GB2563274A - Air suspension control valve system - Google Patents

Air suspension control valve system Download PDF

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Publication number
GB2563274A
GB2563274A GB1709192.7A GB201709192A GB2563274A GB 2563274 A GB2563274 A GB 2563274A GB 201709192 A GB201709192 A GB 201709192A GB 2563274 A GB2563274 A GB 2563274A
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GB
United Kingdom
Prior art keywords
airspring
axle block
valve
pneumatically connected
common gallery
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
Application number
GB1709192.7A
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GB2563274B (en
GB201709192D0 (en
Inventor
Scudamore Gerald
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Norgren Ltd
Original Assignee
Norgren Ltd
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Filing date
Publication date
Application filed by Norgren Ltd filed Critical Norgren Ltd
Priority to GB1709192.7A priority Critical patent/GB2563274B/en
Publication of GB201709192D0 publication Critical patent/GB201709192D0/en
Publication of GB2563274A publication Critical patent/GB2563274A/en
Application granted granted Critical
Publication of GB2563274B publication Critical patent/GB2563274B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B60G17/0528—Pressure regulating or air filling valves
    • 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
    • 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
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/06—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid
    • B60G21/067—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid between wheels on different axles on the same side of the vehicle, i.e. the left or the right side
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/82—Interactive suspensions; arrangement affecting more than one suspension unit left and right unit on same axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/83—Type of interconnection
    • B60G2204/8304—Type of interconnection using a fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/25—Stroke; Height; Displacement
    • B60G2400/252—Stroke; Height; Displacement vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/50—Pressure
    • 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
    • B60G2500/202—Height or leveling valve for air-springs
    • B60G2500/2021—Arrangement of valves
    • 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
    • B60G2500/204—Pressure regulating valves for air-springs
    • B60G2500/2042—Air filling valves
    • 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
    • B60G2500/204—Pressure regulating valves for air-springs
    • B60G2500/2046—Pressure equalising valves between two units
    • 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
    • B60G2500/32—Height or ground clearance of only one vehicle part or side
    • B60G2500/326—Height or ground clearance of only one vehicle part or side only left or right side
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/914—Height Control System

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

A vehicle air suspension system 100 having an axle block 112, 114 pneumatically connected to a left airspring 120, 124 and a right airspring 122, 126; a common gallery 116 pneumatically connected to a compressor 118; wherein the axle block is pneumatically connected to the common gallery and wherein the axle block includes a single corner valve 143, pneumatically connected to one of the left airspring or the right airspring and a crosslink valve 134 pneumatically connecting the left airspring and the right airspring and wherein the axle block is pneumatically connected to the common gallery only by the single corner valve. Also provided is a method of operating such a vehicle air suspension system by opening the single corner valve and crosslink valve to fluidly connect the left and right airsprings and thereby set the length of the left and right airsprings.

Description

AIR SUSPENSION CONTROL VALVE SYSTEM
The present disclosure relates to an air suspension control valve system. Aspects of the invention relate to a vehicle air suspension system, to a vehicle including a vehicle air suspension, and to a method of operating a vehicle air suspension system.
Control of the flow of air to and from the airsprings of a vehicle air suspension system is conventionally provided via one normally closed solenoid valve per airspring. This gives each airspring complete isolation from the others. The control valves associated with each airspring are commonly termed comer valves. Some systems also employ an additional valve which links together the two springs either via independent axles (in the case of an independent suspension arrangement) or via a common axle, to allow transfer of air between the airsprings in situations where this aids vehicle handling. A system of this type therefore uses three valve per axle - two comer valves and one crosslink valve.
Aspects and embodiments of the invention provide a vehicle air suspension system, a vehicle including a vehicle air suspension system, and a method of operating a vehicle air suspension system as claimed in the appended claims.
According to an aspect of the invention, there is provided a vehicle air suspension system comprising: an axle block pneumatically connected to a left airspring and a right airspring, a common gallery pneumatically connected to a compressor, wherein the axle block is pneumatically connected to the common gallery and wherein the axle block includes a single comer valve pneumatically connected to one of the left airspring or the right airspring and a crosslink valve pneumatically connecting the left airspring and the right airspring and wherein the axle block is pneumatically connected to the common gallery only by the single corner valve.
The present invention eliminates one of the two airspring valves of conventional vehicle air suspension systems, by making use of the crosslink valve to enable both airsprings to be filled and emptied together. Isolation of each airspring is still achieved with all valves closed, and individual airspring pressure control can still be achieved. This means airspring length may be set according to vehicle demand. Elimination of one valve per axle block results in smaller package size, reduced weight, reduced part count, fewer leak paths, fewer electrical connections and lower manufacturing cost.
Airspring pressure can still be balanced. For an isolated airspring, pressures will change as suspension travel changes (higher pressure as springs are compressed). Opening the crosslink valve between the airsprings allows the air pressure to be balanced, permitting greater wheel articulation.
The axle block may be a first axle block, and wherein the system may further comprise a second axle block, the second axle block being pneumatically connected to a second left airspring and a second right airspring, wherein the second axle block includes a second single corner valve pneumatically connected to one of the second left airspring or the second right airspring and a second crosslink valve pneumatically connecting the second left airspring and the second right airspring and wherein the second axle block is pneumatically connected to the common gallery only by the second single comer valve.
The first axle block may be a rear axle block. The second axle block may be a front axle block.
The present invention can be applied to any axle group that would otherwise employ three valves. Therefore the present invention may be applied to one or both of the rear axle block and the front axle block.
The present invention can also be applied to vehicles employing more than two axles.
The common gallery may be integral with one of the first axle block or the second axle block or both.
The axle block may comprise two independent axle blocks, one independent axle block associated with the left airspring and another independent axle block associated with the right airspring.
The common gallery may be pneumatically connected to a reservoir.
According to another aspect of the invention, there is provided a vehicle including a vehicle air suspension system as hereinbefore described.
According to yet another aspect of the invention, there is provided a method of operating a vehicle air suspension system comprising: providing an axle block pneumatically connected to a left airspring and a right airspring, providing a common gallery pneumatically connected to a compressor, wherein the axle block is pneumatically connected to the common gallery and wherein the axle block includes a single corner valve pneumatically connected to one of the left airspring or the right airspring and a crosslink valve pneumatically connecting the left airspring and the right airspring and wherein the axle block is pneumatically connected to the common gallery only by the single comer valve, opening the single comer valve and crosslink valve to fluidly connect the left airspring and the right airspring and thereby set the length of the left airspring and the right airspring.
The method may comprise the further step of closing the crosslink valve, adjusting the length of one of the left airspring or right airspring only via the single corner valve.
The airspring length may be set by generating a high pressure in the common gallery by operating the compressor or opening the common gallery to a reservoir.
The airspring length may be adjusted by generating a low pressure in the common gallery by opening the common gallery to exhaust.
The axle block may be a first axle block and wherein the method may comprise: providing a second axle block, the second axle block being pneumatically connected to a second left airspring and a second right airspring, wherein the second axle block includes a second single corner valve pneumatically connected to one of the second left airspring or the second right airspring and a second crosslink valve pneumatically connecting the second left airspring and the second right airspring and wherein the second axle block is pneumatically connected to the common gallery only by the second single corner valve, opening the second single comer valve and crosslink valve to fluidly connect the second left airspring and the second right airspring and thereby set the length of the second left airspring and the second right airspring.
The method may comprise the further step of closing the second crosslink valve, adjusting the length of one of the second left airspring or second right airspring only via the second single comer valve.
One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:
Figure lisa schematic of a prior art vehicle air suspension system;
Figure 2 is a schematic of a vehicle air suspension system in accordance with the present invention; and
Figure 3 is a flow chart of the method steps for setting a "high" pressure in a front left airspring and a "low" pressure in a front right airspring.
Figure 1 shows a typical layout for a vehicle air suspension system 10. Pneumatic connections are shown by the thick solid black line.
The vehicle air suspension system 10 comprises a front axle block 12, a rear axle block 14, and a common gallery 16. The terms front and rear are used in relation to a vehicle (not shown) as will be readily understood by the skilled person. Various valves are used throughout the vehicle air suspension system 10 to control the flow of compressed air as will be described in more detail below.
The front axle block 12 is pneumatically connected to a front left airspring 20 and a front right airspring 22. The front left airspring 20 and the front right airspring 22 are associated with the front left and front right wheels of a vehicle respectively (not shown). The terms left and right are used in relation to a vehicle (not shown) as will be readily understood by the skilled person.
The rear axle block 14 is pneumatically connected to a rear left airspring 24 and a rear right airspring 26. The rear left airspring 24 and the rear right air spring 26 are associated with the rear left and rear right wheels of the vehicle respectively (not shown).
The common gallery 16 is pneumatically connected to an air supply unit (ASU) 18. The ASU 18 comprises an air compressor, an air dryer and associated control valves. The common gallery 16 is pneumatically connected to a reservoir 30 of compressed air. The common gallery 16 includes pressure sensor 28. Pressure sensor 28 is used primarily to control compressor duty by monitoring the pressure in reservoir 30, but is also used for additional diagnostics by monitoring the pressure in the common gallery 16. Flow of compressed air between the common gallery 16 and the reservoir 30 is controlled by reservoir control valve 36. The ASU 18 additionally includes a venting mechanism. Therefore the ASU 18 may be controlled to provide a source of "high" pressure air (by operating the air compressor) or "low" pressure air (by opening the venting mechanism). Furthermore, "high" pressure air may also be supplied to the common gallery 16 from air stored in the reservoir 30, with or without the air compressor running.
The front axle block 12 and the rear axle block 14 are pneumatically connected to the common gallery 16. The front axle block 12 and the rear axle block 14 each include two small orifice corner valves, generally designated 40, controlling air flow to and from the common gallery 16. The front axle block 12 has a front left corner valve 42 associated with the front left airspring 20 and a front right corner valve 44 associated with the front right airspring 22. The rear axle block 14 has a rear left corner valve 46 associated with the rear left airspring 24 and a rear right comer valve 48 associated with the rear right airspring 26.
The front axle block 12 and the rear axle block 14 each include a single larger orifice crosslink valve 34. The crosslink valve 34 of the front axle block 12 pneumatically connects the front left and right airsprings 20, 22. The crosslink valve 34 of the rear axle block 14 pneumatically connects the rear left and right airsprings 24, 26.
Operation
Operation of front and rear axle blocks 12, 14 is substantially identical, such that only operation of the front axle block 12 shall be described in detail. Airspring demand is governed by the desired height of the vehicle suspension system. Output from height sensors at each corner will dictate requirement to raise or lower the suspension.
In use, suspension height and thus airspring length, is controlled by switching of the comer valves 42, 44, 46, 48.
Tor example, in order to increase the length of the front right airspring 22, it is necessary to fdl the front right airspring 22 with more air. Thus all of the valves are closed except the front right corner valve 44 associated with the front right airspring 22. If the front right corner valve 44 is opened when the pressure in the common gallery 16 is higher than the front right airspring pressure 22, the front right airspring 22 will fill with air, as air flows from the ASU 18 to the front right airspring 22. As the front right airspring 22 is filled with air, the length of the front right airspring 22 is increased.
If the front right corner valve 44 is opened when the pressure in the common gallery 16 is lower than the front right airspring 22 pressure, the front right airspring 22 will empty, as air flows from the front right airspring 22 to vent via the ASU 18. As the front right airspring 22 is emptied of air, the length of the front right airspring 22 is decreased.
The pressure in the common gallery 16 is known by readings taken by pressure sensor 28. Should there be a demand for increased length of the front right airspring 22, the pressure within the common gallery 16 may be increased by operating the compressor in the ASU 18. Should there be a demand for lowered length of the front right airspring 22, the pressure within the common gallery 16 may be decreased by venting the common gallery 16 via the ASU 18.
In order to increase the length of the front left airspring 20, it is necessary to fill the front left airspring 20 with more air. Thus all of the valves are closed except the corner valve 42 associated with the front left airspring 20. If the front left corner valve 42 is opened when the pressure in the common gallery 16 is higher than the front left airspring pressure 20, the front left airspring 20 will fill with air, as air flows from the ASU 18 to the front left airspring 20. As the front left airspring 20 is filled with air, the length of the front left airspring 20 is increased.
If the front left corner valve 42 is opened when the pressure in the common gallery 16 is lower than the front left airspring 20 pressure, the front left airspring 20 will empty, as air flows from the front left airspring 20 to vent via the ASU 18. As the front left airspring 20 is emptied of air, the length of the front left airspring 20 is decreased.
To balance the pressure in the front left airspring 20 and the front right airspring 22, all of the valves are closed except the crosslink valve 34 of the front axle block 12. Air will flow between the front left and right airsprings 20 and 22 until the pressure in each airspring 20, 22 is the same.
In summary, the vehicle air suspension system 10 employs three valves per axle block, in addition to the reservoir control valve 36.
Referring to Figure 2, a vehicle air suspension system 100 in accordance with the present invention is shown. Pneumatic connections are shown by the thick solid black line. The vehicle air suspension system 100 of Figure 2 has many similarities with the vehicle air suspension system 10 of Figure 1, and as such a similar numbering system will be used for similar features, pre-fixed by " 1" to indicate that those features relate to the vehicle air suspension system 100. Only the main differences between the vehicle air suspension system 100 and the vehicle air suspension system 10 shall be described in detail.
The vehicle air suspension system 100 comprises a front axle block 112, a rear axle block 114, and a common gallery 116.
The front axle block 112 is pneumatically connected to a front left airspring 120 and a front right airspring 122. The front axle block 112 includes a single small orifice corner valve 143 controlling air flow to and from the common gallery 116. The front axle block 112 includes a single larger orifice crosslink valve 134, pneumatically connecting the airsprings 120, 122, together.
Similarly, the rear axle block 114 is pneumatically connected to a rear left airspring 124 and a rear right airspring 126. The rear axle block 114 includes a single small orifice corner valve 147 controlling air flow to and from the common gallery 116. The rear axle block 114 includes a single larger orifice crosslink valve 134, connecting the airsprings 124, 126 together.
The common gallery 116 is pneumatically connected to an air supply unit (ASU) 118. The ASU 118 comprises an air compressor, an air dryer and associated control valves. The common gallery 116 is pneumatically connected to a reservoir 130 of compressed air. The common gallery includes pressure sensor 128. Pressure sensor 128 is used primarily to control compressor duty by monitoring the pressure in reservoir 130, but is also used for additional diagnostics by monitoring the pressure in the common gallery 116. Flow of compressed air between the common gallery 116 and the reservoir 130 is controlled by reservoir control valve 136. The ASU 118 additionally includes a venting mechanism. Therefore the ASU 118 may be controlled to provide a source of "high" pressure air (by operating the air compressor) or "low" pressure air (by opening the venting mechanism). Furthermore, "high" pressure air may also be supplied to the common gallery 116 from air stored in the reservoir 130, with or without the air compressor running.
Operation
Operation of front and rear axle blocks 112, 114 is substantially identical, such that only operation of the front axle block 112 shall be described in detail.
In use, suspension height, and thus airspring length, is controlled by switching of the comer valve 143 and crosslink valve 134 pair.
Normal operation of the system will be filling and emptying the front left airspring 120 and front right airspring 122 as a pair. Thus, to increase the length of the front left airspring 120 and the front right airspring 122 as a pair, it is necessary to fill both the front left airspring 120 and the front right airspring 122 with more air. Thus the single corner valve 143 and the single crosslink valve 134 are opened to provide fluid communication between the front left airspring 120, the front right airspring 122 and the common gallery 116. When the crosslink valve 134 is opened, air will flow between front left airspring 120 and front right airspring 122 until those pressures are equalised.
If the single corner valve 143 and the single crosslink valve 134 are opened when the pressure in the common gallery 116 is higher than the front right and front left airspring 120, 122 equalised pressure, the front right and front left airspring 120, 122 will fill with air, as air flows from the ASU 18 to the front right airspring 122 via the single corner valve 143, and from the ASU 18 to the front left airspring 120 via the single comer valve 143 and the single crosslink valve 134. As the front right and front left airsprings 120, 122 are filled with air, the length of the front right and front left airsprings 120, 122 are increased.
If the single corner valve 143 and the single crosslink valve 134 are opened when the pressure in the common gallery 116 is lower than the front right and front left airspring 120, 122 equalised pressure, the front right and front left airspring 120, 122 will empty, as air flows from the front right airspring 122 to vent via the ASU 118 via the single corner valve 143 and from the front left airspring 120 to vent via the ASU 118 via the single corner valve 143 and the single crosslink valve 134. As the front right and front left airsprings 120, 122 are emptied of air, the length of the front right and front left airsprings 120, 122 are decreased.
In order to independently control length of the front right airspring 122, the front right airspring 122 and front left airspring 124 will be emptied or filled as a pair, then, in the case of the front right airspring 122, the single crosslink valve 134 is closed whilst the single corner valve 143 associated with the front right airspring 122 is maintained open.
If the single corner valve 143 maintained open when the pressure in the common gallery 116 is higher than the front right airspring pressure 122, the front right airspring 122 will fill with air, as air flows from the common gallery 116 to the front right airspring 122. As the front right airspring 122 is filled with air, the length of the front right airspring 122 is increased, so as to adjust the front right airspring 122 length.
If the single corner valve 143 maintained open when the pressure in the common gallery 116 is lower than the front right airspring 122 pressure, the front right airspring 122 will empty, as air flows from the front right airspring 122 to vent via the ASU 118. As the front right airspring 122 is emptied of air, the length of the front right airspring 122 is decreased, so as to adjust the front right airspring 122 length.
Thus in the layout of Figure 2, the front right air spring 122 and the rear right airspring 126 can be filled or exhausted independently, as in the prior art layout.
To control pressure to the front left airspring 120 and the rear left airspring 124 only, the pair of airsprings on any given axle must be adjusted to the desired pressure, and then front right airspring 122 and the rear right airspring 126 pressure corrected as above.
Figure 3 sets out the method steps for increasing the suspension length of the front left airspring 120 and lowering the length of the front right airspring 122. This is equivalent to providing a "high" pressure in the front left airspring 120 and a "low" pressure in the front right airspring 122. The terms high and low are used in relation to a notional medium pressure.
Firstly, the desired high pressure for the front left airspring 120 is obtained in the common gallery 116 by operating the compressor, (step 1). Then both the corner valve 143 and crosslink valve 134 pair are opened, (step 2) to pneumatically connect both the front left airspring 120 and front right airspring 122 to the common gallery 116. If necessary the compressor is continuously operated to maintain the high pressure, and thereby set the length of the front left airspring 120 and front right airspring 122 (step 3). Once the desired increase in length of the front left airspring 120 is achieved, the crosslink valve 134 is then closed, (step 4). The desired low pressure for the front right airspring 122 is generated in the common gallery 116 by venting the common gallery 116 through the ASU 118, (step 5). As the front right airspring 122 is still pneumatically connected to the common gallery 116, the front right airspring 122 will exhaust, (step 6) lowering the length of the front right airspring 122. Once the desired decrease in length of the front right airspring 122 is achieved, the corner valve 143 is closed (step 7).
In an alternate embodiment common gallery 116 is integrated into front axle block 112. In an alternate embodiment common gallery 116 is integrated into rear axle block 114.
In an alternate embodiment the front axle block 112 is provided with a single small orifice corner valve 143 controlling air flow to and from the common gallery 116 and a single larger orifice crosslink valve 134, connecting the airsprings 120, 122, whilst the rear axle block 114 is provided with include two small orifice corner valves 143 controlling air flow to and from the common gallery 116.
In an alternate embodiment the vehicle air suspension system includes a plurality of axle blocks 112, 114.
The skilled person will appreciate that the physical arrangement of valves 143, 134 and 136 does not need to be grouped as shown in Figure 2, all elements can be stand- alone components or integrated into various combinations of multi-valve assemblies. In particular, the common gallery 116 may be integrated into either axle block or may comprise a network of pipes extending between either axle block.
In the described embodiments, the vehicle air suspension system includes an ASU 118 and operates in open system, whereby air is vented to the atmosphere via the ASU 118. The skilled person will appreciate that the present invention is equally suited to a closed system, where exhaust air is recirculated through the compressor of the ASU 118.

Claims (14)

Claims
1. A vehicle air suspension system comprising: an axle block pneumatically connected to a left airspring and a right airspring, a common gallery pneumatically connected to a compressor, wherein the axle block is pneumatically connected to the common gallery and wherein the axle block includes a single comer valve pneumatically connected to one of the left airspring or the right airspring and a crosslink valve pneumatically connecting the left airspring and the right airspring and wherein the axle block is pneumatically connected to the common gallery only by the single corner valve.
2. A system according to claim 1 wherein the axle block is a first axle block, and wherein the system further comprises a second axle block, the second axle block being pneumatically connected to a second left airspring and a second right airspring, wherein the second axle block includes a second single comer valve pneumatically connected to one of the second left airspring or the second right airspring and a second crosslink valve pneumatically connecting the second left airspring and the second right airspring and wherein the second axle block is pneumatically connected to the common gallery only by the second single comer valve.
3. A system according to claim 2, wherein the first axle block is a rear axle block.
4. A system according to claim 2, wherein the second axle block is a front axle block.
5. A system according to claim 2, wherein the common gallery is integral with one of the first axle block or the second axle block or both.
6. A system according to claim 1, wherein the axle block comprises two independent axle blocks, one independent axle block associated with the left airspring and another independent axle block associated with the right airspring.
7. A system according to claim 1, wherein the common gallery is pneumatically connected to a reservoir.
8. A vehicle including a vehicle air suspension system according to any of claims 1 to 7.
9. A method of operating a vehicle air suspension system comprising: providing an axle block pneumatically connected to a left airspring and a right airspring, providing a common gallery pneumatically connected to a compressor, wherein the axle block is pneumatically connected to the common gallery and wherein the axle block includes a single comer valve pneumatically connected to one of the left airspring or the right airspring and a crosslink valve pneumatically connecting the left airspring and the right airspring and wherein the axle block is pneumatically connected to the common gallery only by the single corner valve, opening the single corner valve and crosslink valve to fluidly connect the left airspring and the right airspring and thereby set the length of the left airspring and the right airspring.
10. A method according to claim 9 comprising: closing the crosslink valve, adjusting the length of one of the left airspring or right airspring only via the single comer valve.
11. A method according to claim 9 or claim 10 wherein the high pressure is set in the common gallery by operating the compressor or by opening the common gallery to a reservoir.
12. A method according to claim 9 or claim 10 or claim 11 wherein the low pressure is set in the common gallery by opening the common gallery to exhaust.
13. A method according to any of claim 9 to claim 12, wherein the axle block is a first axle block and wherein the method comprises: providing a second axle block, the second axle block being pneumatically connected to a second left airspring and a second right airspring, wherein the second axle block includes a second single corner valve pneumatically connected to one of the second left airspring or the second right airspring and a second crosslink valve pneumatically connecting the second left airspring and the second right airspring and wherein the second axle block is pneumatically connected to the common gallery only by the second single comer valve, opening the second single comer valve and crosslink valve to fluidly connect the second left airspring and the second right airspring and thereby set the length of the second left airspring and the second right airspring.
14. A method according to claim 13, comprising: closing the second crosslink valve, adjusting the length of one of the second left airspring or second right airspring only via the second single comer valve.
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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090102154A1 (en) * 2007-10-22 2009-04-23 Hyundai Mobis Co., Ltd. Air suspension system
US20130257007A1 (en) * 2010-12-16 2013-10-03 Wabco Gmbh Air Suspension Installation, Compressed Air Supply Installation and Pneumatic System
WO2016194080A1 (en) * 2015-05-29 2016-12-08 日立オートモティブシステムズ株式会社 Air suspension system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090102154A1 (en) * 2007-10-22 2009-04-23 Hyundai Mobis Co., Ltd. Air suspension system
US20130257007A1 (en) * 2010-12-16 2013-10-03 Wabco Gmbh Air Suspension Installation, Compressed Air Supply Installation and Pneumatic System
WO2016194080A1 (en) * 2015-05-29 2016-12-08 日立オートモティブシステムズ株式会社 Air suspension system

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