GB2080213A - Blocking valve for a pneumatic springing system for a vehicle - Google Patents
Blocking valve for a pneumatic springing system for a vehicle Download PDFInfo
- Publication number
- GB2080213A GB2080213A GB8121339A GB8121339A GB2080213A GB 2080213 A GB2080213 A GB 2080213A GB 8121339 A GB8121339 A GB 8121339A GB 8121339 A GB8121339 A GB 8121339A GB 2080213 A GB2080213 A GB 2080213A
- Authority
- GB
- United Kingdom
- Prior art keywords
- valve
- spring
- flow path
- connection
- blocking
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
- B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
- B60G17/052—Pneumatic spring characteristics
- B60G17/0523—Regulating distributors or valves for pneumatic springs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/10—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces not permanently interconnected, e.g. operative only on acceleration, only on deceleration or only at off-straight position of steering
- B60G21/106—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces not permanently interconnected, e.g. operative only on acceleration, only on deceleration or only at off-straight position of steering transversally
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/15—Fluid spring
- B60G2202/152—Pneumatic spring
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/40—Type of actuator
- B60G2202/41—Fluid actuator
- B60G2202/412—Pneumatic actuator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/20—Spring action or springs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/30—Height or ground clearance
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Safety Valves (AREA)
- Multiple-Way Valves (AREA)
- Fluid-Damping Devices (AREA)
Abstract
A blocking valve for a pneumatic springing system for a vehicle is connected between a load-dependent pressure regulating valve 3 and the pneumatic springs 6, 7 on opposite sides of the vehicle, the object of the valve being to prevent a pressure increase in one spring when the vehicle is travelling around a bend from being transmitted to the other spring and causing a further undesirable increase in the slant of the vehicle. The valve comprises interconnected valve members 9, 10 each located in a respective flow path through the valve between the regulating valve and a spring. In response to a pressure increase in, say the springs 6, the associated valve member 9 seats on a sealing ring 13, to cut-off that spring from both the other spring and the regulating valve 3, while a throttling member 19 restricts the connection 16 between the regulating valve and the other spring 7. <IMAGE>
Description
SPECIFICATION
Blocking valve for a pneumatic springing system for a vehicle
The invention relates to a blocking valve for a pneumatic springing system for a vehicle.
Blocking valves are used in pneumatic springing systems for vehicles to prevent dynamically-produced increased pressure in the pneumatic springs on one side of a vehicle from overflowing into the pneumatic springs on the other side of the vehicle.
A specific example of such a dynamicallyproduced pressure increase is the pressure disturbance that occurs when the vehicle is travelling round a bend. In this case, as a result of the centrifugal force, a higher pressure is produced in the springs on the side of the vehicle on the outside of the bend than is produced in the springs on the inside of the bend and, in this situation, the blocking valve prevents the higher pressure from overflowing into the springs on the inside of the bend. By so doing, the blocking valve is intended to prevent the vehicle from taking up an even greater slanting position than is already the case, by preventing the springs under low pressure (on the inside of the bend) from being pumped up further.
A known blocking valve is a transverse valve which is connected in the hydraulic springing system of a vehicle between, on the one hand, a level-regulating valve and, on the other hand, two hydraulic spring legs one on each side of the vehicle. It is designed in such a manner that, when the pressure in the spring leg on one side of the vehicle is dynamically increased, the blocking valve switches over and closes the leg on the other side of the vehicle. Although this measure prevents the higher pressure in the dynamically-loaded spring leg from overflowing into the dynamically-relieved spring leg, it leaves open the connection between the dynamicallyloaded spring leg and the supply line.This carries the disadvantage that, if the rise in pressure in the dynamically-loaded leg is so great that the pressure head thereof exceeds the pressure head in the supply line, the pressure medium will flow out of this springing member into the supply line which will result in a further undesirable increase in the lateral slant of the vehicle. In order to prevent this, a non-return valve must be connected between this known transverse blocking valve and the level-regulating valve.
The problem with which the present invention is concerned is that of providing a blocking valve which enables the described disadvantage of the known transverse blocking valve to be avoided in a simple manner without using an additional non-return valve.
The present invention provides a blocking valve for a pneumatic springing system for a vehicle, which system includes two pneumatic springs and a regulating valve operable to control the level of the springs in dependence on vehicle load, the blocking valve having: a connection to the regulating valve; a respective connection to each pneumatic spring; respective flow paths between the regulating valve connection and each pneumatic spring connection, and in each flow path a respective valve member operable in response to a pressure increase in the associated spring to close the flow path and cut-off the connection therethrough from that spring to the other spring and to the regulating valve connection.
The blocking valve may include a throttling member operable, in response to a pressure increase in one of the springs, to throttle the flow path for the other spring.
In an embodiment of the invention, there is a throttled connection between the pneumatic spring connections to permit gradual equalization of the spring pressures following closure of a flow path by operation of the associated valve member.
The blocking valve may include for each valve member, a respective resilient member engageable therewith to bias the valve member towards the flow path-closed position. The valve member may have a predetermined amount of play prior to engagement by the resilient member.
A valve constructed in accordance with the invention is described below with reference to the accompanying drawing.
The transverse blocking valve shown in the drawing comprises a housing 1 having a supply connection 2 that is connected to a level regulating valve 3, and two outlet connections 4 and 5. The outlet connection 4 is assigned to an air spring 6 arranged on the right-hand side of the vehicle and the other outlet connection 5 is assigned to an air spring 7 arranged on the left-hand side of the vehicle. Axial bores 1 a, 1 b, 1 C in the housing 1 serve to accommodate a valve-actuating member 8, 9, 10 comprising a piston slide valve 8 and two valve-sealing members 9 and 10 arranged on the ends of the slide valve, the central bore 1 b accommodating the slide valve in such a manner that the latter can slide.The valve-sealing members 9 and 10, the sealing faces 9a and 10a of which slope conically outwards in continuation of the external diameter of the piston slide valve 8, project in an unsupported manner into chambers 11, 1 2 formed by the bores 1 a and 1 c.
Sealing rings 13, 14 arranged at the ends of the bore 1 b form, with the conical faces 9a, 10a of the sealing members 9, 10, the valves 9a, 13 and 10a, 14.
Two bores 15, 16, acting as nozzles in the housing 1 and forming a connection between the supply connection 2 and the housing bore 1 b, divide the compressed air flowing in via the supply connection 2 into two separate currents which pass via the open valves 9a, 13 or 1 0a, 14 into the chambers 11 and 12, respectively. Housing bores 17, 1 8 connect the chambers 11, 1 2 to the outlet connections 4, 5 leading to the air springs 6, 7.
With the valve-actuating member 8, 9, 10 in the middle position, the two valves 9a, 13; 10a, 14 are open, as assumed in the previous paragraph.
An annular thickened portion 1 9 of the piston slide valve 8 takes up such a position between the bores 15, 1 6 that, when the valve-actuating member 8, 9 10 as in the middle position, control edges 19a, 1 9b formed by the thickened portion 1 9 leave the bores 15, 16 open.
Springs 20, 21 are supported at one end on the respective end walls 22, 23 of the housing chambers 11, 1 2 and at the other end on spring collars 24, 25 that are freely moveable to a limited extent in the axial direction in the bores 1 a, 1 C. Stops 26, 27 in the housing bores 1 a and 1 c, respectively, limit the extent of the movement of the spring collars 24, 25.
The spring collars 24 or 25 also serve as stops for the valve-actuating member 8, 9,
10, depending on the direction in which it moves, so that the tension of the respective spring 20 or 21 acts against this movement.
Between the spring collars 24, 25 and the faces 9a, 1 0a of the valve-sealing member 9,
10 there is, when the valve-actuating member 8, 9, 10 is in the middle position, a small amount of play which, when the valve-actuating member 8, 9, 10 moves, must be taken up before the face 9a or 10a makes contact with the spring collar 24 or 25 as the case may be.
A throttle bore 29 extends through the valve-actuating member 8, 9, 10 for a purpose to be described below.
The level-regulating valve 3 is controlled in dependence on the vehicle load, through a mechanical lever coupling 28 that is connected to the middle part of the axle of the vehicle.
The system described work as follows:
When the pressures in the two air springs 6, 7 are equal, the valve-actuating member 8,
9, 10 is acted upon on both the right and the left sides by the equal pressures in the chambers 11, 1 2. When the valve-actuating member 8, 9, 10 is in the middle position, as shown in the Figure, the two valves 9a, 1 3 and 1 0a, 14 are open as already mentioned, and, if the vehicle is loaded, the air springs 6,
7 are uniformly supplied with pressure, regu
lated in relation to the load by the valve 3, via the supply connection 2, the bores 15, 16, the open valves 9a, 13; 10a, 14, the cham
bers 11, 12, the bores 17, 18 and the connections 4, 5. When unloading, a corresponding removal of air from the air springs
6, 7 takes place via the valve 3 into the
atmosphere.
If, when travelling round a bend, the lefthand air spring 7 is under greater pressure as a result of the dynamic effect of the load than the right-hand air spring 6, then the higher pressure, transferred from spring 7 to the chamber 12, pushes the valve-actuating member 8, 9, 10 to the right, whereby the lefthand valve 1 0a, 1 4 closes. An overflow of the compressed air from the left-hand air spring 7 into the right-hand air spring 6 is thereby prevented and cannot cause the slant of the vehicle to increase.
If, however, the vehicle adopts a slanting position for a longer period as a result of a static effect, for example a displacement of weight to the left side, then a gradual pressure compensation takes place via the throttle bore 29 in such a manner that the valveactuating member 8, 9, 10 returns to its middle position. That is, all long-lasting pressure differences are dissipated through the throttled transverse connection 29.
The described valve ensures a common supply of air to the air springs 6, 7 when the pressures therein are equal and also when the pressures therein are different provided that neither of the pressures is greater than the supply pressure introduced via the regulating valve 3. This is a result of the fact that the sealing member 9 or 10 that closes first will be returned to the open position by a further increase in the supply pressure. If, however, the pressure in either of the air spring 6 or 7 is higher than the supply pressure, then that air spring 6 or 7 is completely sealed off by the valve-sealing member 8, 9, 10 acting as a non-return valve.When this occurs, the feedline to the other air spring 6 or 7 is, at the same time, almost sealed off by the annular thickened portion 19, so that the air introduced into this other spring via the regulating valve 3 also does not bring about any noticeable increase in the slant of the vehicle.
Air can also be uniformly removed from the two air springs 6, 7, in a corresponding manner, if the forces acting on the valvesealing members 9, 10 are equal. If, however, as a consequence of different rates of flow of air being removed, or of slight differences in pressure, the valve-sealing member
8, 9, 10 is displaced, the outflow of air on the side having the lower pressure is throttled
by the associated control edge 1 9a or 1 9b of
portion 1 9 and a counterforce is thereby built
up at the piston slide valve 8 which acts to
return the valve-sealing member to its original
position.
The play, mentioned above, between the valve-sealing members 9, 10 and the spring
collars 24, 25 supporting the springs 20, 21
permits a rapid pressure compensation in the
air springs 6, 7 if during normal travel the vehicle sways as a result of unevenness in the
road since, in the case of this type of move
ment, the two nozzle bores 15, 1 6 are not completely traversed by the control edges 19a, 19b.
As a result of the construction of the blocking valve described above, in which each valve member 9, 10 acts to close the flow path to the associated spring, it is not the circuit having the higher pressure (in the described situation of travelling round a bend) that is kept open to the supply circuit, but the circuit having the lower pressure, with the result that the compressed air of the circuit under higher pressure can no longer overflow into the supply circuit. It is therefore unnecessary to incorporate a non-return valve to prevent this effect.
Claims (11)
1. A blocking valve for a pneumatic springing system for a vehicle, which system includes two pneumatic springs and a regulating valve operable to control the level of the springs in dependence on vehicle load, the blocking valve having: a connection to the regulating valve; a respective connection to each pneumatic spring; respective flow paths between the regulating valve connection and each pneumatic spring connection, and in each flow path a respective valve member operable in response to a pressure increase in the associated spring to close the flow path and cut-off the connection therethrough from that spring to the other spring and to the regulating valve connection.
2. A blocking valve according to claim 1, including a throttle member operable, in response to a pressure increase in one of the springs, to throttle the flow path for the other spring.
3. A blocking valve according to claim 1 or claim 2, including a throttled connection between the pneumatic spring connections to permit gradual equalization of the spring pressures following closure of a flow path by operation of the associated valve member.
4. A blocking valve according to any one of the preceding claims and including, for each valve member, a respective resilient member engageable therewith to bias the valve member towards the flow path-closed position.
5. A blocking valve according to claim 4, in which the valve member has a predetermined amount of play prior to engagement by the resilient member.
6. A blocking valve according to any one of the preceding claims, in which the valve members are interconnected by a slide member located in a bore which interconnects two chambers in each of which a respective one of the valve members is located, each valve member being engageable with a respective valve seat at the end of the bore to close the associated flow path, the slide member having a middle position in which both valve members are in an open position.
7. A blocking valve according to claim 6 when appendant to claim 2, in which each flow path includes a respective passageway extending between the slide member bore and the regulating valve connection, the slide member having a thickened portion which corresponds in a diameter to the slide member bore and which, when the slide member is in the middle position, is positioned between the said passageways leaving both passageways open, the said thickened portion constituting the throttling member.
8. A blocking valve according to claim 7, in which movement of one of the valve members to close the associated flow path causes movement of the said thickened portion to throttle the said passageway of the other flow path.
9. A blocking valve according to claim 6 when appendant to claim 3, in which the said throttled connection comprises a throttle bore extending through the slide and valve members to interconnect the said two chambers.
10. A blocking valve according to claim 6 when appendant to claim 4, in which each resilient member is supported on a movable collar which is engageable by the associated valve member when the valve member moves into an open position, movement of the collar towards the valve member being limited by a stop.
11. A blocking valve according to claim 10, in which there is a predetermined amount of play between the valve member and the collar when the slide member is in the middle position.
1 2. A blocking valve for a pneumatic springing system substantially as described herein with reference to, and as shown in, the accompanying drawing.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19803026251 DE3026251A1 (en) | 1980-07-11 | 1980-07-11 | LOCKING VALVE |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2080213A true GB2080213A (en) | 1982-02-03 |
| GB2080213B GB2080213B (en) | 1984-09-05 |
Family
ID=6106918
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8121339A Expired GB2080213B (en) | 1980-07-11 | 1981-07-10 | Blocking valve for a pneumatic springing system for a vehicle |
Country Status (2)
| Country | Link |
|---|---|
| DE (1) | DE3026251A1 (en) |
| GB (1) | GB2080213B (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0187370A2 (en) * | 1984-12-25 | 1986-07-16 | Toyota Jidosha Kabushiki Kaisha | Rear suspension controller |
| FR2582998A1 (en) * | 1985-06-11 | 1986-12-12 | Peugeot | AUTOMATIC ROLLER STIFF MODULATOR |
| FR2641740A1 (en) * | 1989-01-16 | 1990-07-20 | Trailor Sa | PNEUMATIC SUSPENSION HEIGHT LOCKING DEVICE FOR INDUSTRIAL VEHICLES |
| WO1990015727A1 (en) * | 1989-06-20 | 1990-12-27 | Ensio Riekko | Springing system for a vehicle |
| CN100417537C (en) * | 2006-12-15 | 2008-09-10 | 张军 | Positive air suspension system for resisting side-tipping of automobile |
| CN101070046B (en) * | 2006-12-06 | 2010-12-01 | 李忠德 | Automobile turning automatic-balancing system |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3238457A1 (en) * | 1982-10-16 | 1984-04-26 | M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8000 München | Articulated bus with air suspension |
| DE4428605A1 (en) * | 1993-10-07 | 1995-04-13 | Fichtel & Sachs Ag | Hydraulic system for an active suspension |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1266144B (en) * | 1959-05-16 | 1968-04-11 | Volkswagenwerk Ag | Compressed air distributor for air springs arranged on the same axle of a motor vehicle |
| DE1947824A1 (en) * | 1969-09-22 | 1971-04-01 | Boge Gmbh | Centrifugal valve in a compensating line of pressure medium displacing spring elements, especially for motor vehicles |
| DE2532616A1 (en) * | 1975-07-22 | 1977-02-03 | Fichtel & Sachs Ag | Combined control valve for axle hydraulic dampers - has separate non return valves for each side with centre control preventing uneven deflections |
| DE2636766C2 (en) * | 1976-08-14 | 1986-04-17 | Fichtel & Sachs Ag, 8720 Schweinfurt | Cross check valve |
-
1980
- 1980-07-11 DE DE19803026251 patent/DE3026251A1/en not_active Withdrawn
-
1981
- 1981-07-10 GB GB8121339A patent/GB2080213B/en not_active Expired
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0187370A2 (en) * | 1984-12-25 | 1986-07-16 | Toyota Jidosha Kabushiki Kaisha | Rear suspension controller |
| EP0187370A3 (en) * | 1984-12-25 | 1987-11-04 | Toyota Jidosha Kabushiki Kaisha | Rear suspension controller |
| US4715616A (en) * | 1984-12-25 | 1987-12-29 | Toyota Jidosha Kabushiki Kaisha | Rear suspension controller |
| FR2582998A1 (en) * | 1985-06-11 | 1986-12-12 | Peugeot | AUTOMATIC ROLLER STIFF MODULATOR |
| EP0208572A1 (en) * | 1985-06-11 | 1987-01-14 | Automobiles Peugeot | Automatic roll stabilizer |
| FR2641740A1 (en) * | 1989-01-16 | 1990-07-20 | Trailor Sa | PNEUMATIC SUSPENSION HEIGHT LOCKING DEVICE FOR INDUSTRIAL VEHICLES |
| EP0378949A1 (en) * | 1989-01-16 | 1990-07-25 | S.E.S.R. - Societe Europeenne De Semi-Remorques | Pneumatic suspension for utility vehicles lockable in height |
| WO1990015727A1 (en) * | 1989-06-20 | 1990-12-27 | Ensio Riekko | Springing system for a vehicle |
| CN101070046B (en) * | 2006-12-06 | 2010-12-01 | 李忠德 | Automobile turning automatic-balancing system |
| CN100417537C (en) * | 2006-12-15 | 2008-09-10 | 张军 | Positive air suspension system for resisting side-tipping of automobile |
Also Published As
| Publication number | Publication date |
|---|---|
| DE3026251A1 (en) | 1982-02-18 |
| GB2080213B (en) | 1984-09-05 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |