• 专利附录
  • 专利说明
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    • 专利摘要:
    pneumatic suspension system of a motor vehicle and method for its control. the invention relates to a pneumatic suspension system (1a, 1b, 1e) of a motor vehicle, with a plurality of bellows (23, 24) associated with pneumatic springs of at least one axle of the vehicle, which can connected via connecting lines (29, 30) provided respectively, with a level regulating valve (25, 26), to a main pressure line (22), and which can be disconnected with respect to this, where the main pressure line (22) can be alternately connected, via at least one valve associated (3, 6, 10, 34) to a source of compressed air and a heatsink of compressed air, and can be disconnected from them . in order to be able to define in a simple and economical way different flow rates of the mass air flow during the aeration and deaeration of the bellows (23, 24), the invention provides that the bellows (23; 24) of the pneumatic springs that are arranged on at least one axis of the vehicle or on one side of the vehicle, can be connected to the main pressure line (22), parallel to the first connecting lines (29; 30) respectively, at least via a second line connection (31; 32) provided with a second level regulating valve (27; 28), and that can be disconnected with respect to that, as the second level regulating valves (27; 28) of the bellows in question (23; 24) have nozzle cross-sectional areas of equal size (nwx = nwy), to that of the first level regulating valves (25; 26), and in which a choke (51; 52) is respectively willing to downstream of the second level adjustment valves (27; 28) in the aeration direction, whose throttling cross section (nwd) is less than the nozzle cross section area (nwy) (nwdmenornwy) of the second level regulation valve in question (27; 28).
    公开号:BR112014013933B1
    申请号:R112014013933-4
    申请日:2012-12-05
    公开日:2021-03-30
    发明作者:Reinhard Gocz；Michael Haverkamp；Johann Lucas；Andreas Rutsch；Thomas Stellmacher
    申请人:Wabco Gmbh；
    IPC主号:
    专利说明:

    [001] The invention relates to a pneumatic suspension system for a motor vehicle, with a plurality of bellows associated with pneumatic springs of at least one axis of the vehicle, which can be connected through connecting lines, provided respectively with a level regulating valve, to a main pressure line, and which can be disconnected with respect to that, where the main pressure line can be alternately connected, through at least one valve associated with an air source compressed air and a compressed air heatsink, as well as can be disconnected from them.
    [002] The invention also relates to a pneumatic suspension system for a motor vehicle, with a plurality of bellows associated with pneumatic springs of at least one axis of the vehicle, which can be connected together through a line connection port provided, respectively, with a level regulation valve to a main pressure line, and which can be disconnected with respect to this, where the main pressure line can be alternately connected, through at least one valve associated with a compressed air source and compressed air heatsink, and can be disconnected from them.
    [003] The invention also refers to a method for the control of such a pneumatic suspension system of a vehicle, in the aeration and de-aeration of fo-les.
    [004] Air suspension systems have, unlike conventional steel suspensions, significant advantages and are therefore increasingly used, both in commercial vehicles, such as trucks and buses, as well as in passenger vehicles, preferably heavy vehicles like high-class limousines and SUVs. Thus, a pneumatic suspension system allows for a level adjustment independent of the load, since the actual load state can be compensated respectively by adjusting the bellows pressure in the air spring bellows. Also, a pneumatic suspension system, due to the progressive spring characteristics of the air springs, requires a particularly safe contact with the wheel road and a comfortable response during the pressure and decompression of the wheels.
    [005] Another advantage of air suspension systems is that the ground clearance of the vehicles in question changes as needed, for example, it can be increased for off-road use and reduced for fast motorway driving. Furthermore, for commercial vehicles, the vehicle structure can be reduced for loading and unloading, or adjusted to an appropriate height. Thus, for example, the chassis of a truck with air suspension or a trailer can be lowered to fit a removable platform and be raised again to fit. Likewise, to facilitate loading and unloading, the loading floor of a truck can be regulated by reducing or increasing the bellows pressure on the rear axle to the level of a loading ramp. In air-suspended buses, the vehicle structure external to the carriageway can be lowered to facilitate the entry and exit of passengers, through the discharge of compressed air from the bellows on the outer side of the carriageway, and then again raised by filling the bellows.
    [006] The main construction of such a type of pneumatic suspension systems is, for example, known from the documents DE 198 35 491 C2 and DE 100 04 880 A1.
    [007] The air suspension system according to document DE 198 35 491 C2 has several bellows, which can be connected to a main pressure line, through connection lines provided with a level adjustment valve, respectively, as well how they can be turned off in relation to it. The level regulating valves are formed as 2/2 way solenoid selector valves, which are closed in a first switching position (resting position) and are opened in a second switching position (operating position). The main pressure line is aerated through a planned supply line with a compressor, an air dryer and a non-return valve, as well as it is de-aerated through a de-aeration line, which branches between the compressor and the air dryer. , and that it is provided with a discharge valve. The discharge valve is formed as a 2/2 way selector valve, which is closed in a first switching position (resting position) and is opened in a second switching position (operating position). The pilo-to valve associated with the discharge valve is designed as a 3/2 way solenoid selector valve, which connects the pneumatic control line, in a first switching position (resting position) to the surroundings, in a second switching position (operating position) to the main pressure line.
    [008] In a first modality of this air suspension system known according to Fig. 1 attached there, in a section of line parallel to the non-return valve, a throttle valve designed with a pressure controlled 2/2 way selector valve is arranged , which is closed in a first switching position (resting position) is open in a second switching position (operating position) with a cross-sectional throttling area and whose pneumatic control input is connected to the line pneumatic control of the discharge valve. Therefore, the throttle valve is opened during the aeration of the main pressure line, as well as the discharge valve via the pilot valve, in which the cross-sectional area of the choke limits the mass air flow and relaxes before the air dryer, so the moisture absorption of compressed air is increased from the air dryer and, thus, its regeneration is improved. In a second modality of this known air suspension system, according to Fig. 2 provided in that document, the discharge valve and the throttle valve are combined in a common pressure controlled 4/2 way selector valve.
    [009] The air suspension system according to document DE 100 04 880 A1 is different from the state of the art already described, in that a non-return valve is arranged between the compressor and the air dryer, and in which, in instead of the check valve and throttle valve operated in parallel, only a choke is connected downstream of the dryer in the supply line in the aeration direction. In addition, the discharge valve then comprises a pressure limiting function, as well as a non-return valve activated in the second switching position (operating position). In addition, the air suspension system according to document DE 100 04 880 A1 features a pressure accumulator, which can be connected via a connection line provided with an accumulator valve, to the main pressure line. In a first modality of this air suspension system known according to Fig. 1 of that document, a high pressure discharge valve is also provided, which is designed as a 2/2 way solenoid selector valve, and through which compressed air can be discharged into the environment, if necessary, from the main pressure line, through the air dryer. In a second modality of this air suspension system known according to Fig. 2 of that document, the discharge valve is connected in the direction of bleeding with a choke valve, with a cross-sectional area of controllable choke, through the which during the deaeration of the bellows, the mass flow of air flowing into the environment can be limited, and therefore the speed of lowering the vehicle structure, for example, on a vehicle axle, or on one side of the vehicle can be controlled.
    [010] In DE 42 43 577 B4, however, a pneumatic suspension system for a motor vehicle is described, in which a first selector valve formed as a 3/2 way solenoid selector valve, can be connected , through which a plurality of connecting lines provided respectively with a level regulating valve and which are oriented towards a bellows of an air spring associated with a pressure source, such as a pressure accumulator, or a heatsink pressure, as well as the environment, with a second selector valve connected downstream designed as a 2/2 way solenoid selector valve. The second selector valve is opened with a choke in a first switching position (resting position) and is closed in a second switching position (operating position), with a choke cross-sectional area. When operating the second selector valve, this known pneumatic suspension system can thus be switched between aeration and rapid deaeration of the bellows and slow aeration and deaeration of the bellows. However, the strangulation of the second selector valve can only be applied to a certain number of bellows, therefore for the aeration and de-aeration of at least two or four bellows, therefore being of limited use.
    [011] Finally, from DE 102 23 405 B4, a pneumatic suspension system for a motor vehicle is described, which largely corresponds to that of DE 198 35 491 C2, in which, however, provision is made as in the air suspension system, according to document DE 100 04 880 A1, a pressure accumulator, which can be connected to the main pressure line supplied with an accumulator valve, and which can be disconnected from it. A first modality of this suspension system, known according to Fig. 1 of this document, is contrasting in that the discharge valve is formed there as a 2/2 way solenoid selector valve, and in that in the parallel line section to choke, instead of being provided with a selector valve provided in a switching position with a constant choke cross-sectional area, a choke valve with controllable choke cross-sectional area is then provided. Due to the possible adjustment in the limited perimeter of the choke cross-sectional areas, the mass air flow, which flows into or out of the air dryer during the aeration and deaeration of the bellows, can be regulated and thus the speed Lifting and lowering of the vehicle structure can be controlled by areas, for example, on a vehicle axle or on one side of the vehicle. A throttle valve with a controllable throttling cross-sectional area is, however, a complicated and expensive production component, which is correspondingly expensive and susceptible to failure.
    [012] Basically, in the known air suspension systems, there is therefore the problem that the mass flow of air and, consequently, the elevation and lowering of the vehicle structure, cannot be adequately controlled and varied during aeration. and deaeration of the bellows. Although relatively low air mass flows are required in the level regulation function and in compensating leakage losses, relatively high air mass flows must be fed into the bellows in question, or removed from them, for the purposes of rapid lifting and lowering of the vehicle structure. This is only possible in pneumatic suspension systems known until now, or insufficiently, and associated with functional disadvantages or functional limitations, or only with a high cost in terms of equipment.
    [013] The objective of the present invention, therefore, is to provide, respectively, a pneumatic suspension system for a motor vehicle, of the type mentioned above, which allows, in a simple and cost-efficient production, to establish different speeds. flow of mass air flow, during the aeration and deaeration of the bellows by pneumatic springs. In addition, a method is provided for the respective control of such a pneumatic suspension system during the aeration and deaeration of the bellows by the air springs.
    [014] The first object is solved in connection with the characteristics of the preamble of claim 1, insofar as the air spring bellows that are arranged on at least one axis of the vehicle or on one side of the vehicle, can be connected to the line main pressure line, parallel to the first connection lines, respectively, at least through a second connection line provided with a second level regulating valve, and which can be disconnected with respect to that one, insofar as the second bellows level regulating valves in question have respectively nozzle cross-sectional areas of equal size to the first level regulating valves, and in which a choke is respectively arranged downstream of the second level regulating valves in the direction of aeration, whose choke cross-sectional area is smaller than the nozzle cross-sectional area of the second level regulation valve in question O.
    [015] Advantageous modalities and other developments of the air suspension system according to the invention are the object of claims 2 to 4. The procedures for controlling the air suspension system according to the invention, during the aeration and deaeration of the bellows by the springs are indicated in claims 5 to 7.
    [016] The invention is thus based on a pneumatic suspension system for a motor vehicle known by itself with a plurality of bellows associated with the air springs of at least one axle of the vehicle. The bellows can be connected to a main pressure line, through connection lines, provided respectively with a level regulating valve, and be disconnected in relation to that. The main pressure line can be alternately connected, via at least one associated valve, such as a selector valve and / or a non-return valve, to a source of compressed air, which can be, for example, a compressor and / or a pressure accumulator, and to a compressed air heatsink, that is, the ambient air, as well as can be disconnected from these.
    [017] In order to create now in such a pneumatic suspension system, in a simple and economical way, the possibility of defining different air mass flows and, consequently, different speeds of raising and lowering the vehicle structure on the vehicle's axis question, or on the vehicle side, during the opening and deaeration of the bellows by the air springs, the air spring bellows arranged on at least one axis of the vehicle or on one side of the vehicle, ideally and naturally the bellows of all existing air springs can be connected to the main pressure line and disconnected in relation to it, parallel to the first connection lines, in each case still at least through a second connection line provided with a second level adjustment valve. In addition, it is also provided in this respect that the second level regulating valves of the respective bellows have nozzle cross-sectional areas of equal size to the first level regulating valves, and that the second level regulating valves have respectively a strangulation connected downstream, in the aeration direction, whose strangulation cross-sectional area, or nominal dimension, is smaller than the nozzle cross-sectional area, or nominal dimension, of the second level regulation valve in question.
    [018] The respective two level regulating valves are generally 2/2 way solenoid selector valves, or 2/2 way selector valves that can be controlled by pressure via a pilot valve, which are in this case designed completely identical and therefore produced in large quantities and correspondingly economical. Likewise, the strangles and compressed air lines used do not present any significant cost factor. The only possible disadvantage of the air suspension system according to the invention is, therefore, the space required for the additional components, that is, the connection lines, level regulating valves and additional strangles. The configuration according to the invention of the spring bellows of a motor vehicle with connecting lines arranged in parallel and level control valves does not necessarily have to be carried out on all pneumatic springs. Instead, it is advantageous to equip only the air spring bellows, in which different vehicle frame lift and lower speeds are really needed, for example, in a truck with a fixed frame only on the rear axle air springs to adjust the edges the loading platform during loading and unloading, and on a bus only on the springs on the outside of the road, for rapid lifting and lowering at entrances at bus stops.
    [019] Since the mass flow of air flowing through the second connecting lines, is determined when the second level regulating valves are open, by means of the choke connected downstream of the same, the mass flow of air flowing into a bellows of a pneumatic spring or out of that can then be actuated simply in three steps by opening only the respective first level regulating valve, only the second level regulating valve. , or both level regulating valves respectively.
    [020] For the reduction of assembly costs, it is preferable that at least the two level adjustment valves, which are associated with the bellows of a single pneumatic spring, and the choke that is connected downstream of the second valve level regulators in question are arranged in a common valve block. In this case, therefore, at least one block of two valves would be applied. However, level regulation valves associated with the bellows of various air springs and other select valves can also be combined in a common valve block. It is advantageous, for example, that the four level adjustment valves, which are associated with the two bellows of the two pneumatic springs of a vehicle axle, are arranged in a common block of four valves or, in a block of five valves common, including the accumulator valve of a pressure accumulator, which is disposed in the vicinity of the vehicle's axle.
    [021] According to a preferred embodiment, the valve block is provided with a connection cap, which has a connection perforation for a direct connection of the respective first level regulation valve to the associated bellows, a cover closing valve instead of a connection hole for a direct connection of the respective second level regulating valve to an associated bellows, and a choke designed as a choke hole for a choked connection on the bellows side of the respective second level regulating valve to the connection hole of the respective first level regulating valve. The valve assembly according to the invention is, therefore, liable to be produced in a particularly simple and cost-effective manner in that, in a substantially unchanged valve block, only a common and anticipated connection cap with a connection perforation for the respective second level regulating valve, is replaced by a connection cap designed according to the invention, provided with the choke perforation and closing cap for the respective second level regulating valve.
    [022] To dehumidify the compressed air carried by a compressor from the environment to the main pressure line, the compressor is conventionally connected downstream by an air dryer, in the direction of aeration. The air dryer is formed mainly in a regenerative way and contains, for example, a regenerable silicate granulate, which can accommodate, for example, 20% of its weight in water, and this moisture can be replaced in the dry compressed air. through circulation in the direction of de-aeration. In order to improve the dehumidification of compressed air, in the air dryer during the aeration of the main pressure line and the regeneration of the air dryer in the de-aeration of the main pressure line, a choke can be connected downstream of the dryer of air in a known way in the direction of de-aeration.
    [023] In order that this strangulation does not, however, affect the control of the respective mass air flow through the level regulation valves, the strangulation cross-sectional area of this strangulation must be greater than the sum of the areas of strangulation. nozzle cross section of the first level regulation valves in question, with the choke cross section areas connected downstream of the second level regulation valves in question. This condition is then fulfilled if the equation NWZ> (nFB * (NWX2 + NWD2)) 0.5 is met, where NWX designates the nominal size of the first level regulating valves, NWD designates the nominal size of the downstream connected bottleneck. of the second level regulating valves, NWZ designates the nominal size of the choke connected downstream of the air dryer, and nFB designates the number of bellows. When the first level regulating valves have a nominal dimension of NWX = 8 mm, and the choke connected downstream of the second level control valves have a nominal dimension of NWD = 5 mm, and two air spring bellows are provided on a vehicle axis (nFB = 2), the nominal size of the choke connected downstream of the NWZ air dryer must therefore be greater than 13.3 mm (NWZ> 13.3 mm) in order to avoid that place an unwanted strangulation of the mass airflow.
    [024] For the control of a pneumatic suspension system for a motor vehicle, during the aeration and deaeration of bellows, which are associated with at least pneumatic springs arranged on a vehicle axle or on one side of the vehicle, and which can be connected to a main pressure line, respectively through two parallel connection lines provided respectively with a level regulating valve, and which can be disconnected in relation to that, in which the respective two regulating valves level of the bellows in question have nozzle cross-sectional areas of the same size (NWX = NWY), and in which a choke is respectively connected downstream of the two level regulating valves in the aeration direction, whose cross-sectional area is strange - NWD regulation is smaller than the NWY nozzle cross-sectional area of the associated level regulation valve (NWD <NWY), it is expected that, in a slow elevation or lowering of the vehicle structure on at least one of the vehicle axles or on one side of the vehicle, in each case, open the level regulation valve of the respective bellows, to which a choke is connected downstream, which in a lowering or elevation of the vehicle structure on at least one of the vehicle axles, or on one side of the vehicle, with an average speed of regulation, in each case, the valve for regulating the level of the respective bellows, to which no throttling is connected downstream, and where in a rapid lowering or elevation of the vehicle structure on at least one of the vehicle axles, or on one side of the vehicle, the two respective level adjustment valves of the respective bellows are opened.
    [025] The second object of the invention is solved according to the invention, in connection with the characteristics of the preamble of claim 8, insofar as the bellows of the air springs, which are arranged on at least one axis of the vehicle, they can be connected to the main pressure line, parallel to the first connection line, at least through a second connection line with a second level regulation valve, and that can be disconnected with respect to that, in the as the second bellows level regulating valve in question has a nozzle cross-sectional area of the same size as the first level regulating valve, and in which a choke is connected downstream of the second level regulating valve in the air direction, whose choke cross-sectional area is smaller than the nozzle cross-sectional area of the second level regulation valve in question.
    [026] Advantageous modalities and developments of the air suspension system according to the invention are the object of claims 9 to 11. The procedures for the control of this air suspension system according to the invention, during the aeration and deaeration of the bellows by springs are indicated in claims 12 to 14.
    [027] The second part of the invention is thus based on a pneumatic suspension system for a motor vehicle known by itself with a pleability of bellows associated with the air springs of at least one axle of the vehicle. . In contrast to the first part of the invention described above, several bellows are now provided, which are preferably associated with pneumatic springs arranged on a vehicle axle, which can be connected together to a main pressure line, or be disconnected in relation to it, through a connection line provided with a level regulation valve.
    [028] In order to create now in such a pneumatic suspension system, in a simple and economical way, the possibility of defining different flows of air mass and, consequently, different speeds of raising and lowering the structure of the vehicle on the vehicle axle in question, during the aeration and deaeration of the bellows by the air springs, the air spring bellows arranged on at least one axis of the vehicle, can be connected to the main pressure line and be disconnected in relation to it, parallel to the first line of pressure. connection, at least also via a second connection line provided with a second level regulating valve. In addition, it is also provided in this respect that the second level regulating valve of the respective bellows has a nozzle cross-sectional area of equal size to the first level regulating valve, and that the second level regulating valve has downstream-linked choke in the aeration direction, whose choke cross-sectional area is smaller than the nozzle cross-sectional area of the second level adjustment valve in question.
    [029] Since the mass flow of air flowing through the second connection line, it is determined when the second level regulation valve is open, through the choke connected downstream of the same, the mass flow of air that flows into the air spring bellows in question, or out of that, can then be operated simply in three steps by opening only the first level regulating valve, only the second level regulating valve, or both level regulation valves.
    [030] For the reduction of assembly costs, it is also preferable in this case, that at least the two level adjustment valves, which are associated with the bellows of the pneumatic springs of a vehicle axle, and the strangulation that is connected downstream of the second level regulation valve in question are arranged in a common valve block.
    [031] The valve block is preferably supplied again with a connection cap, which has a connection perforation for a direct connection of the first level regulation valve to the associated bellows, a closure cap instead of a connection perforation. for a direct connection of the second level regulating valve to an associated bellows, and a choke designed as a choke perforation for the choke connection on the bellows side of the second level regulating valve to the connection perforation of the first control valve. level regulation. The set of valves envisaged can thus also be made according to the second part of the invention, in a particularly simple and economical way.
    [032] In such a case, to avoid also an undesirable choke effect of a choke connected downstream of an air dryer, in the direction of aeration, your choke cross-sectional area will have to be greater than the sum of the area cross-section of the nozzle of the first level regulation valve in question, with the choke cross-sectional area connected downstream of the second level regulation valve in question. This condition is then satisfied if the equation NWZ> (NWX2 + NWD2) 0.5 is fulfilled, where NWX designates the nominal dimension of the first level regulating valve, NWD designates the nominal dimension of the choke connected downstream of the se - second level regulation valve, and NWZ designates the nominal dimension of the strangulation connected downstream of the air dryer. When the first level regulating valve has a nominal dimension of NWX = 8 mm, and the choke connected downstream of the second level regulating valve has a nominal dimension of NWD = 5 mm, the nominal dimension of the choke connected to downstream of the NWZ air dryer will therefore have to be greater than 9.4 mm (NWZ> 9.4 mm), in order to avoid undesired strangulation of the mass air flow there.
    [033] For the control of a pneumatic suspension system for a motor vehicle, during the aeration and deaeration of bellows, which are associated with pneumatic springs arranged on at least one axis of the vehicle, and which can be connected in together with a main pressure line, through two parallel connection lines provided respectively with a level regulating valve and which can be disconnected in relation to that, in which the two bellows level regulating valves in question have areas nozzle cross-section of the same size, and where a choke is connected downstream of the two level regulating valves in the aeration direction, whose choke cross-sectional area is smaller than the nozzle cross-sectional area of the valve associated level regulation, it is expected that, when the vehicle structure is slowly raised or lowered on the axis of the respective vehicle, the bellows level the throttle is connected downstream, that in a lowering or elevation of the vehicle structure on the axis of the vehicle in question, with an average regulation speed, the bellows level regulation valve is opened, which is not connected downstream any strangulation, and in a rapid lowering or elevation of the vehicle structure on the axis of the vehicle in question, the two bellows level adjustment valves are opened.
    [034] To further illustrate the invention, the description will be accompanied by a drawing with multiple modalities. The Figures show
    [035] Fig. 1 shows the schematic construction of a first modality of a motor vehicle air suspension system according to the invention,
    [036] Fig. 2 shows the schematic construction of a second modality of a motor vehicle air suspension system according to the invention,
    [037] Fig. 3 shows the schematic construction of a first air suspension system for a known motor vehicle,
    [038] Fig. 4 shows the schematic construction of a second air suspension system for a known motor vehicle,
    [039] Fig. 5 shows the schematic construction of the valve set of a third modality of a pneumatic suspension system for a motor vehicle according to the invention,
    [040] Fig. 6 shows the schematic construction of the valve assembly of a third known air suspension system for a motor vehicle,
    [041] Fig. 7a shows, in table form, the switching scheme of the air suspension system according to the invention, according to Fig. 5,
    [042] Fig. 7b shows, in diagram form, the switching scheme of the air suspension system according to the invention, according to Fig. 5, and
    [043] Fig. 8 shows a preferred embodiment of a valve block of the air suspension system according to the invention, according to Figures 1, 2, and 5.
    [044] A known pneumatic suspension system 1c of a motor vehicle, shown in Fig. 3, schematically, has, for example, two bellows 23, 24 associated with the two pneumatic springs of a vehicle axle, which can be connected via connecting lines 29, 30 provided respectively with a level regulating valve 25, 26, to a main pressure line 22, and which can be disconnected from it. Level regulating valves 25, 26 are designed as 2/2 way solenoid selector valves that are opened in a first switching position (resting position), and opened in a second switching position (operating position), respectively with a nozzle cross sectional area of nominal size NWX.
    [045] In addition, a pressure accumulator 33 is provided, which can be connected to the main pressure line 22, via a connecting line 35 provided with an accumulator valve 34, as well as can be disconnected in relation to what -there. The accumulator valve 34 is designed as a 2/2 way solenoid selector valve, which is closed in a first switching position (resting position), and open in a second switching position (operating position), with a nozzle cross-sectional area of nominal size NWS.
    [046] The solenoid of the two level regulating valves 25, 26 and the accumulator valve 34 communicates with an electronic control unit 50 via associated electrical control lines 36, 37, 40. Between the pressure accumulator 33 and accumulator valve 34, a pressure sensor 41 to detect the pressure in the pressure accumulator 33 is connected to the connection line 35, which is connected to a control unit 50 via a detection line 42. Close to the springs pneumatics with bellows 23, 24, in each case, a displacement sensor 43, 44 is located in the region of the respective axis of the vehicle for the detection of the structure level, which is connected to a control unit 50 via a detection line 45, 46 respectively. The two level regulating valves 25, 26, the accumulator valve 34 and the pressure sensor 41 are arranged, in the present example, in a block of three valves 47.
    [047] The main pressure line 22 is aerated through a supply line 9 provided with a first filter 2 disposed on an inlet side, a first non-return valve 3, a compressor 5 actuated by an electric motor 4, a second non-return valve 6, an air dryer 7 and a choke 8 connected downstream of it in the aeration direction, with a choke cross section of nominal size NWZ, and is deaerated through a drain line 11, which branches between the second non-return valve 6 and the air dryer 7, which is provided with a discharge valve 10, with a second filter 12 disposed on an outlet side, which also acts as a silencer. The electric motor 4 of the compressor 5 is connected, in a way not shown, to a power source and, through an electrical control line 13, to the control unit 50.
    [048] The discharge valve 10 is designed as a 2/2 way selector valve with a nozzle cross sectional area of nominal size NWA, which is closed in a first switching position (resting position) and is opened in a second switching position (operating position), which has a pressure relief function for the pressure in the supply line 9. The pilot valve 14 associated with the discharge valve 10 is designed as a solenoid selector valve of 3/2-way, which connects the respective pneumatic control line 15, in a first switching position (off position) to the permanently depressurized portion 16 of the de-aeration line 11 and, in a second switching position (operational position) ) to the main pressure line 22. The solenoid of the pilot valve 14 is connected via an electrical control line 17 to the control unit 50. The two non-return valves 3 and 6, compressor 5, with the associated electric motor 4 , the sec air cooler 7, the choke 8 and the discharge valve 10, with the associated pilot valve 14 are, in the present case, combined as an example in a compressor module 18.
    [049] The aeration of the bellows 23, 24 can be performed through the compressor 5 from the pressure accumulator 33, or, simultaneously, from the two pressure sources. In an aeration of the bellows 23, 24 through the compressor 5, it is driven by the electric motor 4 and conveys compressed air, through the supply line 9, from the environment through the filter 2, of the two check valves 3 and 6, from the air dryer 7 and the choke 8, to the main pressure line 22. When traveling through the air dryer 7, which preferably contains a regenerable silicate granulate, the compressed air is dehumidified, which is intensified by an increase in pressure upstream of the choke 8. From the main pressure line 22, the compressed air passes through the connection lines 29, 30 and the open level control valves 25, 26 in the bellows 23, 24.
    [050] In an aeration of the bellows 23, 24 from the pressure accumulator 33, the compressed air stored there under high pressure flows through the connection line 35 and the open accumulator valve 34 to the main pressure line 22, and from there it flows through the connection lines 29, 30 and the level regulating valves 25, 26 to the bellows 23, 24.
    [051] During a bleeding of the bellows 23, 24, compressed air flows from the bellows 23, 24 through the connection lines 29, 30 and the open level control valves 25, 26 to the main pressure line 22, and from there, it flows through the choke 8, the air dryer 7, the de-aeration line 11, the open discharge valve 10 and the filter 12, which also acts as a silencer, for the environment. When the air dryer 7 passes through the previously dry compressed air, it absorbs the moisture from the silicate granulate, regenerating the air dryer 7. The regeneration of the air dryer 7 is intensified by the drop in air pressure compressed by throttling 8.
    [052] The opening of the discharge valve 10 is carried out insofar as the associated pneumatic control line 15, which is connected to the permanently depressurized portion 16 of the deaeration line 11, in the non-actuated state of the pilot valve 14, it is connected by switching the pilot valve 14 to the pressurized main pressure line 22. The discharge valve 10 therefore remains open until the pressure in the main pressure line 22 falls below a minimum value, or the pilot valve 14 switched to the rest position.
    [053] From the construction and description of the functions of the pneumatic suspension system 1c known from Fig. 3, it is visible that the mass air flow during the aeration and de-aeration of the bellows 23, 24 and, thus, the velocity of adjustment when raising and lowering the vehicle structure, the axis of the relevant vehicle is only insufficiently controlled, that is, it is adjustable in height. While the mass flow of air in the aeration of the bellows 23, 24 is influenced to a limited extent, by the pressure defined in the main pressure line 22, the mass flow of air in the deaeration of the bellows 23, 24 appears automatically, essentially from the pressure in the bellows 23, 24 and the flow resistances of the level regulation valves 25, 26, the choke 8, the air dryer 7, the discharge valve 10 and the second filter 12.
    [054] To at least partially solve this drawback, a quick discharge valve 19 is also provided in the known air suspension system 1d, which is shown schematically in Fig. 4 and which substantially corresponds to the air suspension system 1c shown in Fig. 3. This quick-release valve 19 is designed as a 2/2 way solenoid selector valve, through which a quick bleed line 20 connected to the main pressure line 22 is disconnected in a first position of switching position (rest position) and is connected in a second switching position (operating position) to the surroundings. The solenoid of the quick discharge valve 19 is connected via an electrical control line 21 to the control unit 50. When opening the quick discharge valve 19, it is therefore possible for the compressed air to flow from the pressure line. main 22, and with the level regulating valves 25, 26 open, from the bellows 23, 24, bypassing the choke 8, the air dryer 7, the discharge valve 10 and the filter 12, for the surrounding environment, and, thus, a rapid lowering of the vehicle structure acts on the respective vehicle axis. The disadvantage of this, however, is that the dry compressed air before the aeration of the bellows 23, 24 thus escapes without being used, and the air dryer 7, or the silicate granulate found in it, does not is regenerated.
    [055] In contrast, a first embodiment of a pneumatic suspension system 1a designed in accordance with the invention, which is shown schematically in Fig. 1 and which is based on the pneumatic suspension system 1c of Fig. 3, presents a simple solution that can be carried out economically, to improve the ability to control the mass air flow during the deaeration of the bellows 23, 24. For this purpose, it is predicted that in parallel to the first connecting lines 29, 30 provided, respectively, with a first level regulating valve 25, 26 a second connection line 31, 32 is arranged, respectively provided with a second level regulating valve 27, 28, between the main pressure line 22 , and the bellows 23, 24 respectively associated. The second level regulating valves 27, 28 are of identical construction to the first level regulating valves 25, 26, that is, they are designed as 2/2 way solenoid selector valves, which are closed in a first position. - switching action (resting position) and are open in a second switching position (operating position), each with a nozzle cross-sectional area of nominal size NWY.
    [056] According to the invention, the second level regulating valves 27, 28 correspond exactly to the first level regulating valves 25, 26, that is, the nozzle cross-sectional areas of the second level regulating valves. level 27, 28, or their nominal dimensions NWY are equal in size to the nozzle cross section areas of the first level regulating valves 25, 26, or their nominal dimensions NWX (NWY = NWX). However, a choke 51, 52 is respectively connected downstream of the second level regulating valves 27, 28 in the aeration direction, with a choke cross-sectional area of nominal size NWD, which is less than the nominal size NWY of the respective second associated level regulating valve 27, 28 (NWD <NWY). Thus, with the second level regulating valves open 27, 28, the mass air flow is strangled in the second connecting lines 31, 32, respectively, through the choke 51, 52 or its choke cross-sectional area, and not through the nozzle of the relevant level regulation valve 27, 28, or its nozzle cross-sectional area. The solenoids of the second level regulating valves 27, 28 are connected via an electrical control line 38, 39 to the control unit 50 respectively.
    [057] Through the single or combined opening of the level regulating valves 25, 27 or 26, 28 associated respectively with a bellows 23, 24, several areas of nozzle or choke cross section can thus be activated and consequently flows can be defined of different air masses in the aeration and deaeration of the bellows 23, 24. When opening, in each case, only one of the two level adjustment valves (25 or 27; 26 or 28) and through the opening, in each case, of the two level regulating valves (25 and 27; 26 and 28) can thus effectively activate three nozzle cross-sectional or choke areas of different sizes and, consequently, three lifting speeds can be defined and lowering the vehicle structure on the respective vehicle axis. In the air suspension system 1a according to the invention, according to Fig. 1, the level regulation valves 25, 26, 27, 28, and the accumulator valve 34, as well as the pressure sensor 41 are combined as an example in a five-valve block 49.
    [058] Due to the controllability of the air suspension system 1a improved by the design according to the invention, the pressure accumulator 33 can, if necessary, dispense with the associated accumulator valve 34 and the pressure sensor 41. A correspondingly simplified second modality of the air suspension system according to invention 1b, is shown schematically in Fig. 2. Due to the spared components, the level regulating valves 25, 26, 27, 28 are now combined for example, in a block of four valves 48.
    [059] In a set of valves 61a of a pneumatic suspension system 1e for a motor vehicle according to the invention, which is shown schematically in Fig. 5, the two bellows 62, 63 associated with the two springs vehicle axle tires are directly connected to each other via a connecting line 64. Both bellows 62, 63 can be connected together to a main pressure line 69 via two connecting lines 67 , 68 parallel, provided respectively with a level regulating valve 65, 66, and be disconnected in relation to that.
    [060] The two level regulating valves 65, 66 are designed, in this case, as 2/2 way solenoid selector valves, which are closed in a first switching position (resting position), and open in a second switching position (operating position), with a nozzle cross-sectional area of nominal size NWX or NWY. The solenoids of the level regulating valves 65, 66 are connected to an electronic control unit not shown, through associated electrical control lines 70, 71.
    [061] The nozzle cross-sectional areas of the two level regulating valves 65, 66 or their nominal dimensions NWX, NWY are designed according to the invention of the same size (NWX = NWY), which is associated with cost advantages for procurement and logistics. However, a choke 72 is connected downstream of the second of the two level 66 regulating valves, in the aeration direction, whose choke cross-sectional area, or its nominal dimension NWD is smaller than the nozzle cross-sectional area , or its nominal dimension NWY of the associated level regulating valve 66 (NWD <NWY). Level regulating valves 65, 66 and throttle 72 are combined, for example, in a block of two valves 73.
    [062] Through the single or combined opening of the two regulation valves of level 65, 66 associated with the two bellows 62, 63, several areas of nozzle or choke cross section can thus be activated and consequently flows can be defined of different air masses in the aeration and deaeration of the bellows 62, 63. By opening only one of the two level regulating valves (65 or 66) and by opening, in each case, the two level regulating valves (65 and 66) thus, three areas of nozzle or choke cross section of different dimensions can be effectively activated and, consequently, three lifting and lowering speeds of the vehicle structure on the respective vehicle axis can be defined.
    [063] In an application example for the rear axle of a heavy vehicle, the nominal dimension NWX of the nozzle cross-sectional area AD on the first level 65 regulation valve is 8 mm (NWX = 8 mm) and the NWD nominal dimension of the area if AD choke cross section in choke 72 connected downstream of the second level 66 regulation valve is 5 mm (NWD = 5 mm). The three nozzle cross-section or choke areas of different sizes adjustable in this modality (AD = 19.6 mm2, AD = 50.3 mm2, AD = 69.4 mm2) are shown in a connection diagram in the table of Fig. 7a and in the form of a diagram in Fig. 7b.
    [064] Valve set 61a according to Fig. 5 can be derived, without substantial additional expense, from a set of valves 61b of a known air suspension system 1f of a motor vehicle according to Fig. 6. In that known air suspension system 1f both bellows 62, 63 of a vehicle axle are connected to the main pressure line 69 via a connection line 76, 77 provided with a level regulating valve 74, 75, and the two bellows 62, 63 are connected to each other via a connecting line 78 and a transverse neck 79 disposed therein. The level regulating valves 74, 75 and the connection line 78 with transverse throttling 79 are, for example, combined in a second block of two valves 80.
    [065] In this known set of valves 61b, only a nozzle cross-sectional area of nominal size NWX must be opened for each of the two bellows 62, 63, through the respective level regulation valve 74, 75, and so, in principle, only a speed of raising and lowering the vehicle structure can be defined on the respective vehicle axis. Due to the ability to separate the two bellows 62, 63 separately to a pressure source and pressure sink, as well as their strangled connection via the cross choke 79, a compensation of the valves 61b is made possible with a compensation of the structure level in situations of uneven lateral load distribution.
    [066] In order to create from the known set of valves 61b of Fig. 6, the set of valves 61a according to the invention, shown in Fig. 5, only reduced technical modifications are necessary, in particular, no valve additional selector inside and outside the valve block in question 80. Thus, the level regulating valve 66 is connected downstream with a choke 72 in the aeration direction, and the connection line 68 of that level regulating valve 66 is combined behind the throttle 72 with the connecting line 67 of the other level regulating valve 65. In addition, the throttled cross connection of the bellows 62, 63 is replaced by the connecting line 78 and the cross throttle 79 in the valve assembly known 61b shown in Fig. 6, by a direct connection of the bellows 62, 63 through the connection line 64 in the valve assembly 61a according to the invention of Fig. 5. The valve assembly 61a, therefore, presents the advantage They act as the two valve block 73 which includes the two level regulating valves 65, 66 and the choke 72 requires only a single connection for a distribution line 60 oriented towards the two bellows 62, 63.
    [067] The set of valves 61a according to Fig. 5, in comparison with the known set of valves 61b of Fig. 6, also has the advantage of three adjustable lifting and lowering speeds of the vehicle structure. on the vehicle axle in question. It is, however, associated with the disadvantage of a no longer possible strangulated compensation of the level of the structure in situations of uneven lateral load distribution.
    [068] A preferred practical embodiment of the valve assemblies of the present invention of the air suspension systems 1a and 1b of Figures 1 and 2, as well as of the valve assembly 61a according to the invention shown in Fig. 5 is illustrated in sectional view of Fig. 8, by way of example with reference to a block of three valves 81, however it is also possible in a block of two, four, or five valves.
    [069] In the valve block 81 of Fig. 8, three selector valves 82, 83, 84 are arranged axially in parallel, which are designed, for example, as pilot operated seat valves. Selector valves 82, 83, 84 can be actuated by a pilot valve 85, 86, 87 designed as a 3/2 way solenoid selector valve, respectively, by means of a respective associated control piston 88, 89, 90, in which this control piston is, in each case, charged with a low pressure (atmospheric pressure) in a first switching position (rest position), and with a high pressure (main pressure), in a second switching position (position of rest) operation), by the associated pilot valve 85, 86, 87.
    [070] Such pilot operated seat valves are then preferred for use, when relatively large flow cross sections in connection with correspondingly high flow forces, have to be switched, ie opened or closed, with a control current relatively low. This may also be the case in pneumatic suspension systems 1a, 1b according to Figures 1 and 2 and in the valve set 61a according to Fig. 5, as they are used in a heavy commercial vehicle .
    [071] Valve block 81 includes housing 91 with three stepped vertical perforations 92, 93, 94 and with a horizontal perforation that intersects them 95. In vertical perforations 92, 93, 94, selector valves 82, 83 are respectively arranged , 84 designed as seat valves, as well as the associated control pistons 88, 89, 90. The horizontal perforation 95 forms a main pressure conduit, which corresponds to the main pressure line 22, 69 according to Figures 1 , 2 and 5, or is linked to it. A connection perforation 97 closed through a cover 96 in Fig. 8 allows, for example, the connection of an additional valve block to the main pressure conduit 95.
    [072] The selector valve 82 shown on the right in Fig. 8 is designed as a 3/2 way selector valve, through which the main pressure line 95 is connected to the environment, that is, it is depressurized, in a first switching position (resting position), in the assembled state of the valve block 81, and connected to the pressure accumulator that is connected to a connection hole 98, in a second switching position (operating position). The selector valve 82 thus combines, for example, the functions of the discharge valve 10 and the accumulator valve 34 of the pneumatic suspension system 1a of Fig. 1. In the connection hole 98 of the selector valve 82 for the In this case, a pressure filter 99 is inserted.
    [073] Selector valve 83, centrally located in Fig. 8, is designed as a 2/2 way selector valve, through which an associated connection perforation 100, which is intended to connect at least one bellows , is switched off in a first switching position (resting position) in relation to the pressure line 95 and is connected in a second switching position (operating position) to the main pressure line 95.
    [074] Selector valve 84, shown on the right in Fig. 8, is also designed as a 2/2 way selector valve, through which the connection perforation 100 of central selector valve 83 is disconnected by means of a choke. 101 designed in the form of a choke perforation, in a first switching position (resting position), in relation to the pressure line 95, and is connected in a second switching position (operating position) to the main pressure line 95.
    [075] Instead of a connection bore normally provided for on the left selector valve 84, a sealing cap 102 is provided in the present case. The shank 101 and the cover cap 102 are an integral part of a connection cap 103 , which encloses the housing 91 of the valve block 81 in a downward direction, and in which the connection perforations 98, 100 of the right adjustment valve 82 and the central selector valve 83 are arranged.
    [076] Thus, the central selector valve 83 corresponds in functional terms to one of the first level regulating valves 25, 26 of the pneumatic suspension systems 1a, 1b according to Figures 1 and 2, as well as to the first valve level adjustment valve 65 of the valve set 61a according to Fig. 5. The left selector valve 84 with the throttle 101 mounted downstream, in the aeration direction, also corresponds to one of the second level adjustment valves 27 , 28 with the respective choke 51, 52 connected downstream, in the aeration direction, of the air suspension systems 1a, 1b according to Figures 1 and 2, as well as to the second level 66 regulation valve with the choke connected to downstream 72 of the valve assembly 61a shown in Fig. 5.
    [077] The function according to the invention of a first switchable non-strangled connection and a second switchable choke parallel to that of an associated bellows (23; 24) or a plurality of bellows associated (62, 63) with a main pressure line (22; 69), or a main pressure line 95, is, in the present case, according to the invention, carried out in a particularly simple and low-cost way in that a normally provided connection also with a connection hole for the left selection valve 84, is replaced by the connection cover 103 designed in accordance with the invention, provided with the choke hole 101 and closure cover 102 for the left selection valve 84 .
    [078] List of reference numbers 1a - 1f Air suspension system 2 First filter 3 First check valve 4 Electric motor 5 Compressor 6 Second check valve 7 Air dryer 8 Choke 9 Supply line 10 Discharge valve 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 Deaeration line Second filter Electric control line Pilot valve Pneumatic control line Uncompressed portion Electric control line Compressor module Quick discharge valve Rapid deaeration line Electrical control line Main pressure line Bellow Bellows First level regulating valve First level regulating valve Second level regulating valve First level regulating line First connecting line Second connecting line Second connection line Pressure accumulator Accumulator valve Connection line Electrical control line Control line electric ole Electric control line Electric control line Pressure sensor Detection line Displacement sensor Detection line Detection line Detection line Three-valve block Four-valve block Five-valve block Control unit Strangulation Strangulation Distribution line Set of valves Valve set Bellows Bellows Connecting line First level regulating valve Second level regulating valve First connecting line Second connecting line 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 60 61a 61b 62 63 64 65 66 67 68 69 70 Main pressure line 71 Electrical control line 72 Choke 73 Two-valve block 74 Level control valve 75 Level control valve 76 Connection line 77 Connection line 78 Connection line 79 Cross choke 80 Two-valve block 81 Three-valve block 82 Selector valve, seat valve 83 Selector valve, seat valve o, first level regulating valve 84 Selector valve, seat valve, second level regulating valve 85 Pilot valve 86 First pilot valve 87 Second pilot valve 88 Control piston 89 First control piston 90 Second control piston 91 Housing 92 Vertical perforation 93 First vertical perforation 94 Second vertical perforation 95 Horizontal perforation, main pressure line 96 Cap 97 Connection perforation 98 Connection perforation 99 Filter 100 Connection perforation 101 Choke, choke perforation 102 Closure cap 103 Connection cap
    [079] AD Nozzle cross-sectional area, choke cross-sectional area
    [080] nFBQuantity of bellows
    [081] NWA Nominal dimension of the nozzle valve cross-sectional area 10
    [082] NWD Nominal dimension of the choke cross-sectional area of the bottlenecks 51, 52, 72, 101
    [083] NWS Nominal dimension of the accumulator valve nozzle cross-sectional area 34
    [084] NWX Nominal size of nozzle cross-sectional area of valves 25, 26, 65, 83
    [085] NWY Nominal size of nozzle cross-sectional area of valves 27, 28, 66, 84
    [086] NWZ Nominal size of the choke cross-sectional area 8
    权利要求:
    Claims (14)
    [0001]
    1. Pneumatic suspension system (1a, 1b, 1e) of a motor vehicle, with a plurality of bellows (23, 24) associated with air springs of at least one axis of the vehicle, which can be connected via connecting lines (29, 30) provided, respectively, with a level regulating valve (25, 26; 83), to a main pressure line (22; 95), and which can be disconnected with respect to this, where the main pressure line (22; 95) can be alternately connected, via at least one associated valve (3, 6, 10, 34; 82) to a source of compressed air and a heatsink of compressed air, as well how it can be disconnected from them, CHARACTERIZED by the fact that the bellows (23; 24) of the air springs, which are arranged on at least one axis of the vehicle or on one side of the vehicle, can be connected to the main pressure line (22; 95), parallel to the first connecting lines (29; 30) respectively, at least through a second connecting line (31; 32) pr Evista with a second level regulation valve (27; 28; 84), and can be turned off with respect to that, as the second level regulating valves (27; 28; 84) of the bellows in question (23; 24) have nozzle cross-sectional areas of equal size (NWX = NWY), to those of the first level regulating valves (25; 26; 83), and in which a choke (51; 52; 101) is arranged respectively downstream of the second level regulating valves (27; 28 ; 84) in the aeration direction, whose choke cross section area (NWD) is smaller (NWD <NWY) than the nozzle cross section area (NWY) of the second level regulation valve in question (27; 28 ; 84).
    [0002]
    2. Air suspension system according to claim 1, CHARACTERIZED by the fact that, at least, the two level adjustment valves (25, 27; 26, 28; 83, 84), which are associated with the bellows (23; 24) of a single pneumatic spring, and the throttle (51; 52; 101) that is connected downstream of the second level regulation valve in question (27; 28; 84) are arranged in a common valve block (48, 49; 81).
    [0003]
    3. Air suspension system according to claim 2, CHARACTERIZED by the fact that the valve block (81) is provided with a connection cover (103), which has a connection perforation (100) for a direct connection of the respective first level regulating valve (83) to the associated bellows, a closing cap (102) instead of a connection bore for a direct connection of the respective second level regulating valve (84) to an associated bellows, and a choke (101) designed as a choke perforation for a bellied connection on the bellows side of the respective second level regulating valve (84) to the connection perforation (100) of the respective first level regulating valve (83).
    [0004]
    4. Pneumatic suspension system according to any of the vindications 1, 2, or 3, CHARACTERIZED by the fact that a choke (8) is connected downstream of an air dryer (7) in the direction of the aeration, whose area choke cross section is greater than the sum of the nozzle cross section areas of the first level regulating valves in question (25, 26) with the choke cross section areas (51, 52) connected downstream of the second level regulating valves in question (27, 28) (NWZ> (nFB * (NWX2 + NWD2)) 0'5).
    [0005]
    5. A method for controlling a pneumatic suspension system for a motor vehicle, during the aeration and deaeration of bellows (23; 24), which are associated with pneumatic springs arranged on at least one axis of the vehicle or on one side of the vehicle, which can be connected to a main pressure line (22), respectively via two parallel connection lines (29, 31; 30, 32) provided respectively with a level regulating valve (25, 27; 26, 28) and that can be turned off in relation to that, in which the respective two level adjustment valves (25, 27; 26, 28) of the bellows in question (23; 24) have cross-sectional areas of the same nozzle size (NWX = NWY), and where a choke (51; 52) is connected downstream of the two level regulating valves (27; 28) respectively in the aeration direction, whose choke cross section area (NWD) is smaller than the nozzle cross-sectional area (NWY) of the level regulating valve sociated (27; 28) (NWD <NWY), CHARACTERIZED by the fact that, in a slow elevation or lowering of the vehicle structure on at least one of the vehicle axles or on one side of the vehicle, in each case, the level adjustment valve is opened (27; 28) of the respective bellows (23; 24), to which a choke (51; 53) is connected downstream.
    [0006]
    6. Method for controlling a pneumatic suspension system according to claim 5, CHARACTERIZED by the fact that, in a lowering or elevation of the vehicle structure on at least one of the vehicle's axles, or on one side of the vehicle, with an average regulation speed, in each case, the level regulation valve (25; 26) of the respective bellows (23; 24) is opened, to which no strangulation is connected downstream.
    [0007]
    7. Method for controlling a pneumatic suspension system according to claim 5, CHARACTERIZED by the fact that, in a rapid lowering or elevation of the vehicle structure on at least one of the vehicle axles, or on one side of the vehicle, the two respective level regulating valves (25 and 27; 26 and 28) of the respective bellows (23; 24) are opened.
    [0008]
    8. Pneumatic suspension system for a motor vehicle, with a plurality of bellows (62, 63) associated with pneumatic springs of at least one axis of the vehicle, which can be connected via a connecting line ( 67) provided with a level regulating valve (65; 83), to a main pressure line (69; 95), and that can be disconnected with respect to this, in which the main pressure line (69; 95) it can be alternately connected, through at least one valve associated (82) to a source of compressed air and a compressed air heatsink, as well as it can be disconnected from them, CHARACTERIZED by the fact that the bellows (62, 63) the air springs, which are arranged on at least one axis of the vehicle, can be connected to the main pressure line (69; 95), parallel to the first connection line (67), at least through a second line of connection (68) provided with a second level regulation valve (66; 84), and can be disconnected with respect to that, insofar as the second level regulation valve (66; 84) of the bellows in question (62; 63) has a nozzle cross-sectional area of equal size (NWX = NWY) to that of the first level regulation valve (65; 83), and in which a choke (72; 101 ) is arranged downstream of the second level regulation valve (66; 84) in the aeration direction, whose throttle cross-sectional area (NWD) is smaller than the nozzle cross-sectional area (NWY) of the second control valve level regulation in question (66; 84) (NWD <NWY).
    [0009]
    9. Air suspension system according to claim 8, CHARACTERIZED by the fact that, at least, the two level adjustment valves (65, 66; 83, 84), which are associated with the bellows (62; 63) of the springs pneumatics of a vehicle axle, and the throttle (72; 101) that is connected downstream of the second level regulation valve in question (66; 84) are arranged in a common valve block (73; 81).
    [0010]
    10. Air suspension system according to claim 9, CHARACTERIZED by the fact that the valve block (81) is provided with a connection cover (103), which has a connection perforation (100) for a direct connection of the first level regulating valve (83) to the associated bellows, a closing cap (102) instead of a connection bore for a direct connection of the second level regulating valve (84) to an associated bellows, and a choke (101 ) designed as a choke perforation for the stretched connection on the bellows side of the second level regulating valve (84) to the connection perforation (100) of the first level regulating valve (83).
    [0011]
    11. Air suspension system according to any one of claims 8, 9, or 10, CHARACTERIZED by the fact that a choke is connected downstream of an air dryer in the direction of aeration, whose choke cross-sectional area is greater than that the sum of the nozzle cross-sectional area of the first level regulation valve in question (65; 83) and the choke cross-sectional area (72; 101) connected downstream of the second level regulation valve in question (66; 84) (NWZ> (NWX2 + NWD2) 0'5).
    [0012]
    12. Method for controlling a pneumatic suspension system for a motor vehicle, during the aeration and deaeration of bellows (62, 63), which are associated with pneumatic springs arranged on at least one axis of the vehicle, and which can be connected together to a main pressure line (69), through two parallel connection lines (67, 68) provided respectively with a level regulating valve (65, 66) and which can be disconnected in relation to that, in that the two level regulating valves (65, 66) of the bellows in question (62, 63) have nozzle cross-sectional areas of the same size (NWX = NWY), and in which a choke (72) is connected downstream of the two level regulation valves (66) in the aeration direction, whose strangulation cross-sectional area (NWD) is smaller than the nozzle cross-sectional area (NWY) of the associated level regulating valve (66) (NWD <NWY), CHARACTERIZED by the fact that, in a slow reduction or elevation of the vehicle structure on the axis of the respective vehicle, open the level adjustment valve (66) of the bellows (62, 63), to which the choke (72) is connected downstream.
    [0013]
    13. Method for controlling a set of valves according to claim 12, CHARACTERIZED by the fact that, when lowering or raising the structure of the vehicle on the axis of the vehicle in question, with an average speed of regulation, it is opened, in in each case, the level regulating valve (65) of the bellows (62, 63), to which no strangulation is connected downstream.
    [0014]
    14. Method for controlling a set of valves according to claim 12, CHARACTERIZED by the fact that, in a rapid lowering or elevation of the vehicle structure on the vehicle axle in question, the two level adjustment valves are opened ( 65 and 66) of the bellows (62, 63).
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    同族专利:
    公开号 | 公开日
    CN104010846A|2014-08-27|
    KR102069908B1|2020-01-23|
    KR20140114809A|2014-09-29|
    BR112014013933A2|2017-06-13|
    JP2015506298A|2015-03-02|
    EP2794309A2|2014-10-29|
    EP2794309B1|2015-09-16|
    US9010785B2|2015-04-21|
    CN104010846B|2016-09-14|
    JP6490424B2|2019-03-27|
    RU2611860C2|2017-03-01|
    BR112014013933A8|2017-06-13|
    WO2013091776A3|2013-08-15|
    DE102011121755A1|2013-06-27|
    RU2014129885A|2016-02-10|
    US20140333038A1|2014-11-13|
    WO2013091776A2|2013-06-27|
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    法律状态:
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-01-28| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-03-09| B09A| Decision: intention to grant|
    2021-03-30| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 05/12/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102011121755A|DE102011121755A1|2011-12-21|2011-12-21|Air suspension system of a motor vehicle and method for its control|
    DE102011121755.3|2011-12-21|
    PCT/EP2012/005001|WO2013091776A2|2011-12-21|2012-12-05|Pneumatic suspension system of a motor vehicle and method for control thereof|
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