A SLIDING SUSPENSION UNIT

Abstract

A chassis portion, for a vehicle chassis, including a chassis rail 33b, a crossmember 35a, an integral suspension bracket 51, attached or attachable to the crossmember, and an arrangement for attaching a portion of the chassis rail between a portion of the bracket and a portion of the crossmember.

Description

A SLIDING SUSPENSION UNIT FIELD The invention relates to chassis and sliding suspension units, as well as components and methods for the same. BACKGROUND Semi-trailers are often used to transport goods. A semi-trailer is a vehicle that includes a tractor unit and a trailer. The trailer has a wheel arrangement at its rear and a central pivot at the front that connects to the fifth wheel of the tractor unit. Some jurisdictions regulate the placement of the wheels along the trailer. These regulations can vary from one jurisdiction to another. This can present a problem because a trailer with a fixed wheel arrangement cannot legally be used to transport goods from one jurisdiction to another. To address this problem, sliding suspension units have been developed. Sliding suspension units are sometimes referred to as truck sliders. Figure 1 illustrates a typical sliding suspension unit. It includes a ladder frame chassis 1 comprising a pair of chassis rails 3a, 3b connected together by a trio of cross members 5a, 5b, 5c. The chassis 1 is a welded piece and provides a solid base from which the suspension studs 7 are suspended. A suspension bracket is an element that includes arm portions 7a, 7b that are separated from each other and define mounting holes suitable for receiving and pivotally mounting a suspension component such as the trailing arm 9. As a regular expert in the technique would appreciate, the suspension components by which the wheels are suspended are mounted on the suspension mounts 7. The slider unit 1 includes four locking pins 11 which, during use, protrude laterally beyond the outer side walls of the chassis rails 3a, 3b. A transmission 13 connects the locking pins to a handle 15 so that the handle can be pulled to remove the locking pins. zoronn / zznz / Β / γΐΛΐ The transmission 13 includes a crankshaft 13a, an input crank 13b, and output cranks 13c. The handle 15 is one end of a single element, the other end of which is pivotally connected to the outer end of the input crank 13b. The shaft 13a and the cranks 13b and 13c are a single element (i.e., they are rigidly connected to move as a unit) such that pulling the handle 15 causes the output cranks 13c to rotate. The rings 13d connect the cranks 13c to the locking pins 11. A tension spring 13e acts between the frame rail 3a and the input crank 13b to push the locking pins into their extended locking position. During use, the suspension unit 1 sits beneath a trailer body that includes a pair of longitudinal mounting flanges (not shown). Each mounting flange sits laterally outside one of the respective chassis rails 3a, 3b. The mounting flanges are pierced by a suitable series of holes to receive the locking pins 11 when unit 1 is in a selected position along the trailer. The locking pins engage the holes in the mounting flanges to lock the sliding suspension unit in position. When a trailer is to be moved from one jurisdiction to another with different regulations, handle 15 can be pulled to release the locking pins, allowing the sliding unit 1 to slide along the trailer body to a selected location that complies with the different regulations. When the handle is released, under the influence of spring 13a, the pins 11 extend to engage the mounting flanges on the trailer body, locking the suspension back into place. Figures 2 and 3 illustrate a sliding suspension unit 17 presented by Cush Corp at the 2016 Mid-American Trucking Show (MATS). This unit incorporates the earrings 19 and side rails 21. Unit 17 incorporates a respective pneumatic actuator 29 for each of its locking pins. Other prior art units incorporate transmissions similar to transmission 13, having a suitable actuator instead of the handle 15. The rails 21 include inward-facing upper and lower flange portions 23, 25 to receive the crossbars 27. The upper flange 23 is riveted to the crossbar 27. The lug 19 further includes an inward-facing wing 19a by means of which the lug 19 is riveted to a vertical wall of the crossbar 27. zoronn / zznz / B / YiAi The sliding suspension unit 17 has an air suspension in contrast to the mechanical suspension of sliding unit 1. Sliding suspension units must be as lightweight as possible. Typically, the total mass of the vehicle, including the mass of its load, is limited by regulation. As such, every kilogram that can be saved from the sliding suspension unit is an additional kilogram that the trailer can carry each time it is used. It is also desirable to prevent corrosion and provide the suspension unit to an end user at the lowest possible cost. With the foregoing in mind, the preferred embodiments of the invention aim to provide improvements in and for sliding suspension units, or at least provide alternatives to those with respect to sliding suspension units. Some aspects of the invention may be applicable in contexts other than sliding suspension units. To avoid confusion, the terms "integrated" and "variants" of this terminology are used in their ordinary sense in this context to refer to a component that is formed from a single continuous phase of material. Components may be integrated through processes such as welding, but not through conventional mechanical fastening, which results in two distinct bodies, even though those distinct bodies are fastened together to form a unitary element. Also, to avoid any doubt, the term "fixing" is used in this document in a broad sense to include both mechanical fastenings (nuts, bolts, rivets, etc.) and other techniques for fastening components together, such as welding. No information in this patent specification is permitted to be of common general knowledge, or that a person skilled in the art could reasonably be expected to know or understand, consider relevant, or combine in any way prior to the priority date. SUMMARY One aspect of the invention provides a chassis portion, for a vehicle chassis, which includes a chassis rail; a crossbar; an integral suspension bracket, attached or that can be attached to the crossmember; and an arrangement for attaching a portion of the chassis rail between a portion of the bracket and a portion of the crossmember. The chassis rail can be penetrated through at least one clamping reception opening, in which case the fastening arrangement preferably includes at least one clamping portion to pass through the clamping reception opening. Preferably, the crossbar is distinct from the earring and has a feature by which the crossbar is or can be attached to the earring. The feature may be at least one of a fastening portion and a hole for a fastening portion. Preferably, a lower side of the crossbar has the feature. Another aspect of the invention provides a chassis portion, for a vehicle chassis, which includes a chassis rail; a crossbar; and a suspension ring; a lower side of the crossbar having a feature by which the crossbar is attached or can be attached to the earring; The characteristic being at least one of a clamping portion and a hole for a clamping portion. Preferably, the feature is a hole for a clamping portion. The chassis rail can define a rail receiving opening into which one end of the crossmember can be received. Preferably, the chassis rail has a top flange, which extends along a portion of the top of the rail receiving opening, and a top flange feature by which the top flange is or can be attached to the crossmember. Another aspect of the invention provides a chassis portion, for a vehicle chassis, zoronn / zznz / B / YiAi including a chassis rail; a crossmember; a support; and an arrangement for securing a portion of the chassis rail between a portion of the support and a portion of the crossmember; a lower side of the crossbar having a feature by which the crossbar is attached or can be attached to the support; the feature being at least one of a clamping portion and a hole for a clamping portion; defining the chassis rail as a rail receiving opening into which one end of the crossmember can be received; having the chassis rail having a top flange that runs along a top portion of the rail receiving opening and having a top flange feature by which the top flange is attached or can be attached to the crossmember. The top flange feature can be a clamping or clamping hole. Preferably, it is a clamping hole. The chassis rail may have a substantially uniform profile along at least most of its length. The chassis rail may have an inverted G-shaped profile. The crossmember may have two channel sections that run parallel to each other and open towards one another. Preferably, the chassis rail is individually coated with a corrosion-resistant coating. Preferably, the crossmember is individually coated with a corrosion-resistant coating. The chassis portion can be a part of a chassis for a sliding suspension unit for a trailer. The sliding suspension unit may include locking pins to lock the unit in a selected position along the trailer, in which case the chassis portion preferably includes a shaft for rotating away the locking pins; an actuator carried by one of the crossbeams and including a rotating output portion; and a coupling by which one end of the shaft is coupled or can be coupled to, and shall be driven by, the output portion. Another aspect of the invention provides a chassis, for a vehicle, which includes a chassis portion. Another aspect of the invention provides a flat-pack kit that includes a chassis portion. Another aspect of the invention provides a sliding suspension unit for a trailer, which includes a chassis portion. Another aspect of the invention provides a unit portion for a sliding suspension unit; including the sliding suspension unit locking pins to lock the unit in a selected position along the trailer; including the unit portion with at least two crossbeams; two chassis rails connected or that can be connected to each other by at least two crossmembers; a shaft for rotating and removing the locking pins; an actuator carried by one of the crossbeams and including a rotating output portion; and a coupling by which one end of the shaft is coupled or can be coupled to, and shall be driven by, the output portion. Preferably, one of the cross members, other than one of the cross members that carries the actuator, has a feature to support the shaft. The shaft may be a crankshaft. The actuator may be a pneumatic actuator. zoronn / zznz / B / YiAi Another aspect of the invention provides a sliding suspension unit for a trailer, including a unit portion. Another aspect of the invention provides a method for installing an axle of a sliding suspension unit; the unit being for a trailer and including a first crossbar; a second crossbar; and locking pins to lock the unit in a selected location along the trailer; the second crossbar carrying an actuator; including the actuator and a rotary output portion; being the axis for removing the locking pins by rotation; including the method while the first crossbar is fixed with respect to the second crossbar, coupling one end of the shaft to, to be driven by, the output portion; and arranging a portion of the shaft, separate from the end, to be supported by the first crossbar. The preferred arrangement is to slide the other end of the shaft into or onto a feature of the second crossmember. The coupling is preferably subsequent to the arrangement. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a perspective view of a prior art sliding suspension unit; Figure 2 is a perspective view of another sliding suspension unit of the prior art; zoronn / zznz / Β / γΐΛΐ Figure 3 is another perspective view of the sliding suspension unit of Figure 2; Figure 4 is a perspective view, partially in pieces, of a chassis; Figure 5 is an ordered piecewise view of a crossbar / actuator assembly; Figure 6 is a piecewise view of a portion of the chassis; and Figure 7 is a cross-sectional view of a portion of the chassis. DESCRIPTION OF THE MODES OF REALIZATION The present inventors have recognized that the physical mass of a sliding suspension unit contributes significantly to its cost. Within the factory, the welded ladder frame component 3a, 3b, 5a, 5b is bulky and difficult to handle. Large-scale equipment is required to maneuver and apply coatings to this part. Furthermore, the cost of transporting unit 1 to the trailer manufacturer represents a significant proportion of the total cost incurred by the trailer manufacturer. Welding can adversely affect the material properties, and adequately coating a large and complex component such as the welded ladder frame component can be problematic. The present inventors have recognized that these and other problems can be addressed by providing a sliding suspension unit in the form of a kit composed of separate components that can be connected by mechanical fasteners. Blind fasteners, such as Huck fasteners, are preferred. By providing the sliding suspension unit in kit form, the main components can be individually coated with a suitable corrosion-preventing coating more easily than coating a single large welded part. This improves the likelihood of the components being adequately coated. It also ensures that the interfaces between the main components are located between coated portions of the components. This gives designers the option of using different metals for the different components without fear of excessive corrosion at the interfaces.The coating could be, for example, paint, powder coating, or galvanizing. Figure 4 illustrates a chassis 31 that includes chassis rails 33a, 33b and cross members 35a, 35b, 35c. Rails 33a, 33b run longitudinally and are connected to each other by cross members 35a, 35b, 35c to form a ladder frame. Rails 33a, 33b are identical to each other. This reduces inventory and manufacturing costs. zoronn / zznz / B / YiAi Figure 6 is a close-up view of the joint between chassis rail 33b and crossmember 35a. Both components are made of sheet material. In this example, the sheet material is high-grade steel and is approximately 4 mm thick. Rail 33b has a substantially uniform inverted G-profile along its length, comprising a bottom flange 37, a vertical side wall 39, a horizontal top wall 41, a short side wall 43, and, projecting horizontally into the unit 31, a top flange 45. Flanges 37 and 45 support a horizontally directed opening 47 into which the end of crossmember 35a can be received. The bottom flange 37 has a central portion 37a, raised by 4 mm, running along its length. This raised portion serves to reinforce the bottom flange 37 to better withstand braking forces when unit 31 is in use. Other reinforcement configurations are possible. The cross member 35a includes a pair of mutually identical C-section members 49a, 49b. Members 49a, 49b run parallel to and open towards each other, and are mutually connected by a respective end piece 49c at each end of member 35a. Preferred forms of member 35a have a vertical end face at each end. In this example, member 49c defines a vertical end face of member 35a. Elements 49a, 49b, 49c of crossbar 35a are preferably a welded piece, although other forms are possible. The stud 51 is a welded piece of compressed metal components 51a, 51b, and 51c. Components 51a and 51b are separate arms connected by a short channel section 51c. These arms define a swivel mounting point 53 for rotatably mounting a suspension component. Studs 55 and 57 (Figure 4) are of similar construction to stud 51. Stud 51 defines a horizontal mounting flange 59 and a vertical mounting flange 61. A lower side of element 35a includes a pair of clamping holes 63 that penetrate the lower flanges of elements 49a, 49b. The horizontal mounting flange of the earring 59 is traversed by a pair of clamping holes 65 complementary to the holes 63 such that, when components 33b, 35a, 51 are assembled, the holes 63 are in register with the holes 65 to receive a clamp. Figure 7 is a cross-sectional view through the joint of crossmember 35a and chassis rail 33a. The stud 51' is essentially a mirror image of stud 51. This figure shows a mechanical fastening 67 by which stud 51' is attached to a lower side of crossmember 35a. The chassis rail 33a includes an outer side wall 39a pierced by a pair of horizontally spaced clamping holes, complementary to a pair of clamping holes formed through the end face of the crossmember 35a and another pair of clamping holes through the flange 61. A respective mechanical fastener 69 is passed through each of the two triple-layer holes via three layers of material to secure the wall 39a between the flange 61' and the end wall 49c'. Thus, the three components 33a, 35a, and 51' are joined together in a single, convenient mechanical connection. Another variant of the connection may incorporate a third triple-layer hole, for example, positioned above the hole of the pair closest to the end of the chassis rail. The end face of the crossmember 35a may be extended to accommodate the third triple-layer hole. The center earring 55 is mounted through a pair of triple-layer holes.In another variant, the 55 earring can be mounted through a rectangular arrangement of four triple-layered holes. The upper flange 45' sits on element 35a. Flange 45 has a pair of clamping holes complementary to a pair of clamping holes in element 35a so that rail 33a can be secured to the top of crossmember 35a with the aid of a mechanical fastener 71. As will be evident from Figure 7, the three mounting points corresponding to fasteners 67, 69, and 71 are spaced apart for efficient load transfer between components 33a, 35a, and 51'. Therefore, a semi-skilled worker can be employed to perform simple mechanical clamping operations to form a strong yet lightweight chassis section. This is highly cost-effective. The corner portion of the chassis illustrated in Figure 6 is assembled with only six fasteners, corresponding to two fasteners at each of the top, bottom, and side mounting points. The fasteners resist both tensile and shear loads. This relatively low fastener count reduces the amount of fastener material and installation costs. The described component design is remarkably efficient, as it allows for a relatively low fastener count and the use of relatively thin sheet metal. Typically, thin sheet metal requires more fasteners. Of course, variations of the disclosed arrangement are possible. For example, the clamping holes 65 could be replaced by threaded studs to pass through the holes 63. It is also possible for the stud to be integral to one of the elements 35a, 33b; for example, the stud 51 could be pre-welded to the chassis rail 33b. The chassis rails 33a, 33b are topped by noise suppression strips 73 which are made of a suitable plastic and are presented to rest against a lower side of the trailer body. Each chassis rail 33a, 33b includes inclusion features 75 to accommodate an outward-facing fold in the trailer body mounting flange. The chassis rails also carry locking pins 77. As can be seen, elements 49a and 49b of the crossmember 35a are mutually identical. This reduces manufacturing and inventory costs. Crossmembers 35a and 35b are also mutually identical, offering the same advantages. Crossmember 35b carries an actuator 79 for removing the locking pins 77. As best illustrated in Figure 5, the actuator 79 incorporates a top plate 79a, an airbag 79b, an exit element 79c, and a tension spring 79d. The outlet element 79c incorporates a straight cylindrical portion 81 and a side wing 83. The long vertical walls of the element 35b are pierced by central through-holes 85a, 85b in which suitable portions of the outlet element 79c reside for pivotally mounting the outlet element 79c. In this example, it is portions of the cylindrical portion 81 that projects forward and aft from the wing 83 that reside in the holes 85. To assemble the crossmember 35b and the actuator 79, the output element 79c is tilted and passed downwards through the upper opening of element 35b to allow one end of portion 81 to pass through hole 85a. Element 79c is then lowered and further inverted to insert a rear portion of element 81 into hole 85b. The airbag 79b is then attached to the wing 83, and the upper element 79 is slid into place to act between the top of the airbag 79b and a lower face of the upper flange of the crossmember 35b. The upper element 79a is sized only for limited forward and backward movement within the long vertical walls of element 35b so that, by attaching the air bag 79b to the upper element 79a, the forward and backward movement of element 79c is limited so that portion 81 does not tend to fall out of hole 85b during the construction of unit 31.The tension spring 79d acts between the wing 83 and a hole 87 (or other suitable mounting point) passing through the upper flange of the crossmember 35b. zoronn / zznz / B / YiAi The forward-protruding end of element 81 is pierced by a transverse screw hole 89. A shaft 91 (Figure 4) for rotating away the locking pins 77 is coupled to the output element 79c to be actuated by the actuator 79. To install the shaft 91, one end 91a is first inserted into the through hole 85b of the crossbar 35a. By sliding shaft 31 forward through hole 85b, its rear end 91a can then be lowered into alignment with the output element 79c, or more specifically, the forward-projecting end of its portion 81. Shaft 91 includes, at its rear end 91b, a connector which, by moving shaft 91 rearward, fits over the front end of portion 81. The connector at end 91b has a transverse hole complementary to hole 89. The end of portion 81 and this connector (or more specifically, the complementary holes) are then fitted with a bolt 93 to form a coupling by which shaft 91 is driven to rotate. This method of installing the 91 axis is simple, robust, and cost-effective, and is already within the reach of a semi-skilled worker. In this example, shaft 91 is a crankshaft, including cranks pivotally attached to rings which are in turn connected to locking pins 77. Other variations are possible. For example, cables wrapped around shaft 91 could connect shaft 91 to the locking pins. In such an example, the shaft can rotate through multiple turns to remove the locking pins, in contrast to the illustrated embodiment in which the actuator rotates only approximately 30°. Spring 79d serves to deflect locking pins 77 to their extended locking position. While crossmembers 35a and 35b are mutually identical, crossmember 35c is of relatively lighter construction. Crossmember 35c incorporates a single C-channel 49a opposed only by a pair of short channel sections 49d. As such, crossmembers 35a, 35b, and 35c are primarily composed of five mutually identical channel sections. zoronn / zznz / B / YiAi Although several examples have been described, the invention is not limited to these examples. Rather, the invention is defined by the claims.

Claims

1. A chassis portion, for a vehicle chassis, comprising a chassis rail; a crossmember; a suspension bracket; and an arrangement for fastening a portion of the chassis rail between a portion of the bracket and a portion of the crossmember, wherein the chassis rail defines a rail receiving opening in which an end of the crossmember can be received; the chassis rail has a top flange, extending along a top portion of the rail receiving opening, and a top flange feature by which the top flange is or can be fastened to the crossmember.

2. The chassis portion of claim 1, wherein the upper flange feature is a clamping feature and a clamping hole.

3. The chassis portion of claim 1, wherein the upper flange feature is a clamping hole.

4. The chassis portion of claim 1, wherein the chassis rail has a substantially uniform profile along at least most of its length.

5. The chassis portion of claim 4, wherein the chassis rail has an inverted G-profile.

6. The chassis portion of claim 1, wherein the crossmember has two channel sections extending parallel to, and opening towards, each other.

7. The chassis portion of claim 1, wherein the chassis rail is individually coated with a corrosion-preventing coating.

8. The chassis portion of claim 1, wherein the crossmember is individually coated with a corrosion-resistant coating. zoronn / zznz / B / γΐΛΐ 9. The chassis portion according to any of claims 1 to 8, wherein the chassis portion is a portion of a chassis for a sliding suspension unit for a trailer.

10. The chassis portion according to any one of claims 1 to 8, wherein the chassis portion is a portion of a chassis for a sliding suspension unit for a trailer; and the sliding suspension unit includes locking pins for locking the unit in a selected position along the trailer; and the chassis portion includes a shaft for rotationally removing the locking pins; an actuator carried by one of the crossmembers and including a rotating output portion; and a coupling by which one end of the shaft is coupled or can be coupled to, for being actuated by, the output portion.

11. A chassis, for a vehicle, including the chassis portion according to any of claims 1 to 8, wherein the chassis portion is a portion of a chassis for a sliding suspension unit for a trailer.

12. A flat pack kit including the chassis portion according to any of claims 1 to 8, wherein the chassis portion is a portion of a chassis for a sliding suspension unit for a trailer.

13. A sliding suspension unit for a trailer, including the chassis portion according to any of claims 1 to 8, wherein the chassis portion is a portion of a chassis for a sliding suspension unit for a trailer.

Images