An air spring of the type with a sleeve having a first rolling lobe connected at an end to a first piston, a second rolling lobe connected to an end to a second piston, and where the first piston is substantially frustoconicalcylindrical and the second piston is substantially cylindricalfrustoconica
An air spring of the type with a sleeve having a first rolling lobe connected at an end to a first piston, a second rolling lobe connected to an end to a second piston, and where the first piston is substantially frustoconicalcylindrical and the second piston is substantially cylindricalfrustoconical and where the minimum effective area of the firstsecond piston is less than the minimum effective area of the secondfirst piston and where the maximum effective area of the firstsecond piston is greater than the maximum effective area of the secondfirst piston. The frustoconical firstsecond piston allows the air spring to accommodate large angular suspension motion without degrading durability.
대표청구항▼
1. An airspring comprising: a sleeve having a first rolling lobe connected at an end to a first piston;the sleeve having a second rolling lobe connected at an end to a second piston;each of said first and second pistons comprising a rolling surface that in conjunction with the first rolling lobe and
1. An airspring comprising: a sleeve having a first rolling lobe connected at an end to a first piston;the sleeve having a second rolling lobe connected at an end to a second piston;each of said first and second pistons comprising a rolling surface that in conjunction with the first rolling lobe and second rolling lobe defines an effective area for each of said first and second pistons;the second piston maximum effective area is greater than the first piston maximum effective area;the second piston minimum effective area is less than the first piston minimum effective area;the first piston having a movement in an x, y, and z axis with respect to a vehicle chassis; andthe second piston having a movement in an x, y, and z axis with respect to a vehicle chassis. 2. The airspring in claim 1, further comprising: the first piston having a rotational movement about an axis; andthe second piston having a rotational movement about an axis. 3. The airspring as claimed in claim 1 wherein the second piston is substantially frustoconical. 4. The airspring as claimed in claim 3 wherein the first piston is substantially cylindrical. 5. The airspring as in claim 3, wherein: the first piston having a roll rate for the first rolling lobe;the second piston having a roll rate for the second rolling lobe; anda roll rate for the first rolling lobe is not equal to a roll rate for the second rolling lobe. 6. The airspring as in claim 3, wherein: the first piston is substantially frustoconical. 7. The airspring as in claim 2, wherein: the second piston having a compression stroke describing an angle β and having a rebound stroke describing an angle α; andangle β is not coplanar with angle α. 8. An airspring comprising: a sleeve having a first rolling lobe connected at an end to a first piston;the sleeve having a second rolling lobe connected at an end to a second piston;each of said first and second pistons comprising a rolling surface that in conjunction with the first rolling lobe and second rolling lobe defines an effective area for each of said first and second pistons;the second piston maximum effective area is greater than the first piston maximum effective area;the second piston minimum effective area is less than the first piston minimum effective area;the first piston having a movement in an x, y, and z axis and relative to a first portion of a vehicle chassis coupled to the second piston; andthe second piston having a movement in the x, y, and z axis and relative to a second portion of the vehicle chassis coupled to the first piston. 9. The airspring of claim 8, wherein the first piston has a rotational movement about its central axis; and the second piston has a rotational movement about its central axis. 10. The airspring of claim 8, wherein the rolling surface of the second piston is substantially frustoconical. 11. The airspring of claim 10, wherein at least a portion of the first piston is substantially cylindrical. 12. The airspring of claim 10, wherein the first piston has a roll rate for the first rolling lobe; the second piston has a roll rate for the second rolling lobe; and the roll rate for the first rolling lobe is not equal to the roll rate for the second rolling lobe. 13. The airspring of claim 8, wherein the rolling surface of the first piston is substantially frustoconical. 14. The airspring of claim 8, wherein a central axis of the second piston is disposed at an angle β relative to the y axis during a compression stroke, and a central axis of the second piston is disposed at an angle α relative to the y axis during a rebound stroke; and angle β is not equal to angle α. 15. The airspring of claim 8, wherein a central axis of the second piston is displaceable at an angle up to 35° relative to a central axis of the first piston. 16. The airspring of claim 8, wherein the rolling surface of the second piston presents a circumference surrounding a central axis, and when the airspring is in a rebound position the rolling surface of the second piston contacts the second rolling lobe along only a portion of the circumference, and when the airspring is in a compressed position the rolling surface of the second piston contacts the second rolling lobe along the entire circumference. 17. The airspring of claim 8, wherein the sleeve presents a closed chamber between the first piston and the second piston, and when the airspring moves between a rebound position and a compressed position the second piston reciprocates into the chamber less than the first piston. 18. The airspring of claim 8, wherein the size of the effective area of the first piston is variable from the first piston minimum effective area to the first piston maximum effective area. 19. The airspring of claim 18, wherein the size of the effective area of the second piston is variable from the second piston minimum effective area to the second piston maximum effective area. 20. The airspring of claim 8, wherein the effective area of the first piston and the effective area of the second piston is defined by the following equation: Ae=π/4[(D1+D2)/2]2(0.9)where Ae is the effective area, D1 is the outside diameter of the lobe adjacent the piston when the lobe is acted on by pressurized fluid, and D2 is the diameter of the piston at a tangent point of contact of the lobe on the rolling surface. 21. The airspring of claim 20, wherein the effective area of the first piston and the effective area of the second piston is defined by the following equation: Ae=π/4[(D1(x)+D2(x))/2]2(0.9)where Ae is the effective area, D1(x) and D2(x) are functions depending on the shape of the rolling surface and the sleeve. 22. The airspring of claim 8, wherein the first piston is fixable to and movable with a first component of a vehicle, and the second piston is fixable to and movable with a second component of the vehicle. 23. The airspring of claim 22, wherein the first component is at least one of the second portion of the vehicle chassis, a first frame component, and a first suspension component. 24. The airspring of claim 22, wherein the second component is at least one of the first portion of the vehicle chassis, a second frame component, and a second suspension component. 25. The airspring of claim 8, wherein the first portion of the vehicle chassis is fixed to the second piston. 26. The airspring of claim 8, wherein the second portion of the vehicle chassis is fixed to the first piston. 27. An airspring comprising: a first piston disposed along a y axis and presenting a first rolling surface;a second piston disposed along the y axis and presenting a second rolling surface;a sleeve having a first rolling lobe with a first end connected to the first piston and a second rolling lobe with a second end connected to the second piston;the first rolling surface in conjunction with the first rolling lobe defining a first effective area, the size of the first effective area variable from a minimum first effective area to a maximum first effective area;the second rolling surface in conjunction with the second rolling lobe defining a second effective area, the size of the second effective area variable from a minimum second effective area to a maximum second effective area;the size of the maximum second effective area being greater than the size of the maximum first effective area;the size of the minimum second effective area being less than the size of the minimum first effective area; andwherein the first piston moves along an x, y, and z axis with respect to a first portion of a vehicle chassis, and the second piston moves along the x, y, and z axis with respect to a second portion of the vehicle chassis. 28. The airspring of claim 27, wherein a central axis of the second piston is disposed at an angle β relative to the y axis during a compression stroke, and the central axis of the second piston is disposed at an angle α relative to the y axis during a rebound stroke; and angle β is not equal to angle α. 29. The airspring of claim 27, wherein a central axis of the second piston is displaceable at an angle up to 35° relative to a central axis of the first piston. 30. The airspring of claim 27, wherein the second rolling surface presents a circumference surrounding a central axis, and when the airspring is in a rebound position the second rolling surface contacts the second rolling lobe along only a portion of the circumference, and when the airspring is in a compressed position the second rolling surface contacts the second rolling lobe along the entire circumference. 31. The airspring of claim 27, wherein the first piston is fixable to and movable with a first component of a vehicle, and the second piston is fixable to and movable with a second component of the vehicle. 32. The airspring of claim 31, wherein the first component is at least one of the second portion of the vehicle chassis, a first frame component, and a first suspension component. 33. The airspring of claim 31, wherein the second component is at least one of the first portion of the vehicle chassis, a second frame component, and a second suspension component. 34. The airspring of claim 27, wherein the first portion of the vehicle chassis is fixed to the second piston. 35. The airspring of claim 27, wherein the second portion of the vehicle chassis is fixed to the first piston. 36. The airspring of claim 27, wherein the first and second pistons move relative to one another.
연구과제 타임라인
LOADING...
LOADING...
LOADING...
LOADING...
LOADING...
이 특허에 인용된 특허 (16)
Easter Mark R. (Indianapolis IN), Adjustable rate air spring.
Watanabe Isao (Iruma OH JPX) Weitzenhof David A. (Akron OH) Rensel John D. (Tallmadge OH) Kawamata Saturo (Tokyo JPX), Vibration damping device with an electrode and having rolling lobes of different radii.
※ AI-Helper는 부적절한 답변을 할 수 있습니다.