WO1995005292A1 - Vehicule dote d'un systeme de suspension pneumatique - Google Patents

Vehicule dote d'un systeme de suspension pneumatique Download PDF

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Publication number
WO1995005292A1
WO1995005292A1 PCT/GB1994/001773 GB9401773W WO9505292A1 WO 1995005292 A1 WO1995005292 A1 WO 1995005292A1 GB 9401773 W GB9401773 W GB 9401773W WO 9505292 A1 WO9505292 A1 WO 9505292A1
Authority
WO
WIPO (PCT)
Prior art keywords
wheeled vehicle
air
electric signal
vehicle
valve
Prior art date
Application number
PCT/GB1994/001773
Other languages
English (en)
Inventor
Anthony Arthur Varndell
Original Assignee
M & G Tankers & Trailers Limited
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
Priority claimed from GB939316735A external-priority patent/GB9316735D0/en
Priority claimed from GB939320631A external-priority patent/GB9320631D0/en
Application filed by M & G Tankers & Trailers Limited filed Critical M & G Tankers & Trailers Limited
Priority to AU73877/94A priority Critical patent/AU7387794A/en
Publication of WO1995005292A1 publication Critical patent/WO1995005292A1/fr

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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
    • 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
    • B60G17/015—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 the regulating means comprising electric or electronic elements
    • B60G17/017—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 the regulating means comprising electric or electronic elements characterised by their use when the vehicle is stationary, e.g. during loading, engine start-up or switch-off

Definitions

  • the invention relates to vehicles with air suspension systems and in particular to air suspension systems for load carrying vehicles.
  • Such vehicles are usually trailer units and comprise a chassis having road wheels above which is a cargo compartment including a load carrying platform.
  • Air springs are present to raise the compartment to an in-transport condition and to lower the compartment to the level of a loading bay or dock, e.g. for roll off and roll on.
  • the air suspension system includes control means for the driver to use the air springs to raise or lower the height of the platform relative to the height of the bay or dock.
  • the invention provides a wheeled vehicle in accordance with Claim 1.
  • the control means is responsive to the electric signal to raise the platform from a loading or unloading position to an in-transport condition by pumping air into the air spring.
  • Movement of the wheels may be sensed in either direction of rotation e.g. by a rotation sensor coupled to an axle carrying road wheels of the vehicle. It is a much preferred feature of the invention that the sensor present for the anti lock braking system is also used to generate a signal for the purpose of the invention.
  • the system of the invention includes an electrically operated pneumatic valve which is energised on receipt of a signal from the sensor to activate control means to adjust the height of the platform.
  • the electric power to drive the valve may be drawn from the vehicle's supply.
  • the signal be supplied to a switch in a battery powered circuit used to operate the pneumatic valve.
  • a switch circuit is present to reduce draining of power from the battery.
  • Figure 1 is a schematic plan view of a trailer in accordance with the invention.
  • Figure 2 is a side elevation of the trailer of Figure 1 , with one road wheel removed to show an air spring suspension unit;
  • Figure 3 is a pneumatic circuit diagram of one pneumatic control system for use with the trailer of Figure 1 ;
  • Figure 4 is a pneumatic circuit diagram of another pneumatic control system for use with the trailer of Figure 1 ;
  • FIG. 5 is a block schematic diagram of the electronic control unit 29 of Figures 3 and 4, and
  • FIG. 6 is a more detailed circuit diagram of the electronic control unit 29.
  • a trailer 100 comprises a load-carrying platform 7 (which is depicted as a rectangular frame for the sake of simplicity) supported at the rear on two sets of three air springs 12, 13, 14 and 15, 16, 17 respectively.
  • air spring 15 acts between the platform 7 and a pivot P2 at one end of a beam 41 which is connected by a pivot P1 at its opposite end to a downward extension of the platform.
  • Beam 41 is supported at its mid-portion on axle 8 carrying road wheels 11, and the beams (not shown) of the other air springs are similarly supported on axles 9 and 10 carrying further road wheels 11. It will be apparent that the height of platform 7 above ground level will depend upon the extension of air springs 12 to 17.
  • Air springs 12 to 14 are supplied with pressurised air via a common air line 60 ( Figure 1) and air springs 15 to 17 are similarly supplied with pressurised air via a common air line 70 ( Figure 1).
  • Air lines 60 and 70 interface with air lines B and D respectively of the pneumatic control arrangements shown in Figures 3 and 4, as described below in detail.
  • the required air pressure is ultimately derived from a reservoir 1 which is connected via an air filter 2 to a height limiting valve 3 and a height control valve 4.
  • These valves are both coupled (by means not shown) between the axle assembly and platform 7 of the trailer 100, valve 3 serving to limit the height to which the platform can be raised and valve 4 having two output air lines (coupled to lines C and A respectively of the arrangement of Figure 3 or Figure 4) which cut off air when the height of either the left or right side of platform 7 exceeds a predetermined threshold.
  • the output of valve 3 is connected to line P of Figure 3 or Figure 4).
  • Height limiting and height control valves are commonly used in air suspension systems and accordingly it is not necessary to describe them in further detail.
  • the trailer 100 shown in Figure 1 also includes an antilock braking system ABS which includes a permanent magnet variable reluctance rotation sensor 5 which senses the rotational speed of a toothed wheel 6 mounted on axle 9.
  • ABS antilock braking system
  • the antilock braking system is of a standard type and includes the normal outputs to the trailer brakes (not shown).
  • the control arrangement 200 shown in Figure 3 comprises a spring-biased pneumatic valve 23 operated by a solenoid 24 and two further spring biased pneumatic valves 25 and 26, each operated by pilot lines.
  • the arrangement further comprises two memory (i.e. latching) pneumatic valves 27 and 28 which are associated with sets of air springs 12 to 14 and 15 to 17 respectively (see Figure 1).
  • Each of the above valves is a 3-port, 2-state valve, two states ST1 and ST2 being depicted adjacent one another and pilot lines being shown entering the short sides of the rectangle constituted by the two possible states ST1 and ST2, as is conventional.
  • Manually operable RAISE, LOWER and RESET valves 20, 21 and 22 have their input ports commonly connected to the output of a shuttle valve 19, whose input ports are respectively connected via an air filter 32 to a pressurised air reservoir 18, and via a non-return valve 31 to line P from height limiting valve 3 (figure 1).
  • the output ports of RAISE and LOWER valves 20 and 21 are connected to the respective input ports of a shuttle valve 71 , whose output port is connected (in common to those pilot lines of memory valves 27 and 28 which are associated with state ST1.
  • the output ports of valves 20 and 21 are also connected to the pilot lines of spring -biased valves 25 and 26.
  • FIG. 3 operates as follows.
  • the platform 7 can be raised, lowered and reset manually by valves 20, 21 and 22 respectively.
  • depression of the push button to operate RAISE valve 20 applies pressure to the pilot line of valve 25, which accordingly enters state ST1 , and applies pressure via shuttle valve 71 to the pilot lines of memory valves 27 and 28, which accordingly latch to state ST1.
  • pressurised air from valve 19 and/or 31 enters valve 25 (in state ST1) and is conveyed via valves 27 and 28 (also in state ST1) to lines B and D respectively, and hence to lines 60 and 70 (Figure 1) to inflate the sets of air springs 12 to 14 and 15 to 17 and raise the platform 7.
  • Depression of the pushbutton of LOWER valve 21 sets valve 26 to state ST1 via its pilot line and also sets memory valves 27 and 28 to state ST1 (via shuttle valve 71 and their respective pilot lines). Consequently air from the air springs flows through lines B and D to a line L connecting their output ports, and thence via valve 26 (in state ST1) and an outlet 30 to atmosphere.
  • RESET valve 22 applies pressure via the lower pilot line of valves 27 and 28, but only if valve 23 is in state ST2. Assuming valve 23 is in this state, memory valves 27 and 28 are latched back to state ST2 in which line B is connected to line A and line C is connected to line D i.e. the two sets of air springs 12 to 14 and 15 to 17 are connected to the respective outputs from height control valve 4 ( Figure 1). This is the "in-transport" condition in which the height of platform 7 (and also its inclination) is maintained during transport.
  • valve 23 When valve 23 is set in state ST1 (under the action of a solenoid 24) pressure is applied via the lower pilot line of memory valves 27 and 28 and they remain latched in state ST2 (i.e in the "in-transport" condition) irrespective of the operation of valves 20 to 22. Accordingly, even by momentarily putting valve 23 in state ST1, the valves 27 and 28 are re-set to the in-transport condition in which it is safe for the trailer suspension to experience shocks from the road without damaging the load.
  • valve 23 is set to state ST1
  • state ST1 The conditions under which valve 23 is set to state ST1 are described in detail below, with reference to Figures 5 and 6. However, before doing so, the pneumatic arrangement 300 of Figure 4 will be referred to. "
  • This arrangement is simpler than that of Figure 3, and comprises a manually operable RESET valve 22 (similar to RESET valve 22 of Fig. 3) and manually operable DUMP valve 33, both supplied with pressurised air from a reservoir 34 and from air line P via a non-return valve 35.
  • the arrangement includes a two state 3- port spring biased valve 36 operated by a solenoid 24, which in state ST1 automatically resets 2-state 3-port memory valves 37 and 38 to the "in-transport" state ST1.
  • 33 sets these memory valves to state ST2 which enables the air springs to exhaust to atmosphere via outlet 30, thus lowering platform 7 to a height suitable for loading or unloading. In this lowered condition, there is a danger that any shocks from the road experienced by the suspension during transport will damage the load.
  • ECU 29 comprises an amplifier 29a which amplifies the electric signal from sensor 5 and feeds it to a delay timer 29b and a mono-stable 29c which briefly switches on a relay winding RW, briefly closing relay contacts RC and operating solenoid 24 (Figs 3 and 4) to re-set the pneumatic control system to the in-transport condition as soon as the speed exceeds a certain threshold (normally set below 10kph).
  • a certain threshold normally set below 10kph
  • the circuitry is powered by its own rechargeable battery 39 which is charged (via voltage regulating means, not shown) from an auxiliary supply 40 such as the main vehicle battery. Accordingly the arrangement is not depended on the state of change of the main vehicle battery. Furthermore, the circuitry is arranged to minimise its power consumption by generating a delay period during which further re-setting of the pneumatic valve arrangement to the in-transport condition is prevented, as will become apparent from the following description of Figure 6.
  • amplifier 29a comprises transistors T1 and T2 and their associated resistors R1 to R7.
  • the A.C. electric signal from sensor 5 appears as an input signal at S1 and is coupled to the amplifier by a capacitor C1. Both the amplitude (O to 10V) and the frequency of this signal increase as the speed of rotation of the axles increases.
  • the output of the amplifier, at the junction of R5 and the collector of T2 is clipped to a square wave even when the amplitude of the input signal is low and is applied to a trigger input 2 of ICI, an LC-555 timer. Consequently an output pulse is generated at output pin 3, which is transmitted to switching transistor T4 of monostable circuit 29c via a coupling capacitor C3 and a resistor R9.
  • Diodes D1 and D2 are provided to protect transistor T4.
  • the output pulse briefly operates a relay having winding RW and normally open contacts RC, and hence activates solenoid 24 (see also Figs. 3 and 4) for a few milliseconds, sufficient to re-set the pneumatic control arrangement to the "in transport" condition.
  • ICI is provided with a capacitor charging circuit comprising resistor R8, preset resistor P1 and capacitor C2 which is charged with DC from pin 3.
  • the charge on capacitor C2 reaches a certain threshold, the voltage at pins 6 and 7 rises to a value sufficient to re-set ICI. Only after it has been re-set can it be re- triggered by an amplified signal from rotation sensor 5.
  • Such charging of capacitor C2 and re-setting of ICI are prevented when the trailer axles are rotating by switching transistor T3 which is switched by the amplified square wave from aplifier 29a at each cycle thereof and repeatedly discharges capacitor C2.
  • capacitor C2 takes about 2 minutes (variable up to 5 minutes by setting P1) to charge and re-set ICI.
  • ICI is insensitive to any re-appearance of a rotation signal at S1 and accordingly the possibility of needless repetition of the activation of solenoid 24, with consequential drain on the battery, is avoided.
  • the invention is not limited to trailers, and is applicable to other wheeled vehicles (not only road vehicles) having air suspensions.
  • the invention is capable of variation.
  • the height limiting valve may be eliminated and replaced by an internally regulated air supply. This will reduce the number of components required.

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

Abstract

L'invention concerne une remorque (100) ou un autre véhicule à roues doté d'une suspension pneumatique (12-17) et pourvu d'un capteur (5) de rotation de roue, lequel génère un signal de contrôle provoquant la remise en place de la suspension pneumatique en position (élevée) de transport à partir d'une position (abaissée) de chargement/déchargement dans laquelle la cargaison risque d'être endommagée par le déplacement de la remorque. L'invention concerne également un circuit de commande électronique (non illustré) muni d'un circuit d'économie d'énergie empêchant la répétition de la remise en position de transport de la suspension pneumatique.
PCT/GB1994/001773 1993-08-12 1994-08-12 Vehicule dote d'un systeme de suspension pneumatique WO1995005292A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU73877/94A AU7387794A (en) 1993-08-12 1994-08-12 Vehicle with air suspension system

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB9316735.1 1993-08-12
GB939316735A GB9316735D0 (en) 1993-08-12 1993-08-12 Vehicle with air suspension system
GB939320631A GB9320631D0 (en) 1993-10-07 1993-10-07 Air suspension system
GB9320631.6 1993-10-07

Publications (1)

Publication Number Publication Date
WO1995005292A1 true WO1995005292A1 (fr) 1995-02-23

Family

ID=26303361

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB1994/001773 WO1995005292A1 (fr) 1993-08-12 1994-08-12 Vehicule dote d'un systeme de suspension pneumatique

Country Status (2)

Country Link
AU (1) AU7387794A (fr)
WO (1) WO1995005292A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998035845A1 (fr) * 1997-01-24 1998-08-20 Volvo Lastvagnar Ab Reglage de la hauteur de conduite

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1199392A (fr) * 1957-03-07 1959-12-14 Ford Suspension pneumatique pour véhicule automobile
JPS61268511A (ja) * 1985-05-20 1986-11-28 Hino Motors Ltd 車両の高さ調整装置
JPS6226108A (ja) * 1985-07-29 1987-02-04 Hino Motors Ltd 後２軸車の駆動輪のスリツプ防止装置
JPS62103208A (ja) * 1985-10-30 1987-05-13 Mazda Motor Corp 自動車の車高調整装置
EP0297736A2 (fr) * 1987-06-29 1989-01-04 General Motors Corporation Dispositif de suspension de pneumatique pour véhicule à réglage précis du niveau d'un côté par rapport à l'autre côté
EP0411352A1 (fr) * 1989-07-29 1991-02-06 Iveco Magirus Aktiengesellschaft Aide au démarrage pour véhicules avec des axes multiples à suspension pneumatique avec un axe levable additionnel
US5052713A (en) * 1990-08-06 1991-10-01 Lufkin Industries, Inc. Vehicle suspension safety system
EP0453752A1 (fr) * 1990-04-27 1991-10-30 MAN Nutzfahrzeuge Aktiengesellschaft Autobus, en particulier à plate-forme surbaissée
EP0520147A1 (fr) * 1991-06-24 1992-12-30 Grau Gmbh Dispositif de commande volontaire de montée ou de descente de la carrosserie de véhicules à suspension pneumatique
JPH0648149A (ja) * 1992-08-03 1994-02-22 Nippon Toreele Mobil Kk エヤーサスペンションを備えたトレーラの車高制御装置

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1199392A (fr) * 1957-03-07 1959-12-14 Ford Suspension pneumatique pour véhicule automobile
JPS61268511A (ja) * 1985-05-20 1986-11-28 Hino Motors Ltd 車両の高さ調整装置
JPS6226108A (ja) * 1985-07-29 1987-02-04 Hino Motors Ltd 後２軸車の駆動輪のスリツプ防止装置
JPS62103208A (ja) * 1985-10-30 1987-05-13 Mazda Motor Corp 自動車の車高調整装置
EP0297736A2 (fr) * 1987-06-29 1989-01-04 General Motors Corporation Dispositif de suspension de pneumatique pour véhicule à réglage précis du niveau d'un côté par rapport à l'autre côté
EP0411352A1 (fr) * 1989-07-29 1991-02-06 Iveco Magirus Aktiengesellschaft Aide au démarrage pour véhicules avec des axes multiples à suspension pneumatique avec un axe levable additionnel
EP0453752A1 (fr) * 1990-04-27 1991-10-30 MAN Nutzfahrzeuge Aktiengesellschaft Autobus, en particulier à plate-forme surbaissée
US5052713A (en) * 1990-08-06 1991-10-01 Lufkin Industries, Inc. Vehicle suspension safety system
EP0520147A1 (fr) * 1991-06-24 1992-12-30 Grau Gmbh Dispositif de commande volontaire de montée ou de descente de la carrosserie de véhicules à suspension pneumatique
JPH0648149A (ja) * 1992-08-03 1994-02-22 Nippon Toreele Mobil Kk エヤーサスペンションを備えたトレーラの車高制御装置

Non-Patent Citations (4)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 11, no. 128 (M - 583) 22 April 1987 (1987-04-22) *
PATENT ABSTRACTS OF JAPAN vol. 11, no. 205 (M - 603) 3 July 1987 (1987-07-03) *
PATENT ABSTRACTS OF JAPAN vol. 11, no. 321 (M - 633) 20 October 1987 (1987-10-20) *
PATENT ABSTRACTS OF JAPAN vol. 18, no. 274 (M - 1611) 25 May 1994 (1994-05-25) *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998035845A1 (fr) * 1997-01-24 1998-08-20 Volvo Lastvagnar Ab Reglage de la hauteur de conduite
US6431557B1 (en) 1997-01-24 2002-08-13 Volvo Lastvagnar Ab Driving mode ride height adjustment

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