WO2018039101A1 - Pneumatic anti-roll system - Google Patents
Pneumatic anti-roll system Download PDFInfo
- Publication number
- WO2018039101A1 WO2018039101A1 PCT/US2017/047734 US2017047734W WO2018039101A1 WO 2018039101 A1 WO2018039101 A1 WO 2018039101A1 US 2017047734 W US2017047734 W US 2017047734W WO 2018039101 A1 WO2018039101 A1 WO 2018039101A1
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- WIPO (PCT)
- Prior art keywords
- roll system
- air springs
- height
- pneumatic anti
- connectable
- Prior art date
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- 239000000725 suspension Substances 0.000 claims abstract description 35
- 230000004044 response Effects 0.000 claims description 3
- 238000011068 loading method Methods 0.000 description 9
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 230000004043 responsiveness Effects 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 239000006096 absorbing agent Substances 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 239000000356 contaminant Substances 0.000 description 1
- 238000011109 contamination Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 238000004513 sizing Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/06—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid
- B60G21/073—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
- B60G11/28—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs characterised by means specially adapted for attaching the spring to axle or sprung part of the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
- B60G11/27—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs wherein the fluid is a gas
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
- B60G17/0152—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 the action on a particular type of suspension unit
- B60G17/0155—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 the action on a particular type of suspension unit pneumatic unit
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
- B60G17/016—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 responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0162—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 responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
- B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
- B60G17/052—Pneumatic spring characteristics
- B60G17/0523—Regulating distributors or valves for pneumatic springs
- B60G17/0525—Height adjusting or levelling valves
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- 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
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- B60G17/056—Regulating distributors or valves for hydropneumatic systems
- B60G17/0565—Height adjusting valves
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- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/026—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected transversally
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- B60G3/00—Resilient suspensions for a single wheel
- B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
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- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/15—Fluid spring
- B60G2202/152—Pneumatic spring
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60G2202/10—Type of spring
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- B60G2202/152—Pneumatic spring
- B60G2202/1524—Pneumatic spring with two air springs per wheel, arranged before and after the wheel axis
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- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/11—Mounting of sensors thereon
- B60G2204/111—Mounting of sensors thereon on pneumatic springs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/12—Mounting of springs or dampers
- B60G2204/126—Mounting of pneumatic springs
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- 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
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- B60G2204/82—Interactive suspensions; arrangement affecting more than one suspension unit left and right unit on same axle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
- B60G2204/83—Type of interconnection
- B60G2204/8304—Type of interconnection using a fluid
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2300/00—Indexing codes relating to the type of vehicle
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- B60G2300/026—Heavy duty trucks
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
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- B60G2300/042—Semi-trailers
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
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- B60G2400/252—Stroke; Height; Displacement vertical
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- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/20—Spring action or springs
- B60G2500/202—Height or leveling valve for air-springs
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- B60G2500/00—Indexing codes relating to the regulated action or device
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- B60G2500/2021—Arrangement of valves
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60G2800/01—Attitude or posture control
- B60G2800/012—Rolling condition
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/90—System Controller type
- B60G2800/91—Suspension Control
- B60G2800/912—Attitude Control; levelling control
- B60G2800/9122—ARS - Anti-Roll System Control
Definitions
- This patent application is directed to vehicle suspension and, more specifically, to anti-roll systems.
- a typical mechanical anti-roll bar or sway bar is a torsion spring connected between the left and right sides of a vehicle's suspension.
- the anti-roll bar acts independently of the main suspension springs. As one side of the suspension moves, the anti-roll bar tends to force the opposite side of the suspension, via the torsion spring, to move in the same direction. Thus, the anti-roll bar increases the vehicle suspension's roll stiffness, which increases the vehicle's resistance to rolling in turns.
- FIG. 1 is a side view in elevation of a representative semi-trailer truck.
- FIG. 2 is a schematic representation of a conventional air ride suspension height control system.
- FIG. 3 is a schematic representation of a pneumatic anti-roll system according to a representative embodiment.
- FIG. 4 is an enlarged view of a height control valve shown in FIG. 3.
- FIG. 5 is a rear view of the semi-trailer shown in FIG. 1 .
- FIG. 6 is an isometric view of a double wishbone independent trailer suspension.
- FIG. 7 is an end view of the suspension shown in FIG. 6.
- FIG. 8 is a schematic representation of a pneumatic anti-roll system according to another representative embodiment.
- a pneumatic anti-roll system for use on a vehicle suspension is disclosed.
- the pneumatic anti-roll system reduces the impact of lateral load transfer on a vehicle, such as a trailer, improving vehicle handling and control and decreasing tire wear under normal driving conditions.
- a vehicle such as a trailer
- an air ride suspension uses air springs as the main springs of the suspension.
- the disclosed pneumatic anti-roll system leverages these air springs to achieve the desired anti-roll performance but without the need to add the extra weight and complexity of a torsional spring (e.g., anti-roll bar).
- the pneumatic anti-roll system includes left and right side air springs connectable between a chassis of the vehicle and an axle of the vehicle suspension.
- Left and right side height control valves are mounted to the chassis and left and right side linkages connect between the left and right side height control valves and corresponding left and right end portions of the axle.
- Left and right side control air lines connect between the left and right side height control valves and the corresponding left and right side air springs, respectively.
- FIG. 1 illustrates a typical semi-trailer truck 10 including a tractor unit 12 connected to a semi-trailer 14.
- Semi-trailer 14 includes a tandem axle suspension 16 having two axles 18.
- each axle 18 includes four wheels 20.
- a conventional tandem axle suspension 16 includes a pneumatic height control system 24.
- the pneumatic height control system 24 includes an air supply e.g., air-tank 30, a height control valve 26, and four air springs 22.
- Each axle 18 is supported on both ends by a corresponding air spring 22.
- the height control valve 26 is used to adjust the ride height of the semitrailer 14 in response to varying loads by changing the air pressure in the air springs 22.
- the height control valve 26 is mounted on the trailer chassis and the valve lever 28 is connected to the middle of one of the axles 18. When the trailer 14 is at the desired ride height, the lever 28 is approximately level and the valve is "CLOSED". If additional weight is added to the trailer 14, the air springs 22 will be compressed under the added load consequently reducing the ride height. This will push the lever 28 upward into the "INFLATE” position, opening the valve 26, which adds compressed air from tank 30 to all four of the air springs 22 until the air springs 22 are sufficiently inflated to restore the correct ride height.
- the air springs 22 will extend, consequently increasing the trailer's ride height above the desired height. This will, in turn, move the lever 28 downward into the "EXHAUST" position, which allows compressed air to escape from the air springs 22, thereby reducing the ride height until the desired height is restored.
- multiple height control valves are used to control the ride height of the trailer 14 as well as compensate for asymmetric loading due to cornering.
- One particular embodiment uses a pair of valves 126 L and 126 R , for the left and right sides of the trailer 14. By separating the pressure control of the left 122 L and right 122 R side air springs it is possible to adjust for asymmetric loading on the trailer due to weight transfer under cornering or due to uneven loading of cargo in the trailer.
- the pneumatic anti-roll system 100 includes an air supply e.g. , air-tank 130 connected to the left and right side height control valves 126 L and 126 R via supply line 136. As shown in FIG. 4, each height control valve 126 L and 126 R is connected to a control line to selectively supply air to the air springs from air-tank 130 and vent pressure from the air springs through an exhaust. For example, height control valve 126 L is operative to supply air pressure from air-tank 130 to left side air springs 122 L via control line 140 L and to vent excess pressure from air springs 122 L through exhaust 138 L .
- FIG. 1 air supply e.g. , air-tank 130 connected to the left and right side height control valves 126 L and 126 R via supply line 136.
- each height control valve 126 L and 126 R is connected to a control line to selectively supply air to the air springs from air-tank 130 and vent pressure from the air springs through an exhaust.
- height control valve 126 L
- each height control valve 126 L and 126 R is mounted to the trailer chassis with a corresponding bracket, such as left side valve bracket 134 L .
- Each height control valve 126 L and 126 R also includes a corresponding valve lever 128 L and 128 R connected the left and right ends of axle 18 via linkages 132 L and 132 R , respectively (also see FIG. 5).
- the pneumatic anti-roll system described herein provides the desired functionality of a mechanical anti-roll bar but without the added weight and complexity because it uses the existing air springs of the main suspension. This also means that as the overall weight of the vehicle is increased the pneumatic system is easily able to adapt to the increased load of extra cargo. This is not possible with a mechanical torsion spring, which would be sized for the gross weight of the vehicle. Thus, it would be over sized for all but the heaviest loading conditions.
- the pneumatic based system also lends itself to computer control or activation and can be adapted for an active suspension system. In some embodiments, the responsiveness of the system can be tuned by altering the sizing of the valving in order to control fill rates and exhaust rates.
- the mechanical valving could be replaced by a computer control system so that this system could become part of an active suspension control system.
- the system can use height control valves for each wheel. Accordingly, a tandem axle system would have four valves, for example.
- the pneumatic anti-roll system has been described with respect to conventional tandem solid axle trailer suspensions, the disclosed technology can be applied to single axle suspensions or suspensions with more than two axles. Furthermore, the pneumatic anti-roll system can be applied to other suspension system configurations incorporating air springs.
- the pneumatic anti-roll system can be applied to the double wishbone independent trailer suspension 200 shown in FIGS. 6 and 7.
- the double wishbone suspension 200 includes a sub- frame 202 supporting multiple wheel spindles 204. Each spindle 204 is suspended on upper 208 and lower 206 wishbone control arms. Multiple air springs 210 are positioned between the upper control arm 208 and the sub-frame 202 to support the weight of the trailer.
- a shock absorber 212 (e.g., damper) is connected between the lower control arm 206 and the sub-frame 202 to help control movement of the suspension.
- the height control valves of the pneumatic anti-roll system are mounted to the sub-frame 202 and linkages connect the valve lever to the upper or lower control arms to actuate the height control valve.
- the double wishbone suspension is further described in co-pending U.S. Patent Application No. 62/378077 (Attorney Docket No. 89143-8080.US00), filed August 22, 2016, entitled DOUBLE WISHBONE INDEPENDENT TRAILER SUSPENSION, the disclosure of which is incorporated herein by reference in its entirety.
- FIG. 8 illustrates a pneumatic anti-roll system 300 according to another representative embodiment.
- the pneumatic anti-roll system 300 includes a set of electronic micro-computer controlled pneumatic valves 326.
- the height sensors 323 output electrical signals to a small micro-computer 350 which uses these signals to determine the ride height of the vehicle at each wheel.
- the microcomputer 350 senses that a wheel end is no longer at a predetermined nominal ride height it is then able to adjust the air pressure in a given air spring by operating the corresponding valve 326 to either supply more air pressure from tank 330 to the air spring 322 or exhaust air pressure from the air spring 322 through an exhaust outlet 346.
- the predetermined nominal ride height comprises a range of acceptable ride heights, such as a nominal ride height plus or minus a tolerance, for example and without limitation ⁇ 0.25 inches.
- the height sensor 323 is located inside the air spring 322 and thus is protected from the weather, dirt, and other contaminants.
- the pneumatic control valves 326 can also be positioned so that they are not exposed to contamination or weather.
- the system is micro-computer controlled and so the responsiveness of the system and the control algorithm used to determine the roll control of the vehicle can be easily adjusted through software changes.
- references in this specification to "one embodiment” or “an embodiment” means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the disclosure.
- the appearances of the phrase “in one embodiment” in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments.
- various features are described which may be exhibited by some embodiments and not by others.
- various requirements are described which may be requirements for some embodiments but not for other embodiments.
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Abstract
Technology is provided for a pneumatic anti-roll system for use on a vehicle suspension. The pneumatic anti-roll system includes left and right side air springs connectable between a chassis of the vehicle and an axle of the vehicle suspension. Left and right side height control valves are mounted to the chassis and left and right side linkages connect between the left and right side height control valves and corresponding left and right end portions of the axle. Left and right side control air lines connect between the left and right side height control valves and corresponding left and right side air springs, respectively.
Description
PNEUMATIC ANTI-ROLL SYSTEM
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of and priority to U.S. Patent Application No. 62/378,081 , filed August 22, 2016, the disclosure of which is incorporated herein by reference in its entirety.
TECHNICAL FIELD
[0002] This patent application is directed to vehicle suspension and, more specifically, to anti-roll systems.
BACKGROUND
[0003] A typical mechanical anti-roll bar or sway bar is a torsion spring connected between the left and right sides of a vehicle's suspension. The anti-roll bar acts independently of the main suspension springs. As one side of the suspension moves, the anti-roll bar tends to force the opposite side of the suspension, via the torsion spring, to move in the same direction. Thus, the anti-roll bar increases the vehicle suspension's roll stiffness, which increases the vehicle's resistance to rolling in turns.
BRIEF DESCRIPTION OF THE DRAWINGS
[0004] Embodiments of the pneumatic anti-roll system introduced herein may be better understood by referring to the following Detailed Description in conjunction with the accompanying drawings, in which like reference numerals indicate identical or functionally similar elements:
[0005] FIG. 1 is a side view in elevation of a representative semi-trailer truck.
[0006] FIG. 2 is a schematic representation of a conventional air ride suspension height control system.
[0007] FIG. 3 is a schematic representation of a pneumatic anti-roll system according to a representative embodiment.
[0008] FIG. 4 is an enlarged view of a height control valve shown in FIG. 3.
[0009] FIG. 5 is a rear view of the semi-trailer shown in FIG. 1 .
[0010] FIG. 6 is an isometric view of a double wishbone independent trailer suspension.
[0011] FIG. 7 is an end view of the suspension shown in FIG. 6.
[0012] FIG. 8 is a schematic representation of a pneumatic anti-roll system according to another representative embodiment.
[0013] The headings provided herein are for convenience only and do not necessarily affect the scope or meaning of the claimed embodiments. Further, the drawings have not necessarily been drawn to scale. For example, the dimensions of some of the elements in the figures may be expanded or reduced to help improve the understanding of the embodiments. Moreover, while the disclosed technology is amenable to various modifications and alternative forms, specific embodiments have been shown by way of example in the drawings and are described in detail below. The intention, however, is not to limit the embodiments described. On the contrary, the embodiments are intended to cover all modifications, equivalents, and alternatives falling within the scope of the embodiments as defined by the appended claims.
DETAILED DESCRIPTION Overview
[0014] A pneumatic anti-roll system for use on a vehicle suspension is disclosed. The pneumatic anti-roll system reduces the impact of lateral load transfer on a vehicle, such as a trailer, improving vehicle handling and control and decreasing tire wear under normal driving conditions. In heavy trucks and trailers an air ride suspension uses air springs as the main springs of the suspension. The disclosed pneumatic anti-roll system leverages these air springs to achieve the desired anti-roll performance but without the need to add the extra weight and complexity of a torsional spring (e.g., anti-roll bar).
[0015] In an embodiment, the pneumatic anti-roll system includes left and right side air springs connectable between a chassis of the vehicle and an axle of the vehicle suspension. Left and right side height control valves are mounted to the chassis and left and right side linkages connect between the left and right side height control valves and corresponding left and right end portions of the axle. Left and
right side control air lines connect between the left and right side height control valves and the corresponding left and right side air springs, respectively.
General Description
[0016] Various examples of the device and systems introduced above will now be described in further detail. The following description provides specific details for a thorough understanding and enabling description of these examples. One skilled in the relevant art will understand, however, that the techniques discussed herein may be practiced without many of these details. Likewise, one skilled in the relevant art will also understand that the technology can include many other features not described in detail herein. Additionally, some well-known structures or functions may not be shown or described in detail below so as to avoid unnecessarily obscuring the relevant description.
[0017] The terminology used below is to be interpreted in its broadest reasonable manner, even though it is being used in conjunction with a detailed description of some specific examples of the embodiments. Indeed, some terms may even be emphasized below; however, any terminology intended to be interpreted in any restricted manner will be overtly and specifically defined as such in this section.
[0018] FIG. 1 illustrates a typical semi-trailer truck 10 including a tractor unit 12 connected to a semi-trailer 14. Semi-trailer 14 includes a tandem axle suspension 16 having two axles 18. Typically, each axle 18 includes four wheels 20. With further reference to FIG. 2, a conventional tandem axle suspension 16 includes a pneumatic height control system 24. The pneumatic height control system 24 includes an air supply e.g., air-tank 30, a height control valve 26, and four air springs 22. Each axle 18 is supported on both ends by a corresponding air spring 22.
[0019] The height control valve 26 is used to adjust the ride height of the semitrailer 14 in response to varying loads by changing the air pressure in the air springs 22. The height control valve 26 is mounted on the trailer chassis and the valve lever 28 is connected to the middle of one of the axles 18. When the trailer 14 is at the desired ride height, the lever 28 is approximately level and the valve is "CLOSED". If additional weight is added to the trailer 14, the air springs 22 will be compressed under the added load consequently reducing the ride height. This will push the lever
28 upward into the "INFLATE" position, opening the valve 26, which adds compressed air from tank 30 to all four of the air springs 22 until the air springs 22 are sufficiently inflated to restore the correct ride height. If the additional weight is removed from the trailer 14, the air springs 22 will extend, consequently increasing the trailer's ride height above the desired height. This will, in turn, move the lever 28 downward into the "EXHAUST" position, which allows compressed air to escape from the air springs 22, thereby reducing the ride height until the desired height is restored.
[0020] In the pneumatic anti-roll system 100 shown in FIG. 3, multiple height control valves are used to control the ride height of the trailer 14 as well as compensate for asymmetric loading due to cornering. One particular embodiment uses a pair of valves 126L and 126R, for the left and right sides of the trailer 14. By separating the pressure control of the left 122L and right 122R side air springs it is possible to adjust for asymmetric loading on the trailer due to weight transfer under cornering or due to uneven loading of cargo in the trailer.
[0021] The pneumatic anti-roll system 100 includes an air supply e.g. , air-tank 130 connected to the left and right side height control valves 126L and 126R via supply line 136. As shown in FIG. 4, each height control valve 126L and 126R is connected to a control line to selectively supply air to the air springs from air-tank 130 and vent pressure from the air springs through an exhaust. For example, height control valve 126L is operative to supply air pressure from air-tank 130 to left side air springs 122L via control line 140L and to vent excess pressure from air springs 122L through exhaust 138L. Returning to FIG. 3, each height control valve 126L and 126R is mounted to the trailer chassis with a corresponding bracket, such as left side valve bracket 134L. Each height control valve 126L and 126R also includes a corresponding valve lever 128L and 128R connected the left and right ends of axle 18 via linkages 132L and 132R, respectively (also see FIG. 5).
[0022] When trailer 14 rounds a right-hand corner as shown in FIG. 5, the left end portion of the axle 18 moves upward toward the chassis whereby the outside (i.e., left) air springs 122L are compressed; locally reducing the ride height, thereby opening the height control valve 126L so that extra compressed air will be added to left-side air springs 122L. On the inside of the turn (i.e., right), air springs 122R are extended; locally increasing the ride height, whereby the height control valve 126R
exhausts compressed air from the right-side air springs 122R. Adding air to the leftside air springs 122L and exhausting air pressure from right-side air springs 122R acts to push back against the lateral loading created by cornering such that the trailer tends to remain level and body roll of the trailer is reduced.
[0023] In situations of asymmetric loadings caused by single wheel loading due to the bumps in the road such as a pothole, the responsiveness of the system is slow enough that it will not impact the pressure in any of the air springs. However, when cornering, the resulting asymmetric loading created by the lateral loading, is held long enough that the system is able to respond.
[0024] The pneumatic anti-roll system described herein provides the desired functionality of a mechanical anti-roll bar but without the added weight and complexity because it uses the existing air springs of the main suspension. This also means that as the overall weight of the vehicle is increased the pneumatic system is easily able to adapt to the increased load of extra cargo. This is not possible with a mechanical torsion spring, which would be sized for the gross weight of the vehicle. Thus, it would be over sized for all but the heaviest loading conditions. The pneumatic based system also lends itself to computer control or activation and can be adapted for an active suspension system. In some embodiments, the responsiveness of the system can be tuned by altering the sizing of the valving in order to control fill rates and exhaust rates. In some embodiments, the mechanical valving could be replaced by a computer control system so that this system could become part of an active suspension control system. In another representative embodiment, the system can use height control valves for each wheel. Accordingly, a tandem axle system would have four valves, for example.
[0025] Although the pneumatic anti-roll system has been described with respect to conventional tandem solid axle trailer suspensions, the disclosed technology can be applied to single axle suspensions or suspensions with more than two axles. Furthermore, the pneumatic anti-roll system can be applied to other suspension system configurations incorporating air springs. For example, the pneumatic anti-roll system can be applied to the double wishbone independent trailer suspension 200 shown in FIGS. 6 and 7. The double wishbone suspension 200 includes a sub- frame 202 supporting multiple wheel spindles 204. Each spindle 204 is suspended on upper 208 and lower 206 wishbone control arms. Multiple air springs 210 are
positioned between the upper control arm 208 and the sub-frame 202 to support the weight of the trailer. A shock absorber 212 (e.g., damper) is connected between the lower control arm 206 and the sub-frame 202 to help control movement of the suspension. In at least one embodiment, the height control valves of the pneumatic anti-roll system are mounted to the sub-frame 202 and linkages connect the valve lever to the upper or lower control arms to actuate the height control valve. The double wishbone suspension is further described in co-pending U.S. Patent Application No. 62/378077 (Attorney Docket No. 89143-8080.US00), filed August 22, 2016, entitled DOUBLE WISHBONE INDEPENDENT TRAILER SUSPENSION, the disclosure of which is incorporated herein by reference in its entirety.
[0026] FIG. 8 illustrates a pneumatic anti-roll system 300 according to another representative embodiment. The pneumatic anti-roll system 300 includes a set of electronic micro-computer controlled pneumatic valves 326. Built into each air spring 322 is a non-contact height sensor 323, a device that is able to measure the distance between the upper 342 and lower 344 mount plates of the air spring 322. The height sensors 323 output electrical signals to a small micro-computer 350 which uses these signals to determine the ride height of the vehicle at each wheel. If the microcomputer 350 senses that a wheel end is no longer at a predetermined nominal ride height it is then able to adjust the air pressure in a given air spring by operating the corresponding valve 326 to either supply more air pressure from tank 330 to the air spring 322 or exhaust air pressure from the air spring 322 through an exhaust outlet 346. In some embodiments, the predetermined nominal ride height comprises a range of acceptable ride heights, such as a nominal ride height plus or minus a tolerance, for example and without limitation ± 0.25 inches. Some examples of suitable air springs with non-contact height sensors are further described in U.S. Patent No. 9,694,640, filed April 9, 2014, entitled NON-CONTACT POWER SUPPLY FOR HEIGHT SENSOR WITH SINGLE CABLE, the disclosure of which is incorporated herein by reference in its entirety.
[0027] This system offers a number of advantages. For example, the height sensor 323 is located inside the air spring 322 and thus is protected from the weather, dirt, and other contaminants. The pneumatic control valves 326 can also be positioned so that they are not exposed to contamination or weather. The system is micro-computer controlled and so the responsiveness of the system and the
control algorithm used to determine the roll control of the vehicle can be easily adjusted through software changes.
Remarks
[0028] The above description and drawings are illustrative and are not to be construed as limiting. Numerous specific details are described to provide a thorough understanding of the disclosure. However, in some instances, well-known details are not described in order to avoid obscuring the description. Further, various modifications may be made without deviating from the scope of the embodiments. Accordingly, the embodiments are not limited except as by the appended claims.
[0029] Reference in this specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the disclosure. The appearances of the phrase "in one embodiment" in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Moreover, various features are described which may be exhibited by some embodiments and not by others. Similarly, various requirements are described which may be requirements for some embodiments but not for other embodiments.
[0030] The terms used in this specification generally have their ordinary meanings in the art, within the context of the disclosure, and in the specific context where each term is used. It will be appreciated that the same thing can be said in more than one way. Consequently, alternative language and synonyms may be used for any one or more of the terms discussed herein, and any special significance is not to be placed upon whether or not a term is elaborated or discussed herein. Synonyms for some terms are provided. A recital of one or more synonyms does not exclude the use of other synonyms. The use of examples anywhere in this specification, including examples of any term discussed herein, is illustrative only and is not intended to further limit the scope and meaning of the disclosure or of any exemplified term. Likewise, the disclosure is not limited to various embodiments given in this specification. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of
ordinary skill in the art to which this disclosure pertains. In the case of conflict, the present document, including definitions, will control.
Claims
1 . A pneumatic anti-roll system for use on a vehicle suspension having left and right side air springs, the system comprising:
left and right side height control valves mountable to a chassis of the vehicle; left and right side linkages connectable between the left and right side height control valves and corresponding left and right end portions of an axle of the vehicle suspension; and
left and right side control air lines connectable between the left and right side height control valves and corresponding left and right side air springs, respectively.
2. The pneumatic anti-roll system of claim 1 , further comprising an air tank pneumatically connected to the left and right side height control valves.
3. The pneumatic anti-roll system of claim 1 , wherein the left side control valve is connectable to a pair of left side air springs and the right side control valve is connectable to a pair of right side air springs.
4. The pneumatic anti-roll system of claim 1 , wherein the left and right side height control valves include corresponding left and right side valve arms, and wherein the left and right side linkages are configured to move the left and right side valve arms toward an inflate position or an exhaust position in response to movement of the left and right end portions of the axle.
5. The pneumatic anti-roll system of claim 1 , wherein the left and right side valve arms move toward the inflate position as the corresponding left and right side end portions of the axle move upward toward the chassis.
6. A pneumatic anti-roll system for use on a vehicle suspension, the system comprising:
left and right side air springs connectable between a chassis of the vehicle and an axle of the vehicle suspension;
left and right side height control valves mountable to the chassis;
left and right side linkages connectable between the left and right side height control valves and corresponding left and right end portions of the axle; and
left and right side control air lines connectable between the left and right side height control valves and corresponding left and right side air springs, respectively.
7. The pneumatic anti-roll system of claim 6, further comprising an air tank pneumatically connected to the left and right side height control valves.
8. The pneumatic anti-roll system of claim 6, wherein the left side control valve is connectable to a pair of left side air springs and the right side control valve is connectable to a pair of right side air springs.
9. The pneumatic anti-roll system of claim 6, wherein the left and right side height control valves include corresponding left and right side valve arms, and wherein the left and right side linkages are configured to move the left and right side valve arms toward an inflate position or an exhaust position in response to movement of the left and right end portions of the axle.
10. The pneumatic anti-roll system of claim 6, wherein the left and right side valve arms move toward the inflate position as the corresponding left and right side end portions of the axle move upward toward the chassis.
1 1 . A pneumatic anti-roll system for use on a vehicle suspension, the system comprising:
left and right side air springs connectable between a chassis of the vehicle and an axle of the vehicle suspension;
left and right side height sensors positioned in respective ones of the left and right side air springs;
left and right side electronically controlled valves mountable to the chassis; left and right side control air lines connectable between the left and right side electronically controlled valves and corresponding left and right side air springs, respectively; and
a controller electrically coupled to the left and right side electronically controlled valves and the left and right side height sensors.
12. A pneumatic anti-roll system of claim 1 1 , wherein the controller includes instructions for:
receiving signals from the left and right side height sensors corresponding to a left side ride height and a right side ride height;
operating the left side electronically controlled valve to inflate the left side air spring when the left side ride height is less than a predetermined ride height range; and
operating the right side electronically controlled valve to inflate the right side air spring when the right side ride height is less than the predetermined ride height range.
13. The pneumatic anti-roll system of claim 12, wherein the controller includes instructions for:
operating the left side electronically controlled valve to exhaust the left side air spring when the left side ride height is greater than the predetermined ride height range; and
operating the right side electronically controlled valve to exhaust the right side air spring when the right side ride height is greater than the predetermined ride height range.
14. The pneumatic anti-roll system of claim 1 1 , wherein the left and right side air springs comprise a pair of left side air springs and a pair of right side air springs.
15. The pneumatic anti-roll system of claim 1 1 , further comprising an air tank pneumatically connected to the left and right side electronically controlled valves.
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP17844200.0A EP3500446A4 (en) | 2016-08-22 | 2017-08-21 | Pneumatic anti-roll system |
CN201780051882.6A CN109906158A (en) | 2016-08-22 | 2017-08-21 | Pneumatic anti-roll system |
US16/325,151 US20190168565A1 (en) | 2016-08-22 | 2017-08-21 | Pneumatic anti-roll system |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US201662378081P | 2016-08-22 | 2016-08-22 | |
US62/378,081 | 2016-08-22 |
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WO2018039101A1 true WO2018039101A1 (en) | 2018-03-01 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/US2017/047734 WO2018039101A1 (en) | 2016-08-22 | 2017-08-21 | Pneumatic anti-roll system |
Country Status (4)
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US (1) | US20190168565A1 (en) |
EP (1) | EP3500446A4 (en) |
CN (1) | CN109906158A (en) |
WO (1) | WO2018039101A1 (en) |
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CN108839533A (en) * | 2018-06-20 | 2018-11-20 | 东风商用车有限公司 | Mechanical air suspension control system and control method thereof |
CN109733149A (en) * | 2019-02-27 | 2019-05-10 | 宁波互生元机电科技有限公司 | A kind of vehicle height adjusting system and its control method |
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US11077733B2 (en) * | 2018-11-26 | 2021-08-03 | Continental Automotive Systems, Inc. | Dynamic load transfer by switchable air volume suspension |
US20200198425A1 (en) * | 2018-12-21 | 2020-06-25 | Agco International Gmbh | Trailed agricultural sprayer with independent wheel suspension |
CN110712492B (en) * | 2019-10-18 | 2021-11-05 | 安路普(北京)汽车技术有限公司 | Method and system for adjusting height and damping force |
GB2597455B (en) * | 2020-07-21 | 2023-04-26 | Jaguar Land Rover Ltd | Active suspension system |
US11554627B2 (en) * | 2021-06-15 | 2023-01-17 | Stephen Ray Lynn | Vehicle height control system |
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Also Published As
Publication number | Publication date |
---|---|
EP3500446A4 (en) | 2020-04-15 |
EP3500446A1 (en) | 2019-06-26 |
CN109906158A (en) | 2019-06-18 |
US20190168565A1 (en) | 2019-06-06 |
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