US20140232074A1 - Trailer axle suspension system and a method of control - Google Patents
Trailer axle suspension system and a method of control Download PDFInfo
- Publication number
- US20140232074A1 US20140232074A1 US13/767,950 US201313767950A US2014232074A1 US 20140232074 A1 US20140232074 A1 US 20140232074A1 US 201313767950 A US201313767950 A US 201313767950A US 2014232074 A1 US2014232074 A1 US 2014232074A1
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- United States
- Prior art keywords
- trailer
- dock
- suspension system
- air spring
- axle suspension
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- 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.)
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
- B60P1/00—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading
- B60P1/02—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading with parallel up-and-down movement of load supporting or containing element
- B60P1/025—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading with parallel up-and-down movement of load supporting or containing element with a loading platform inside the wheels of a same axle and being lowerable below the axle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
- B60P1/00—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading
- B60P1/02—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading with parallel up-and-down movement of load supporting or containing element
- B60P1/027—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading with parallel up-and-down movement of load supporting or containing element with relative displacement of the wheel axles
Definitions
- the present application relates to a vehicle having a trailer axle suspension system and a method of control.
- a trailer bogie slider control system is disclosed in U.S. patent publication no. 2007/0017715, which as been abandoned.
- a method of controlling a trailer axle suspension system of a vehicle may include assessing proximity of a trailer to a dock when a dock approach condition exists and deflating the trailer axle suspension system when the trailer is approaching the dock and proximity of the trailer to the dock is within a predetermined limit.
- a method of controlling a trailer axle suspension system of a vehicle may include assessing proximity of a trailer to a dock when a dock approach condition exists and deflating air springs that are provided with an axle suspension system of the trailer before the trailer contacts the dock when the dock approach condition exists.
- a vehicle having a trailer that has an axle suspension system may include an air spring that is provided with the axle suspension system to support a chassis of the trailer, a sensor configured to detect when the vehicle is moving in a reverse direction, and a dock proximity sensor.
- the dock proximity sensor may be disposed on the trailer and may be configured to detect a dock.
- the air spring may be deflated when the vehicle is moving in a reverse direction toward the dock and proximity of the trailer to the dock is within a predetermined limit.
- FIG. 1 is an illustration of an exemplary vehicle.
- FIG. 2 is a perspective view of an axle assembly that may be provided with the vehicle.
- FIG. 3 is a flowchart of a method of controlling an air suspension system that may be provided with the vehicle.
- the vehicle 10 may be a motor vehicle that may be used to transport cargo.
- the vehicle 10 may be configured as a truck and may include a tractor 12 and a trailer 14 .
- the vehicle 10 may have a pressurized gas supply system 16 and a control system 18 .
- the tractor 12 may receive a driver and may propel and steer the vehicle 10 .
- the tractor 12 may have a front axle assembly 20 and at least one rear axle assembly 22 .
- the front axle assembly 20 may be configured to steer the vehicle 10 .
- the front axle assembly 20 and may or may not be configured as a drive axle that provides torque to at least one wheel assembly 24 that may include a tire mounted on a wheel.
- the wheel assembly 24 may be disposed on a support surface 26 , like a road or the ground.
- the rear axle assembly 22 may be disposed rearward of the front axle assembly 20 and may configured as a drive axle in one or more embodiments. In FIG. 1 , a tandem axle configuration is shown, but a different number of rear axle assemblies may be provided in various embodiments.
- the trailer 14 may be coupled to the tractor 12 and may be configured to receive cargo. A front portion of the trailer 14 may extend over a rear axle assembly 22 of the tractor 12 .
- the trailer 14 may have at least one axle assembly 30 and an axle suspension system 32 , which is best shown in FIG. 2 .
- the axle assembly 30 may rotatably support at least one wheel assembly 24 .
- the axle assembly 30 may be at least partially disposed under a frame or chassis 34 of the trailer 14 and near a rear portion or rear end of the trailer 14 that may be disposed opposite the tractor 12 .
- the axle assembly 30 may include an axle 40 , at least one wheel hub assembly 42 , and a brake subsystem 44 .
- the axle 40 may extend along an axis 46 and may have an exterior surface 48 .
- the exterior surface 48 may be an exterior circumference of the axle 40 .
- One or more wheel hub assemblies 42 may be rotatably disposed on the axle 40 .
- a wheel hub assembly 42 may be provided at each end of the axle 40 and each wheel hub assembly 42 may receive and support a wheel assembly 24 .
- FIG. 2 right end of the axle 40 is shown without a wheel hub assembly 42 to more clearly show a portion of the brake subsystem 44 .
- the brake subsystem 44 may be provided to brake or inhibit rotation of an associated wheel hub assembly 42 .
- the brake subsystem 44 may be fixedly disposed on the axle 40 and may be spaced apart from the axle suspension system 32 .
- the brake subsystem 44 may be configured with a drum brake assembly that may be coupled to an actuator 50 that may be configured to actuate a brake pad.
- the axle suspension system 32 may interconnect the axle assembly 30 to the chassis 34 .
- the axle suspension system 32 and may dampen vibrations, provide a desired level of ride quality, and control trailer ride height or the distance between the chassis 34 and the support surface 26 .
- the axle suspension system 32 may be configured as an air suspension system or an air ride suspension system that may employ air springs or air bellows that receive a pressurized gas as will be discussed in more detail below.
- the axle suspension system 32 may include a suspension arm 60 , a hanger 62 , a shock absorber 64 , and an air spring 66 .
- At least one suspension arm 60 may be fixedly coupled to the axle 40 .
- the suspension arm 60 may include or be fixedly disposed on a suspension arm axle wrap 70 that may be disposed on or extend at least partially around the axle 40 to facilitate mounting of the suspension arm 60 to the axle 40 .
- the suspension arm axle wrap 70 may be positioned between the suspension arm 60 and the axle 40 .
- the hanger 62 may be pivotally disposed at an end of the suspension arm 60 .
- the hanger 62 may be fixedly disposed with respect to the chassis 34 .
- a top surface of the hanger 62 may be mounted to the chassis 34 .
- the hanger 62 may receive a pivot pin 72 that may extend through the hanger 62 and the suspension arm 60 .
- the suspension arm 60 may pivot about the pivot pin 72 and pivot with respect to the hanger 62 .
- the shock absorber 64 may be provided to dampen shock impulses and dissipate kinetic energy.
- the shock absorber 64 may be mounted to the hanger 62 at a first end and to the suspension arm 60 at a second end.
- An air spring 66 may be disposed proximate an end of the suspension arm 60 that is disposed opposite the hanger 62 .
- the air spring 66 may be disposed above the axle 40 and under the chassis 34 .
- the air spring 66 may receive a pressurized gas and may be configured to absorb shocks and vibrations to improve ride quality.
- the air spring 66 may support the chassis 34 .
- a top plate 74 of the air spring 66 may be disposed proximate or may engage the chassis 34 .
- the top plate 74 may be fixedly coupled to the chassis 34 in one or more embodiments.
- a flexible bellows 76 may extend from the top plate 74 to or toward a bottom plate 78 that may be disposed opposite the top plate 74 .
- the top plate 74 , flexible bellows 76 , and bottom plate 78 may cooperate to at least partially define a chamber within the air spring 66 .
- the chamber may be fluidly connected to the pressurized gas supply system 16 via a port.
- the pressurized gas supply system 16 may provide a pressurized gas or pressurized gas mixture, such as air, to the air spring 66 .
- pressurized gas is used to generically reference a single gas or a gas mixture, such as air, that may be pressurized above atmospheric pressure by the pressurized gas supply system 16 .
- the pressurized gas supply system 16 may include a pressurized gas source 80 , one or more conduits 82 , and one or more valves 84 .
- the pressurized gas source 80 may include a tank or reservoir that contains a volume of pressurized gas and/or a pump or compressor that provides pressurized gas.
- a conduit 82 may fluidly connect the pressurized gas source 80 to an air spring 66 .
- a conduit 82 may have any suitable configuration, such as a hose, tubing, pipe, or combinations thereof.
- One or more valves 84 may be provided to control the flow of pressurized gas through the conduit 82 .
- at least one valve 84 may enable or disable the flow of pressurized gas from the pressurized gas source 80 to at least one air spring 66 .
- two valves 84 are shown that are associated with different axle assemblies 30 ; however, a different number of valves 84 may be employed.
- a valve 84 may be associated with each individual air spring 66 or a single valve 84 may be associated with multiple axle assemblies 30 .
- a valve 84 may enable or disable venting or the exhaust of pressurized gas from the air spring 66 .
- a valve 84 may have any suitable configuration and may be actuated in any suitable manner, such as with a solenoid.
- the air spring 66 may be inflated by opening an associated valve 84 to provide pressurized gas from the pressurized gas source 80 to the air spring 66 .
- the air spring 66 may be deflated by positioning the valve 84 such that pressurized gas is vented or exhausted from the air spring 66 , such as by venting the pressurized gas to the surrounding environment.
- the control system 18 may monitor and control operation of components and systems of the vehicle 10 .
- the control system 18 may include at least one controller or control module that may monitor and/or control various components of the axle assembly 30 , axle suspension system 32 , and/or pressurized gas supply system 16 .
- the control system 18 may be configured to control the operation of the valves 84 and to control the flow of pressurized gas to the air spring 66 to control venting of pressurized gas from the air spring 66 .
- the connection or communication between the control system 18 and the valves 84 is represented with connection nodes A and B.
- the control system 18 may also communicate with various sensors or input devices.
- the control system 18 may be configured to receive a signal or data from a speed sensor 90 , a reverse sensor 92 , and a dock proximity sensor 94 .
- the speed sensor 90 may be configured to detect or provide data indicative of the speed of the vehicle 10 .
- the speed sensor 90 may be of any suitable type.
- the speed sensor 90 may detect the rotational speed of a drivetrain component or a wheel assembly 24 .
- the reverse sensor 92 may be configured to detect or provide data indicative of the selection of a reverse gear ratio or a reverse direction of travel of the vehicle 10 .
- a reverse sensor 92 may be associated with a gearshift lever or similar operator input device for selection of a transmission gear ratio or a vehicle transmission.
- the dock proximity sensor 94 may be configured to detect or provide data indicative of the proximity of the trailer 14 to a dock 96 where cargo may be loaded onto or unloaded from the trailer 14 .
- the dock proximity sensor 94 may be provided with the trailer 14 .
- dock proximity sensor 94 may be disposed at or near the rear end of the trailer 14 .
- the dock proximity sensor 94 may be of any suitable type.
- dock proximity sensor 94 may be a proximity sensor, optical sensor (e.g., light, laser or vision-based), radar-based sensor, lidar-based sensor, ultrasonic-based, or the like.
- the dock proximity sensor 94 may detect the presence of the stationary dock 96 with respect to the trailer 14 and may provide data indicative of the distance to the dock 96 without physical contact with the dock 96 as represented by the curved lines emitted from the dock proximity sensor 94 in FIG. 1 .
- the connection or communication between the control system 18 and the dock proximity sensor 94 is represented with connection node C.
- a trailer 14 having an air suspension system or air ride suspension system may be prone to “dock walk” in which the trailer 14 may move away from the dock 96 in response to load forces. More specifically, the wheel assemblies 24 on a trailer axle assembly 30 may rotate in response to load forces exerted on the trailer 14 when the trailer air suspension system 32 is inflated and the trailer 14 is being loaded, such as when a forklift enters the trailer 14 . As a forklift drives onto the trailer 14 or the trailer 14 is loaded with cargo, the trailer air suspension system 32 may be compressed, which in turn rotates the trailer wheel assemblies 24 forward or away from the dock 96 . Successive loading trips made by the forklift or loading of the trailer 14 may create a ratcheting effect, which causes the trailer 14 to move further and further away from the dock 96 .
- FIG. 3 a flowchart of an exemplary method of control of the vehicle and trailer axle suspension system is shown.
- the method may be used to deflate a trailer axle suspension system to inhibit trailer “dock walk” and/or vertical movement or misalignment between a trailer and a dock due to varying cargo weight.
- the flowchart represents control logic which may be implemented or affected in hardware, software, or a combination of hardware and software.
- the various functions may be affected by a programmed microprocessor.
- the control logic may be implemented using any of a number of known programming and processing techniques or strategies and is not limited to the order or sequence illustrated. For instance, interrupt or event-driven processing may be employed in real-time control applications rather than a purely sequential strategy as illustrated. Likewise, parallel processing, multitasking, or multi-threaded systems and methods may be used.
- Control logic may be independent of the particular programming language, operating system, processor, or circuitry used to develop and/or implement the control logic illustrated. Likewise, depending upon the particular programming language and processing strategy, various functions may be performed in the sequence illustrated, at substantially the same time, or in a different sequence while accomplishing the method of control. The illustrated functions may be modified, or in some cases omitted, without departing from the spirit or scope intended.
- a dock approach condition may exist when the vehicle 10 or trailer 14 is approaching the dock 96 .
- the vehicle 10 may be approaching the dock 96 when the vehicle 10 is traveling at a low rate of speed in a reverse direction toward the dock 96 .
- Data from the speed sensor 90 may be used to determine whether the vehicle 10 is traveling at a low rate of speed.
- the vehicle 10 may be traveling at a low rate of speed when the speed data provided by the speed sensor 90 is less than a threshold speed value.
- a threshold speed value may be a predetermined value based on vehicle development testing, such as around 6 mph (10 kph).
- a determination as to whether the vehicle 10 is traveling in a reverse direction may be based on data from the reverse sensor 92 .
- a determination as to whether the dock 96 is present or being approached may be based on data or information from the dock proximity sensor 94 .
- the trailer 14 may be approaching the dock 96 when a stationary object is detected behind the trailer 14 .
- the dock proximity sensor 94 may distinguish a dock 96 from other objects by detecting the width and/or height of an object.
- a dock 96 may be wider than the trailer 14 and may have a predetermined or standardized height to accommodate trailers made by various manufacturers. If a dock approach condition does not exist, the method may terminate or return to block 100 to continue monitoring. If a dock approach condition does exist, then the method may continue at block 102 .
- the proximity of the trailer 14 to the dock 96 may be assessed.
- the proximity of the trailer 14 to the dock 96 may be assessed with the objective of deflating the air suspension system 32 of the trailer 14 before the trailer 14 reaches the dock 96 .
- Trailer proximity with respect to the dock 96 may be assessed in multiple ways. For example, trailer proximity may be based solely on the distance between the trailer 14 and the dock 96 . The distance between the trailer 14 and the dock 96 may be based on data from the dock proximity sensor 94 and may be compared to one or more predetermined threshold distance values. Predetermined threshold distance value(s) may be established by vehicle development testing and may be greater than or equal to a distance at which one or more air springs 66 can be fully deflated prior to the trailer 14 reaching or contacting the dock 96 . For instance, a single threshold distance value may be used such that deflation of the air springs 66 is initiated when the trailer 14 reaches a predetermined threshold distance from the dock 96 . The predetermined threshold distance value may include a factor of safety to provide sufficient time or distance to accommodate deflation of the air springs 66 in the event of minor variations in the speed at which the trailer 14 approaches the dock 96 .
- trailer proximity may be based on a predicted time until the trailer 14 contacts the dock 96 .
- the predicted time to contact may be based on data from the dock proximity sensor 94 and may accommodate changes in the rate at which the trailer 14 approaches the dock (i.e., changes in the approach velocity of the trailer 14 to the dock 96 ).
- Such an assessment may be based on data from the speed sensor 90 indicative of the speed at which the vehicle 10 is traveling and the distance from the trailer 14 to the dock 96 to calculate a predicted dock contact time or predicted time to contact.
- the predicted time to contact may be compared to a predetermined threshold time value.
- the predetermined threshold time value may be established by vehicle development testing and may be greater than or equal to a time to fully deflate one or more air springs 66 .
- the predetermined threshold time value may include a factor of safety to provide additional time or distance to accommodate deflation of the air springs 66 .
- the method may return to block 100 or block 102 . If the distance to the dock is not greater than the predetermined threshold distance value or the predicted time to contact is not greater than the threshold time value, then the method may continue at block 104 .
- the trailer axle suspension system 32 may be deflated.
- the trailer axle suspension system 32 may be deflated by actuating a valve 84 to vent or exhaust gas from one or more air springs 66 associated with one or more axle assemblies 30 of the trailer 14 .
- Pressurized gas may be exhausted from the air springs 66 while the vehicle 10 is moving in a reverse direction and/or at a low rate of speed as previously discussed.
- pressurized gas may be vented or exhausted from an air spring 66 at a fixed rate or variable rate.
- Pressurized gas may be exhausted at a fixed rate by opening an associated valve 84 without further adjustment.
- Pressurized gas may be exhausted at a variable rate by modulating the valve 84 to adjust the pressurized gas flow rate to help more rapidly deflate the air spring 66 before contact with the dock 96 when the rate of approach of the trailer 14 to the dock 96 increases.
- the parking brake may be set.
- the parking brake may be part of the brake subsystem 44 .
- the parking brake may be set manually or automatically when the axle suspension system 32 is deflated and the trailer 14 is in a stationary position at the dock 96 .
- the axle suspension system 32 may be deflated when the valve 84 is opened for a sufficient amount of time to deflate the air spring 66 .
- a sufficient amount of time may be based on vehicle development testing in which the volume of the air spring 66 and rates at which air may be vented from the air spring 66 are tabulated to determine a minimum amount of time to deflate the air spring 66 or to create a lookup table having data indicative of expected deflation times or venting flow rates.
- a determination as to whether the vehicle 10 or trailer 14 is in a stationary position based on the data from the speed sensor 90 .
- a determination as to whether the vehicle 10 or trailer 14 is at the dock 96 may be based on data from the dock proximity sensor 94 .
- the method may also inhibit a driver or operator from moving the vehicle 10 forward and away from the dock 96 until the trailer axle suspension system 32 is reinflated.
- the method may inhibit the operation of a powertrain components or the release of the parking brake until the trailer axle suspension system 32 is reinflated.
- the method may automatically inflate the trailer axle suspension system 32 when the parking brake is released and/or a forward gear ratio is selected.
- the method and vehicle configuration described above may be employed to inhibit trailer dock walk or undesired trailer movement with respect to a dock.
- dock walk may be inhibited without the use of wheel chocks or trailer restraint systems, such as a metal hook mounted to the base of the dock that hooks onto the chassis or bumper of a trailer 14 or trailer-mounted kickstands that may increase trailer costs and fail to deploy or otherwise provide unsatisfactory performance.
- the method and vehicle configuration may automatically deflate a trailer air suspension system prior to dock contact and engagement of the parking brake, thereby avoiding failure to manually deflate the air suspension or similar manual operator error.
- the method may also automatically inflate a trailer air suspension system prior to allowing the operator to depart from the dock.
Abstract
Description
- The present application relates to a vehicle having a trailer axle suspension system and a method of control.
- A trailer bogie slider control system is disclosed in U.S. patent publication no. 2007/0017715, which as been abandoned.
- In at least one embodiment, a method of controlling a trailer axle suspension system of a vehicle is provided. The method may include assessing proximity of a trailer to a dock when a dock approach condition exists and deflating the trailer axle suspension system when the trailer is approaching the dock and proximity of the trailer to the dock is within a predetermined limit.
- In at least one embodiment, a method of controlling a trailer axle suspension system of a vehicle is provided. The method may include assessing proximity of a trailer to a dock when a dock approach condition exists and deflating air springs that are provided with an axle suspension system of the trailer before the trailer contacts the dock when the dock approach condition exists.
- In at least one embodiment, a vehicle having a trailer that has an axle suspension system is provided. The vehicle may include an air spring that is provided with the axle suspension system to support a chassis of the trailer, a sensor configured to detect when the vehicle is moving in a reverse direction, and a dock proximity sensor. The dock proximity sensor may be disposed on the trailer and may be configured to detect a dock. The air spring may be deflated when the vehicle is moving in a reverse direction toward the dock and proximity of the trailer to the dock is within a predetermined limit.
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FIG. 1 is an illustration of an exemplary vehicle. -
FIG. 2 is a perspective view of an axle assembly that may be provided with the vehicle. -
FIG. 3 is a flowchart of a method of controlling an air suspension system that may be provided with the vehicle. - As required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
- Referring to
FIG. 1 , anexemplary vehicle 10 is shown. Thevehicle 10 may be a motor vehicle that may be used to transport cargo. For example, thevehicle 10 may be configured as a truck and may include atractor 12 and atrailer 14. In addition, thevehicle 10 may have a pressurizedgas supply system 16 and acontrol system 18. - The
tractor 12 may receive a driver and may propel and steer thevehicle 10. For example, thetractor 12 may have afront axle assembly 20 and at least onerear axle assembly 22. Thefront axle assembly 20 may be configured to steer thevehicle 10. In addition, thefront axle assembly 20 and may or may not be configured as a drive axle that provides torque to at least onewheel assembly 24 that may include a tire mounted on a wheel. Thewheel assembly 24 may be disposed on asupport surface 26, like a road or the ground. Therear axle assembly 22 may be disposed rearward of thefront axle assembly 20 and may configured as a drive axle in one or more embodiments. InFIG. 1 , a tandem axle configuration is shown, but a different number of rear axle assemblies may be provided in various embodiments. - The
trailer 14 may be coupled to thetractor 12 and may be configured to receive cargo. A front portion of thetrailer 14 may extend over arear axle assembly 22 of thetractor 12. Thetrailer 14 may have at least oneaxle assembly 30 and anaxle suspension system 32, which is best shown inFIG. 2 . - Referring to
FIGS. 1 and 2 , theaxle assembly 30 may rotatably support at least onewheel assembly 24. Theaxle assembly 30 may be at least partially disposed under a frame orchassis 34 of thetrailer 14 and near a rear portion or rear end of thetrailer 14 that may be disposed opposite thetractor 12. Theaxle assembly 30 may include anaxle 40, at least onewheel hub assembly 42, and abrake subsystem 44. - The
axle 40 may extend along anaxis 46 and may have anexterior surface 48. Theexterior surface 48 may be an exterior circumference of theaxle 40. - One or more
wheel hub assemblies 42 may be rotatably disposed on theaxle 40. For example, awheel hub assembly 42 may be provided at each end of theaxle 40 and eachwheel hub assembly 42 may receive and support awheel assembly 24. InFIG. 2 , right end of theaxle 40 is shown without awheel hub assembly 42 to more clearly show a portion of thebrake subsystem 44. - The
brake subsystem 44 may be provided to brake or inhibit rotation of an associatedwheel hub assembly 42. Thebrake subsystem 44 may be fixedly disposed on theaxle 40 and may be spaced apart from theaxle suspension system 32. In at least one embodiment, thebrake subsystem 44 may be configured with a drum brake assembly that may be coupled to anactuator 50 that may be configured to actuate a brake pad. - The
axle suspension system 32 may interconnect theaxle assembly 30 to thechassis 34. In addition, theaxle suspension system 32 and may dampen vibrations, provide a desired level of ride quality, and control trailer ride height or the distance between thechassis 34 and thesupport surface 26. Theaxle suspension system 32 may be configured as an air suspension system or an air ride suspension system that may employ air springs or air bellows that receive a pressurized gas as will be discussed in more detail below. In at least one embodiment, theaxle suspension system 32 may include asuspension arm 60, ahanger 62, a shock absorber 64, and anair spring 66. - At least one
suspension arm 60 may be fixedly coupled to theaxle 40. InFIG. 2 , twosuspension arms 60 are provided that are spaced apart from each other. In at least one embodiment, thesuspension arm 60 may include or be fixedly disposed on a suspensionarm axle wrap 70 that may be disposed on or extend at least partially around theaxle 40 to facilitate mounting of thesuspension arm 60 to theaxle 40. As such, the suspensionarm axle wrap 70 may be positioned between thesuspension arm 60 and theaxle 40. - The
hanger 62 may be pivotally disposed at an end of thesuspension arm 60. Thehanger 62 may be fixedly disposed with respect to thechassis 34. For instance, a top surface of thehanger 62 may be mounted to thechassis 34. Thehanger 62 may receive apivot pin 72 that may extend through thehanger 62 and thesuspension arm 60. As such, thesuspension arm 60 may pivot about thepivot pin 72 and pivot with respect to thehanger 62. - The
shock absorber 64 may be provided to dampen shock impulses and dissipate kinetic energy. Theshock absorber 64 may be mounted to thehanger 62 at a first end and to thesuspension arm 60 at a second end. - An
air spring 66 may be disposed proximate an end of thesuspension arm 60 that is disposed opposite thehanger 62. For instance, theair spring 66 may be disposed above theaxle 40 and under thechassis 34. Theair spring 66 may receive a pressurized gas and may be configured to absorb shocks and vibrations to improve ride quality. Theair spring 66 may support thechassis 34. For instance, atop plate 74 of theair spring 66 may be disposed proximate or may engage thechassis 34. Moreover, thetop plate 74 may be fixedly coupled to thechassis 34 in one or more embodiments. A flexible bellows 76 may extend from thetop plate 74 to or toward abottom plate 78 that may be disposed opposite thetop plate 74. Thetop plate 74,flexible bellows 76, andbottom plate 78 may cooperate to at least partially define a chamber within theair spring 66. The chamber may be fluidly connected to the pressurizedgas supply system 16 via a port. - The pressurized
gas supply system 16 may provide a pressurized gas or pressurized gas mixture, such as air, to theair spring 66. The term pressurized gas is used to generically reference a single gas or a gas mixture, such as air, that may be pressurized above atmospheric pressure by the pressurizedgas supply system 16. As is best shown inFIG. 1 , the pressurizedgas supply system 16 may include apressurized gas source 80, one ormore conduits 82, and one ormore valves 84. - The
pressurized gas source 80 may include a tank or reservoir that contains a volume of pressurized gas and/or a pump or compressor that provides pressurized gas. - A
conduit 82 may fluidly connect thepressurized gas source 80 to anair spring 66. Aconduit 82 may have any suitable configuration, such as a hose, tubing, pipe, or combinations thereof. - One or
more valves 84 may be provided to control the flow of pressurized gas through theconduit 82. For example, at least onevalve 84 may enable or disable the flow of pressurized gas from the pressurizedgas source 80 to at least oneair spring 66. InFIGS. 1 and 2 , twovalves 84 are shown that are associated withdifferent axle assemblies 30; however, a different number ofvalves 84 may be employed. For instance, avalve 84 may be associated with eachindividual air spring 66 or asingle valve 84 may be associated withmultiple axle assemblies 30. In addition, avalve 84 may enable or disable venting or the exhaust of pressurized gas from theair spring 66. Avalve 84 may have any suitable configuration and may be actuated in any suitable manner, such as with a solenoid. Theair spring 66 may be inflated by opening an associatedvalve 84 to provide pressurized gas from the pressurizedgas source 80 to theair spring 66. Theair spring 66 may be deflated by positioning thevalve 84 such that pressurized gas is vented or exhausted from theair spring 66, such as by venting the pressurized gas to the surrounding environment. - The
control system 18 may monitor and control operation of components and systems of thevehicle 10. Thecontrol system 18 may include at least one controller or control module that may monitor and/or control various components of theaxle assembly 30,axle suspension system 32, and/or pressurizedgas supply system 16. For example, thecontrol system 18 may be configured to control the operation of thevalves 84 and to control the flow of pressurized gas to theair spring 66 to control venting of pressurized gas from theair spring 66. The connection or communication between thecontrol system 18 and thevalves 84 is represented with connection nodes A and B. - The
control system 18 may also communicate with various sensors or input devices. For instance, thecontrol system 18 may be configured to receive a signal or data from aspeed sensor 90, areverse sensor 92, and adock proximity sensor 94. - The
speed sensor 90 may be configured to detect or provide data indicative of the speed of thevehicle 10. Thespeed sensor 90 may be of any suitable type. For example, thespeed sensor 90 may detect the rotational speed of a drivetrain component or awheel assembly 24. - The
reverse sensor 92 may be configured to detect or provide data indicative of the selection of a reverse gear ratio or a reverse direction of travel of thevehicle 10. Areverse sensor 92 may be associated with a gearshift lever or similar operator input device for selection of a transmission gear ratio or a vehicle transmission. - The
dock proximity sensor 94 may be configured to detect or provide data indicative of the proximity of thetrailer 14 to adock 96 where cargo may be loaded onto or unloaded from thetrailer 14. Thedock proximity sensor 94 may be provided with thetrailer 14. For instance,dock proximity sensor 94 may be disposed at or near the rear end of thetrailer 14. Thedock proximity sensor 94 may be of any suitable type. For example,dock proximity sensor 94 may be a proximity sensor, optical sensor (e.g., light, laser or vision-based), radar-based sensor, lidar-based sensor, ultrasonic-based, or the like. As such, thedock proximity sensor 94 may detect the presence of thestationary dock 96 with respect to thetrailer 14 and may provide data indicative of the distance to thedock 96 without physical contact with thedock 96 as represented by the curved lines emitted from thedock proximity sensor 94 inFIG. 1 . The connection or communication between thecontrol system 18 and thedock proximity sensor 94 is represented with connection node C. - A
trailer 14 having an air suspension system or air ride suspension system may be prone to “dock walk” in which thetrailer 14 may move away from thedock 96 in response to load forces. More specifically, thewheel assemblies 24 on atrailer axle assembly 30 may rotate in response to load forces exerted on thetrailer 14 when the trailerair suspension system 32 is inflated and thetrailer 14 is being loaded, such as when a forklift enters thetrailer 14. As a forklift drives onto thetrailer 14 or thetrailer 14 is loaded with cargo, the trailerair suspension system 32 may be compressed, which in turn rotates thetrailer wheel assemblies 24 forward or away from thedock 96. Successive loading trips made by the forklift or loading of thetrailer 14 may create a ratcheting effect, which causes thetrailer 14 to move further and further away from thedock 96. - Referring to
FIG. 3 , a flowchart of an exemplary method of control of the vehicle and trailer axle suspension system is shown. The method may be used to deflate a trailer axle suspension system to inhibit trailer “dock walk” and/or vertical movement or misalignment between a trailer and a dock due to varying cargo weight. As will be appreciated by one of ordinary skill in the art, the flowchart represents control logic which may be implemented or affected in hardware, software, or a combination of hardware and software. For example, the various functions may be affected by a programmed microprocessor. The control logic may be implemented using any of a number of known programming and processing techniques or strategies and is not limited to the order or sequence illustrated. For instance, interrupt or event-driven processing may be employed in real-time control applications rather than a purely sequential strategy as illustrated. Likewise, parallel processing, multitasking, or multi-threaded systems and methods may be used. - Control logic may be independent of the particular programming language, operating system, processor, or circuitry used to develop and/or implement the control logic illustrated. Likewise, depending upon the particular programming language and processing strategy, various functions may be performed in the sequence illustrated, at substantially the same time, or in a different sequence while accomplishing the method of control. The illustrated functions may be modified, or in some cases omitted, without departing from the spirit or scope intended.
- At
block 100, the method may begin by determining whether a dock approach condition exists. A dock approach condition may exist when thevehicle 10 ortrailer 14 is approaching thedock 96. For example, thevehicle 10 may be approaching thedock 96 when thevehicle 10 is traveling at a low rate of speed in a reverse direction toward thedock 96. Data from thespeed sensor 90 may be used to determine whether thevehicle 10 is traveling at a low rate of speed. For example, thevehicle 10 may be traveling at a low rate of speed when the speed data provided by thespeed sensor 90 is less than a threshold speed value. A threshold speed value may be a predetermined value based on vehicle development testing, such as around 6 mph (10 kph). A determination as to whether thevehicle 10 is traveling in a reverse direction may be based on data from thereverse sensor 92. A determination as to whether thedock 96 is present or being approached may be based on data or information from thedock proximity sensor 94. For instance, thetrailer 14 may be approaching thedock 96 when a stationary object is detected behind thetrailer 14. Thedock proximity sensor 94 may distinguish adock 96 from other objects by detecting the width and/or height of an object. For instance, adock 96 may be wider than thetrailer 14 and may have a predetermined or standardized height to accommodate trailers made by various manufacturers. If a dock approach condition does not exist, the method may terminate or return to block 100 to continue monitoring. If a dock approach condition does exist, then the method may continue atblock 102. - At
block 102, the proximity of thetrailer 14 to thedock 96 may be assessed. The proximity of thetrailer 14 to thedock 96 may be assessed with the objective of deflating theair suspension system 32 of thetrailer 14 before thetrailer 14 reaches thedock 96. - Trailer proximity with respect to the
dock 96 may be assessed in multiple ways. For example, trailer proximity may be based solely on the distance between thetrailer 14 and thedock 96. The distance between thetrailer 14 and thedock 96 may be based on data from thedock proximity sensor 94 and may be compared to one or more predetermined threshold distance values. Predetermined threshold distance value(s) may be established by vehicle development testing and may be greater than or equal to a distance at which one or more air springs 66 can be fully deflated prior to thetrailer 14 reaching or contacting thedock 96. For instance, a single threshold distance value may be used such that deflation of the air springs 66 is initiated when thetrailer 14 reaches a predetermined threshold distance from thedock 96. The predetermined threshold distance value may include a factor of safety to provide sufficient time or distance to accommodate deflation of the air springs 66 in the event of minor variations in the speed at which thetrailer 14 approaches thedock 96. - As another example, trailer proximity may be based on a predicted time until the
trailer 14 contacts thedock 96. The predicted time to contact may be based on data from thedock proximity sensor 94 and may accommodate changes in the rate at which thetrailer 14 approaches the dock (i.e., changes in the approach velocity of thetrailer 14 to the dock 96). Such an assessment may be based on data from thespeed sensor 90 indicative of the speed at which thevehicle 10 is traveling and the distance from thetrailer 14 to thedock 96 to calculate a predicted dock contact time or predicted time to contact. The predicted time to contact may be compared to a predetermined threshold time value. The predetermined threshold time value may be established by vehicle development testing and may be greater than or equal to a time to fully deflate one or more air springs 66. The predetermined threshold time value may include a factor of safety to provide additional time or distance to accommodate deflation of the air springs 66. - If the distance to the
dock 96 is greater than the predetermined threshold distance value or the predicted time to contact is greater than the threshold time value, then the method may return to block 100 or block 102. If the distance to the dock is not greater than the predetermined threshold distance value or the predicted time to contact is not greater than the threshold time value, then the method may continue atblock 104. - At
block 104, the traileraxle suspension system 32 may be deflated. The traileraxle suspension system 32 may be deflated by actuating avalve 84 to vent or exhaust gas from one or more air springs 66 associated with one ormore axle assemblies 30 of thetrailer 14. Pressurized gas may be exhausted from the air springs 66 while thevehicle 10 is moving in a reverse direction and/or at a low rate of speed as previously discussed. In addition, pressurized gas may be vented or exhausted from anair spring 66 at a fixed rate or variable rate. Pressurized gas may be exhausted at a fixed rate by opening an associatedvalve 84 without further adjustment. Pressurized gas may be exhausted at a variable rate by modulating thevalve 84 to adjust the pressurized gas flow rate to help more rapidly deflate theair spring 66 before contact with thedock 96 when the rate of approach of thetrailer 14 to thedock 96 increases. - At 106, the parking brake may be set. The parking brake may be part of the
brake subsystem 44. The parking brake may be set manually or automatically when theaxle suspension system 32 is deflated and thetrailer 14 is in a stationary position at thedock 96. Theaxle suspension system 32 may be deflated when thevalve 84 is opened for a sufficient amount of time to deflate theair spring 66. A sufficient amount of time may be based on vehicle development testing in which the volume of theair spring 66 and rates at which air may be vented from theair spring 66 are tabulated to determine a minimum amount of time to deflate theair spring 66 or to create a lookup table having data indicative of expected deflation times or venting flow rates. A determination as to whether thevehicle 10 ortrailer 14 is in a stationary position based on the data from thespeed sensor 90. A determination as to whether thevehicle 10 ortrailer 14 is at thedock 96 may be based on data from thedock proximity sensor 94. - The method may also inhibit a driver or operator from moving the
vehicle 10 forward and away from thedock 96 until the traileraxle suspension system 32 is reinflated. For instance, the method may inhibit the operation of a powertrain components or the release of the parking brake until the traileraxle suspension system 32 is reinflated. Optionally, the method may automatically inflate the traileraxle suspension system 32 when the parking brake is released and/or a forward gear ratio is selected. - The method and vehicle configuration described above may be employed to inhibit trailer dock walk or undesired trailer movement with respect to a dock. Moreover, dock walk may be inhibited without the use of wheel chocks or trailer restraint systems, such as a metal hook mounted to the base of the dock that hooks onto the chassis or bumper of a
trailer 14 or trailer-mounted kickstands that may increase trailer costs and fail to deploy or otherwise provide unsatisfactory performance. In addition, the method and vehicle configuration may automatically deflate a trailer air suspension system prior to dock contact and engagement of the parking brake, thereby avoiding failure to manually deflate the air suspension or similar manual operator error. Similarly, the method may also automatically inflate a trailer air suspension system prior to allowing the operator to depart from the dock. - While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the invention.
Claims (16)
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US13/767,950 US8801000B1 (en) | 2013-02-15 | 2013-02-15 | Trailer axle suspension system and a method of control |
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US13/767,950 US8801000B1 (en) | 2013-02-15 | 2013-02-15 | Trailer axle suspension system and a method of control |
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US20140232074A1 true US20140232074A1 (en) | 2014-08-21 |
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US9102208B2 (en) * | 2012-06-15 | 2015-08-11 | Continental Automotive Systems, Inc. | Air suspension system with load detection |
US10005321B2 (en) * | 2016-09-16 | 2018-06-26 | Arvinmeritor Technology, Llc | Axle assembly |
US10780924B2 (en) | 2017-04-05 | 2020-09-22 | Fontaine Commercial Trailer, Inc. | Bogie for a lowboy trailer |
EP4011656B1 (en) * | 2020-12-10 | 2023-09-13 | Volvo Truck Corporation | A control system and method for a trailer or dolly |
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