear axle centrally beneath the second leaf-spring assembly; and - a second shackle pivotably attached to the frame of the vehicle, for operatively interconnecting the same;
- wherein said front and rear axles centrally mounted beneath said first and second leaf-spring assemblies, extend closer to the front ends of said assemblies than to the rear ends thereof, respectively;
- wherein the rear end of the equalizer beam is closer to the transversal pivot mounting said beam to the equalizer support bracket than is the front end of said beam, whereby, in use, any force exerted on one of said front and rear axles and causing displacement of said one axle as a result of a deflection of the corresponding leaf-spring assembly, is transmitted through the equalizer beam to the other one of said front and rear axles, and causes simultaneous displacement in substantially the same direction as the other one of said axles.
2. The suspension of claim 1, wherein the equalizer beam is mounted onto the equalizer support bracket in such a manner as to extend forwardly downwardly at a slight angle in normal use.
3. The suspension of claim 2, wherein:
- said means for pivotably attaching the front end of the first leaf-spring assembly to the frame of the vehicle comprises a first leaf-spring support bracket rigidly attached to the framer and a first transversal pin extending through a first eye provided at the front end of said first leaf-spring assembly;
- said means for pivotably attaching the front end of the second leaf-spring assembly to the rear end of the equalizer beam comprises a second transversal pin extending through a second eye provided at the front end of the second leaf-spring assembly; and - said second shackle is pivotably attached to the frame of the vehicle through a second leaf-spring support bracket rigidly attached to said frame.
- said means for pivotably attaching the front end of the first leaf-spring assembly to the frame of the vehicle comprises a first leaf-spring support bracket rigidly attached to the framer and a first transversal pin extending through a first eye provided at the front end of said first leaf-spring assembly;
- said means for pivotably attaching the front end of the second leaf-spring assembly to the rear end of the equalizer beam comprises a second transversal pin extending through a second eye provided at the front end of the second leaf-spring assembly; and - said second shackle is pivotably attached to the frame of the vehicle through a second leaf-spring support bracket rigidly attached to said frame.
4. The suspension of any one of claims 1 to 3, wherein said front and rear axles are part of a steering system including:
- a steering knuckle assembly mounted at each end of each axle for allowing a wheel attached thereto to pivot about a vertical axis; and on each side of the frame of the vehicle:
- a power steering assembly mounted on the frame of the vehicle between the front and rear axles;
- a steering lever operatively connected to and actuated by the power steering assembly;
- a pair of steering bars having first pivotably connected to the steering lever and second opposite ends pivotably connected by ball socket connectors to steering arms forming part of the steering knuckle assemblies mounted at the corresponding ends of the front and rear axles to steer the corresponding wheels in unison; and - means for operatively interconnecting the wheels mounted at the ends of each of said axles, said interconnecting means including steering knuckle arms forming part of the steering knuckle assemblies mounted at the opposite ends of each axle and a tie rod extending transversally to the frame, said tie-rod having ends pivotably connected to said knuckle arm.
- a steering knuckle assembly mounted at each end of each axle for allowing a wheel attached thereto to pivot about a vertical axis; and on each side of the frame of the vehicle:
- a power steering assembly mounted on the frame of the vehicle between the front and rear axles;
- a steering lever operatively connected to and actuated by the power steering assembly;
- a pair of steering bars having first pivotably connected to the steering lever and second opposite ends pivotably connected by ball socket connectors to steering arms forming part of the steering knuckle assemblies mounted at the corresponding ends of the front and rear axles to steer the corresponding wheels in unison; and - means for operatively interconnecting the wheels mounted at the ends of each of said axles, said interconnecting means including steering knuckle arms forming part of the steering knuckle assemblies mounted at the opposite ends of each axle and a tie rod extending transversally to the frame, said tie-rod having ends pivotably connected to said knuckle arm.
5. The suspension of claim 1, 2 or 3, wherein the distances A and B between each of said front and rear axles and the ends of the corresponding leaf-spring assembly and the distances c and c between the transversal pivot of the equalizer beam and the front and rear ends thereof are selected so that the ratio ? be substantially proportional to the ratio ?.
6. The suspension of claim 5, wherein said front and rear axles are part of a steering system including:
- a steering knuckle assembly mounted at each end.
of each axle for allowing a wheel attached thereto to pivot about a vertical axis; and on each side of the frame of the vehicle:
- a power steering assembly mounted on the frame of the vehicle between the front and rear axles;
- a steering lever operatively connected to and actuated by the power steering assembly;
- a pair of steering bars having first pivotably connected to the steering lever and second opposite ends pivotably connected by ball socket connectors to steering arms forming part of the steering knuckle assemblies mounted at the corresponding ends of the front and rear axles to steer the corresponding wheels in unison; and - means for operatively interconnecting the wheels mounted at the ends of each of said axles, said interconnecting means including steering knuckle arms forming part of the steering knuckle assemblies mounted at the opposite ends of each axle and a tie rod extending transversally to the frame, said tie-rod having ends pivotably connected to said knuckle arm.
- a steering knuckle assembly mounted at each end.
of each axle for allowing a wheel attached thereto to pivot about a vertical axis; and on each side of the frame of the vehicle:
- a power steering assembly mounted on the frame of the vehicle between the front and rear axles;
- a steering lever operatively connected to and actuated by the power steering assembly;
- a pair of steering bars having first pivotably connected to the steering lever and second opposite ends pivotably connected by ball socket connectors to steering arms forming part of the steering knuckle assemblies mounted at the corresponding ends of the front and rear axles to steer the corresponding wheels in unison; and - means for operatively interconnecting the wheels mounted at the ends of each of said axles, said interconnecting means including steering knuckle arms forming part of the steering knuckle assemblies mounted at the opposite ends of each axle and a tie rod extending transversally to the frame, said tie-rod having ends pivotably connected to said knuckle arm.
7. A tandem axle suspension for use in a vehicle having a frame beneath which a front axle and a rear axle are mounted in tandem relationship, said suspension com-prising, on each side of the vehicle:
- a first leaf-spring assembly having a front end and a rear end;
- means for pivotably attaching the front end of the first leaf-spring assembly to the frame of the vehicle;
- means for rigidly attaching the front axle centrally beneath the first leaf-spring assembly;
- an equalizer support bracket rigidly attached to the frame of the vehicle at a short distance behind the rear end of the first leaf spring;
- an equalizer beam rockably mounted onto said equalizer support bracket about a transversal pivot, said equalizer beam being aligned with said first leaf-spring assembly and having a front end extending forwardly with respect to the pivot and a rear end extending rearwardly with respect to said pivot;
- means for operatively interconnecting the rear end of the first leaf-spring assembly and to the front end of the equalizer beam;
- a second leaf-spring assembly also having a front end and a rear end, said second leaf-spring assembly being aligned with the first leaf-spring assembly and extending behind the equalizer beam;
- means for pivotably attaching the front end of the second leaf-spring assembly to the rear end of the equalizer beam;
- means for rigidly attaching the rear axle centrally beneath the second leaf-spring assembly; and - means for operatively interconnecting the rear end of the second leaf-spring assembly and to the frame of the vehicle;
- wherein said front and rear axles centrally mounted beneath said first and second leaf-spring assemblies, extend closer to the front ends of said assemblies than to the rear ends thereof, respectively;
- wherein the rear end of the equalizer beam being closer to the transversal pivot mounting said beam to the equalizer support bracket than is the front end of said beam;
whereby, in use, any force exerted on one of said front and rear axles and causing displacement of said one axle as a result of a deflection of the corresponding leaf-spring assembly, is transmitted through the equalizer beam to the other one of said front and rear axles, and causes simultaneous displacement in substantially the same direction as the other one of said axles.
- a first leaf-spring assembly having a front end and a rear end;
- means for pivotably attaching the front end of the first leaf-spring assembly to the frame of the vehicle;
- means for rigidly attaching the front axle centrally beneath the first leaf-spring assembly;
- an equalizer support bracket rigidly attached to the frame of the vehicle at a short distance behind the rear end of the first leaf spring;
- an equalizer beam rockably mounted onto said equalizer support bracket about a transversal pivot, said equalizer beam being aligned with said first leaf-spring assembly and having a front end extending forwardly with respect to the pivot and a rear end extending rearwardly with respect to said pivot;
- means for operatively interconnecting the rear end of the first leaf-spring assembly and to the front end of the equalizer beam;
- a second leaf-spring assembly also having a front end and a rear end, said second leaf-spring assembly being aligned with the first leaf-spring assembly and extending behind the equalizer beam;
- means for pivotably attaching the front end of the second leaf-spring assembly to the rear end of the equalizer beam;
- means for rigidly attaching the rear axle centrally beneath the second leaf-spring assembly; and - means for operatively interconnecting the rear end of the second leaf-spring assembly and to the frame of the vehicle;
- wherein said front and rear axles centrally mounted beneath said first and second leaf-spring assemblies, extend closer to the front ends of said assemblies than to the rear ends thereof, respectively;
- wherein the rear end of the equalizer beam being closer to the transversal pivot mounting said beam to the equalizer support bracket than is the front end of said beam;
whereby, in use, any force exerted on one of said front and rear axles and causing displacement of said one axle as a result of a deflection of the corresponding leaf-spring assembly, is transmitted through the equalizer beam to the other one of said front and rear axles, and causes simultaneous displacement in substantially the same direction as the other one of said axles.
8. The suspension of claim 7, wherein the equalizer beam is mounted onto the equalizer support bracket in such a manner as to extend forwardly downwardly at a flight angle in normal use.
9. The suspension of claim 8, w h e r e i n t h e distances A and B between each of said front and rear axles and the ends of the corresponding leaf-spring assembly and the distances C and C between the transversal pivot of the equalizer beam and the front and rear ends thereof are selected so that the ratio ? be substantially proportional to the ratio ?.
10. The suspension of claim 7, 8 or 9, wherein said front and rear axles are part of a steering system including:
- a steering knuckle assembly mounted at each end.
of each axle for allowing a wheel attached thereto to pivot about a vertical axis; and on each side of the frame of the vehicle:
- a power steering assembly mounted on the frame of the vehicle between the front and rear axles;
- a steering lever operatively connected to and actuated by -the power steering assembly;
- a pair of steering bars having frist pivotably connected to the steering lever and second opposite ends pivotably connected by ball socket connectors to steering arms forming part of the steering knuckle assemblies mounted at the corresponding ends of the front and rear axles to steer the corresponding wheels in unison; and - means for operatively interconnecting the wheels mounted at the ends of each of said axles, said interconnecting means including steering knuckle arms forming part of the steering knuckle assemblies mounted at the opposite ends of each axle and a tie rod extending transversally to the frame, said tie-rod having ends pivotably connected to said knuckle arm.
- a steering knuckle assembly mounted at each end.
of each axle for allowing a wheel attached thereto to pivot about a vertical axis; and on each side of the frame of the vehicle:
- a power steering assembly mounted on the frame of the vehicle between the front and rear axles;
- a steering lever operatively connected to and actuated by -the power steering assembly;
- a pair of steering bars having frist pivotably connected to the steering lever and second opposite ends pivotably connected by ball socket connectors to steering arms forming part of the steering knuckle assemblies mounted at the corresponding ends of the front and rear axles to steer the corresponding wheels in unison; and - means for operatively interconnecting the wheels mounted at the ends of each of said axles, said interconnecting means including steering knuckle arms forming part of the steering knuckle assemblies mounted at the opposite ends of each axle and a tie rod extending transversally to the frame, said tie-rod having ends pivotably connected to said knuckle arm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2070859 CA2070859C (en) | 1992-06-09 | 1992-06-09 | Tandem axle suspension for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2070859 CA2070859C (en) | 1992-06-09 | 1992-06-09 | Tandem axle suspension for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2070859C true CA2070859C (en) | 1995-01-10 |
Family
ID=4149990
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2070859 Expired - Lifetime CA2070859C (en) | 1992-06-09 | 1992-06-09 | Tandem axle suspension for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2070859C (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7850195B2 (en) | 2006-05-25 | 2010-12-14 | Simard Suspensions Inc. | Tandem suspension for steerable axles |
| US7866682B2 (en) | 2008-02-06 | 2011-01-11 | Simard Suspensions Inc. | Pivot assembly for tandem suspension |
-
1992
- 1992-06-09 CA CA 2070859 patent/CA2070859C/en not_active Expired - Lifetime
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7850195B2 (en) | 2006-05-25 | 2010-12-14 | Simard Suspensions Inc. | Tandem suspension for steerable axles |
| US7866682B2 (en) | 2008-02-06 | 2011-01-11 | Simard Suspensions Inc. | Pivot assembly for tandem suspension |
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