• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    14 SUMMARY An air-suspended vehicle is equipped with a crane and support legs to stabilize the vehicle when the crane is used. When the support legs are used, at least one wheel axle (5) of the vehicle is raised relative to the ground, whereby the wheels on the wheel axle will hang freely in the air. When the wheels hang freely, an extension of the suspension means (23) is obtained on the wheel axle (5). The extension results in a bulge (32) of the suspension member (23) so that it acquires an hourglass-shaped appearance with a recessed waist portion and wider end portions. By inflating the suspension means (23) with compressed air, the indentation (32) is eliminated so that the suspension means (23) can return to the correct initial position without being damaged when the support legs are no longer used. (FIG. S)
    公开号:SE1150034A1
    申请号:SE1150034
    申请日:2011-01-20
    公开日:2012-07-21
    发明作者:Daniel Aslan
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    2Said bulging of the bellows and said problems can also occur on vehicleswith an air-sprung so-called support shaft that is lifted from the ground when the vehicle is drivenunloaded or lightly loaded. The indentation and problem can also occur when an air springvehicles are lifted with a lifting device when changing wheels, repairing or similar or at othersoccasions where the bellows are prolonged for some reason.
    EP 0 700 800 A1 discloses an arrangement whose purpose is to eliminate negative pressure in the air.bellows. The arrangement comprises a non-return valve which opens a connection betweenthe bellows and the atmosphere when a negative pressure arises in the bellows. The arrangement of pressurethen equalizes to the atmospheric pressure, eliminating the negative pressure, but this is often not the caseenough to solve the said problems, especially not when one has already received an instruction inform of a crease on the bellows.
    SUMMARY OF THE INVENTIONAn object of the present invention is to prevent bulging of the air suspensionbellows for vehicles to avoid damage to them when they return to a normal positionafter being drawn out.
    This is achieved by the features set forth in the appended claims.
    By first determining that a condition where there is a risk of indentation or soonwill be present, and then supply air to the air suspension bellows depending ondetermination that a condition where there is or will soon be a risk of indentationIn this case, the air suspension bellows inflate in the event of a risk situation. By inflatingthe air suspension bellows, which means that the pressure in them increases, is prevented or eliminatedindentations and thus also instructions that risk steering the air suspension bellows incorrectlyduring a lowering process, which in turn results in them being able to return to the correct output.walking mode without injury.The other features of the invention appear from the dependent claimsand from the following description of an exemplary embodiment of the invention.
    BRIEF DESCRIPTION OF THE FIITNINGIn the following, exemplary preferred embodiments of the invention are describedwith reference to the accompanying drawing, in which:FIG. 1 shows a side view of a vehicle with wheel axle suspensions,FIG. 2 shows a cross section through a wheel axle, and a wheel axle suspension,FIG. 3 shows a wheel axle suspension with a suspension member in the extended position.
    FIG. 4 shows a suspension means in a driving position for the vehicle,FIG. 5 shows a suspension member in the extended position andFIG. 6 is a flow chart illustrating steps for preventing bending of springs.ring organ.
    DETAILED DESCRIPTION OF FÖFIEDRAGNA UFFFIINGSFOFIMEFITHE FINDINGFig. 1 shows a heavily sprung vehicle in the form of a load vehicle 1. The vehicle 1 comprisesa front wheel axle 2 with two or more wheels 4 resting against an underlying bearing surface 3and a rear wheel axle 5 with two or more wheels 6. In the example shown, the frontthe vehicle 1 also an additional rear wheel axle 7 with two or more wheels 8. The vehicle 1further comprising a vehicle frame 9 supported by said wheels 4,6,8. I / lellan re-respective wheel axle 2,5,7 and the frame 9 is provided with suspension means which are included in the vehicle1 air suspension system. The suspension means, which are described later, are not shown in Fig. 1.
    A superstructure in the form of a lifting crane 12 and at least two is arranged at the frame 9support means 13, one at each long side of the vehicle 1, for stabilizing the vehicle 1there is a lifting process. The support means 13 can be constituted by fold-down or from the vehicle 1telescopically extendable supports 14, one end of which is attached to the vehicle 1 and the otherend is brought into abutment against the bearing surface 3 via a support plate 15 or the like. When4the support means 13 are used in some cases the whole vehicle is lifted, but in this embodimentonly the rear part of the vehicle 1, from the bearing surface 3 by means of the support means 13. Whenthe rear part of the device is raised by at least one wheel axle 5, but in this example two are raisedwheel axles 5,7 of the vehicle 1 relative to the bearing surface 3 by means of the support means 13 whereinthe wheels 6,8 on the wheel axles 5,7 will hang freely in the air at the same time as the vehicle 1stabilized by the support means 13.
    When the wheels 6,8 hang freely, an extension of the respective suspension means is obtainedwheel axle 5.7. The extraction results in a bulge of the suspension member so that ithas an hourglass-shaped appearance with a recessed waist portion and a wider endparties. In some cases, a negative pressure is also created in the suspension member. Fig. 2 shows a springring means 23 in a first position which is a driving position of the vehicle 1. In fig. 3 is displayed the samesuspension means 23 in a second position where a wheel hangs freely in the air and the suspension means23 obtained an elongated hourglass-shaped appearance.
    Fig. 2 shows a cross section through the rear wheel axle 5 in Fig. 1 inside one of the rearthe wheels 6 and a wheel axle suspension 18 adjacent to the rear wheel axle 5.as the wheel axle suspensions 18 are equal at the two long sides of the vehicle 1 are shownonly one wheel axle suspension 18 at one long side. Vehicle 1 can also beprovided with corresponding wheel suspensions 18 at the front wheel axle 2 or bearranged to tow a trailer provided with corresponding wheel axle suspensions 18.
    By trailer is meant, for example, a conventional trailer equipped with a couplingmeans in the form of a tie rod which is intended to be connected to a coupling means in the formof a towbar or the like of a vehicle 1 or a so-called semi-trailer equippedwith a coupling member in the form of a so-called "king pin" which is intended to be connectedto a turntable of a towing vehicle.
    Of Fig. 2, which shows a wheel axle suspension 18 in a first position which is a driving position forvehicle 1, it appears that the wheel axle 5 is connected to a support arm 20 extending inthe longitudinal direction of the vehicle 1 and which at its one end is pivotally connected to abracket 21 which in turn is connected to the frame 9. The support arm 20 is suitably constituted byan elongated leaf spring. A shock absorber 22 is arranged between the support arm 20 andframe 9 at the other end of the support arm 20 to dampen the pivotal movement of the support arm 20.see.5A suspension member 23 is also arranged between the support arm 20 and the frame 9.the means 23 is suitably constituted by an air spring which is part of an air suspension systemwhich can be arranged to be controlled by means of a so-called ELC system(ELC = E | electronic Level Control). The ELC system senses the distance in height betweenrespective wheel axles 2,5,7 and the frame 9 by means of sensors and can be set toautomatically regulate the air pressure in the suspension means 23 of the air suspension system so that the frame 9is maintained at a given height position relative to the wheel axles 2,5,7 regardless of the load onwheel axles 2,5,7. In the example shown in Fig. 2, an electrical sensor 24 is conventionallyattached to the frame 9 and communicates with the wheel axle 5 via a link arm 25 andthe support arm 20. With the aid of this sensor 24 it is possible to determine the distance inheight between the wheel axle 5 and the frame 9 of the vehicle 1.In the example, the suspension means 23 comprises a combined inlet / outlet 26 for feedsupplying compressed air to the suspension means 23 and discharging compressed air from the suspension meansThe inlet / outlet 26 of the suspension means 23 is connected via at least one line 27connected to a schematically shown central compressed air system 28 of the vehicle 1 toallow the supply of compressed air into the suspension means 23 from the compressed air system 28 whenthe vertical position between the vehicle frame 9 and the rear wheel axle 5 shall be increased. Featherthe inlet / outlet 26 of the annealing means 23 is also connected via the compressed air system 28 to theto allow draining of air from the suspension means 23 when the distance ithe height between the frame 9 of the vehicle 1 and the wheel axle 5 must be reduced. In the example shownthe compressed air system 28 is controlled by a control unit 29, but can also be controlled mechanically, fordistribution of compressed air to different consumers, such as one or more additional suspension meansgan 23 in the vehicle 1.
    The vehicle 1 shown in Fig. 2 comprises at least one control unit 29, e.g. an electroniccontrol unit (ECU). The control unit 29 is adapted to receive sensor signals from differentparts and components of the vehicle 1 such as from e.g. the electric sensor 24by means of which it is possible to determine the vertical distance between the wheel axle 5 andframe 9 and pressure sensors 30 adapted to sense the pressure in the suspension means23, and is arranged to supply control signals to a circuit in certain circumstances.positioning means 33 in the compressed air system 28 which in turn actuates the suspension means 23.6The operation of the changeover means 33 is controlled by pre - programmed instructions inthe control unit 29 or electrically by a command from the vehicle driver e.g. with aswitch 34. The pre-programmed instructions typically consist of a computerprogram product 35 stored on a digital storage medium as a working memory, flash memoryne or a read only memory, and executed by the controller 29. By changing thepre-programmed instructions allow the behavior of the vehicle 1 in a specific situationadapted.
    Of Fig. 3, which shows the same wheel axle suspension 18 as in Fig. 2 but in a second positionwhere the wheels hang freely in the air, it can be seen that the support arm 20 pivots downwards about a transversethe vehicle 1 extending shaft 19 through the bracket 21 which resulted in the distancebetween the wheel axle 5 and the frame 9 increased in the areas where the electric sensor 24 withthe link arm 25 and the suspension means 23 are arranged.
    The link arm 25 has pivoted downwards with the support arm 20 and the one connected to the link arm 25the electrical sensor 24 has indicated that the distance in height between the wheel axle 5 and thebut 9 has changed and communicated this to the control unit 29.
    Since the wheels hang freely in the air, a pull-out of the suspension member 23 has been obtained.
    The extraction has resulted in a bulge 32 of the suspension member 23 so that thisobtained an hourglass-shaped appearance with a retracted waist portion and wider end portions.
    The pressure sensor 30 which is adapted to sense the pressure in the suspension means 23 has a registeredthat the pressure has decreased due to the load on the wheel axle 5 decreasing andcommunicated this to the control unit 29.In FIG. 4 shows in more detail a suspension member 23 in the first position which is a driving position forthe vehicle 1. The suspension means 23 has in a known manner an air suspension bellows in the form of andanger tubular roller bellows 38, which together with an upper end 39 and a piston 40defines an air spring chamber 41. More specifically, the upper end of the bellows 38 isconnected to an edge region 42 of the upper end 39 and its lower endare sealingly connected to an edge region 43 at an upper end or end 44 of the carbonven 40.7The upper end 39 of the suspension member 23 is intended to be connected to the frame 9 via a numberthreaded fasteners 45, and its lower end 46, i.e. the bottom of the piston 40, is intendedto be connected to the support arm 20 via a central screw connection 47 of which only onethreaded part is shown in the figure. Fig. 4 also shows that the interior of the air spring chamber 41outlet / outlet 26 is connected to the line 27 to the compressed air system 28 via a connectionnipple 48.
    The suspension member 23 fulfills in a known manner its resilient function by reaching the airin the air spring chamber 41 is alternately compressed and expanded under the vehicle 1suspension movements, a rolling lobe 49 of the bellows 38 reciprocates, guided alonga circumferential surface 50 of the piston 40.
    As the support arm 20 pivots downwards, as shown in Fig. 3, the distance between the wheelsthe shaft 5 and the frame 9. As the distance increases, the carbon connected to the support arm 20the upper end 44 of the valve 40, shown in Fig. 4, to move away from the upper end of the spring member 23frame end 39 while the rolling beam 49 of the bellows 38 moves upwardso that an abutment surface 51 between the rolling lobe 49 and the circumferential surface of the piston 4050 decreases. Finally, as shown in Fig. 5, the upper end 44 of the piston 40 is so farfrom the upper end 39 of the spring member 23 that the bellows 38 is so extended that itsthe end of the arm 20 abuts the piston 40 only at the edge area 43.
    The extraction of the bellows, which is made of rubber or something else for the purposesuitable material, results in a indentation 32 of the bellows 38 so that it obtains ahourglass-shaped appearance with a recessed waist portion and wider end portions that areis determined by the diameter of the upper end 44 of the piston 40 and by the diameter of the spring member23 upper gable 39.
    When the vehicle 1 is then lowered to the base 3, it is probable in previously known solutionssimilarity to the indentation 32 itself, and any creases on the bellows 38 willconstitute instructions that control the bellows 38 incorrectly during the lowering process, which can result inin that the bellows 38 does not return to the correct starting position where the rolling lobe 49 isis allowed to move flawlessly along the circumferential surface 50 of the piston 40. This can result in extensivedamage to the bellows 38.8The present invention solves this problem by, as shown in Fig. 3,air is fed into the suspension means 23 from the compressed air system 28 via the line 27 andpositioning means 33 and inflates into the bellows 38 after the control unit 29 has deliveredcontrol signals to the changeover means 33, which control signals indicate that the wheels are hangingor will hang freely in the air. Figures 3 and 5 show in broken lines aninflated bellows 38. By inflating the bellows 38, which means that the pressure in it increasesto at least atmospheric pressure but preferably above atmospheric pressure, the indentation is eliminated.32 and thus also instructions which risk steering the bellows 38 incorrectly during loweringwhich in turn results in the bellows 38 being able to return to the correct starting position.position without being damaged.
    Fig. 6 shows a flow chart showing steps 55-58 performed to prevent input.bending 32 of air suspension bellows 38 for vehicles f to avoid damage to these whenthey return to normal after being pulled out.In a first step 55 it is determined that a condition where there is a risk of indentation 32 orwill be available soon. Chips for indentation 32 can e.g. determined to exist orwill soon be available if a relevant parameter or parameters are higheror lower than a certain threshold. The threshold value can e.g. be a distance betweenthe wheel axle 5 and the vehicle frame 9, a pressure in the air suspension bellows 23, a distance betweenthe upper end 39 of the air suspension bellows 23 and its lower end 46, a shaft loador a combination of these. Control signals from the body, ie. from the crane12, the skylift, fire escape or the like, can also be used to determine that riskfor indentation 32 is present or will soon be present, either as the only parameteror in combination with one or more other parameters.
    According to one embodiment, the control unit 29 receives sensor signals from the electricalthe sensor 24 which is attached to the frame 9 and communicates with the wheel axle 5 via the link armAnd the support arm 20 for determining the vertical distance between the wheel axle 5 and the framebut 9. in the case of the distance in height between the wheel axle 5 and the frame 9 exceeds onedetermined threshold value is identified that the vehicle is lifted, e.g. with support legs, why risk forindentation 32 of the air suspension bellows 38 is present.9According to another embodiment, the control unit 29 receives sensor signals from therisk sensor 24 which is attached to the frame 9 and communicates with the wheel axle 5 via the linkthe arm 25 and the support arm 20 for determining the distance in height between the wheel axle 5and the frame 9 and from the pressure sensor 30 which is adapted to sense the pressure in the suspensionthe member 23 and thus also the load on the wheel axle 5. in the case of the distance in heightjoint between the wheel axle 5 and the frame 9 exceeds a certain threshold value at the same timeas the load decreases on the wheel axle 5, and thus also the pressure in the suspension means 23,identified that the vehicle is lifted, e.g. with support legs, so that the risk of indentation 32 of the airthe suspension bellows 38 are present.
    When it has been determined that a condition where there is a risk of indentation is or will soon occurto be present is affected in a step 56 the switching means 33 by a control signal from athe control unit 29, whereby compressed air is fed into the suspension means 23 from the compressed air system28 via the line 27 and inflates in the air suspension bellows 38 which means that the pressureincreases in this. By inflating the air suspension bellows 38 is prevented or eliminatedthe indentation 32 and thus also instructions which risk guiding the air suspension bellows38 failure during the lowering process which in turn results in the air suspension bellows 38can return to the correct starting position without being damaged.
    Thereafter, in a step 57, the risk of indentation 32 is still continuously checkedexists. For example, control signals from the superstructure, ie. from the crane 12,the skylift, fire escape or the like are used to determine the risk of32 still exists. If the control unit 29 has access to other relevant data,for example from the driver, who shows that the bodywork is still active can thesedata are used to determine if there is still a risk of indentation.
    If it is determined in step 57 that the risk of indentation 32 no longer exists, it is interruptedAccording to the invention, the procedure of the control unit 29 and the pressure lifting system 28 is repeated in onestep 58 to its normal function where the air in the air spring chamber 41 is allowed alternatelycompressed and expanded during the vehicle's suspension movements, otherwise maintainedthe activated method according to step 56 where supplied air prevents or counteracts thecurvature.10The invention is of course not in any way limited to the embodiments described above.forms without a number of possibilities for modifications thereof should be obvious.for a person skilled in the art without departing from the inventionbasic idea as defined in the appended claims.
    The described suspension means is part of an air suspension system which may be arrangedto be controlled by means of an ELC system but with an alternative solution it is possible touse other control systems.The description states that the extension of the air suspension bellows 38 is caused bythe wheels hang freely in the air due to the support means 13 being activated. The extraction ofthe air suspension bellows 38 may, of course, have been for some other reason without the inventionken is lost. In the description it is also stated that the indentation 32 has given the suspension membernet 23 an hourglass-shaped appearance but the indentation can take different shapes withoutthe idea of invention is lost.
    权利要求:
    Claims (13)
    [1]
    A method of preventing indentation (32) of air suspension bellows (38) for vehicles (1) having a compressed air system (28) for supplying air to the air suspension bellows (38) and at least one conduit (27) between the compressed air system (28) and the air suspension bellows (38), characterized by the steps of: - determining that a condition where there is a risk of indentation (32) is or will soon be present, and - supplying air to the air suspension bellows (38) depending on determining that a condition where there is a risk of indentation (32) is present or will soon be present, in order to prevent bulging (32) of the air suspension bellows (38).
    [2]
    Method according to claim 1, characterized in that the determination that there is or will soon be a risk of indentation (32) is carried out by means of data regarding the distance in height between a wheel axle (5) and a vehicle frame (9).
    [3]
    Method according to Claim 1 or 2, characterized in that the determination that there is or will soon be a risk of indentation (32) is carried out by means of data from a pressure sensor (30) which is adapted to sense the pressure in the air suspension bellows (38). .
    [4]
    Method according to Claim 1, characterized in that the determination that there is or will soon be a risk of indentation (32) is carried out by means of control signals from a superstructure (12).
    [5]
    Method according to one of Claims 1 to 4, characterized by the step (57) of continuously checking whether there is or will be a risk of indentation (32) and whether there is or will not be a risk of indentation (32). the air system (28) to a position used in normal driving conditions.
    [6]
    Control system for preventing bulging (32) of air suspension bellows (38) for vehicles (1) having a compressed air system (28) for air supply to the air suspension bellows (38) and at least one line (27) between the compressed air system (28) and the air suspension bellows (38), characterized by: 12 - means (29) for determining that a condition where there is a risk of indentation (32) exists or will soon exist, and - means (33) for supplying air to the air suspension bellows (38) depending on the determination that a condition where there is a risk of indentation (32) exists or will soon be present, in order to prevent indentation (32) of the air suspension bellows (38).
    [7]
    Steering system according to claim 6, characterized by means (29) for determining that a condition where there is a risk of indentation (32) exists or will soon exist by means of data regarding the distance in height between a wheel axle (5) and a vehicle frame (9).
    [8]
    Control system according to claim 6 or 7, characterized by means (29) for determining that a condition where there is a risk of indentation (32) exists or will soon exist by means of data from a pressure sensor (30) which is adapted to sense the pressure in the air suspension bellows (38).
    [9]
    Control system according to claim 6, characterized by means (29) for determining that a condition where there is a risk of indentation (32) exists or will soon exist by means of control signals from a superstructure (12).
    [10]
    Control system according to one of Claims 6 to 9, characterized by: - means (29) for continuously checking whether there is or will be a risk of indentation (32), and - means (33) for attenuating the risk of indentation (32). ) does not exist or will not be present to restore the compressed air system (28) to a position used in normal driving cases.
    [11]
    Heavy vehicle (1) comprising a steering system according to any one of claims 6 - 10.
    [12]
    Computer software product (35) for preventing bulging (32) of air suspension bellows (38) for vehicles (1) having a compressed air system (28) for supplying air to the air suspension bellows (38) and at least one line (27) between the compressed air system (28) ) and the air suspension bellows (38), characterized by computer program segments which, when executed by a computer, cause the computer to perform the steps of: - determining that a condition where there is or will soon be a risk of indentation (32), and 13 - initiating supply of air to the air suspension bellows (38) depending on the determination that a condition where there is a risk of indentation (32) exists or will soon exist, in order to prevent indentation (32) of the air suspension bellows (38).
    [13]
    The digital storage medium on which the computer program product (35) according to claim 12 is stored.
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    同族专利:
    公开号 | 公开日
    DE102012001243A1|2012-07-26|
    SE535911C2|2013-02-12|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE4431806A1|1994-09-07|1996-03-14|Iveco Magirus|Device for avoiding negative pressure formation in air suspension bellows of vehicles|DE102017001426B4|2016-03-03|2021-10-21|Scania Cv Ab|Method and system for controlling the operation of level regulating bellows|
    DE102016221955B4|2016-11-09|2020-06-18|Audi Ag|Procedure for level control of a chassis|
    CN110834506B|2019-11-06|2021-07-20|湖北航天技术研究院特种车辆技术中心|Suspension second grade stop device, suspension limit structure and oil gas suspension|
    法律状态:
    2020-09-01| NUG| Patent has lapsed|
    2020-09-29| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1150034A|SE535911C2|2011-01-20|2011-01-20|Procedure and control system for preventing the ingress of air suspension bellows for vehicles|SE1150034A| SE535911C2|2011-01-20|2011-01-20|Procedure and control system for preventing the ingress of air suspension bellows for vehicles|
    DE201210001243| DE102012001243A1|2011-01-20|2012-01-17|Method for preventing constriction of air cushioning bellows for heavy vehicle, involves determining whether condition exists, in which danger of constriction has data relating to height distance between wheel axle and vehicle frame|
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