BRAÇO DE REBOQUE

Description

34 TOW ARM DIVIDED FROM BR112021003685-7 OF 09 / 16 / 2019

[001] The invention relates to a pneumatic wheel axle suspension for a vehicle to suspend a wheel axle of a vehicle chassis, the suspension comprising a bearing support, a towing arm and a pneumatic spring, wherein: The bearing support is rigidly attached to the vehicle chassis and comprises a pair of spaced opposite side plates. - the towing arm is attached to the vehicle axle housing, said towing arm having a front end portion that is pivotally attached to the bearing support, - The air spring is operationally arranged between the vehicle chassis and the towing arm, at a distance rearward from the front end portion.

[002] WO 2009 / 014423 describes a pneumatic wheel axle suspension for a vehicle, wherein a bearing support is rigidly fixed to the vehicle chassis and a towing arm is pivotally connected to the bearing support at a forward end of the towing arm. The towing arm is additionally clamped against an axle body with clamping means, and the suspension comprises a pneumatic spring that is operational between the towing arm and the vehicle chassis. The towing arm extends substantially in the longitudinal direction of the vehicle. The wheel axle body is arranged in a transverse direction to the vehicle, substantially perpendicular to said longitudinal direction of the vehicle. The towing arm of WO 2009 / 014423 comprises a fastening eyelet at its forward end. The support has two openings on two opposite sides of the bearing support. The openings align in a direction transverse to the longitudinal geometric axis of the vehicle.The towing arm's fixing eyelet is, in the assembled state, arranged on the bearing support and in... Petition 870230083870, dated 09 / 21 / 2023, page 11 / 57 / 34 line with the openings. This allows a pivot bolt to pivotally fix the towing arm and the bearing support to each other, the towing arm being able to pivot in relation to the bearing support.

[003] As the suspension is a critical part of the vehicle, it must be firmly attached to both the wheel axle and the vehicle chassis. The suspension support of WO 2009 / 014423 is rigidly connected to the vehicle chassis, for example, by welding or with bolts, and the towing arm eye is firmly attached between the bearing support plates. As the eye must be able to pivot, it cannot, however, be tightened between the bearing support. Therefore, in general, a metal bushing coated with a layer of rubber on the outside is provided in the eye. The pivot bolt extends through the fixing eye. The bushing and the eye both have a width, measured in the transverse direction of the vehicle, where the width of the bushing is slightly greater than the width of the eye.In the assembled state of the suspension, the bushing is rigidly clamped between the side plates of the bearing support, with the pivot bolt passing through the bushing and opposite openings in the bearing support, to secure the towing arm relative to the support. The eyelet is then able to rotate relative to the metal bushing, as a result of which the towing arm is able to pivot relative to the vehicle chassis.

[004] A problem with such a pivot arrangement is that the towing arm has two main degrees of freedom: a desired rotational pivot movement relative to the vehicle chassis and an undesired transverse movement of the towing arm eyelet along the larger bushing, by virtue of the bushing length exceeding the arm width, measured at the eyelet location. This can cause the eyelet to collide with the plates in the transverse direction and cause an impact on the side plates. These impacts have to be absorbed by the side support structures.

[005] An additional problem with a pivot arrangement like this is the alignment procedure of the towing arm in relation to the support of Petition 870230083870, dated 09 / 21 / 2023, page 12 / 57 / 34. The installation of a bearing and chassis and bushing fastening, by installing and tightening a pivot bolt, is a critical vehicle safety procedure that is relatively complicated, requiring special tools and some training. The pivot bolt must, for example, be tightened to a certain predefined torque. The installation of such a suspension comprising a fastening eye and a pivot bolt can therefore only be reliably performed by the suspension manufacturer and in a limited number of workshops where engineers have sufficient knowledge of the suspension system. This can lead to long repair times and high costs when unscheduled repairs are required on the pivot arrangements of such a suspension.

[006] It is an object of the present invention to provide a pneumatic wheel axle suspension with an alternative pivot arrangement between the bearing support and the towing arm.

[007] Therefore, a pneumatic wheel axle suspension for a vehicle is provided according to the preamble of claim 1, wherein the towing arm has a hammerhead configuration in the front end portion, and wherein at least one of the side plates of the bearing support has a receiving recess configured to receive a portion of the hammerhead configuration, wherein said hammerhead configuration, in an assembled state of the suspension, is received and supported in the receiving recess, in such a way that the front end portion of the towing arm is capable of pivoting relative to the bearing support.

[008] Using the definition of geometric axle as described herein, wherein the suspension trailing arm primarily extends in a longitudinal direction of the vehicle, and wherein the vehicle wheel axle is arranged in a transverse direction of the vehicle, the bearing support is arranged in front of the axle body when viewed in a direction of Petition 870230083870, dated 09 / 21 / 2023, page 13 / 57 / 34 normal vehicle operation. The towing arm according to the invention has a front end portion configured as a hammerhead. The hammerhead configuration is wider, in a direction transverse to said longitudinal direction, than the portion of the towing arm that joins the front end portion and which, in an assembled state, is located arranged between the side plates of the bearing support. At least one of the side plates of the bearing support has a receiving recess, configured to receive, in an assembled state, at least a part of the hammerhead. In this assembled state, the bearing support is fixed to the vehicle chassis and has no freedom to move relative to the vehicle chassis.The hammerhead of the towing arm, in the aforementioned assembled state, essentially functions as a pivot pin and is capable of rotating within the receiving recess around a geometric pivot axis defined by the hammerhead. The hammerhead thus has at least one degree of freedom relative to the receiving recess and the vehicle chassis, which is rotatable around the geometric pivot axis. In this way, the towing arm is able to pivot relative to the vehicle chassis, whereby the axle body, which is attached to the towing arm, is able to move with and against the vehicle chassis.

[009] A particular advantage of the wheel axle air suspension according to the invention is that it is relatively easier to install the suspension system on the vehicle chassis. Where the system of WO 2009 / 014423, and all, or virtually all other known air suspension systems, are installed with a bushing and a pivot bolt, the suspension according to the invention allows the hammer head of the towing arm to be first inserted into receiving recesses (pre-formed), after which the opposing side plates are mounted on each other, for example, by tightening them together with bolts and nuts, to form a bearing support. The suspension manufacturer can supply the suspension in its Petition 870230083870, dated 09 / 21 / 2023, page 14 / 57 / 34 aggregated or assembled state, in which all critical parts are mounted with the correct torques and according to a correct and verified procedure. The trailer manufacturer only needs to mount the bearing support to the vehicle chassis.

[0010] In the pneumatic wheel axle suspension according to the present invention, the towing arm is pivotally mounted on the bearing support without the use of a pivot bolt. Therefore, the trailer manufacturer is not bothered with the critical installation of a pivot bolt and nut to mount the towing arm on the bearing support. Advantageously, the mounting procedure of the suspension according to the invention is generally simpler than attaching the eyelet of a towing arm between a bearing support with a bushing and a pivot bolt.

[0011] An additional disadvantage of providing a wheel axle air suspension for a vehicle comprising a trailing arm with a hammerhead configuration and a bearing support plate with a receiving recess is that the pivot arrangement of this suspension may be lighter than a pivot arrangement of a suspension as known in the art. The trailing arm itself, with a hammerhead configuration, may be lighter than a trailing arm with a fixing eye. Furthermore, weight is reduced by omitting the need for a pivot bushing and bolt. This may lead to a lower overall weight of the suspension system.

[0012] In a preferred embodiment of the suspension according to the invention, the hammerhead configuration comprises two opposing trunnion portions extending transversely with respect to a longitudinal geometric axis of the towing arm, wherein each of the side plates has a receiving recess, and wherein the trunnion portions are received in the respective receiving recesses of the bearing support. The trunnion portions are preferably rotationally symmetrical. The Petition 870230083870, dated 09 / 21 / 2023, page 15 / 57 / 34 respective trunnion portions are able to rotate in the respective mutually aligned receiving recesses of the bearing support plates. Advantageously, this structure provides a minimum amount of friction between the hammer head and the receiving cavities, leading to less wear.

[0013] In a practical embodiment, the trunnion portions are integrally formed in the front end portion of the towing arm. A towing arm with an integrally formed hammerhead configuration can be formed, for example, by forging, or another suitable forming method.

[0014] In another practical embodiment, the trunnion portions are separate parts that are interconnected with the front end portion of the towing arm. This has the advantage that the towing arm can be of a simpler design and can be formed by a more suitable forming process to provide the towing arm with the required mechanical properties. For example, for a flexible towing arm having a taper in thickness, a rolling process is a suitable and common forming process. The trunnion portions can then be made separately by another forming method, for example, forging. The only thing that needs to be worked is the front end portion of the towing arm, which is such that a connection between the front end portion and the trunnion portions can be established during the assembly of the towing arm.This is generally less complex than forming the towing arm in a suitable forming process such as rolling, and then forming the front end portion of the towing arm by another forming method, for example, forging.

[0015] In one possible embodiment, the trunnion portions are connected to the front end portion of the towing arm in an interlocked manner.

[0016] In a practical example, each of the portions of munion Petition 870230083870, dated 09 / 21 / 2023, page 16 / 57 / 34, has at least one interlocking protrusion, and the front end portion of the towing arm has at least one corresponding recess formed therein to interlock the trunnion portion and the front end portion of the towing arm. The front end portion may, for example, be provided with one or more recesses on either side, and the trunnion portions may be formed with mating protrusions in such a way that the protrusions can fit together with the corresponding recesses. By means of this, a simple assembly is ensured while the required interlocking in the rotational direction of the pivot arrangement is provided.

[0017] It is also possible, in another embodiment, that the trunnion portions be connected to the front end portion of the towing arm in a non-positively locked manner (i.e., a forced-fit manner). In this embodiment, the trunnion portions are preferably connected to the front end portion of the towing arm by a bolt or screw connection.

[0018] In a possible embodiment of the wheel axle suspension according to the invention, the respective side plates of the bearing support comprise a trunnion housing, wherein the receiving recess is defined by said trunnion housing. The trunnion housings function as a support for the respective trunnions and allow rotation of the trunnions. By providing trunnion housings in the side plates, the loads applied by the hammer head are distributed over more material, leading to a more reliable and stronger pivot arrangement.

[0019] Preferably, the trunnion housing is formed integrally into the side plate of the bearing support. This allows for simple manufacturing and assembly of the suspension. A substantially flat plate can, for example, be processed, for instance, with a forming press, to obtain a protruding trunnion housing by defining a recess. Petition 870230083870, dated 09 / 21 / 2023, page 17 / 57 / 34, regarding the receipt for the trunnions forming the hammer head of the towing arm. When the trunnion housing is formed integrally into the side plate, this typically results in a uniformly strong support plate.

[0020] However, another embodiment can be considered in which the trunnion housing is formed as a separate part, and the side plates of the bearing support each have a slot, through which the trunnion housing extends and is affixed to the corresponding plate. According to this embodiment, the side plates of the bearing support can, for example, be plates comparable to those known in the art, used in combination with a towing arm comprising a fastening eye. A slot in a conventional support plate is not capable of sufficiently supporting the hammer head of the towing arm. When a towing arm with a hammer head has to be used to suspend a vehicle in combination with a support plate known as such, undesirable stress concentrations occur at the edges defining these slots.Therefore, a trunnion housing formed as an insert with an open end can be provided, the insert extending outwards in the transverse direction relative to the plate through said slot, in an assembled state of the insert. The trunnion portions of the hammer head can then be received within the open ends of said insert, the hammer head trunnions being supported by the outward-extending portion of the insert that forms the receiving cavity. The insert provides additional support for the hammer head and decreases stress concentrations at the edge of the slot in the support plates by spreading the stress over a larger area and more material.

[0021] In a further embodiment having a separately formed trunnion housing, the trunnion housing may have a flange formed around the open end on an outer side of the housing. Petition 870230083870, dated 09 / 21 / 2023, page 18 / 57 / 34 of the trunnion, in which the trunnion housing is affixed to the side plate of the bearing support on the flange. The trunnion housing may be affixed to the plate on the flange, for example, by welding, by adhesive bonding, with rivets, with bolts and nuts, or with other suitable fasteners.

[0022] In a preferred embodiment, the trunnion housing protrudes from the main plane of the side plate in a direction away from the towing arm, i.e., outwards. This has the particular advantage that the main plate areas of the side plates can be relatively close to each other, or even in support of each other, making it relatively easy to rigidly fasten the main plates of the side plates to each other, increasing the strength of the pivot arrangement.

[0023] However, in another possible embodiment, the trunnion housing may protrude from the main plane of the side plate in a direction of the towing arm, i.e., inwards.

[0024] Preferably, the trunnion housing in the respective side plates is substantially cup-shaped having one closed end and an opposite open end. This allows the side plates and trunnion housings to be tightened around the trunnion portions with sufficient pressure. The closed end allows sufficient pressure to be applied to the trunnion portions in the lateral direction of the towing arm. By means of this, the hammerhead configuration can be retained well in position in the transverse direction of the vehicle. This eliminates the problem of current towing arms in which the eyelet can shift slightly within the bearing support in the transverse direction and collide with the side plates of the bearing support, which makes the support structures heavier to support the bearing support in the lateral direction.When the front portion of the towing arm is laterally locked, a significantly lighter support structure can be used to support the bearing mounts, leading to a reduction in vehicle weight. Petition 870230083870, dated 09 / 21 / 2023, page 19 / 57 / 34

[0025] Furthermore, a closed outer surface like that of the trunnion housing ideally shields the hammer head from the environment, preventing dirt and water from entering, and obstructing the pivoting movement of the hammer head within the receiving cavities.

[0026] Preferably, the trunnion housings have a conical (trunk) shape. The conical shape allows the side plates to be clamped towards each other and the trunnion portions to be centered. The conical shape eliminates the problem of manufacturing tolerances in the bearing support plates and the hammerhead configuration of the towing arm.

[0027] In another possible embodiment, the trunnion housings may have at least a partially spherical shape.

[0028] In another embodiment, the trunnion portions are at least partially hollow. By making the hammer head of the towing arm partially hollow, the weight can be reduced.

[0029] In one possible embodiment of the suspension according to the invention, the trunnion portions have a cylindrical outer surface.

[0030] In a preferred embodiment, the trunnion portions have a tapered outer shape, in particular, (truncated)conical.

[0031] In one possible embodiment of the suspension according to the invention, an elastomer element is arranged between an outer surface of each of the trunnion portions and an inner surface of the corresponding trunnion housing. By providing an elastomer element, for example, a resilient ring, between the outer surfaces of the trunnion portions and opposite inner surfaces of the corresponding trunnion housings, a conformity is introduced in this pivot structure which can reduce wear and friction between parts. Furthermore, the elastomer element provides vibration isolation of the trunnion portions in the trunnion housings. A longer service life of the parts can be achieved. Petition 870230083870, dated 09 / 21 / 2023, page 20 / 57 / 34 the result.

[0032] The elastomer element can be easily fitted with a prestress, especially when it has a conical or partially spherical shape corresponding to a conical or spherical shape (trunk) of the trunnion portion and / or the trunnion housing, by tightening the side plates of the bearing support towards each other and compressing the elastomer element between the trunnion portion and the trunnion housing. By fitting the elastomer element with a prestress, the compliance of the initially flexible elastomer element can be reduced.

[0033] Another effect of the elastomer element is that the manufacturing tolerances of the towing arm trunnion portions and the bearing support trunnion housings can be compensated for. In particular, if the trunnion portions and / or trunnion housings have a conical (trunk) shape, the hammerhead configuration of the towing arm is confined in the axial and radial directions of the trunnion portions when the bearing support side plates are clamped against each other. The rubber element allows slight movement of the trunnion portions in the trunnion housings.

[0034] In a possible additional embodiment, the elastomer element is provided in a metallic support ring.

[0035] Preferably, the elastomer element is provided in a metal, usually in a cup-shaped body.

[0036] Possibly, the cup-shaped body has a corrugated bottom.

[0037] The support ring or the cup-shaped body in general is preferably made of sheet metal.

[0038] In one possible embodiment, the elastomer element is vulcanized onto the support ring or the generally cup-shaped body. Petition 870230083870, dated 09 / 21 / 2023, page 21 / 57 / 34

[0039] Instead of an elastomer element in a metal support ring or a cup-shaped body, the elastomer element may also be provided directly in the trunnion portion, in particular if the trunnion portion is a separate part to be connected to the front end of the towing arm.

[0040] In one embodiment of the suspension according to the invention, the hammerhead configuration has a width, defined in a direction transverse to the longitudinal geometric axis of the towing arm, which is at least 10% greater than a width of the portion of the towing arm that joins the hammerhead configuration.

[0041] The hammerhead configuration and the towing arm can have many different shapes. The characteristic feature of the hammerhead is that the hammerhead portion of the towing arm projects in the transverse direction, both to the left and to the right, relative to the connecting portion of the towing arm. Typically, the width of the towing arm is substantially constant.

[0042] In one possible embodiment according to the invention, the width of the towing arm narrows between the portion where the towing arm is connected to the axle body and the portion where the towing arm is coupled with the support, the towing arm being wider near the axle body portion than near the support portion, forming a constricted portion of the towing arm. Because of this constricted shape of the towing arm, embodiments are conceivable where the width of the hammer head is less than the width of the towing arm portion near the axle body, but where the hammer head is wider than the width of the towing arm in the constricted portion.

[0043] In one embodiment of the suspension according to the invention, the receiving recesses have a depth relative to the corresponding side plate and are spaced a distance and in which the configuration of Petition 870230083870, dated 09 / 21 / 2023, page 22 / 57 / 34: The hammerhead has a width, and at least the depth of the receiving recesses, the distance between the receiving recesses, and the width of the hammerhead are combined, to prevent the hammerhead configuration, in the assembled state of the suspension, from moving relative to the receiving recesses in a transverse direction to the vehicle. Preventing the hammerhead configuration from moving in a transverse direction relative to the receiving recesses reduces play between the trailing arm and the vehicle chassis, and thus between the wheel axle and the vehicle chassis, resulting in better suspension.

[0044] Towing arms known with a locking eye do not allow the locking eye to be directly clamped between the bearing support, as the towing arm would then be unable to rotate relative to the bearing support. The use of a bushing is necessary, as previously described, leading to an undesirable degree of freedom for movement of the locking eye in the transverse direction. The pivot arrangement of the invention allows a protruding hammer head portion to be received in a receiving cavity, ensuring the hammer head configuration of the towing arm relative to the bearing support. As such, transverse movement of the hammer head in the receiving cavities can be prevented, yet simultaneously allowing pivot movement.The protruding parts of the hammer head can, for example, be clamped into the receiving recesses with a relatively flexible elastomer compressed between the cavity wall and the hammer head portion, where the width of the hammer head, measured in the transverse direction of the towing arm, corresponds to the width of the receiving cavities, measured in the transverse direction of the towing arm.

[0045] According to an alternative embodiment of the invention, the width of the hammer head configuration is less than the width between the receiving cavities, an elastomer being arranged between a Petition 870230083870, dated 09 / 21 / 2023, page 23 / 57 / 34 external end of the hammer head trunnion portions, viewed in the transverse direction and the base of the trunnion housing in the side plate that forms the receiving cavity. However, with the elastomer compressed between these two ends, and thus having a certain pre-tension, the transverse movement of the hammer head configuration may still be limited.

[0046] The suspension bearing support is rigidly attached to the vehicle chassis. This attachment can be direct, where the support is rigidly attached to the vehicle chassis, for example, by welding the support to the vehicle chassis, or by attaching the support to the vehicle chassis with bolts and nuts through alignment holes in the support and chassis. This attachment can also be indirect, where, for example, a chassis mounting plate is rigidly attached to the chassis, the chassis mounting plate extending downwards relative to the chassis, and where the bearing support is rigidly attached to the chassis mounting plate. When such an indirect attachment between the support and the vehicle chassis is arranged, the support is still, in the context of the present invention, considered to be rigidly attached to the vehicle chassis, the chassis mounting plate, in the context of the present invention, forming a part of the vehicle chassis.

[0047] According to one possible embodiment of the suspension according to the invention, the support plates, in the assembled state of the suspension, are rigidly affixed to a chassis mounting plate that is associated with the vehicle chassis and extends downwards relative to the vehicle chassis. The desired height between the suspension and the vehicle chassis may vary for different vehicles. When the support has to be directly affixed to the vehicle chassis, this then requires that different supports be produced for different vehicles, more specifically, the height of the support must be adapted for different types of vehicle. When, instead, a chassis mounting plate is provided between the chassis of Petition 870230083870, dated 09 / 21 / 2023, page 24 / 57 / 34 vehicle and suspension support, this chassis mounting plate can be chosen to have the required height for different types of vehicles and a common support size can be used for all types of vehicles, resulting in a cheaper product. In this way, when a chassis plate is provided between the vehicle chassis and the suspension support, the support and the suspension towing arm can be mounted together, using a standard support and towing arm. The support and towing arm assembly can then be rigidly affixed to the vehicle chassis plate, where the chassis plate is of a height adapted to the specific vehicle type.

[0048] In a further embodiment of the suspension according to the invention, the bearing support and the chassis mounting plate each comprise at least two holes, the holes in the chassis mounting plate and the bearing support being aligned to allow the bearing support to be rigidly affixed to the chassis mounting plate, for example, with bolts and nuts, wherein at least the holes in the bearing support or the holes in the chassis mounting plate have a slotted shape to allow alignment of the bearing support and the associated towing arm and axle body. These slotted holes provide a margin of play for aligning the suspension relative to the vehicle chassis.As such, production tolerances relating to the specifications of the towing arm and / or bearing support, more specifically, tolerances in the dimensions of said towing arm and / or bearing support, can be compensated (slightly) by offsetting the support and the chassis plate relative to each other, using the slotted holes.

[0049] The side plates that form the suspension bearing support and the suspension trailing arm are basically two different products that, in use, are pivotally attached to each other and that, in cooperation, suspend a wheel axle body in relation to a vehicle chassis. Petition 870230083870, dated 09 / 21 / 2023, page 25 / 57 / 34

[0050] The foregoing basically refers to the preferred embodiment in which both side plates of the bearing support have a receiving recess and in which the hammerhead configuration of the towing arm has two opposing trunnion portions. However, the invention also comprises an embodiment of the wheel axle air suspension, in which one of the side plates has a receiving recess and the other of the side plates has a bearing surface, in which the hammerhead has a trunnion portion, in which said trunnion portion is received in the receiving recess, and in which a surface of the hammerhead portion opposite the trunnion portion rests on the bearing surface. In such an embodiment, a hammerhead “on one side” and the bearing support are thus asymmetrical with respect to a vertical longitudinal center plane through the towing arm.In such an embodiment, the trunnion portion and the trunnion housing can be formed in the same manner described previously. The trunnion portion can thus, for example, be integrally formed with the front end portion of the towing arm, but it can also be a separately formed part that is assembled with the front end portion of the towing arm, as described previously.

[0051] This invention not only refers to the combination of a bearing support and a towing arm as presented in claim 1, but also refers to these components individually.

[0052] As such, the invention also relates to a towing arm of a vehicle wheel axle air suspension, the towing arm being attached to a vehicle axle body, the towing arm having a front end portion that can be pivotally attached to a bearing support, the towing arm having a hammerhead configuration on the front end portion thereof, the hammerhead configuration being adapted to be received in Petition 870230083870, dated 09 / 21 / 2023, page 26 / 57 / 34 receiving recesses formed in side plates of a bearing support of an air suspension, in such a way that the hammerhead configuration is able to pivot in relation to said receiving recesses.

[0053] As such, the invention also relates to a bearing support for a pneumatic wheel axle suspension of a vehicle, the bearing support being rigidly attachable to a vehicle chassis and comprising a pair of spaced opposite side plates, wherein the side plates of the bearing support each have at least one receiving recess configured to receive a portion of a hammerhead configuration of a towing arm, in such a way that said hammerhead configuration is capable of pivoting relative to said bearing support.

[0054] The installation of a wheel axle air suspension according to the invention typically differs from known suspension installation procedures in the art, such as the suspension of WO 2009 / 014423. For such known suspensions, the bearing support may be mounted on the chassis, after which a towing arm comprising an eyelet is provided as a separate product, which towing arm is then pivotally attached to the support by means of a pivot bolt. For the suspension according to the invention, this installation procedure is different. The support and the towing arm are typically first mounted together to form an assembly, with the hammerhead configuration received in the opposing receiving recesses formed in the bearing support plates. The hammerhead is capable of pivoting relative to the receiving recesses.This assembled towing arm and bearing support unit is then rigidly mounted to the chassis, or, in an alternative embodiment, to a chassis plate.

[0055] These and other aspects of the invention will be more easily Petition 870230083870, dated 09 / 21 / 2023, p. 27 / 57 / 34 perceived as they become better understood by reference to the following detailed description and considered in relation to the attached drawings in which identical reference symbols designate equal parts.

[0056] In the drawings: Fig. 1 schematically shows a side view of a pneumatic wheel axle suspension for a vehicle according to the invention, attached to a vehicle chassis; Fig. 2 shows schematically an isometric view of the wheel axle suspension of Fig. 1; Fig. 3 schematically shows an isometric view of the wheel axle suspension of Fig. 1 with an exploded view of the bearing support; Fig. 4 shows schematically an isometric view of a towing arm of the pneumatic wheel axle suspension for a vehicle of Fig. 1; Fig. 5A schematically shows a cross-section along a line VV indicated in Fig. 1 of a first embodiment of a pneumatic wheel axle suspension according to the invention; Fig. 5B schematically shows a cross-section along a line VV indicated in Fig. 1 of a second embodiment of a pneumatic wheel axle suspension according to the invention; Fig. 6 shows a side view of a suspension bearing support from Fig. 1 during assembly; Fig. 7A schematically shows a partial cross-sectional view along a vehicle height direction of a possible embodiment of a support plate for a wheel axle air suspension for a vehicle according to the invention; Fig. 7B schematically shows a partial cross-sectional view along a direction of the vehicle height of a Petition 870230083870, dated 09 / 21 / 2023, p. 28 / 57 / 34 possible additional embodiment of a support plate for a pneumatic wheel axle suspension for a vehicle according to the invention; Fig. 8 schematically shows a partial cross-sectional view along a vehicle height direction of a possible additional embodiment of a support plate for a wheel axle air suspension for a vehicle according to the invention; Figs. 9A and 9B show a perspective view and a cross-section of a front end portion of an embodiment of a towing arm according to the invention having a separately produced trunnion portion; Figs. 10A and 10B show a perspective view and a cross-section of a front end portion of another embodiment of a towing arm according to the invention having a separately produced trunnion portion; Figs. 11A and 11B show a perspective view and a cross-section of a front end portion of yet another embodiment of a towing arm according to the invention having a separately produced trunnion portion; Figs. 12A and 12B show a perspective view and a cross-section of a front end portion of yet another embodiment of a towing arm according to the invention having a separately produced trunnion portion; Figs. 13A and 13B show a perspective view and a cross-section of a front end portion of yet another embodiment of a towing arm according to the invention having a separately produced trunnion portion; Fig. 14 shows in cross-section a front end portion of yet another embodiment of a towing arm according to the invention having a trunnion portion produced Petition 870230083870, dated 09 / 21 / 2023, page 29 / 57 / 34 separately; Figs. 15A and 15B show a perspective view and a cross-section of a front end portion of yet another embodiment of a towing arm according to the invention having a separately produced trunnion portion; Fig. 16 shows a perspective view of a front end portion of a towing arm according to the invention with cross-shaped trunnion portions; Fig. 17 shows a side elevation view of the front end portion of Fig. 16; Fig. 18 shows a perspective view of the front end portion of Fig. 18 with an elastomer element in it; Fig. 19 shows a possible embodiment of the elastomer element shown in Fig. 18; Fig. 20 shows another embodiment of the elastomer element shown in Fig. 18; Fig. 21 shows a perspective view of a front end portion of a towing arm according to the invention with differently shaped crosshead-shaped trunnion portions; Fig. 22 shows a perspective view of the front end portion of Fig. 21 with an elastomer element in it; and Fig. 23 shows a side elevation view of the front end portion of Fig. 21.

[0057] With reference to Figs. 1 and 2, one side of a wheel axle pneumatic suspension 1 for a vehicle, preferably a heavy vehicle such as a truck, trailer, or semi-trailer, is shown. Note that this is only one side of the suspension. The suspension 1 comprises a bearing support 2 that is rigidly attached to a chassis. Petition 870230083870, dated 09 / 21 / 2023, page 30 / 57 / 34 of vehicle 6. In the specific embodiment of Figs. 1 and 2, the bearing support 2 is affixed to the chassis 6 by means of a chassis mounting plate 61. The bearing support 2 comprises at least one pair of spaced opposite side plates 2A, 2B, but may comprise more than these two plates 2A, 2B, such as a front plate arranged in front of the bearing support 2 or a bottom plate arranged on a lower side of the bearing support 2.

[0058] Suspension 1 additionally comprises a towing arm 3 which is attached to a vehicle axle body 4. The towing arm 3 is shown separately in Fig. 4

[0059] In this particular example, the towing arm 3 is a flexible towing arm, which typically has a spring portion 3A designed as a leaf spring, the spring portion of which is located between the front end portion and the wheel axle attachment. The towing arm 3 has a mounting portion 3B for mounting an air spring 5 on it. The flexible towing arm 3 of Fig. 4 is made in one piece from spring steel, for example, by rolling and / or forging.

[0060] The orientation of the towing arm 3 coincides substantially with a longitudinal geometric axis of the vehicle, with the bearing support 2 being arranged in front of the axle body 4. As such, the towing arm 3 has a front end portion 3D and a rear end portion 3B. The front end portion 3D of the towing arm 3 is pivotally attached to the bearing support 2, the towing arm 3 and the wheel axle 4 being able to articulate up and down relative to the vehicle chassis 6, to suspend the wheel axle 4.

[0061] The suspension further comprises a pneumatic spring 5, operationally arranged between the vehicle chassis 6 and the rear portion 3B of the towing arm 3, at a distance rearward of the spring portion 3A. Petition 870230083870, dated 09 / 21 / 2023, p. 31 / 57 / 34

[0062] Between the spring portion 3A and the air spring mounting portion 3B, the towing arm 3 has a wheel axle fixing portion 3C, where the axle body 4 can be attached to the towing arm 3. In the specific example of Figs. 1 and 2, the fixing of the axle body 4 is by means of U-clamps 13 located on either side of the towing arm 3 and extending around the axle body 4. A strap plate 14 arranged on an upper side of the towing arm 3 acts as a counterpart to be able to tighten the U-clamps 13.

[0063] Note that the wheel axle suspension configuration shown in Figs. 1 and 2 and the shape of the particular components 2, 3, 4, 5, 13 and 14 therein should be considered only an example. Many other configurations and shapes are known and conceivable within the scope of the invention.

[0064] The towing arm 3 can be a flexible towing arm as shown in the example, where the towing arm has inherent resilience and acts as a leaf spring portion between the axle body 4 and the front end portion 3D. However, the towing arm can also be a rigid towing arm, where the towing arm is rigid compared to a flexible towing arm and has no inherent spring action. The use of a flexible towing arm is preferred here.

[0065] It is noted that, in these two main types of towing arms (flexible vs. rigid), many variations in the towing arm concept are known, including towing arms comprising two parts, which are clamped together on the body of axle 4 of the vehicle, securing the body of axle 4 between these two parts, and towing arms such as those shown in Figs. 1 and 2, which are formed in one piece, extending both forward of the axle body and backward of the body of axle 4 when viewed in the direction of drive of the vehicle. Those skilled in the art will further realize that towing arms can be clamped in Petition 870230083870, dated 09 / 21 / 2023, page 32 / 57 / 34 a body of the axle 4 in many different ways, for example, with straps or with bolts. The towing arm of the invention can be any type of towing arm.

[0066] It is further noted that a pneumatic wheel axle suspension, for example, a pneumatic wheel axle suspension 1 according to the invention, is typically used for industrial or utility vehicles, such as trucks, trailers and semi-trailers.

[0067] It is further noted that the bearing support 2 of the suspension 1 according to the invention may comprise more plates than the aforementioned pair of opposing side plates 2A, 2B. For example, the bearing support 2 may also comprise a front plate, provided on the front side of the opposing spaced side plates 2A, 2B (when viewed in the direction of vehicle drive). The bearing support 2 may also comprise a base plate, arranged on the lower sides of the opposing spaced side plates 2A, 2B.

[0068] It is further noted that the air spring 5 of the suspension according to the invention can be arranged at any location aft of the front end portion 3D of the towing arm 3, between the towing arm 3 and the vehicle chassis 6. The air spring 5 can, for example, be arranged behind the wheel axle 4 when viewed in the direction of drive of the vehicle. Alternatively, the air spring 5 can be arranged at least partially above the axle body 4 of the vehicle. Still alternatively, the air spring 5 can be arranged between the bearing support 2 of the suspension 1 and the axle body 4, i.e., in front of the axle body 4 when viewed in the direction of drive of the vehicle.

[0069] Primarily visible in Figs. 3 - 5, the towing arm 3 according to the invention comprises a hammer head 7 in the front end portion 3A thereof, and the side plates 2A, 2B of the bearing support 2 each have at least one receiving recess or cavity. Petition 870230083870, dated 09 / 21 / 2023, page 33 / 57 / 34 8, 9 configured to receive at least part of said hammerhead 7. In an assembled state of the suspension, the hammerhead 7 is received in the opposite receiving recesses 8, 9 formed in plates 2A, 2B, in such a way that the towing arm 3 is able to pivot in relation to the support 2.

[0070] An example of a pivot arrangement comprising a hammer head 7 and support plates 2A, 2B with receiving recesses 8, 9 is illustratively shown in Figs. 5A and 5B. The respective side plates 2A, 2B of the bearing support 2 comprise a trunnion housing 12A, 12B which projects outward from a principal plane 22A, 22B of the side plate 2A, 2B. The respective trunnion housings 12A, 12B are protrusions formed in the side plate and which define the respective receiving recesses 8, 9, which are located in said protrusion 12A, 12B. In the specific embodiment of Figures 5A and 5B, the trunnion housings 12A, 12B are formed integrally in the side plate 2A, 2B.

[0071] Also visible in the embodiments of Figs. 5A and 5B is that the trunnion housing 12A, 12B protrudes from the main plane 22A, 22B of the side plate 2A, 2B in a direction away from the towing arm 3, i.e., outwards.

[0072] Alternatively, as visible with reference to Figs. 7A and 7B, the receiving cavities 8, 9 can be formed in a trunnion housing 12A, 12B that projects outwards from the side plates 2A, 2B, wherein the trunnion housing 12A, in an assembled state, is formed by an insert 11. In the specific embodiment of Figs. 7A and 7B, the plates 2A, 2B of the support 2 each have a slot 10, in which at least one insert 11 comprises an open end 11A, and optionally a second open end 11C, extends through said slot 10 and is affixed to the corresponding plate 2A, 2B. The insert 11 forms the trunnion housing 12A, 12B in which the receiving cavity 8, 9 is located. The trunnion housing 12A, 12B in plate 2A, 2B is formed by inserting the Petition 870230083870, dated 09 / 21 / 2023, p. 34 / 57 / 34 insert 11 through slot 10 in plate 2A, 2B in such a way that insert 11 protrudes outwards relative to plate 2A, 2B and forms the trunnion housing 12A, 12B.

[0073] It is also visible in the embodiments of Figs. 7A and 7B that the insert 11 additionally has a flange 11B formed at the open end 11A on an external side of the insert 11. The insert 11 is affixed to the plate 2A, 2B on the flange, for example, by fixing the flange 11B to the internal sides of the plate 2A, 2B.

[0074] Alternatively, as visible in the embodiment of Fig. 8, the trunnion housing 12A, 12B of the side plate 2A, 2B protrudes from the main plane 22A, 22B of the side plate 2A, 2B in a direction from the towing arm 3, i.e., inwards. This embodiment, as shown in Fig. 8, is obtained by forming the trunnion housing 12A, 12B integrally with the main plate 22A, 22B of the side plates 2A, 2B. Alternatively, in an embodiment not shown, the inwardly protruding trunnion housing 12A, 12B can be formed by an insert.

[0075] In the embodiments of the invention shown in Figs. 1, 2, 3, 5A, 5B and 7B, the trunnion housings 12A, 12B in the side plates 2A, 2B have a closed, or lower, end and an opposite open end. The closed end does not contain holes, slots, openings, or the like in said embodiments.

[0076] In an alternative embodiment, however, illustratively sketched in Fig. 7A, the trunnion housings 12A, 12B in the side plates 2A, 2B have two closed ends, containing an opening 11C.

[0077] In the specific embodiment of Fig. 7A, the transverse outer ends of the protruding surfaces are open. In further alternative embodiments, not shown, the outer protruding surface of the trunnion housings 12A, 12B may contain holes, slots, or other openings along a circumferential direction. Petition 870230083870, dated 09 / 21 / 2023, page 35 / 57 / 34

[0078] Many different shapes of the trunnion housings 12A, 12B that form the receiving recesses 8, 9 are conceivable. As will be explained below, it is preferred when external hammer head portions extending transversely 7A, 7B are rotationally symmetric, and, as such, it is also preferred when at least the internal contour surfaces of the trunnion housings 12A, 12B are rotationally symmetric as well.

[0079] One possible form of the trunnion housings 12A, 12B is a substantially cup-shaped form. This cup-shaped form is, for example, visible in Fig. 2, and also in the longitudinal cross-sectional view of Figs. 5A and 5B. In the embodiment of Figs. 2, 5A and 5B, the transverse outer ends of the trunnion housings 12A, 12B are formed by a dome-shaped wall portion 12C, 12D in the example shown with a concave inner side and a convex outer side. These transverse outer ends 12C, 12D could also be formed by a substantially straight / flat wall portion. Also, the wall portion 12E, 12F of the trunnion housings 12A, 12B that connect the transverse outer end 12C, 12D of the trunnion housing 12A, 12B to the side plate 2A, 2B is substantially conical in Figs. 2 and 5A, 5B. This wall portion 12E, 12F may also alternatively be cylindrical or spherical.

[0080] In Fig. 7B, the shape of the trunnion housing 12A is cylindrical. The shape of the trunnion housing 12A in Fig. 7B, however, can, for example, have at least a spherical shape. This spherical shape is also possible for the trunnion housing 12A, 12B in Fig. 7A.

[0081] With respect to hammerhead 7, hammerhead 7 is located on a 3D front end portion of the towing arm 3, viewed in the direction of travel of the vehicle. This 3D front end portion has transversely extending trunnion portions 7A, Petition 870230083870, dated 09 / 21 / 2023, pages 36 / 57 / 34 7B in relation to a part of the towing arm 3 adjacent to the front end portion 3D. These transversely extending trunnion portions 7A, 7B define the shape of the hammerhead 7. In the embodiments shown in the Figures, the hammerhead 7 comprises two rotationally symmetrical opposite trunnion portions 7A, 7B, which are received in the respective receiving recesses 8, 9.

[0082] Also with regard to the rotationally symmetrical trunnion portions that extend oppositely 7A, 7B, many different shapes are possible and only a few conceivable shapes are illustratively shown in the Figures in this descriptive report.

[0083] In possible embodiments, for example, shown in Figs. 5A and 5B, the outer surface of the rotationally symmetrical, oppositely extending trunnion portions 7A, 7B is at least partially conical, wherein the diameter of the trunnion portions 7A, 7B decreases towards the outer transverse end of the trunnion portion 7A, 7B. In one possible embodiment, the outer surface of these trunnion portions 7A, 7B may be at least partially spherical, instead of frustum conical.

[0084] Additionally visible in relation to the embodiments of Figs. 5A and 5B is that the towing arm 3, where it is received between the side plates 2A, 2B of the support 2, comprises a constricted portion 3E, where the towing arm 3 is, locally, relatively narrow in width. Preferably, the transition 13A, 13B between this constricted portion 3E and the hammer head 7 is gradual, forming a curved transition instead of a straight transition. The radius of the curved transition 13A, 13B may, however, vary.

[0085] Additionally visible in Fig. 5A is a width W2 of the constricted portion 3E of the towing arm 3 and a width W1 of the hammer head 7. Preferably, the total width W1 of the hammer head 7 is at least 10% greater than the width W2 of the constricted portion 3E of the hammer head 7 that joins the hammer head 7, or, when no portion Petition 870230083870, dated 09 / 21 / 2023, p. 37 / 57 / 34 strangulated can be defined, the total width W1 of the hammer head 7 is preferably at least 10% greater than the width of the portion of the towing arm that joins the hammer head 7.

[0086] It is also visible in Figs. 5A and 5B that the transversely extending trunnion portions 7A, 7B, and optionally also a non-transversely extending hammer head portion 7, are at least partially hollow to further reduce weight. In Fig. 5A, this hollow portion is not filled and is thus empty, whereas this hollow portion is filled with a portion of an elastomer element 17A, 17B in Figure 5B. The elastomer could, for example, be a rubber or PU.

[0087] An elastomer element such as 17A, 17B is shown in embodiments of both Figures 5A, 5B, arranged against the outer surfaces of each of the trunnion portions 7A, 7B, between the outer surfaces of the trunnion portions 7A, 7B and the inner surface of the trunnion housings 12A, 12B that form the receiving recesses 8, 9. The elastomer element 17A, 17B is preferably compressed between the outer surfaces of the trunnion portions 7A, 7B and the inner surface of the trunnion housings 12A, 12B that form the receiving recesses 8, 9. The elastomer element 17A, 17B provides a limited amount of freedom in a rotational direction for said hammer head of the towing arm 7.

[0088] In Fig. 5A, the elastomer element 17A, 17B is formed as a ring and is, in the circumferential direction, pressed against the outer surfaces of the trunnion portions 7A, 7B. In Fig. 5B, the trunnion portions 7A, 7B are almost completely covered by the elastomer elements 17A, 17B, wherein almost the entire outer surface of the trunnion portions 7A, 7B makes contact with a first side of the elastomer elements 17A, 17B while a second side of the elastomer elements 17A, 17B, opposite to the first, makes contact with the inner surface of the trunnion housings. Petition 870230083870, dated 09 / 21 / 2023, page 38 / 57 / 34 12A, 12B on side plates 2A, 2B.

[0089] It is also visible in Figs. 5A and 5B that the hammer head 7 is received in the receiving recesses 8, 9.

[0090] The hammer head 7 is locked in the transverse direction between the side plates 2A, 2B of the bearing support 2, which prevents the hammer head 7, in an assembled state, from moving in a transverse direction of the vehicle relative to the receiving recesses 8, 9, or relative to the support 2, or relative to the vehicle chassis. Note that the hammer head 7 is not clamped at its outer transverse ends, as it would then be unable to pivot. The hammer head 7 is clamped only at its transversely extending portions, i.e., at the portions where an elastomer is arranged.

[0091] As the elastomer element 17A, 17B is tightly compressed between the outer surface of the trunnion portions 7A, 7B and the inner surface of the trunnion housings 12A, 12B, this still sufficiently prevents the hammer head 7, in an assembled state, from moving in a transverse direction from the vehicle relative to the receiving recesses 8, 9, or relative to the support 2, or relative to the vehicle chassis. Certainly, movement of the hammer head 7 in a radial direction is also prevented by the trunnion housings 12A, 12B enclosing the trunnion portions 7A, 7B.

[0092] Figs. 16-18 illustrate another embodiment of a 3D end portion of a towing arm 3. In this embodiment, the trunnion portions 7A and 7B of the hammer head have a cross shape as is clearly visible in Figs. 16 and 17. The cross is rotationally symmetrical.

[0093] An elastomer element 17A can be placed on the crossbar as shown in Fig 18. In Figs 19 and 20, two possible embodiments of an elastomer element 17A are shown. Petition 870230083870, dated 09 / 21 / 2023, page 39 / 57 / 34

[0094] Fig. 19 shows an elastomer element comprising an elastomer layer 81 that is provided in a metallic cup-shaped body 80 by vulcanization. The elastomer element 17A has substantially a truncated cone shape. The metallic cup-shaped body 80 is placed on the crossbar and engages the surfaces 170 thereof.

[0095] In Fig. 20, an elastomer element 17A is shown to have an internally formed cross-shaped counterform, which fits snugly over the cross-shaped trunnion portions 7A, 7B. This elastomer element 17A thus provides an interlocking engagement (form fit) with the trunnion portion in a rotational direction.

[0096] Figs. 21 and 23 illustrate yet another embodiment of a 3D end portion of a towing arm 3. In this embodiment, the trunnion portions 7A and 7B of the hammer head have a cross shape which, unlike the cross shape shown in Figs. 16 and 17, is rotationally asymmetric. As can be better seen when comparing Fig. 23 with Fig. 17, the cross element of the crosses is not uniformly distributed on the circumference of the trunnion portion 7A, 7B, but the portions extending upwards and downwards 175, 176 are inclined at a forward angle.

[0097] Fig. 22 shows that an elastomer element 17A is arranged over the cross-shaped trunnion portions 7A, 7B. This could be an elastomer element as shown in Fig. 19. It could also be an elastomer element comparable to that shown in Fig. 20, but then with an internally formed cross shape that corresponds to the cross shape of the trunnion portions shown in Figs. 21 and 23.

[0098] The vehicle suspension according to the invention comprises a towing arm 3 with a hammer head 7 and a support 2 with a pair of spaced opposite side plates 2A, 2B, these side plates 2A, 2B Petition 870230083870, dated 09 / 21 / 2023, page 40 / 57 / 34, comprising receiving recesses 8, 9 configured to receive the hammer head 7. Advantageously, with reference to Figures 1 and 3, a chassis mounting plate 61 is additionally provided, wherein the plates 2A, 2B of the support 2 are rigidly affixed to the chassis mounting plate 61 in the assembled state of the suspension. The chassis mounting plate 61 is associated with the vehicle chassis and extends downward relative to the vehicle chassis 6 in a substantially vertical direction, providing a vertical gap between the towing arm 3, the wheel axle 4 and the vehicle chassis 6. The height of said chassis mounting plate 61, and thus the vertical gap between the towing arm 3, the wheel axle 4 and the vehicle chassis 6, can be adapted to the requirements of the specific vehicle.This makes it possible to mount chassis mounting plates of different sizes 61 on chassis 6, having different heights, whereby the vehicle manufacturer is able to vary the distance of the towing arm 3 in relation to chassis 6.

[0099] Additionally, advantageously, the support 2 comprises holes 62 (cf. Figs. 3 and 6) and the chassis mounting plate 61 comprises holes 64. The holes 64 in the chassis mounting plate 61 and the holes 62 in the bearing support 2 are aligned to allow the support 2 to be rigidly affixed to the chassis mounting plate 61, for example, with screws and nuts, wherein at least the holes 62 in the support 2 or the holes 64 in the chassis mounting plate 61 have a slotted shape.

[00100] In the particular embodiment of Figs. 3 and 6, the holes 62 in the support 2 may be slotted holes, while the holes 64 in the chassis mounting plate 61 are round. This allows adjusting the position of the bearing support relative to the chassis in the longitudinal direction. However, it is quite conceivable that all holes 62, 64 in the support 2 and in the chassis mounting plate 61 are round, that all holes 62, 64 in the support 2 and in the chassis mounting plate 61 are slotted, or that the holes 62 in the support 2 are slotted, while the holes 64 in the mounting plate Petition 870230083870, dated 09 / 21 / 2023, page 41 / 57 / 34 of chassis 61 be round.

[00101] Visible in Fig. 3 are four more holes 23, 24, 25, 26 in plates 2A, 2B of support 2. These holes 23, 24, 25, 26 can be used to rigidly mount the two plates 2A, 2B of bearing support 2 to each other, for example, with screws 23A, 24A, 25A, 26A as visible in Fig. 2. Other fastening methods are, however, possible to rigidly mount the two plates 2A, 2B to each other, for example, by welding, with an adhesive, with rivets, or with other connectors.

[00102] Regarding the mounting of the wheel axle air suspension on the vehicle chassis, it is foreseen that the bracket 2 and the towing arm 3 are first mounted to each other, before the bracket is mounted to the chassis 6 or the chassis mounting plate 61. This is contrary to the method of mounting wheel axle air suspensions as they are known in the art, where it is conventional to first mount the bracket to the chassis or a mounting plate, after which the towing arm is mounted to the bracket.

[00103] It has been previously described that the receiving recesses 8, 9 in the side plates 2A, 2B can be formed by trunnion housings 12A, 12B in the plates 2A, 2B, these trunnion housings 12A, 12B which can be formed by an insert 11.

[00104] In an alternative preferred method, the support 2 is manufactured using a forming press, a forming die, and a blank sheet metal workpiece, by means of a method comprising at least the step of stamping the blank sheet metal workpiece into the forming die with the die forming press, such that a receiving cavity 8, 9 in a side plate 2A, 2B of the support 2 is formed. The side plates 2A, 2B can then be manipulated to provide holes, or they can have a closed outer surface as in the embodiments of Figs. 1 - 3. Petition 870230083870, dated 09 / 21 / 2023, page 42 / 57 / 34

[00105] In the embodiments described with reference to Figs. 1 - 6, the trunnion portions 7A, 7B are integrally formed in the front end portion 3D of the towing arm 3.

[00106] However, it is also possible to produce the trunnion portions as separate parts that are interconnected with the front end portion of the towing arm. Figs. 9 - 15 show different possible embodiments having separate trunnion portions.

[00107] In Figs. 9A and 9B, the trunnion portions 71 each have interlocking protrusions 72, and the front end portion 3D of the towing arm 3 has corresponding recesses 32 formed therein to interlock the trunnion portion 71 and the front end portion 3D of the towing arm 3. The protrusions 72 are formed in this embodiment as truncated conical protrusions. The trunnion portions 72 are connected to the front end portion 3D of the towing arm 3 in an interlocking manner. An elastomer body 76 is arranged on the outer side of the trunnion portion 71.

[00108] In Figs. 10A and 10B, the trunnion portions 71 have protrusions 73 essentially trapezoidal in shape and, in the towing arm, mating holes 33 are formed to provide an interlocking engagement between the towing arm and the trunnion portion 71. An elastomer body 76 is arranged on the outer side of the trunnion portion 71.

[00109] In Figs. 11A and 11B, an embodiment is shown in which the front end portion 3D of the towing arm 3 is provided with a circular recess 34. The trunnion portion 71 has a ring portion 74 formed at the end which is inserted into the circular recess 34 to provide an interlocking engagement. An elastomer body 76 is arranged on the outer side of the trunnion portion 71.

[00110] Figs. 12A and 12B show an embodiment in which, on the upper surface and on the lower surface of the front end portion Petition 870230083870, dated 09 / 21 / 2023, page 43 / 57 / 34 3D of the towing arm 3, a recess 35 is formed. The trunnion portions 71 are provided with opposing circular segments 75 that fit into the recesses 35, whereby an interlocking engagement is provided. An elastomer body 76 is arranged on the outer side of the trunnion portion 71.

[00111] Figs. 13A and 13B show an embodiment in which the 3D front end of the towing arm is provided with integral trunnion portions 36, wherein a separate cup-shaped trunnion body 71 with an elastomer layer 76 on the outer side is placed over the integral trunnion portion 36.

[00112] In Fig. 14, an embodiment is shown in which the front end portion 3D of the towing arm 3 has a through hole. The trunnion bodies 71 have one end fitted into the hole. The trunnion bodies 71 have holes 77, 78 which are aligned. A slotted screw 79 extends through said holes 77, 78 and engages with a female screw thread in one of the holes 78. The trunnion portions are thus connected to the front end portion of the towing arm 3 by a screw or slotted screw connection. A cup-shaped body 80 with an elastomer layer 81 on the outer side is placed over the trunnion bodies 71.

[00113] Fig. 15 shows an embodiment similar to Fig. 14. However, with a differently shaped cup-shaped body 80 that is arranged on the trunnion body 71. In this embodiment, the cup-shaped body 80, which is shown separately in Fig. 15A, has a corrugated base 82. Petition 870230083870, dated 09 / 21 / 2023, pp. 44 / 57

Claims

1 / 2 CLAIMS 1. Towing arm (3) of a pneumatic wheel axle suspension (1) of a vehicle, the towing arm (3) characterized in that it is fixable to a vehicle axle body (4), the towing arm (3) having a front end portion (3A) that can be pivotally attached to a bearing support (2) associated with a vehicle chassis (6), the towing arm (3) having a front end portion (3A) with a hammerhead configuration (7), the hammerhead configuration (7) being adapted to be received in oppositely spaced receiving recesses (8, 9) provided in side plates (2A, 2B) of the bearing support (2), in such a way that the hammerhead configuration (7) is capable of pivoting in relation to said receiving recesses (8, 9).

2. Towing arm (3) according to claim 1, characterized in that the hammer head configuration (7) comprises two opposing trunnion portions (7A, 7B) extending transversely with respect to a longitudinal geometric axis of the towing arm (3), and wherein each of the side plates (2A, 2B) has a receiving recess (8, 9), wherein the trunnion portions (7A, 7B) are received in the respective receiving recesses (8, 9) of the bearing support (2).

3. Towing arm (3) according to claim 2, characterized in that the trunnion portions (7A, 7B) are rotationally symmetric.

4. Towing arm (3) according to claim 2 or 3, characterized in that the trunnion portions (7A, 7B) are integrally formed in the front end portion (3A) of the towing arm (3).

5. Towing arm (3) according to claim 2 or 3, characterized in that the trunnion portions (7A, 7B) are separate parts that are interconnected with the front end portion Petition 870230083870, dated 21 / 09 / 2023, page 45 / 57 2 / 2 (3A) of the towing arm (3).

6. Towing arm (3) according to claim 5, characterized in that the trunnion portions (7A, 7B) are connected to the front end portion (3A) of the towing arm (3) in an interlocking manner.

7. Towing arm (3) according to claim 6, characterized in that each of the trunnion portions (7A, 7B) has at least one interlocking protrusion and the front end portion (3A) of the towing arm (3) has at least one corresponding recess formed therein to interlock the trunnion portion and the front end portion (3A) of the towing arm (3).

8. Towing arm (3) according to claim 5, characterized in that the trunnion portions (7A, 7B) are connected to the front end portion (3A) of the towing arm (3) in a non-positively locked manner, i.e., in a forced-fit manner.

9. Towing arm (3) according to claim 8, characterized in that the trunnion portions (7A, 7B) are connected to the front end portion (3A) of the towing arm (3) by a bolt or slotted screw connection.

10. Towing arm (3) according to any one of claims 1 to 9, characterized in that the hammerhead configuration (7) has a width (W1), defined in a direction transverse to the longitudinal geometric axis of the towing arm (3), which is at least 10% greater than a width (W2) of the portion of the towing arm (3) that joins the hammerhead configuration (7). Petition 870230083870, dated 21 / 09 / 2023, pp. 46 / 57

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