WO1994007737A1 - Commande d'essieu d'appoint tracte - Google Patents

Commande d'essieu d'appoint tracte Download PDF

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Publication number
WO1994007737A1
WO1994007737A1 PCT/US1993/009535 US9309535W WO9407737A1 WO 1994007737 A1 WO1994007737 A1 WO 1994007737A1 US 9309535 W US9309535 W US 9309535W WO 9407737 A1 WO9407737 A1 WO 9407737A1
Authority
WO
WIPO (PCT)
Prior art keywords
axle
vehicle
lift axle
lift
tag axle
Prior art date
Application number
PCT/US1993/009535
Other languages
English (en)
Inventor
Grover H. Riefler
Monte P. Riefler
Lorin E. Hermann
Original Assignee
Ashford Concrete, Inc.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Ashford Concrete, Inc. filed Critical Ashford Concrete, Inc.
Priority to AU53527/94A priority Critical patent/AU5352794A/en
Publication of WO1994007737A1 publication Critical patent/WO1994007737A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D61/00—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern
    • B62D61/12—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with variable number of ground engaging wheels, e.g. with some wheels arranged higher than others, or with retractable wheels
    • 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
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/47—Means for retracting the suspension
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/03—Silo or fluid transporting vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/40—Variable track or wheelbase vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/40—Variable track or wheelbase vehicles
    • B60G2300/402—Extra load carrying wheels, e.g. tag axles
    • 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
    • B60G2400/60—Load
    • B60G2400/61—Load distribution

Definitions

  • the present invention relates to the field of vehicles for carrying heavy loads, and particularly to improved tag axles for bearing and spreading a share of the load in high vehicle gross weight conditions in order to comply with highway and bridge load-limitation laws and regulations, and which retract to an inactive position when not required.
  • the federal Bridge Gross Weight Formula provides, in substance, that:
  • Maximum allowable vehicle gross weight is limited to 80,000 pounds (36,287 kg s) .
  • N is the total number of axles in the sequence
  • L is the length of the wheel base between the first and last axles in the sequence.
  • the formula is made more complex by a series of definitions of single axles, tandem axles, and related provisions which govern the determination of L dimensions and other parameters.
  • the net effect of the federal Bridge Gross Weight Formula is to allow greater gross vehicle weights, up to the limit, both as overall wheel base is increased, and as the load is spread within that overall wheel base on several axles.
  • ready-mix concrete delivery vehicles are most often limited in payload by the federal Bridge Gross Weight Formula than any other parameter. In most circumstances, a typical three axle ready mix concrete vehicle will be limited to a legal capacity of
  • the use of a tag axles has the advantage of an added axle to eliminate most of these serious disadvantages.
  • the tag axle is designed to be deployed in a down position to bear a portion of the load in highway service, and to be retracted to a level that is not in contact with the road or ground for off-road operations or for highway operation in unloaded or light load conditions when the weight bearing capacity is not needed.
  • Lifting the tag axles or other forms of tag axles serves to decrease the load imposed on the front axle of the vehicle, making steering loads lighter, while increasing the weight and traction on the driving wheels, and shortening the wheel base to aid maneuverability.
  • tire wear is reduced while rolling resistance and fuel consumption are decreased in off-road operations and in highway operating conditions in light load or unloaded conditions.
  • tag axles There are two major types of tag axles in use. These are under-frame systems, typified by the units available from Hi Steer Canada, Ltd., and so-called high-lift models, offered by a number of truck builders and
  • the under-frame systems are typically pneumatic suspension and retraction mechanisms. Such "air ride” suspensions have been highly developed in recent years and have excellent performance characteristics.
  • tag axles these systems are ordinarily based on pivotally mounted leading or trailing links, depending on the location of the assembly. When the link leads the axle, these units are known as “tag" axles. When the link trails the axle, often employed when the assembly is mounted ahead of a tandem axle pair, the unit is normally called a “pusher" axle.
  • the high- lift systems are in tag axle configuration, and are normally hydraulically actuated.
  • the suspension system may be hydraulic or pneumatic.
  • under-frame systems limit ground clearance, and have limited lift clearance, ordinarily no more than about 18 inches (45.7 cm). It is often difficult to mount a rear under-frame tag axle in a manner such that the center is more than 96 inches (243.84 cm) behind the center of the next forward axle. As a major factor in the L measurements under the federal Bridge Gross Weight Formula, the benefits of a tag axle may be limited in such a case.
  • Such conditions can occur with substantial frequency for construction vehicles and other combined highway and off-road vehicles.
  • a ready-mix concrete delivery vehicle for example, which operates from a ready-mix concrete plant to a job site over the highways, and while at the job site to deliver and discharge its load, is expected to traverse the site whatever the conditions may be.
  • a drainage ditch swages and other depressions in the topography on the site are required.
  • front-rear axle bridging may occur. If this occurs at a substantial speed, it can result in a dynamic inertial loading far in excess of the design requirements for such equipment.
  • the present invention provides a suspension relief means to unload an extended tag axle without retraction to the lifted position which provides a "floating" mode of operation, where the axle is extended, with the tires in contact with the ground or road surface, but without bearing the load of the vehicle weight.
  • Pneumatic suspensions are preferred for the facility with which they can be operated and controlled in such a floating mode, but the axle is also applicable to hydraulic suspension systems.
  • the floating mode is actuated by venting the suspension pressure, typically by a valve or other means for relieving fluid pressure, activated by the vehicle operator, or automatically actuated by a load sensing transducer at some predetermined load limit.
  • Figure 1 is an improved tag axle connected to a rear frame member of a cement truck with the tag axle in the extended position on a flat ground surface.
  • Figure 2 is an improved tag axle connected to a rear frame member of a cement truck in the lifted or raised position on a flat ground surface.
  • Figure 3 is an improved tag axle connected to a rear frame member of a cement truck in an extended position while crossing a ground swale.
  • Figure 4 is an improved tag axle connected to a rear frame member of a cement truck in an extended, "float" mode position on an irregular ground surface.
  • FIG. 5 is a detailed view of an improved tag axle in the lift or raised position.
  • Figure 6 is a detailed view of an improved tag axle in the extended or lowered position.
  • Tag axles are of increasing importance to the trucking industry in maximizing pay-load while observing load limits such as the federal Bridge Gross Weight Formula. At the same time, tag axles have proven to be prone to excessive and unacceptable numbers of failures in service. Failures are commonly associated with operator error and neglect, such as operating in off-road conditions with the tag axle extended in its load bearing condition with damage to the equipment often quite extensive. Occasional failures are experienced in usual highway operations as well.
  • under-frame mounted tag axle assembly Increasing numbers of failures and problems with high-lift tag axles has led to reexamination of the design of the major alternative, the under-frame mounted tag axle assembly.
  • the superior engineering properties of the under-frame mount are attributable to two major factors. The first factor is that most such units employ pneumatic suspension elements which, when problems arise, fail in a more graceful manner.
  • the second factor is that the link members of the usual under-frame models are far shorter than those of high-lift models, and since they operate as lever arms, they transmit lower stresses on the actuating mechanisms under high load conditions because the lever arms are shorter.
  • the suspension directly joins the axle and the vehicle frame, so that the link arm serves primarily to locate the axle and does not bear any significant proportion of the load.
  • the major disadvantage of the under-frame types has been the limited ground clearance when the axle is in its lifted position. A distance of 12 to 18 inches (30.5 to 45.7 cm) is typical and, particularly for rear tag axle configurations, is inadequate.
  • the usual construction of heavy vehicles is based on a ladder frame assembly, having two longitudinal box beams running the length of the vehicle, bridged and joined by a plurality of transverse box beams.
  • This basic structure is strong, and is further strengthened by mounting other elements of the vehicle to the frame.
  • the frame is terminated by a transverse box beam.
  • An under-frame tag axle is adapted to mount on the rear facing, vertically disposed plate of the rear transverse box beam rather than under the frame.
  • the tag axle assembly is provided with a forward facing, vertically disposed plate which mates with the box beam plate, and is fixed in place with a suitable number of bolts to bear the loads required.
  • a forward facing, vertically disposed plate which mates with the box beam plate, and is fixed in place with a suitable number of bolts to bear the loads required.
  • the entire tag axle assembly is raised as a result of this new arrangement by as much as 12 to 18 inches (30.5 to 45.7 cm) above the usual under frame mounting position.
  • the moving parts can be retracted without interference by the frame elements, so that the range of
  • the mating plates of the vehicle frame and the axle assembly provide another advantage. They define a shear plane which, by the selection of appropriate numbers and sizes of bolts, can be provided with a graceful failure at a load which is less than that at which the frame itself or the structures of the tag axle assembly will fail. It is preferred that the joint be designed to fail in shear at about 85% to 90% of the load which will cause failure of the tag axle assembly or of the vehicle frame, whichever is less. While some damage may be done if the shear plane joint fails, it will be far less than that which has resulted from typical tag axles, whether under-frame or high-lift types.
  • the tag axles heretofore available have two modes and positions, each with fixed characteristics.
  • the suspension In the lifted position, the suspension is inactive and the axle assembly, wheels and tires are clear of the ground, and held in an inoperative position and condition.
  • the suspension In the extended position, the suspension is active, bearing a share of the gross vehicle weight, and transmitting it through the axle, wheels and tires to the road or ground surface.
  • a third mode of operation is provided, which is designated the "floating mode.”
  • the tag axle In the floating mode, the tag axle is in its extended position, with the tires in contact with the road or ground, but the suspension is inactive, so that no load is transmitted from the vehicle to the axle, wheels and tires.
  • the floating mode is actuated by venting the fluid which normally pressurizes the fluid suspension.
  • the valve or other suspension actuator means may be electrically, pneumatically, hydraulically or mechanically operated. Such valves are familiar to those of ordinary skill in the art, and are widely available. Operation can be in response to a control signal, provided to a suspension actuator control means, such as a solenoid, electric motor, hydraulic or pneumatic piston, or the like.
  • the control signal can originate from the vehicle operator or, to prevent inadvertent failures, from a load sensor or the like which detects an overload condition on the tag axle and transmits a signal. In either case, a signal causes the suspension actuator control means to open the relief valve or other suspension actuator means, placing the system in floating mode. The load is transferred to other axles, often a tandem axle pair.
  • the floating mode can be provided for a fluid suspension based tag axle, including the typical under- frame and high-lift models common in the art.
  • the floating mode and its applications is not limited to the specific preferred tag axle mounted on the rear face of the frame, as discussed above. Indeed, the floating mode of operation can readily be retrofitted to existing tag axles of any fluid suspension type commonly employed in the art.
  • Relief of the fluid pressure takes a definite time before the load is fully transferred to other axles.
  • the time required will depend on the volume of the load bearing pneumatic bag or of the active hydraulic cylinder, the fluid pressure, and the vent orifice area through which the pressure is relieved. It is accordingly
  • vent orifice afforded by the vent valve or comparable venting means be as large as practicable, as the other determinants of the rate of venting are ordinarily established by other requirements. It will generally be appropriate to isolate the suspension system from other components of the fluid pressure system while in float mode.
  • the tag axle While the vent valve remains open, the tag axle will continue in the float mode.
  • the valve When the valve is closed, pressure is restored to the suspension, and the suspension becomes active and load bearing again.
  • the valve When the floating mode is actuated by a transient overload condition, the valve may be adapted to close automatically, as when the vehicle has passed beyond the road or job site condition which produced the overload.
  • the floating mode When the floating mode is actuated by the operator, the valve will remain open until reset by the operator or, if desired, may be reset automatically.
  • the automatic reset may be controlled by a timer, by a load sensing transducer, or other condition- responsive sensing and signalling means.
  • the time for full activation of the suspension is dependent on the fluid pressure system and the speed with which it can fully re-pressurize the active suspension elements.
  • suspension system be mounted to a portion of the tag axle assembly which is rigidly mounted to the vehicle frame, i.e., a frame extension.
  • a frame extension i.e., a frame extension
  • the entire assembly can be made substantially lighter and more durable in this fashion.
  • the lifting mechanism can be any of the commonly employed systems known to those of ordinary skill in the art. Pneumatic systems are preferred, because the preferred suspension system is pneumatic, and it is more convenient to employ the same approach. Hydraulic lift systems are equally effective, including that defined in prior patent 5,018,593. While the floating mode may be implemented with mechanical suspension systems, such systems are not preferred because of the complexity, expense and weight required to deactivate the suspension to achieve the floating mode. When the vehicle is in the back-up mode, the tag axle must be in the lifted inactive position so that undo stress or forces do not damage the tag axle assembly.
  • FIG. 1 is a profile view in schematic form of a truck vehicle (10) with a front axle tire (11), a first tandem axle set (12), a second tandem axle set (13), a tag axle (8) and a tag axle tire (14), with tag axle (8) in an active extended position in contact with a flat road surface (9) at points A, B, C, and D.
  • tag axle (8) is in a first, extended load bearing position, supporting a portion of the gross vehicle weight. Deployment of tag axle (8) also transfers a greater proportion of the load to the front axle.
  • a vertically disposed plate (18) of a tag axle assembly (15) is fastened to a rear transverse box beam (16) of vehicle
  • tag axle (8) When in the extended position, tag axle (8) bears a substantial portion of the weight bearing capacity of vehicle (10) .
  • Tag axle (8) is deployed in the extended position when the vehicle is loaded to a maximum or high gross vehicle weight requiring load-sharing by tag axle (8) .
  • FIG. -13- Figure 2 is a view of vehicle (10) on flat road surface (9) with tag axle (8) in a second, retracted or lift position with tag axle tire (14) above road surface (9) .
  • This position can be manually selected when: 1) the gross vehicle weight is substantially reduced, not requiring load support and it is desirable to have tag axle (8) in the elevated or lift position; and 2) the maximum gross weight is met or exceeded but the highway and bridge load-limitation laws and regulations do not apply, such as in off-road travel.
  • the lift position is automatically put into operation when the vehicle transmission is in reverse gear, with placement in reverse gear closing a switch conveniently connected to a back-up light circuit, that automatically causes actuation of a lift bag (24) and venting of an extension bag (26), thus elevating and protecting tag axle (8) and the vehicle transmission.
  • Figure 3 is a view of vehicle (10) crossing an off road swale causing bridging with only front axle tire (11) and tag axle tire (14) in contact with the ground surface at points A and D. This is a very dangerous position for vehicle (10) to be in when carrying a load because of damage that can result to the vehicle frame and tag axle assembly (15). Center of gravity is located over tire (12) with vertical line E representing a vector at the center of gravity. No load is borne by the tandem axle set (12) and (13) at points B and C. It is under these conditions that the float or suspension mode will be actuated as shown in Figure 4, thus avoiding or limiting the condition shown in Figure 3.
  • a limit switch sensor means which senses such overload and automatically overrides an extended position of tag axle (8), allowing pressure from both lift bag (24) and suspension bag (26) to bleed through an escape valve, thus placing the tag axle (8) in the float or suspension mode condition.
  • the shear plane is intended to provide an ultimate failure mode to protect from unusual and extreme circumstances, including a failure of the float mode or a bridging condition between front axle (11) and tag axle (8) even when in the lift position, as illustrated in Figure 2 or when operating in the float mode with tag axle (8) fully deflected. If such a condition is encountered, the damage may be limited to shear bolts (19) , and repairs effected by their replacement. In a still more extreme condition, shear failure may damage pneumatic lines and/or electrical wiring associated with the tag axle assembly (15), which are readily and inexpensively replaced, and may damage the delivery chute assembly mounted above tag axle assembly (15), which is also reasonably simple and inexpensive to replace, in whole or in part. Damage to the vehicle frame, to other major vehicle components, or to the mixer drum assembly are not likely to occur under any reasonably likely circumstances. Damage to tag axle assembly (15) itself will be minor or non-existent.
  • shear bolts (19) are selected to break when a shear force or weight is imposed on the shear plate joint is less than that which will cause failure of the tag axle assembly (15) or the vehicle frame, preferably with a reasonable margin of safety.
  • Engineering the shear bolts (19) requirement is well within the level of skill in the art.
  • Figure 4 is a view of vehicle (10) over an off-road surface area that can range from flat to irregular.
  • Tag axle (8) is in an active float mode (14A) with tag axle tire (14) able to react to road surface topography.
  • the trailing link arm (20) is allowed to pivot freely on pivot pin (22), with the tires in contact with the ground.
  • the float mode active no load is transmitted from the vehicle to the axle, wheels and tires.
  • Tag axle (8) is not in an active or weight bearing mode but can react to changing road surface conditions.
  • the float mode in reaction to ground topography, provides a damage-preventing safety mechanism which protects the vehicle frame and tag axle assembly (15) from a damaging overload.
  • the tag axle (8) can be placed in the float mode either manually by the driver or through an automatic switch sensor means that opens both lift bag (24) and extension bag (26) to escape valves thus reducing air pressure in the bags to ambient air and allowing tag axle (8) to passively react to ground surface irregularities.
  • the inactive suspension system permits tag axle (8) to freely move upwardly and downwardly, as illustrated in Figure 4, where wheel set (14) is shown in a downward position and in an upward position (14A) shown in the phantom line representation. Only the unsprung weight of tag axle (8) tag axle wheel set (14) , and link arm (20) are borne by tag axle (8) in such a configuration, and the vehicle weight is transferred forward to tandem axle sets (12) and (13) .
  • FIG. 5 is a schematic detailed drawing of tag axle assembly (15) in the lift position.
  • a trailing link arm (20) is pivotally connected at a proximal first end to plate (18) with a pivot pin (22) allowing rotation of link arm (20).
  • Link arm (20) is distally connected at a second end to an axle and wheel assembly (23).
  • Pneumatic lift bag (24) is located on a rear member (25) of plate (18), lift bag (24) fastened to link arm (20) . Actuation of lift bag (24) displaces link arm (20) pivotally around pivot pin (22) causing elevation of tag axle (8) .
  • Load bearing pneumatic extension bag (26) is connected to the underside and rear ⁇ most area of plate (18), extension bag (26) additionally connected to the top surface of link arm (20) .
  • Actuation of extension bag (26) extends tag axle (8) by bringing pressure against the top surface of link arm (20) as shown in Figure 6.
  • Lift bag (24) and extension bag (26) are complimentary, with air pressure increasing in one simultaneous with pressure reduction in the other.
  • An air-pump pressure means forces air into one while venting means allows it to escape from the other.
  • the air-pump means and venting can be controlled manually by the driver with a lever control means, or it is controlled automatically by a switch means when the vehicle transmission gear box is placed into reverse.
  • the limit switch may be conveniently activated through a back ⁇ up light electrical circuit.
  • Tag axle (8) may be controlled either manually or automatically by either a hydraulic, electrical, pneumatic or a manual suspension relief means.
  • FIG. 6 schematically illustrates tag axle (8) in the extended, load bearing position with actuation of extension bag (26).
  • extension bag (26) is actuated through a pneumatic air-pump pressure
  • Tag axle (8) may be extended in an active mode in which extension bag (26) is fully pressurized or in a float, de-pressurized mode in which the escape valves of both lift bag (24) and extension bag (26) are open, thus allowing tag axle (8) to passively react to ground topography.
  • the means for placing tag axle (8) in the float mode have been described above.
  • tag axle (8) of the present invention will preferably be equipped with brakes, shock absorbers and self steering, such as camber self steering. Although such preferences are not requirements of the invention, they are common features employed in the art and provide known advantages.
  • Figure 7 is a schematic representation of the pneumatic circuits which pressurize and vent the air bags, and the contact system which actuates the pneumatic components.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

Un essieu d'appoint tracté (8) pour des véhicules présente un fonctionnement amélioré grâce à un mode de fonctionnement 'flottant' selon lequel l'essieu (8) se trouve en contact avec le sol, mais les éléments de suspension porteurs de charge ne sont pas actionnés. Un système de suspension à coussin (26) à extension pneumatique et d'escamotage à coussin (24) de levage est de préférence utilisé, dans la mesure où l'évacuation d'air du système permettant d'appliquer le mode flottant est bien plus simple que si on utilise un système hydraulique. L'opérateur du véhicule applique le mode flottant en passant en marche arrière et/en réponse à des conditions de surcharge de l'essieu. Les configurations préférées sont auto-directionnelles, et actionnées par le carrossage. Une hauteur substantielle par rapport au sol est obtenue par une configuration d'essieu d'appoint à montage par l'arrière, l'ensemble essieu d'appoint (15) étant monté à l'arrière du châssis du véhicule sur une plaque de sûreté (18) fixée par une multiplicité de boulons (19).
PCT/US1993/009535 1992-10-06 1993-10-06 Commande d'essieu d'appoint tracte WO1994007737A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU53527/94A AU5352794A (en) 1992-10-06 1993-10-06 Tag axle control

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US95703092A 1992-10-06 1992-10-06
US07/957,030 1992-10-06

Publications (1)

Publication Number Publication Date
WO1994007737A1 true WO1994007737A1 (fr) 1994-04-14

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PCT/US1993/009535 WO1994007737A1 (fr) 1992-10-06 1993-10-06 Commande d'essieu d'appoint tracte

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6572124B2 (en) * 2001-02-28 2003-06-03 Smc Corporation Of America Lift axle control system
WO2013119252A1 (fr) * 2012-02-10 2013-08-15 Michelin Recherche Et Technique S.A. Amélioration de l'économie de carburant d'un véhicule en optimisant la résistance effective des pneus au roulement

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3094341A (en) * 1959-08-03 1963-06-18 Magneti Marelli Spa Pneumatic suspension device
US3877715A (en) * 1973-12-21 1975-04-15 Rexnord Inc Auxiliary axle control system
US4141430A (en) * 1976-07-15 1979-02-27 Aspro, Inc. Speed-responsive tag axle control system
US4588201A (en) * 1984-12-28 1986-05-13 Rexworks Inc. Hydraulic system for an auxiliary load transfer device
US5018755A (en) * 1990-01-24 1991-05-28 Mcneilus Truck And Manufacturing, Inc. Tag axle for work vehicles
US5090495A (en) * 1990-12-03 1992-02-25 Mcneilus Truck And Manufacturing, Inc. Tag axle for refuse truck
US5193063A (en) * 1989-07-21 1993-03-09 Daniel Assh Vehicle axle control system

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3094341A (en) * 1959-08-03 1963-06-18 Magneti Marelli Spa Pneumatic suspension device
US3877715A (en) * 1973-12-21 1975-04-15 Rexnord Inc Auxiliary axle control system
US4141430A (en) * 1976-07-15 1979-02-27 Aspro, Inc. Speed-responsive tag axle control system
US4588201A (en) * 1984-12-28 1986-05-13 Rexworks Inc. Hydraulic system for an auxiliary load transfer device
US5193063A (en) * 1989-07-21 1993-03-09 Daniel Assh Vehicle axle control system
US5018755A (en) * 1990-01-24 1991-05-28 Mcneilus Truck And Manufacturing, Inc. Tag axle for work vehicles
US5090495A (en) * 1990-12-03 1992-02-25 Mcneilus Truck And Manufacturing, Inc. Tag axle for refuse truck

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6572124B2 (en) * 2001-02-28 2003-06-03 Smc Corporation Of America Lift axle control system
WO2013119252A1 (fr) * 2012-02-10 2013-08-15 Michelin Recherche Et Technique S.A. Amélioration de l'économie de carburant d'un véhicule en optimisant la résistance effective des pneus au roulement
CN104093626A (zh) * 2012-02-10 2014-10-08 米其林集团总公司 通过优化有效轮胎滚动阻力改进车辆燃料经济性
US20150034399A1 (en) * 2012-02-10 2015-02-05 Compagnie Generale Des Etablissements Michelin Vehicle Fuel Economy by Optimizing Effective Rolling Tire Resistance
US9481415B2 (en) 2012-02-10 2016-11-01 Compagnie Generale Des Etablissements Michelin Vehicle fuel economy by optimizing effective rolling tire resistance
US10266221B2 (en) 2012-02-10 2019-04-23 Compagnie Generale Des Etablissements Michelin Vehicle fuel economy by optimizing effective tire rolling resistance

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