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WO2000041903A1 - Dispositif de retenue - Google Patents

Dispositif de retenue Download PDF

Info

Publication number
WO2000041903A1
WO2000041903A1 PCT/GB2000/000010 GB0000010W WO0041903A1 WO 2000041903 A1 WO2000041903 A1 WO 2000041903A1 GB 0000010 W GB0000010 W GB 0000010W WO 0041903 A1 WO0041903 A1 WO 0041903A1
Authority
WO
WIPO (PCT)
Prior art keywords
air
bag
restraining device
vehicle
latching
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.)
Ceased
Application number
PCT/GB2000/000010
Other languages
English (en)
Inventor
Ronald George Meager
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ANDOVER TRAILERS Ltd
ASHBY COLIN HUGH PEARSON
Original Assignee
ANDOVER TRAILERS Ltd
ASHBY COLIN HUGH PEARSON
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from GBGB9900446.7A external-priority patent/GB9900446D0/en
Application filed by ANDOVER TRAILERS Ltd, ASHBY COLIN HUGH PEARSON filed Critical ANDOVER TRAILERS Ltd
Priority to AU19899/00A priority Critical patent/AU1989900A/en
Publication of WO2000041903A1 publication Critical patent/WO2000041903A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
    • B60G11/27—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs wherein the fluid is a gas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/005—Suspension locking arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D61/00—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern
    • B62D61/12—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with variable number of ground engaging wheels, e.g. with some wheels arranged higher than others, or with retractable wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/30—Rigid axle suspensions
    • B60G2200/31—Rigid axle suspensions with two trailing arms rigidly connected to the axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/42—Driven wheels or dead axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/46—Means for locking the suspension
    • B60G2204/4604—Means for locking the suspension mechanically, e.g. using a hook as anticreep mechanism

Definitions

  • This invention relates to a device for restraining the movement of an air-bag in a vehicle suspension system when the air-bag is in a deflated condition.
  • a typical suspension system comprises a suspension arm pivotably attached to a mounting on the underside of the vehicle chassis, the suspension arm being fastened to the axles of the trailer or other vehicle by means of a fastening such as a U-bolt.
  • An air-bag is disposed between the end of the suspension arm remote from the pivot point, and the underside of the chassis.
  • Air-bags In an air-bag, as the name suggests, the pressure of gas within the bag provides a gas spring which acts to absorb shocks received from an underlying road surface.
  • Air-bags typically are provided with a solid resilient region, usually connected to the underside of the chassis frame, known as a "bump stop" . In the event that the air-bag is, for any reason, deflated, then the "bump stop" provides a small measure of shock absorbing capacity until such time as the air-bag can be repaired.
  • Standard practice with regard to the operation of vehicle trailers having compressed air systems is that when the vehicle and trailer reach a railhead, prior to loading onto a railway wagon, compressed air within the air brake and suspension system is "dumped" leading to deflation of the air-bags. This has the result of reducing the height of the trailer which is clearly desirable from the viewpoint of transporting the trailer on a railway wagon.
  • the vehicle trailer can then be lifted onto a suitable wagon or other carrier.
  • a problem with lifting the vehicle trailer when the air-bag is deflated is that the weight of the wheels and axles are then supported by the air-bag which therefore stretches into its extended position.
  • the air-bag can extend by as much as 300mm or more.
  • the air-bag Since there is no longer any air in the air-bag, but instead there is only a vacuum or partial vacuum, the air-bag cannot retain its shape and, as a consequence, when the trailer is lowered again onto a surface, for example a railway wagon, the air-bag can become buckled or twisted and therefore damaged. In many cases the damage does not become apparent until after the vehicle has been unloaded from the wagon or other carrier and has been on the road for several kilometres. At this point, the air-bag may fail and the vehicle would be unable to continue with its journey in a safe manner. It has become apparent to the applicants that this is a very serious problem indeed and haulage companies are understood to spend large sums of money each year replacing air-bags which have been damaged in the manner described above.
  • the invention provides a restraining device for use in cooperation with an air-bag forming part of a vehicle suspension system; the restraining device being operable to prevent extension of the air-bag when the air-bag is in a deflated state and the vehicle and/or wheels thereof are lifted from an underlying surface, but being operable to allow extension of the air-bag as the air-bag is inflated.
  • the invention provides a restraining device for use in a vehicle suspension system to prevent extension of an air-bag forming part of the suspension system when the air-bag is deflated and the vehicle is lifted from an underlying surface; the device comprising a pair of latching members which are arranged to cooperate to prevent said extension when the air-bag is in a deflated state, but are arranged to be disconnected as the air-bag is inflated so as to allow extension of the air-bag.
  • the restraining device is most preferably actuated by the change of shape in the air-bag as air is introduced into or removed from the air-bag.
  • resilient means may be provided for biasing the pair of latching members together when the air-bag is in a deflated condition, and whereby inflation of the air-bag serves to urge the latching members apart so as to release the restraint.
  • the restraining device comprises a first latching member connectable to the trailer chassis so as to extend downwardly therefrom; and a second latching member connectable to a suspension arm upon which the air- bag is mounted.
  • the first latching member can take the form of a latching arm, resilient means being provided for biasing the resilient arm towards the air-bag.
  • the resilient means can take several forms. In one embodiment for example, the resilient means can take the form of a band of elastomeric material looped around the air-bag and arm. In another embodiment, the resilient means can take the form of a resilient, e.g. elastomeric, mounting securing the latching arm to the main chassis rail of the trailer.
  • the latching arm can be formed from a resilient material such as a spring metal e.g. spring steel.
  • the latching arm can be held against the air-bag wall by suitable securing means such as, for example, a sleeve, channel, loop, slot or strap attached to or integral with the air-bag wall and through which the latching arm passes.
  • the invention provides a restraining device for connection to a vehicle suspension system to prevent extension of an air- bag forming part of the suspension system when the air-bag is deflated and the vehicle is lifted from an underlying surface;
  • the device comprising a first latching member and a second latching member; the first latching member being securable to a vehicle trailer chassis adjacent an air-bag; means being provided for resiliency biasing the first latching member towards the air-bag; the second latching member being secured to a suspension arm to which the end of the air-bag remote from the trailer chassis is attached; the first and second latching members being arranged to co-operate to prevent extension of the air-bag when the air-bag is in a deflated state, but being caused to disengage by movement of the air-bag as the air-bag is inflated.
  • the restraining device of the invention can also be used with trailers which have more than one axle (for example three axles) where one or more of the axles and their wheels are arranged to be lifted away from the road when the trailer is in an unloaded state thereby to prevent unnecessary wear on the tyres.
  • the restraining device can be used instead of the more complex pneumatic actuators currently used to retract the third axle.
  • the air in the air suspension system can first be "dumped" so that the trailer chassis settles down onto the wheels.
  • the air bags associated with two of the axles can be reinflated causing the restraining device to disengage, but the air bag(s) on the third axle is/are left uninflated.
  • the restraining device on the third axle therefore remains in engagement and consequently the third axle is held in a retracted position as the chassis is lifted away from the wheels. It will be appreciated from the foregoing that, if desired, more than one axle can be held in the elevated position by the restraining device of the invention, provided of course that there are sufficient axles/wheels left in contact with the ground to take the weight of the trailer.
  • the invention provides a method of raising a wheel bearing axle on a trailer having a plurality of wheel bearing axles mounted on a chassis or vehicle body, each of the axles having associated therewith an air- bag forming part of a suspension system for the trailer, and each of the air bags having associated therewith a restraining device as defined in any one of the preceding claims; which method comprises deflating the air bags to lower the chassis or trailer body, and then reinflating the air-bags associated with the axle or axles other than the axle to be raised; whereby the restraining device(s) associated with the reinflated air-bag(s) disengage to allow the air-bag(s) to undergo extension and raise the chassis or trailer body, whereas the restraining device(s) associated with the non-reinflated air-bag(s) remain engaged thereby holding the air-bag against extension and raising the associated axle with the chassis or trailer body.
  • the vehicle can advantageously be provided with means for differentially or selectively inflating and deflating the air- bags.
  • means for differentially or selectively inflating and deflating the air- bags can take the form of, for example, an array of selectively actuable air valves, and control means for controlling actuation of the air valves.
  • the invention provides a vehicle suspension system comprising one or more restraining devices as hereinbefore defined.
  • the invention provides a vehicle fitted with a suspension system incorporating a restraining device(s) as hereinbefore defined.
  • Figure 1 is a schematic illustration illustrating the attachment of a restraining device according to one embodiment of the invention to a vehicle suspension system
  • Figures 2a and 2b are schematic views illustrating the mode of action of the restraining device according to a second embodiment of the invention
  • Figure 3 is a schematic view illustrating a vehicle suspension system after the vehicle has been lifted from the underlying surface
  • Figure 4 is a side elevation of a restraining device according to a third embodiment of the invention with the air-bag inflated;
  • Figure 5 is a view from direction D of the embodiment of Figure 4 with the air-bag deflated;
  • Figure 6 is side elevation of the latching arm of the embodiment of Figures 4 and 5.
  • Figure 1 illustrates a schematic view of a typical vehicle suspension incorporating an air-bag shock absorber.
  • trailer chassis 2 has welded thereto a mounting point 4 to which suspension arm 6 is pivotably attached at a pivot point 8.
  • Suspension arm 6 is attached to axle 10 bearing wheel 12 by means of U-bolt 14.
  • air-bag 16 At the end of the suspension arm 6 remote from the pivot point 8, is mounted an air-bag 16.
  • air-bag 16 comprises a pedestal portion 18 and a "bump stop” portion 20.
  • Pedestal portion 18 is bolted to the end of the suspension arm 6, whereas "bump stop” 20 is bolted through concave metal plate 22 to the underside of the chassis 2.
  • a restraining device is fitted to the suspension system.
  • the restraining device shown in Figure 1 comprises a first latching member or latching arm 24 and a latching plate 26.
  • Latching arm 24 is set into a rubber shoe or block 28 bolted (bolts not shown) to the trailer chassis.
  • Latching plate 26 is interposed between the air-bag 16 and the end of the suspension arm 6 and is held in place by means of a bolt (not shown) secured by nut 30.
  • Latching arm 24 has a hooked end 32 which can engage over an enlarged edge portion 34 on the latching plate 26.
  • FIG. 2a and 2b A slightly different embodiment of the restraining device is shown in Figures 2a and 2b.
  • the latching arm 124 is formed from a spring steel material.
  • Latching arm 124 has a similarly hooked end 132 which engages the enlarged rim 134 of latching plate 126.
  • the operation of the restraining device is shown in Figures 2a and 2b.
  • the latching arm moves with the wall of the deflating air-bag until the hooked end 30/130 engages over and forms a latch with the enlarged rim 34/134 of the latching plate 26/126, as shown in Figure 2b.
  • the latch prevents the air-bag from undergoing longitudinal extension and stretching. Consequently, when the vehicle is lowered again, the air-bag does not fold or buckle in the manner that it would have done if the restraining device were not present.
  • inflation of the air-bag 40 causes the wall 40a of the air-bag to move outwardly urging the latching arm 24/124 away from latching plate 26/126 thereby releasing the restraint upon further expansion of the air-bag.
  • an advantage of the restraining system of the present invention is that it allows a vehicle to be lifted from the ground, after its air suspension system has been deflated, without the air-bag being stretched and extended by the weight of the wheels and axles.
  • This in turn means that when the vehicle with deflated suspension system is lowered onto the surface of, for example, a railway wagon or other carrier, or is unloaded from the wagon onto a surface at a depot or port, kinking or buckling of the air-bag as a consequence of being over-extended when lifting, is avoided.
  • the restraining system of the invention can be fitted to the trailer during manufacture of the trailer, or it can be "retro-fitted" at a subsequent date.
  • An arrangement particularly suited for retro-fitting is shown in Figures 4 to 6.
  • the restraining device comprises an air-bag 216 secured at its upper end to the underside of a vehicle chassis 202 and at its lower end to a latching plate 226 which in turn is mounted on a suspension arm 206.
  • a latching arm 224 is pivotably mounted on the underside of the trailer chassis.
  • the means for resiliently biassing the latching arm towards the air-bag is provided by an elastic band 250 which encircles the air- bag and latching arm.
  • the elastic band may conveniently be bonded to the air-bag at one or more locations around the bag circumference in order to prevent dislodgement of the band.
  • a contact patch 260 is bonded to the bag.
  • the outer surface of the contact patch is preferably formed from a low friction material such as PTFE.
  • Figure 4 illustrates the air-bag when inflated. In this state, the latching arm
  • the latching arm 224 is urged outwardly by the wall of the inflated bag such that it is disengaged from the latching plate 226.
  • the restoring force of the elastic band 250 draws the latching arm 224 back into latching engagement with the latching plate 226.
  • the latching arm holds the air-bag against extension when the trailer chassis is subsequently lifted away from the wheels and suspension.
  • the restraining device shown in the illustrated embodiments is particularly advantageous since it is of very simple construction and requires no valves, air systems or other moving parts. Once fitted, it is essentially maintenance free. In the illustrated embodiments, it is the movement of the wall of the air-bag as it is re-inflated that causes the disengagement of the restraining device, whilst deflation of the air-bag causes the restraining device to engage. Furthermore, it requires no external control devices.
  • Such an engaging/disengaging mechanism can be pneumatic or mechanical in nature, for example.
  • One example of such a mechanism is a servo motor linked electronically to the control unit or switch, the servo motor being linked to one or other of the latching members.
  • an engaging/disengaging mechanism can be linked directly to the vehicle ' s air system, for example such that as the air is released from the air-bags, the restraining device is actuated to bring the latching members into latching engagement.
  • the latching members can be held apart by the pressure of air in a pneumatically operated mechanism, release of the air from the suspension system allowing the latching members to move together into latching engagement.
  • a portion of the escaping air can be diverted into a pneumatically operated mechanism forcing the latching members together.
  • the latching members can be brought into latching engagement by means of a manually operated mechanism which may be, for example, a mechanical system.
  • a restraining member such as a chain, wire, rod or a telescopic or sliding member can be mounted so as to extend between the vehicle's suspension system and chassis in close proximity to the air-bag.
  • the length of restraining member extending between the suspension system and chassis can then be shortened or lengthened as required in order to control the degree of extension of the air-bag.
  • the restraining devices shown in the accompanying drawings may be used as a means of raising one of the axles relative to the other axles so as to reduce tyre scuffing and wear when the vehicle is driven in an unloaded condition. It is commonplace with three-axle trailers to raise one of the axles when the vehicle is driven in an unloaded state and, at present, a separate pneumatic actuating system is used for this purpose.
  • a separate pneumatic actuating system is used for this purpose.
  • the restraining devices of the invention are fitted to each of the air-bags forrriing part of the suspension system, the need for a separate and often complex pneumatic system is obviated.
  • the air-bags other than those attached to the axle to be raised are selectively reinflated.
  • the restraining devices attached to the reinflated air-bags are disengaged during reinflation whilst those attached to the non-reinflated air-bags remain engaged. The result is that as the air suspension system is partially reinflated and the trailer chassis rises, so the axle on which the non-inflated air-bag is mounted rises with the chassis.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un dispositif de retenue pour un système de suspension de véhicule (6) servant à empêcher la dilatation d'un coussin gonflable (16), faisant partie du système de suspension, lorsque celui-ci est dégonflé et le véhiculé est soulevé de la surface sous-jacente. Le dispositif comprend une paire d'éléments de verrouillage (24, 26) disposés de manière à coopérer pour empêcher cette dilatation lorsque le coussin gonflable (16) est en position dégonflée, mais à être disjoints lors du gonflage du coussin (16) pour permettre sa dilatation.
PCT/GB2000/000010 1999-01-11 2000-01-11 Dispositif de retenue Ceased WO2000041903A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU19899/00A AU1989900A (en) 1999-01-11 2000-01-11 Restraining device

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GBGB9900446.7A GB9900446D0 (en) 1999-01-11 1999-01-11 Restraining device
GB9900446.7 1999-01-11
GB9919610.7 1999-08-19
GB9919610A GB2345477B (en) 1999-01-11 1999-08-19 Restraining device

Publications (1)

Publication Number Publication Date
WO2000041903A1 true WO2000041903A1 (fr) 2000-07-20

Family

ID=26314968

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2000/000010 Ceased WO2000041903A1 (fr) 1999-01-11 2000-01-11 Dispositif de retenue

Country Status (2)

Country Link
AU (1) AU1989900A (fr)
WO (1) WO2000041903A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005041800B3 (de) * 2005-09-02 2007-03-01 Otto Sauer Achsenfabrik Gmbh Luftfederbalg
WO2007090480A1 (fr) * 2006-02-07 2007-08-16 Continental Aktiengesellschaft Amortisseur pneumatique à guide externe
WO2015055268A1 (fr) * 2013-10-16 2015-04-23 Günter Michalke Dispositif permettant de soulever des essieux
CN107901720A (zh) * 2017-12-13 2018-04-13 眉山中车物流装备有限公司 一种汽车车架悬挂气囊联接结构
CN108891218A (zh) * 2018-06-29 2018-11-27 潍柴动力股份有限公司 一种提升空气悬架系统及汽车

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB866315A (en) * 1958-08-07 1961-04-26 Girling Ltd Vehicle suspension
FR2594075A1 (fr) * 1986-02-11 1987-08-14 Trailor Sa Dispositif de commande automatique de la suspension et des freins d'une semi-remorque du type rail-route et semi-remorque du type rail-route associee
EP0373681A1 (fr) * 1988-12-02 1990-06-20 L.A.G. International N.V. Dispositif pour le blocage de l'essieu d'un véhicule
DE9106416U1 (de) * 1991-05-24 1991-07-04 Karl Kässbohrer Fahrzeugwerke GmbH, 7900 Ulm Fahrzeug mit mindestens einer über Federbälge luftgefederten Achse
US5536036A (en) * 1995-03-20 1996-07-16 Wabash National Corporation Locking mechanism for air suspension

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB866315A (en) * 1958-08-07 1961-04-26 Girling Ltd Vehicle suspension
FR2594075A1 (fr) * 1986-02-11 1987-08-14 Trailor Sa Dispositif de commande automatique de la suspension et des freins d'une semi-remorque du type rail-route et semi-remorque du type rail-route associee
EP0373681A1 (fr) * 1988-12-02 1990-06-20 L.A.G. International N.V. Dispositif pour le blocage de l'essieu d'un véhicule
DE9106416U1 (de) * 1991-05-24 1991-07-04 Karl Kässbohrer Fahrzeugwerke GmbH, 7900 Ulm Fahrzeug mit mindestens einer über Federbälge luftgefederten Achse
US5536036A (en) * 1995-03-20 1996-07-16 Wabash National Corporation Locking mechanism for air suspension

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005041800B3 (de) * 2005-09-02 2007-03-01 Otto Sauer Achsenfabrik Gmbh Luftfederbalg
US8240643B2 (en) 2005-09-02 2012-08-14 Saf-Holland Gmbh Pneumatic suspension bellows
WO2007090480A1 (fr) * 2006-02-07 2007-08-16 Continental Aktiengesellschaft Amortisseur pneumatique à guide externe
WO2015055268A1 (fr) * 2013-10-16 2015-04-23 Günter Michalke Dispositif permettant de soulever des essieux
CN107901720A (zh) * 2017-12-13 2018-04-13 眉山中车物流装备有限公司 一种汽车车架悬挂气囊联接结构
CN108891218A (zh) * 2018-06-29 2018-11-27 潍柴动力股份有限公司 一种提升空气悬架系统及汽车
CN108891218B (zh) * 2018-06-29 2020-12-22 潍柴动力股份有限公司 一种提升空气悬架系统及汽车

Also Published As

Publication number Publication date
AU1989900A (en) 2000-08-01

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