Shock absorbing leg with top steering attachement

Abstract: The invention relates to a shock absorbing assembly including a steering assembly for a vehicle, such as a mobile crane, and consisting of a shock absorbing leg including an outer tube securable to the frame of the vehicle, a wheel carrier telescopically extensible downwards from the outer tube by a piston/cylinder unit, and a steering assembly for the wheel carrier. The steering assembly includes a steering input coupler at the top end of the shock absorbing leg for transmitting steering forces to the wheel carrier through the piston/cylinder unit.

Description: BACKGROUND OF THE INVENTION Field of the Invention The present invention relates to a cylindrical telescoping type of shock absorber assembly for vehicles, hereinafter referred to as a shock absorbing leg, and more particularly, to a shock absorbing leg for a mobile crane and including a top steering attachment therefor. In its basic configuration, the shock absorbing leg in accordance with the subject invention comprises an outer tube securable to a vehicle frame, and a wheel carrier telescopically extensible downwards from the outer tube by a piston/cylinder unit and a steering input for the wheel carrier. Description of the Prior Art Shock absorbing legs currently in wide application, as known for example from German Patent 38 06 709 C2, include wheel carriers which are telescopically extensible downwards via a guide tube. These wheel carriers are secured to a stub axle of a wheel. A steering rod is secured as the steering input to the bottom of the shock absorbing leg, namely to the telescopically extensible wheel carrier. Steering input means are thus located at the bottom of the legs. The steering arm and steering rod for the opposite wheel must therefore also be located below the frame. Also known from German Patent 37 43 203 A1 is a wheel location assembly as described in the preamble of claim 1, likewise configured as a shock absorbing leg. This wheel location assembly includes two steering inputs, namely one in the lower portion of the wheel carrier and another one in the upper portion of the shock absorbing leg. The drawback in prior art designs, as cited above, is that the bottom steering input along with a steering arm or steering rod secured thereto for the opposite wheel takes up considerable space below the vehicle frame. Such steering arrangements applied to the bottom portion of a shock absorbing leg reduce the space available for the frame design so that optimum design of the frame as regards its cross-sectional size, shape and location and thus, as regards its stiffness, is hampered. According to the device of DE 37 43 203 A1, the wheel carrier of the shock absorbing leg forms a cylinder which is open to its upper side, the cylinder being filled with hydraulic pressure fluid. Into this cylinder, a shaft which is fixedly mounted to the upper portion of the device is being introduced and through this shaft the supply of the cylinder chamber is carried out via a bore. Disadvantageously, in such a construction, the distance between the supporting points of the wheel carrier is changing with the stroke of the shock absorbing leg so that the lateral forces which can be endured are lower when the wheel carrier is fully extended. The support arrangements for the wheel carrier according to DE 37 43 203 A1 do either make the extension and retraction of the wheel carrier difficult or reduce the distance between the supporting points to such an extent that the supporting capability for lateral forces is becoming extremely low. SUMMARY OF THE INVENTION It is the object of the invention to present a shock absorbing leg which provides an advantageous support of the wheel carrier, especially with regard to lateral forces induced. This object is attained by a shock absorbing leg according to claim 1, and especially according to the characterizing features of claim 1. The subclaims define advantageous embodiments of the present invention. By means of the configuration according to the present invention, an arrangement is created in which the cylinder is present with its bottom on the upper portion of the shock absorbing leg and opening downwards. Because of this arrangement, the wheel carrier may be supported solely at its guide tube, while the piston rod placed on the lower end of the wheel carrier and its piston which is, in turn, running in the cylinder, do practically not have to bear any lateral forces. The shock absorbing leg in accordance with the invention comprises a single steering input coupler arranged at the top end of the leg. Moreover, a steering arm engaging the leg, or a steering rod for the opposite wheel which is in turn steered by the steering arm, is located above the frame over the wheel so that space is now available for extending the frame design, formerly taken up below the frame by conventional steering arrangements. The frame can thus receive an optimally enlarged cross-section so as to improve its stiffness. Relocating the steering to the top now permits positioning the steering rods and steering arms, normally located between wheel and frame to a position above the wheels. Unlike the situation in conventional steering systems, the trapezoidal link geometry of the tie rods can now be arranged ahead of the axle, the advantage of this being that for a splayed trapezoidal link geometry the steering arms and ball heads of the steering are no longer moved into close proximity to the frame even on wheel deflection, thus making it possible to install the tie rods through tubes welded in the frame. For space reasons conventional steering arrangements require the axle steering cylinders having a large steering deflection to be arranged under the frame. By relocating the steering to the top, better possibilities now exist for joining the steering cylinders. Yet a further advantage of the present invention is that, as regards the stability and the telescopic guidance of the wheel carrier the shock absorbing leg can now be adapted optimally to a steering input, it is no longer necessary to take into account or relocate steering forces engaging the wheel carrier from below as well as it is no longer necessary to provide a point of location for a steering rod in the lower region of the wheel carrier. With the shock absorbing leg in accordance with the invention the steering force is thus passed through the leg from an input point at the top end to the wheel carrier below, in other words the wheels are steered "through the legs". In one embodiment of the shock absorbing leg in accordance with the invention, the cylinder is mounted at its upper closed end on top of the outer tube by means of a radial/axial bearing, more particularly, by means of a ball bearing assembly, with the steering arm of the steering input being mounted on the cylinder preferably by a positive connection. Such a radial/axial bearing is able to accommodate the components of the wheel forces in the axial direction of the leg acting on the cylinder, and translate them via the outer tube to the frame. The guide tube of the wheel carrier is disposed between the outer tube and the cylinder. This arrangement of the guide tube permits excellent stable location of the wheel carrier by means of the guide tube within the leg by radial forces being optimally handled without obstructing the telescopic movement of the wheel carrier. the piston rod of the piston running in the cylinder is in contact with the wheel carrier at its bottom end. The outer tube of a shock absorbing leg in accordance with the invention may comprise at its inner side several, preferably two, bearing surface regions for the outer wall of the guide tube of the wheel carrier. These bearing surface regions may be configured as plain or sliding bearings and form specifically the locations in the leg design which handle the forces occurring in the radial direction at the wheels; thus involving the "radial bearing" of the shock absorbing leg. For transmitting the steering force from the cylinder to the guide tube in one advantageous aspect of the shock absorbing leg in accordance with the invention an axially shiftable, radial positive connection is provided between the inner side of the guide tube and the outer side of the cylinder. This connection more particularly comprises a spline. Furthermore, a bushing is provided at the open cylinder end for the piston rod so as to ensure sealing of the cylinder interior. Supply and discharge of the hydraulic fluid to and from the cylinder interior is affected in one embodiment of the present invention by a port arranged at the closed end of the cylinder, this port extending more particularly also through the steering arm positively connected to the top end of the cylinder. BRIEF DESCRIPTION OF THE DRAWINGS The present invention will become more fully understood from the detailed description given hereinbelow and the accompanying drawings wherein: Fig. 1 is a front elevational view illustrative of a shock absorbing leg in accordance with the subject invention in a frame/chassis design; Fig. 2 is a front elevational view illustrative of a prior art frame/chassis design; Fig. 3 is a front elevational view of two different half sections facing each other for providing a direct comparison of a prior art frame/chassis design with that in accordance with the subject invention; Fig. 4 is a front elevational view illustrative of a frame/chassis design incorporating shock absorbing legs in accordance with the invention and including a differential located within the frame; and Fig. 5 is a split longitudinal cross-sectional view through a shock absorbing leg in accordance with the subject invention, the left-hand side being illustrative of an extended condition of the shock absorbing leg and the right-hand side being illustrative of a retracted condition thereof. DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring now to Fig. 1, there is illustrated a frame/chassis design incorporating a shock absorbing leg 10 in accordance with the present invention and, more particularly, illustrating a configuration of a shock absorbing leg for a mobile crane, although it is to be noted that the shock absorbing leg in accordance with the invention is applicable to all types of corresponding frame/chassis designs. The leg 10 is secured by its outer tube 12 to the frame 20, its transmitting axial forces (forces in the direction of the shock absorbing leg centerline) as well as transverse or radial forces (forces perpendicular to the shock absorbing leg centerline) applied via the corresponding wheel to the frame 20. Telescopically extensible downwards from the outer tube 12 is a wheel carrier 14 which is secured to the outer tube 12 via the guide tube 15. The wheel carrier 14 is secured to the stub axle of the wheel. The wheel is steered "through the leg" assembly 10 via a mechanical steering input coupler 16 provided on top of the shock absorbing leg 10, the steering input coupler being provided with a steering arm 18. In this arrangement the steering force exerted by the steering arm 18 is transmitted via a piston/cylinder unit of the leg 10, described in more detail later with reference to Fig. 5, to the guide tube 15 and the wheel carrier 14. Also provided on the steering arm 18 is a steering rod 22 which transmits the steering force to the leg of the opposite wheel suspension. Secured beneath the frame 20 is a differential 30 which provides drive to the wheels of the axle arrangement at the corresponding stub axle via input shafts 32. Due to the "overhead" steering arrangement at the shock absorbing legs 10 in accordance with the invention the frame 20 may be configured larger at its lower extremity portion, i.e. it extends downwards to the extent that the differential 30 can be connected thereto. The stiffness and stability of the frame 20 can thus be increased by this enlargement which is especially of advantage in the case of mobile cranes needed to lift heavy loads. It is furthermore to be noted that a frame of a conventional size can be relocated further downwards by the design in accordance with the invention so that the overall height (for example of a mobile crane) can be reduced, this being especially of advantage when on the road, particularly in passing through low tunnels. The rotary connections of the crane body, arranged on top of the frame and decisive in influencing the height of the crane, may also be positioned lower, more particularly surrounding the upper portions of the legs so that the center of gravity of the crane can be lowered as a whole. To highlight the difference of the design in accordance with the invention as compared to that of prior art, Fig. 2 illustrates a frame/chassis design as is typically employed in prior art, namely with steering input at the bottom of the shock absorbing leg. It is to be noted that the components in Fig. 2 correspond to those having the same end numbers of the components evident from Fig. 1 except that reference numeral 100 merely has been added in each case. Referring now to Fig. 2, it is now clearly evident that the steering design consisting of the steering arm 118 mounted on the bottom of the outer tube 112 and the steering rod 122 take up more room below the frame 120 and below the differential 130. This is why the frame 120 needs to be designed considerably smaller in cross-section than the frame 20 which, as evident from Fig. 1, can be made available with a shock absorbing leg in accordance with the invention. The steering input at the bottom of the outer tube 112 as shown in Fig. 2 is comparable to the steering input as taught in German patent 37 43 203 C2. Referring now to Fig. 3, there is illustrated a direct comparison of possible frame cross-sectional sizes in accordance with prior art and the use of a shock absorbing leg in accordance with the invention, a design in accordance with prior art being shown on the left (Fig. 2) while shown on the right is a frame/chassis design incorporating a shock absorbing leg 10 in accordance with the present invention. The part in accordance with the invention as shown in Fig. 3 (on the right) differs from the embodiment as shown in Fig. 1 in that the differential 30 is located within the frame 20 where it is secured in place. The input shaft 32 of the differential 30 is guided through an opening in the frame to the stub axle. Such frame openings naturally weaken the structure of the frame 20. However, the design as shown in Fig. 3 on the right is possible since only a single opening, namely for penetration by the input shaft 32, is needed. Attempting to integrate the differential 130 likewise in the frame 120 in the prior art design as evident from the left-hand side in Fig. 3 would necessitate having to provide two openings for the steering linkage 118, 120 and the input shaft 132 or to fabricate a single opening sufficiently large so that both assemblies could be guided therethrough. Such a large opening, however, would prohibitively weaken the structure of a conventional frame 120. In Fig. 3, one-half of the frame cross-section in each case is illustrated crosshatched on both sides. By making use of the shock absorbing leg 10 in accordance with the present invention in which the steering input coupler is located at the top, integrating the differential 30 is now made possible at the bottom and, furthermore, due to the saving in space as a result of the steering input coupler 16 being relocated at the top, a frame cross-section is made available which is substantially larger (as evident on the right) than the cross-section of the frame 120 as shown on the left which has been adapted to a prior art leg design. The stiffness of the design in accordance with the invention as shown on the right in Fig. 3 is accordingly greater; it additionally being evident that the frame can be lowered as a whole, thereby permitting an advantageous low center of gravity location, as well as an overall low-profile design. Referring now to Fig. 4 there is illustrated a further embodiment of a frame/chassis design incorporating a pair of shock absorbing legs 10 configured in accordance with the invention and a differential 30 integrated with the frame 20. Evident on the left-hand side of Fig. 4 is the wheel carrier in the telescopic extended down position while the leg as shown on the right-hand side is in the retracted condition. Also evident on the right in Fig. 4 is the opening for passage of the input shaft 32 provided in the frame 20 and identified by the reference numeral 24. The input shafts 32 move back and forth between the extreme positions as shown on the left and right in Fig. 4 in the various driving conditions. Because the steering input coupler 16 is situated on top of the leg 10, the steering now takes up no space in the lower portion of the vehicle frame which can be accordingly made larger in width. The increase in stiffness gained thereby permits producing the openings 24 for the input shafts 32. Referring now to Fig. 5, there is illustrated in longitudinal cross-section, the details of a shock absorbing leg in accordance with the invention, the left-hand side showing the extended condition and the right-hand side showing the leg retracted. The main components of the leg as shown are the outer tube 12, the wheel carrier 14 with its guide tube 15, the cylinder 4, the piston 6 with the piston rod 8, as well as the steering input coupler 16 secured to the top of the cylinder including the steering arm 18. The outer tube 12 is fixedly secured with the aid of fasteners 11 to the vehicle frame (not shown). The cylinder 4 is rigidly mounted by its top closed end 40 but axially rotatable via a roller bearing assembly 2 and more particularly a ball bearing assembly in and on the top of the outer tube 12. The top closed end of the cylinder 40 is connected by its top face end via a positive connection 19 as well as via bolts (not shown) to the steering arm 18 mounted non-rotatably via an adapter. The steering arm 18 forms together with the non-rotatable fastener at the end 40 of the cylinder the steering input coupler 16. An opening 1 passing through the end 40 of the cylinder and the steering arm 18 supplies the cylinder interior with hydraulic fluid. In the cylinder 4, the piston 6 runs between the two extreme positions shown on the left and right. The bottom open end 40 of the cylinder is provided with a bushing 9 in which the piston rod 8 of the cylinder slides. This bushing 9 also includes the necessary sealing elements. At its bottom end the piston rod 8 is fixed to the middle portion of the wheel carrier 14, for example via a bolted connection (not shown). The wheel carrier 14 is the component which together with the piston rod 8 is extended and which is secured by a connecting flange 14a to a stub axle of the corresponding wheel. The wheel carrier 14 is integrally configured with its guide tube 15 which is axially shiftable and suported between the outer wall of the cylinder 4 and the inner wall of the outer tube 12. The guide tube 15, moreover, is supported by the planar surface bearings 3 provided in the outer tube 12. It is the bearings 3 that handle the majority of the transverse or radial forces. The steering force (steering moment) acting on the cylinder 4 via the steering arm 18 of the steering input coupler 16 is transmitted via a spline as torque to the guide tube 15 and thus to the wheel carrier 14. The spline consists of a short splined section in the lower portion of the outer wall of the cylinder 4 as well as the longer spline section on the inside in the upper and middle portion of the guide tube 15. It is to be noted that basically any radially positive, axially shiftable means of force transmission may be selected, thus, for instance, sliding springs, splined or polygonal sections. The splined section 5 employed in the example embodiment as shown in Fig. 5 at the outer wall of the cylinder 4 is preferably arranged in the region of the top plain bearing 3 so that no wheel forces come to bear with wear of the radial bearing. By the design as described heretofore, a shock absorbing leg in accordance with the present invention can be advantageously adapted as a top mounted steering input assembly. The steering forces are transmitted from the arm 18 of the steering input coupler 16 via the cylinder 4, the spline 5, 7 and the guide tube 15 "through the leg" to the wheel carrier 14. Relocating the steering input to the top in this way saves space in the lower chassis region thus making it possible to design a relatively larger frame cross-section.

Claims: A shock absorbing leg (10) comprising an outer tube (12) securable to a vehicle frame (20), a wheel carrier (14) telescopically extensible downwards from the outer tube (12) by a piston/cylinder unit and a steering input for said wheel carrier (14), wherein said steering input (16) for said wheel carrier (14) is arranged at the top end of said leg (10) and the steering forces are transmitted to said wheel carrier (14) through said cylinder of said piston/cylinder unit, characterized in that said wheel carrier (14) has a guide tube (15) arranged between said outer tube (12) and said cylinder (4), and in that the piston rod (8) of said piston (6) running in said cylinder (4) is attached to said wheel carrier (14) by its bottom end. The shock absorbing leg (10) as set forth in claim 1, characterized in that said cylinder (4) is mounted at its top closed end (4 o ) by means of an axial pivot bearing, more particularly by means of a ball bearing (2), on top of said outer tube (12), the steering arm (18) of said steering input (16) being mounted on said cylinder (4) preferably by a positive connection (19). The shock absorbing leg (10) as set forth in claim 1 or 2, characterized in that said outer tube (12) comprises on its inner side several, preferably two, bearing appendages (3) for the outer wall of said guide tube (15) of said wheel carrier (14). The shock absorbing leg (10) as set forth in any of the claims 1 to 3, characterized in that between said inner side of said guide tube (15) and said outer side of said cylinder (4) an axially shiftable, radially positive connection, more particularly a spline (5, 7), is provided. The shock absorbing leg (10) as set forth in any of the claims 1 to 4, characterized in that provided at the open cylinder end (4 u ) is a bushing (9) for said piston rod (8), said bushing (9) satisfying more particularly also a sealing function. The shock absorbing leg (10) as set forth in any of the claims 1 to 5, characterized in that the hydraulic fluid for said cylinder interior is supplied and discharged through a port (1) at the closed end (4 o ) of said cylinder, this port (1) also extending through said steering arm (18).

Inventors: BECKER OTTO DIPL-ING, EMKEN EDE, BECKER, OTTO, DIPL.-ING., EMKEN, EDE
Applicants: GROVE US LLC, GROVE U.S. LLC
Application year: 1999
Main classification: B60G13
IPC codes: B62D3, B60G13, B62D7, B60G11, B62D9, B60G1, B60G15, B62D1, B60G3