JP5175174B2 - Axle tower, mounting assembly and suspension system - Google Patents

Description

  This application is filed March 16, 2005, entitled US Provisional Application No. 60/66233, and “Axle Tower”, identified by attorney docket number 0715-0171.01, March 15, 2006. Claims the benefit of the US non-provisional application.

  The present invention relates to an apparatus for mounting suspension system components, such as an axle alignment device and / or a load response mechanism, to an axle housing. In particular, the present invention relates to an axle tower for mounting a multifunctional axle alignment and / or load reaction device such as a torque box to an axle housing.

  The vehicle suspension system provides a comfortable ride for the vehicle passengers and protects the cargo that the vehicle may be carrying from excessive vibrations. At the same time, if the vibration is not even greater, the suspension system also provides stability to the vehicle by controlling the various forces acting on the axle, or without this control, the position of the axle relative to the vehicle frame. May cause undesirable changes. Specifically, such forces act to change the vertical, lateral, and / or vertical position of the axle relative to the vehicle frame and can also cause roll, yaw, and windup. It is. Each component of the suspension system reacts to control one or more of these forces. To reduce the complexity and weight of the suspension system, the components of the suspension system are designed to control multiple forces.

  The torque box assembly is one such multifunctional component. It reacts to vertical spring loads, resists braking / acceleration loads, acts as a core roll resistance characteristic, resists cornering or side loads, maintains the position of the axle relative to the frame rails, and excessive roll and axle Helps prevent windup.

  In general, torque box assemblies typically consist of a welded steel rectangular box structure. The front and rear ends are welded to a round steel pipe. By assembly, glued rubber bushings are inserted into these tubes and these round metal posts / rods are placed in the bushings. On one end of the torque box, a rod is connected to the cross member, which crosses between the frame rails of the vehicle frame. Above the other end of the torque box, each end of the inner cylindrical metal tube is attached to the axle tower, which connects the torque box to the axle through the axle housing. Further details of the torque box assembly are disclosed in US Pat. No. 6,527,286. The disclosure of US Pat. No. 6,527,286 is incorporated herein by reference.

  It is clear that the load path between the axle housing and the torque box is mainly important. The mounting device, or what is referred to herein as an axle tower, is intended to provide a means for transmitting these loads to the axle housing. These axle towers carry longitudinal, roll input, lateral and vertical loads. Preferably, the axle tower can transmit this load without overloading the axle housing and / or without breaking the axle housing.

  In North America, asymmetric axles are standard. Asymmetric means that the differential housing is offset from the axle centerline. Asymmetric axles present challenges in the design of attachment devices that attach axle load alignment devices and / or load responsive devices such as torque boxes to the axle housing. The torque box or other device is typically centered between the vehicle's frame rails and thus centered between the opposite ends of the axle. To center the torque box or other device, a plurality of mounting devices such as axle towers are spaced equidistant from the axle centerline. As a result, since the differential housing is not centered on the axle, the axle tower is typically attached to the differential housing at different distances from either side of the differential housing centerline. In other words, the axle tower is mounted at an asymmetric point around the centerline of the differential housing, so that the chords connecting the mounting points are not horizontal.

  Thus, axle towers are generally designed differently from each other and accommodate these asymmetric positioning around the differential housing. In addition to having a different base configuration by adapting to the mounting position on the differential housing, each axle tower also has a different height to maintain the cross-range of the torque box parallel to the stationary axle. In other words, one axle tower may be placed higher on the differential housing than the other axle tower, so this higher axle tower will be shorter than the other axle tower, otherwise the torque box will be stationary Will be distorted with respect to the axle.

  The axle tower must be able to withstand the force of stress exerted by the torque box or other such device, and the stress tower can prevent possible damage to the axle and / or differential housing. It must be possible to absorb and / or distribute forces along the axle housing.

  Another mounting device known in the art is probably the vertical and transverse torque rod tower most commonly found in highway suspensions, or the tower that connects the “V rod” to the top of the axle housing. However, these devices are not originally intended for multi-functionality as is the case with the axle tower of the present invention. The axle towers of the present invention are multi-faceted, multi-functional structural components, i.e., structures that react to loads on multiple axes where each device is one-dimensional in these functions, i.e., react to loads on a single axis. It is unique in that it is a structure that does. In order to provide the functions listed above, several features that are improvements over prior art structures can be included in the axle tower of the present invention.

  As will be explained in more detail later, the torque box is in tension and reacts by pulling the axle tower when a vertical load is applied to the air spring. Due to this cantilevered load on the axle tower, there is a compression side (closest to the torque box) and a pull side (farthest from the torque box) above the axle tower. Thus, these two sides of the axle tower can be designed differently to provide an efficient design that can carry the load.

  In one embodiment of the axle tower of the present invention, the axle tower may include several features. These properties are discussed in more detail later, and these properties are summarized as follows. One property that can be included is that the compression side of the axle tower has a different shape than the tower pull side. The different shapes affect the stiffness on each side of the tower, improving the stress distribution and reducing the stress loading on the axle housing. One difference in the shape of the tower side is that the side of the axle tower that experiences higher compressive forces is fanned or contoured to a greater extent than the other side of the axle tower or the pull side.

  Another property that can be included is that the slots in the inner connecting plate are asymmetrically shaped. This asymmetry addresses the stress concentration on one side of the slot through the material concentration and offsets higher stress levels. In other words, there is more material on the side that receives the force of greater stress.

  Yet another property that can be included is the asymmetric footprint that attaches the axle tower to the axle housing. The compression side of the axle tower, i.e. the side with the greater notch or curvature, has at least one rounded or rounded corner. A rounded or rounded foot print on the compression side of the axle tower attenuates the effects of sharp corners on the axle housing by distributing the stress load. Furthermore, the footprint has a fairly large area along the axle housing. This helps distribute stress along the large area of the axle and differential housing.

  Yet another property that can be included is that the fanning or contouring on the compression side of the axle tower can flex and follow the axle as it deforms under load without overloading the mounting weld. Structures that are not fanned or contoured are more rigid and will not deflect when the axle is distorted, which may overload the weldment.

  Yet another property is the axle tower weld. The weld is lighter, more cost effective, and preferably better than normal cast steel. In addition, the weld does not require subsequent machining such as casting. However, the axle tower could be manufactured in a cast form for the fabrication described herein without departing from the scope of the present invention. The axle tower of the present invention could be modified to act as a torque rod attachment.

  In one aspect of the invention, an axle tower is provided for attaching a vehicle suspension component to a vehicle axle having a centerline. The axle tower includes a compression side plate disposed generally parallel to the tension side plate, each of the compression side plate and the tension side plate having an upper portion and a lower portion. The upper and lower portions of the compression side plate and tension side plate each have a proximal edge that is closer to the centerline than the distal edge. From the distal edge of the lower portion of the compression side plate and the tension side plate, the first and second adducts respectively extend from the proximal edge of the lower portion of the compression side plate and the tension side plate. The third adduct and the fourth adduct extend, respectively. The proximal and distal edges of the lower portion of the compression side plate and tension side plate have arcuate portions. An inner plate joins the compression side plate and the tension side plate and is positioned perpendicular to them. The inner plate has an upper portion and a lower portion, and the upper portion of the inner plate has a slot for attaching the axle tower to the vehicle suspension component.

  In another aspect of the invention, a mounting assembly is provided for mounting the suspension component to an asymmetric axle that includes a differential housing having a centerline. The mounting assembly includes a first axle tower and a second axle tower each mounted on opposite sides of the asymmetric axle centerline. Each of the first axle tower and the second axle tower includes a compression side plate and a tension side plate arranged in parallel to each other, and each of the compression side plate and the tension side plate has an upper portion and a lower portion. Each of the upper and lower portions includes a proximal edge facing toward the centerline and a distal edge facing away from the centerline. The first and second adducts extend from the distal edges of the lower portions of the compression side plate and the tension side plate, respectively, and the third and fourth adducts are the compression side plate and the tension side plate, respectively. Each extends from the proximal edge of the lower portion of the plate. An inner plate joins the compression side plate and the tension side plate and is positioned perpendicular to them. Each inner plate has a slot for attaching the first axle tower and the second axle tower to the vehicle suspension component, and each slot is spaced equidistant from the center of the axle.

  In yet another aspect of the present invention, a suspension system for supporting a vehicle chassis is provided, the suspension system being longitudinally spaced laterally on a transversely extending axle including a centerline. Including a first frame rail and a second frame rail. The suspension system extends in the transverse direction between the first frame rail and the second frame rail and is connected to these frame rails, and is connected to the cross member at one end and at the other end. And a multifunction suspension component connected to the first axle tower and the second axle tower. The first axle tower and the second axle tower are spaced apart in the transverse direction and are fixed to the axle on opposite sides of the center line. The first axle tower and the second axle tower each include a compression side plate and a tension side plate that are spaced apart from each other in the longitudinal direction and parallel to each other. Each of the compression side plate and the tension side plate has an upper portion and a lower portion, each of the upper portion and the lower portion facing in a direction opposite to the center line and a proximal edge facing toward the center line. And a distal edge. The first and second adducts extend from the distal edges of the lower portions of the compression side plate and the tension side plate, respectively, and the third and fourth adducts are the compression side plate and the tension side plate, respectively. Each extends from the proximal edge of the lower portion of the plate. An inner plate joins the compression side plate and the tension side plate and is positioned perpendicular to them. Each inner plate has slots for attaching the first axle tower and the second axle tower to the multifunction vehicle suspension component, and each slot is spaced equidistant from the axle center.

Best Mode for Solving the Invention

  Before describing an embodiment of an axle tower of the present invention, a suspension system, a vehicle axle, and a vehicle frame will be schematically described. The axle tower of the present invention can be used with other suspension systems, vehicle axles, and vehicle frames without affecting the overall concept of the present invention.

  In FIG. 1, a tandem axle, a vehicle suspension system, and a vehicle frame are indicated generally at 10. Each axle incorporates the axle tower of the present invention. The axle and suspension system 12 is a front arm axle type, and 14 is a rear arm type. Each axle and suspension system 12, 14 is shown mounted on a frame 16 that includes longitudinally extending frame rails 18, 20. The frame rails 18 and 20 are rigidly connected by a pair of parallel cross members 21 and 23 extending in the transverse direction and spaced apart in the longitudinal direction. The cross members 21, 23 can be connected to each frame 18, 20 by any suitable means, usually by mounting brackets.

  The forearm suspension system 22 and the rear arm suspension system 24 support the frame 16 on axles 26 and 28, respectively. Only the main components of the rear arm suspension system 24 are briefly discussed, but these overlap with the case of the forearm suspension system 22. Air springs 30 are attached to the frame rails 18, 20 at their top ends and are connected to the pads 32 of the axle seat 34 at their bottom ends. The axle seat 34 is attached to each end of the axles 26 and 28. A torque rod 36 is pivotally connected to the end of each axle seat 34 facing the pad 32 using a pin and bushing device. The other end of the torque rod 36 is also pivotally connected to a V-shaped hanger 38 attached to the frame rails 18, 20 using pins and bushing devices.

  A shock absorber 40 is attached to the frame rail 18 via a bracket at one end, and is pivotally connected to the torque rod 36 at the other end. A torque box 42 is attached to the frame rails 18, 20 at one end via pivotal connections at both ends of a rod (not shown) extending transversely to the cross member 23. At the other end of the torque box 42, one end of a rod 44 extending in the transverse direction is connected to the axle tower 46, and the other end of the rod 44 is connected to the axle tower 48. The rod 44 is sandwiched between the clamp ends 50 and held in place by bolts. The rod may be connected to the axle tower by other means.

  The axles 26 and 28 shown in FIGS. 2A and 2B are substantially identical asymmetric axles rotated 180 ° depending on whether the axle is in the front arm configuration or the rear arm configuration. The axle is referred to as asymmetric because the differential housing portion 52 of each axle 26, 28 is offset from the centerline A of each axle 26, 28. Because the differential housing is offset from the axle centerline, and because the alignment device and / or load reaction device is generally centered with respect to the axle, the axle towers 46, 48 are positioned asymmetrically along the differential housing 52. It is fixed to the axle housing 54. In other words, the axle tower 46 that is farther away from the center line D of the differential housing has fewer foot prints in contact with the differential housing 52 than the axle tower 48 that is more closely spaced from the center line D, and the axle tower 48. The axle tower 48 has a lower position in contact with the differential housing 52 and a higher position on the differential housing 52 than the differential housing 52. Due to this asymmetrical positioning along the differential housing 52, the axle towers 46, 48 as shown in FIGS. 4A and 4B are used to maintain the torque box mounting points in horizontal alignment (footprint or area in contact with the housing). Other than that) it may have different design outlines and heights. However, particularly when the axle tower is fixed to the axle housing without contacting the differential housing, or when the axle tower is in contact with the differential housing at a symmetrical position, the axle tower need not have a different profile. In fact, for a symmetric axle, two axle towers that are mirror images of each other can be utilized, and in particular, the axle tower 46 and the mirror image of the axle tower 46 could be used to couple the torque box to the symmetric axle.

  FIG. 3 shows some of the forces / loads acting on the axle 26 and axle tower 46. Arrow AL represents the load applied by the air spring (not shown), SL represents the load applied by the spindle 56, TR represents the load applied by the torque rod (not shown), and TB represents the torque box ( Represents the load applied by (not shown). As shown in FIG. 3, the torque box (not shown) is in tension and applies a load in the direction of arrow TB. Thus, this load places the side plate 58 of the axle tower 46 close to the torque box in compression and places the side plate 60 of the axle tower far from the torque box in tension.

  As shown in FIGS. 4A, 4B, 5A, and 5B, the axle tower 46 includes a compression side plate 58 and a tension side plate 60, and the axle tower 48 includes a compression side plate 62 and a tension side plate 64. Each side plate 58, 60, 62, 64 has two appendages 66, 68, 70, 72, 74, 76, 78, 80, respectively, and an upper part and a lower part 82, 84, 86, 88, 90, respectively. 92, 94, 96. Alternatively, instead of two appendages 66, 70 formed integrally with the side plates 58, 60, a single appendage incorporating 66 and 70 may be welded to the side plates 58, 60. I can do it. This alternative structure can also be applied to the appendages 74, 78, and 76, 80 and the side plates 62, 64.

  Each of the side plates 58 and 60 has two openings 89, 91, 93, and 95, respectively. The openings 89 and 91 are concentric with the openings 93 and 95, respectively, and are used to attach the rod 44 of the torque box 42 to the axle tower 46. The side plates 62, 64 also each have a pair of openings 97, 99, 101, 103 and are arranged in the same manner for the same purpose.

  The side plates 58, 60, 62, 64 may be connected by inner plates 98, 100, respectively. Inner plates 98, 100 also have upper and lower portions 102, 104, 106, 108, respectively. The side plates 58, 60, 62, 64 and the inner plates 98, 100 may be constructed of a hardened high strength material such as steel and can be welded together, which adds the appendage 66 to the appendage 70. Welding and welding of appendage 74 to appendage 78. As an alternative, the entire axle tower structure could be formed as a casting.

  The lower portions 84, 88, 92, 96 each have edges 110, 112, 114, 116 that face away from the centerline A or towards the nearest spindle. As discussed above, the side plates 58, 62 are subjected to a compressive force applied by a torque box or other load response / axle alignment device, while the side plates 60, 64 are subject to a tensile force. Edges 110 and 114 may be contoured or fanned to properly absorb and distribute this compressive force. The edges 112, 116 can also be contoured or have a curvature. It is also desirable that the edges 110, 114 have a larger profile or sector than the edges 112, 116, respectively. In other words, as shown in FIGS. 8A, 8B, 9A, and 9B, edges 110, 114 are closer to edges 138, 146, respectively, and edges 112, 116 are closer to edges 142, 150, respectively. doing.

  Appendices 66 and 76 extending from edges 110 and 114, respectively, may be curved toward side plates 60 and 64, respectively, and may have rounded corners. When the side plates 58, 62 are subjected to compressive forces, these rounded corners reduce and spread the load on the axle and differential housing, otherwise the load will be concentrated by sharp corners. Become. In addition, the rounded corners reduce stress concentration on the weld that attaches the axle tower to the axle housing.

  As shown more clearly in FIGS. 6 and 7, the appendages 66, 76 are bent at an angle of about 90 °. In other words, the first compartments 118, 120 are oriented at approximately 90 ° with respect to the third compartments 122, 124, respectively, and the curved second compartments 126, 128 are the first compartments 118, 120 and the third compartments 122, 124 to each other. The appendages 66, 76 can be long enough to be in contact with and welded to the respective appendages 70, 80. Further, the third compartments 122, 124 meet the appendages 70, 80 at an angle of about 90 °, and the first compartments 118, 120 extend parallel to the appendages 70, 80. In fact, FIGS. 8B and 9B show the appendages 66, 74, and 76 prior to bending or bending.

  Because the axle tower 48 is positioned higher in the differential housing and is generally subjected to higher stresses in the area of the appendages 74, 78, the appendages 74 bend toward the appendages 78 and are welded adjacent thereto. It is also possible to have a sufficient length. The appendage 74 also bends approximately 90 degrees so that the first section 130 is approximately 90 degrees with respect to the third section 132, and the curved second section 134 joins the first section 130 and the third section 132. To do. The third section 132 may also abut the appendage 78 at an angle of about 90 °, and the first section 130 extends parallel to the appendage 78. Further, appendages 68 and 72 may extend parallel to each other as shown in FIG. 4A and may be coupled together as described by another pair of appendages.

  The upper and lower portions 82, 84, 86, 88 also have edges 136, 138, 140, 142 that face toward the centerline A, as best shown in FIGS. 8A and 8B. Similarly, the upper and lower portions 90, 92, 94, 96 have edges 144, 146, 148, 150 that face toward the centerline A. The edges 136, 140, 144, 148 may be substantially straight, but the edges 138, 142, 146, 150 have some curvature. The curvature or radius of curvature of edge 138 may be substantially the same as that of edge 142, and the curvature or radius of curvature of edge 146 may be substantially the same as that of edge 150.

  The inner plate 98 of the axle tower 46 shown in FIGS. 10A and 10B has an upper portion and a lower portion 102, 104, respectively. The inner plate 100 of the axle tower 48 has an upper portion and lower portions 106, 108 as shown in FIG. The upper and lower portions 102, 104 may be inclined with respect to each other and may be at an angle of about 160 ° to about 170 °. In the embodiment shown in FIGS. 10A and 10B, the upper and lower portions meet at an angle of about 165 °. This helps stiffen the area of the side plates 58, 62 from the lower portion 104 of the inner plate 98 to the ends of the appendages 68, 72 as shown in FIG. 5A. The upper and lower portions 106, 108 are arranged in a straight line, particularly from the area of the side plates 62, 64 from the lower portion 174 of the inner plate 100 to the end of the appendages 74, 78, as shown in FIG. 5B. Can do.

In order to couple the torque box 42 to the axle towers 46, 48, the inner plates 98, 100 have slots 160, 162 (see FIGS. 10 and 11) for receiving the rods 44, as shown in FIGS. May be included. It will be appreciated that the load reactor / axle alignment device may be coupled to the axle tower in other ways known in the art without departing from the scope of the present invention.

  The forked profile of the upper portions 102, 106 creates slots 160, 162 that are V-shaped and have open ends 164, 166 and closed ends 168, 170. The closed ends 168, 170 of the V-shaped slots 160, 162 may be offset. This creates areas of increased material 172, 174. The inner plates 98, 100 are connected to the side plates 58, 60, 62, 64, respectively, so that the increased material is closest to the side plates 60, 64 and is under compressive force as shown in FIG. Increase the strength of the sides. Further, the slots 160, 162 may be the same size and shape so that when the torque box 42 is attached to the axle towers 46, 48, the cross-range of the torque box is maintained parallel to the ground or stationary axle. .

  The upper portion 102 of the inner plate 98 is attached to the upper portions 82, 86 adjacent to the edges 136, 140, and the inner plate 98 extends to the base 172 of the axle tower 46. Similarly, as shown in FIGS. 4A, 4B, 5 A, and 5 B, the upper portion 106 of the inner plate 100 is attached to the upper portions 90, 94 adjacent the edges 144, 148, and the inner plate 100 is the base 174. It extends to. Inner plate 98 is longer or higher than inner plate 100 because axle tower 46 is lower above differential housing 52 and axle tower 48 is located higher above differential housing 52. Moreover, the inner plate 98 is also longer because the upper portion 102 is inclined with respect to the lower portion 104. In order to center the torque box on the axle (and between the frame rails), the upper part of the inner plate, in particular the slot, must be equidistant from the axle centerline.

  Axle towers 46, 48 may be welded to the axle housings of axles 26, 28. Welding takes place along the base of each side plate, appendage, and inner plate. Since the axle towers 46, 48 may be welded to the axle housing and the appendages 66, 76 may be welded to the appendages 70, 80, respectively, the axle housing and the axle tower have a closed volume that can collect water. Form. Accordingly, notches 175 and 177 may be included in the appendages 66 and 76, respectively, as shown in FIGS. 4A and 4B to help drain excess water. In addition, as shown in FIGS. 10B and 11, the inner plates 104, 108 may include holes 179, 181, respectively, to help drain any excess water.

  Although the invention has been described in detail with reference to the above-described embodiments, other changes and modifications may be made without departing from the spirit and scope of the invention. It will be understood that the invention is not limited by the embodiments described herein. Indeed, the true measure of the scope of the invention is defined by the appended claims, including the full scope of equivalents given to each element of each claim.

It is a perspective view of the suspension system of this invention which attached the vehicle frame to the tandem axle. 2A is an elevational view of the forearm asymmetric axle of the tandem axle shown in FIG. 1 having two axle towers of the present invention thereon. 2B is an elevational view of the rear arm asymmetric axle of the tandem axle shown in FIG. 1 having two axle towers of the present invention thereon. FIG. 2B is a side view of the forearm axle shown in FIG. 2A. FIG. 4A is a perspective view of one embodiment of the axle tower of the present invention. FIG. 4B is a perspective view of another embodiment of the axle tower of the present invention. FIG. 5A is an elevation view of the axle tower shown in FIG. 4A. FIG. 5B is an elevational view of the axle tower shown in FIG. 4B. FIG. 6B is a cross-sectional view taken along line 6-6 of FIG. 5A. FIG. 7 is a cross-sectional view taken along line 7-7 of FIG. 5B. FIG. 8A is an elevational view of the side plate of the axle tower shown in FIG. FIG. 8B is an elevational view of the side plate of the axle tower shown in FIG. 5A with compression and unbent appendages. FIG. 9A is an elevational view of the side plate of the axle tower shown in FIG. FIG. 9B is an elevation view of the side plate of the axle tower shown in FIG. 5A with compression and unbent appendages. 10A is a side view of the inner plate of the axle tower shown in FIG. 5A. 10B is an elevational view of the inner plate shown in FIG. 10A rotated 90 °. FIG. 5B is an elevation view of the inner plate of the axle tower shown in FIG. 5B.

Claims (20)

An axle tower for attaching a load reaction device to a vehicle axle having a center line between opposite ends of the axle,
A compression side plate disposed generally parallel to the tension side plate, wherein the tension side plate and the compression side plate are disposed parallel to a longitudinal direction of the axle, and each of the compression side plate and the tension side plate Each of the upper and lower portions of the compression side plate and tension side plate is positioned closer to the centerline between the opposite ends of the axle than the distal edge. A compressed side plate having a proximal edge;
A first appendage and a second appendage respectively extending from a distal edge of a lower portion of the compression side plate and the tension side plate;
A third addend and a fourth addend extending respectively from the proximal edge of the lower portion of the compression side plate and the tension side plate;
The proximal and distal edges of the lower portion of the compression side plate and the tension side plate have arcuate portions;
Further, the compression side plate and the tension side plate are joined, and positioned at right angles to the compression side plate and the tension side plate, and having an upper portion and a lower portion, and the upper portion is configured to load the axle tower with the load. Axle tower including an inner plate with a slot for attachment to the reactor.   A first section extending from the distal edge along the axle; a first section extending from the first section along the axle; and curved toward the pull side plate. Two compartments and a third compartment extending along the axle from the second compartment, the third compartment being connected to the second adjoining adjacent one end thereof, the first compartment, The axle tower of claim 1, wherein the axle tower is substantially perpendicular to the second adduct.   The arcuate portions of the proximal edge of the compression side plate and the tension side plate have substantially the same curvature, and the arcuate portion of the distal edge of the compression side plate is proximate to the compression side plate. Spaced apart by a first distance from the lateral edge, the arcuate portion of the distal edge of the tension side plate is spaced a second distance from the proximal edge of the tension side plate, and the first distance is the first distance 3. Axle tower according to claim 2, smaller than 2 distances.   A first section extending from a proximal edge, and a second section extending from the first section of the third appendage along the axle and curved toward the pulling side plate. A third compartment extending along the axle from a second compartment of the third adduct, wherein the third compartment is connected to the fourth adduct adjacent to one end thereof, and 4. The axle tower according to claim 3, wherein the axle tower is substantially perpendicular to the first compartment of the third adduct and the fourth adduct.   The upper portion of the inner plate includes a forked end defining a slot, the slot having an open end and a closed end, the closed end being closer to the tension side plate than the compression side plate. 4. Axle tower according to claim 3, which is arranged nearby.   The axle tower of claim 5, wherein an upper portion of the inner plate is attached to the compression side plate and tension side plate adjacent to a proximal edge of the upper portion of the tension side plate and compression side plate. .   The axle tower according to claim 6, wherein a lower portion of the inner plate is inclined with respect to the upper portion. A mounting assembly for mounting a load reactor on an asymmetrical axle including a differential housing having a centerline between opposite ends of the axle,
a) a first axle tower and a second axle tower attached to the asymmetric axle on opposite sides of a center line between opposite ends of the axle, wherein each of the first axle tower and the second axle tower is ,
i) Proximal edges disposed parallel to each other, each having an upper portion and a lower portion, each of the upper and lower portions facing toward a centerline between opposite ends of the axle and a distal edge facing in a direction against the center line between opposite ends of the axle, a compression side plate and pulling the side plates, the longitudinal compression side plate arranged parallel to the axle And a tension side plate,
ii) a first adduct and a second adduct respectively extending from the distal edge of the lower portion of the compression side plate and the tension side plate;
iii) a third addend and a fourth addend respectively extending from the proximal edge of the lower portion of the compression side plate and the tension side plate;
iv) an inner plate that joins the compression side plate and the tension side plate and is positioned at right angles to the compression side plate and the tension side plate, wherein the inner plates are respectively the first axle tower and the second axle. A first axle tower and a second axle including slots for attaching a tower to the load reactor, each slot being spaced equidistantly from a center line between opposite ends of the axle. A mounting assembly comprising a tower. a) Each of the proximal edges of the lower portion of the compression side plate and tension side plate of the second axle tower has an arcuate portion, and the arcuate portion of the compression side plate of the second axle tower comprises the first Having the same radius of curvature as the radius of curvature of the arcuate portion of the tensioning side plate of the two axle tower
b) each distal edge of the lower portion of the compression side plate and tension side plate has an arcuate portion;
c) each arcuate portion of the compression side plate of the first axle tower and the second axle tower is a first distance from the proximal edge of the compression side plate of the first axle tower and the second axle tower, respectively. Apart,
d) each arcuate portion of the distal edge of the tension side plate of the first axle tower and the second axle tower from the proximal edge of the tension side plate of the first axle tower and the second axle tower, respectively. , Separated by a second distance,
e) the first distance is less than the second distance;
The mounting assembly according to claim 8.   Each first appendage of the first axle tower and the second axle tower extends from a distal edge of the lower portion of each compression side plate and extends from each first compartment. A second section that curves toward each of the second addends and a third section that extends from each of the second addends, the third section having one end at each of the second addends. 10. The mounting assembly of claim 9, wherein the mounting assembly is connected adjacent the portion and is substantially perpendicular to each first compartment and each second appendage thereof.   A third section of the second axle tower extending from a proximal edge of a lower portion of a compression side plate of the second axle tower; and a third appendage of the second axle tower. A second section extending from the first section and curved toward a pull side plate of the second axle tower; and a third section extending from the second section of the third appendage of the second axle tower. A third section of the third addend is connected to a fourth addend of the second axle tower adjacent to one end thereof, and a first section of the third addend of the second axle tower and the second addend. 11. The mounting assembly of claim 10, wherein the mounting assembly is substantially perpendicular to the fourth addend of the two-axle tower, and the third and fourth addends of the first axle tower extend parallel to each other.   Each inner plate of the first axle tower and the second axle tower has an upper portion and a lower portion, each upper portion including a forked end defining a slot, each slot having an open end and a closed end. 12. The mounting assembly of claim 11, wherein each closed end is located closer to each tensioning side plate than to each compression side plate. Each of the upper portions of the inner plate is attached to the compression side plate and the tension side plate adjacent to a proximal edge of the upper portion of the compression side plate and the tension side plate; The mounting assembly of claim 12, wherein each slot in the two-axle tower is spaced equidistantly from a centerline between opposite ends of the axle .   The mounting assembly of claim 13, wherein a lower portion of the inner plate of the first axle tower is inclined with respect to an upper portion of the inner plate of the first axle tower.   The first and second adducts of the first axle tower extend a third distance along the axle, and the first and second adducts of the second axle tower are fourth along the axle. The third distance is less than the fourth distance, the third and fourth adducts of the first axle tower extend a fifth distance along the axle, and the second axle 15. The mounting assembly of claim 14, wherein the third and fourth adjuncts of the tower extend a sixth distance along the axle and the fifth distance is less than the sixth distance. To support a vehicle chassis including a first frame rail and a second frame rail that are spaced apart in a transverse direction and extend in a longitudinal direction on a transversely extending axle that includes a centerline between opposite ends of the axle. Suspension system of
a) a cross member extending in a transverse direction between the first frame rail and the second frame rail and coupled thereto;
b) a load reactor connected to the cross member at one end and connected to the first axle tower and the second axle tower at the other end;
c) The first axle tower and the second axle tower are transversely separated from each other on opposite sides of the center line between the opposite ends of the axle and fixed to the axle, and the first axle tower and the second axle tower Each tower is
i) spaced apart parallel to each other in the longitudinal direction, each having an upper portion and a lower portion, each of the upper portion and the lower portion facing toward a centerline between opposite ends of the axle A compression side plate and a tension side plate, including a proximal edge and a distal edge facing away from a center line between opposite ends of the axle, wherein the compression side plate and the tension side plate are arranged parallel to the longitudinal direction of the axle. Compressed side plate and tension side plate,
ii) a first adduct and a second adduct respectively extending from the distal edge of the lower portion of the compression side plate and the tension side plate;
iii) a third addend and a fourth addend respectively extending from the proximal edge of the lower portion of the compression side plate and the tension side plate;
iv) an inner plate that joins the compression side plate and the tension side plate and is positioned at right angles to the compression side plate and the tension side plate, wherein the inner plates are respectively the first axle tower and the second axle. A slot for attaching a tower to the load reactor, the slots of the first and second axle towers being spaced equidistantly from a centerline between opposite ends of the axle ; A suspension system comprising a first axle tower and a second axle tower. a) Each distal edge of the lower portion of the compression side plate and tension side plate has an arcuate portion;
b) each arcuate portion of the compression side plate of the first axle tower and the second axle tower is a first distance from the proximal edge of the compression side plate of the first axle tower and the second axle tower, respectively. Apart,
c) each arcuate portion of the distal edge of the tension side plate of the first axle tower and the second axle tower from the proximal edge of the tension side plate of the first axle tower and the second axle tower, respectively. , Separated by a second distance,
d) the first distance is less than the second distance;
The suspension system according to claim 16.   Each of the first appendages of the first and second axle towers includes first, second, and third sections, each of the first sections extending from its respective distal edge. , Each of the second sections extends from its respective first section and curves toward its respective pulling side plate, and each of said third sections extends from its respective second section, and each of its second sections 18. The suspension system of claim 17, wherein the suspension system is connected to an appendage adjacent its one end, and each of the third compartments is positioned substantially perpendicular to the respective first compartment and the respective second appendage.   A third section of the second axle tower extending from a proximal edge of a lower portion of a compression side plate of the second axle tower; and a third appendage of the second axle tower. A second section that extends from one section and curves toward the pull side plate of the second axle tower; and a third section that extends from the second section of the third appendage of the second axle tower. A third section of the third addend of the second axle tower is connected to the fourth addend of the second axle tower adjacent to one end thereof, and the third addenda of the second axle tower The suspension system of claim 18, positioned substantially perpendicular to the first compartment and the fourth adjunct of the second axle tower. a) each inner plate having an upper portion and a lower portion, each upper portion including a forked end defining a slot, each slot having an open end and a closed end; Is positioned closer to each tensioning side plate than its respective compression sideplate,
b) each of the upper portions of the inner plates of the first axle tower and the second axle tower is connected to the compression side plate and the tension side plate of the first axle tower and the second axle tower; Attached adjacent to the proximal edge of the upper portion of the pull side plate,
The suspension system according to claim 19.

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