Pneumatic suspension system with stop valve

FIELD: transport engineering.

SUBSTANCE: proposed pneumatic control system is designed for use in vehicles. Said system employs air limiting valve to limit air delivered into pneumatic suspension or bled from suspension in response to control signal.

EFFECT: improved stability in motion, reduced to minimum air losses in pneumatic suspension control system at normal operation of vehicle owing to use of limiting air valve.

11 cl, 8 dwg

 

The technical field

The invention relates to valves height control in the suspensions of vehicles and in particular to the bounding air valve used in conjunction with the valve height adjustment or balancing valve.

The level of technology

The air suspension system is increasingly used in the suspensions of vehicles, seats and cabins semi-trucks: truck tractors/trailers and other vehicles. The pneumatic suspension system, as a rule, have the valve height control, which maintains a predetermined or selected height of the suspension. For example, semi trucks, truck tractors/trailers, a certain height is the distance between the frame of the vehicle and the axle. The air suspension system perceives any change to the desired height and adjust the air pressure in the springs located between the frame of the vehicle and the axle. Therefore, the air suspension system maintains a predetermined height between the frame of the vehicle and the axle even under changing load values.

Valve height control selectively supplies air to the pneumatic spring mounted between the longitudinal arm and the frame of the vehicle, or releasing air from it. Trailing arm, on to what the op installed the axle, designed in such a way that the regulation of the air springs will appropriately adjust the distance between the axle and frame of the vehicle. Typically, the valve height control is installed on the frame of the vehicle and has a regulating lever, which is connected to the longitudinal arm through a linkage. With the change of the distance between the longitudinal arm and the frame of the vehicle linkage causes the rotation regulating regulating lever shaft in the valve height control, which then regulates the introduction of air into the pneumatic spring or the removal of air from it. Despite the wide use of mechanical lever gear to measure the changing distance between the axle and frame of the vehicle, you can also effectively use and other transducers, such as light-sensitive elements, capacitors, variable capacitor, variable resistors or other appropriate transducers.

Typically, the valve height control has three air hole: hole pneumatic spring, which is connected with a pneumatic spring; an inlet connected with a source of air under pressure; and the outlet opening to the atmosphere. For the mind is isenia distance from the frame of the vehicle and the axis of the valve height control opens the message on fluid between the bore of the pneumatic spring and the outlet, in the result that air under pressure from the air springs can go into the atmosphere through the control valve. To increase the distance from the frame of the vehicle and the axis of the valve height control opens the message on the fluid between the inlet and the opening of the pneumatic spring, causing air under pressure from a source of air under pressure can enter into the pneumatic spring through the control valve. When the pneumatic spring is at the preselected altitude, the valve is in the neutral position, and the opening of the pneumatic spring is isolated from both the inlet and outlet.

During normal operation of the vehicle, especially with heavy loads, truck tractor/trailer will tend to swing back and forth, from side to side, front to back, or to the combined swing, and will be subject to fluctuations due to, for example, uneven road surface, weather conditions, or even changing the direction of movement of the vehicle. These shifts weight, in turn, will cause increase and decrease the distance between the axle and frame of the vehicle, as measured by the air suspension system. The air suspension system will respond to change is aldeasa the distance between the axle and frame of the vehicle by alternating release of air from the respective air springs or put air in it, in order to maintain the height between the axle and frame of the vehicle. When the vehicle providing the height selected in this way is not necessary. In fact, this constant Cycling of the system is very undesirable because it greatly reduces the lifetime of the equipment, resulting in increased maintenance costs and downtime of vehicle maintenance or repairs.

The change in the pneumatic suspension system is usually used when, for example, truck tractor/trailer approaches the loading platform, and the height of the trailer need to adjust the height of the loading platform; or for connection/disconnection of the tractor to/from the trailer (trailer). In addition, during loading of the trailer it is advisable that the control valve height is automatically adjusted to the height of the trailer and leveled the trailer. But after selecting the height and alignment of the trailer, depending on the cargo, the sequel to adjust the height between the axle and frame of the vehicle is undesirable because small changes in distance. But sudden shifts of cargo when the vehicle can cause significant changes of the distance between the axle and frame of the vehicle. In this case, it is important that the system of air odesk is adjusted pneumatic spring in order to provide a selected height.

To minimize air consumption during normal operation of the pneumatic suspension system applied to various systems. The most common way is to damping or reducing the dynamic fluctuations experienced by the valve, using a mechanical damper, part of the valve. Other means aimed at profiling the air flow inside the valve in order to minimize the flow rate in accordance with the movement of the lever during normal operation. Both of these techniques have been quite successful, although the main problem they have not decided.

Alternatively, to minimize air consumption during normal operation of the pneumatic suspension system uses electronic alignment system. In order to save air for electronic systems alignment apply the filtering algorithm. This method is relatively effective, but the cost of the electronic system is too high, and therefore its economic success is limited. Although the electronic system can surpass the others mentioned above, but its manufacture, installation, maintenance and replacement more difficult, and therefore the cost of the system increases further.

Although U.S. Patent No. 5048867 (hereinafter ' 867 patent") is directed to the solution of another problem, namely the actuation of the stopper is lapena regardless of the closing pressure, acting on the stop valve so that the valve could be done with a small amount, but the 867 patent discloses the stop valve, connected in series with the regulating valve height (867 patent: see abstract and Figure 1). But as the valve height control, and directional control valve operate from the control signals measuring the height of the device (867 patent, see column 9, line 31-53). Therefore, the system according to the 867 patent is not to minimize the loss of air in the air suspension system in the normal movement of the vehicle, and the stop valve, and the valve height control will respond to vibrations of the vehicle the fact that without the need for it will be releasing the air from the air springs and to introduce air in them, on the basis of changing the measured distance between the frame of the vehicle and the axle.

Therefore, it is necessary to create air suspension system, which minimizes the cyclical operation of the equipment and loss of air in the air suspension system in the normal movement of the vehicle.

You must also create a system that will selectively disconnect the control valve of the pneumatic suspension system in the normal movement of the vehicle on the basis of the selected control criteria.

That is also necessary to create a system which will provide different criteria input control signals, both in manual and in automatic mode, to selectively actuate the control valve height.

You must also create a system that will reduce the cost of installation, maintenance and operation of pneumatic suspension systems.

You must also create a simple, easy to install and very reliable air suspension system.

The invention

These and other objectives of the present invention are solved by minimizing loss of air system pneumatic suspension during normal operation. Restrictive air valve is inserted between the valve height adjustment and pneumatic spring. Restrictive air valve detaches the message through the fluid air springs with valve height adjustment, resulting in valve height control cannot introduce compressed air into the pneumatic spring or withdraw air from it in the normal movement of the vehicle.

Restrictive air valve is actuated various control input signals that may be received from the vehicle electrical system of the vehicle data, and which can be, for example, and among other, the signal automatically Tormos the th system, the signal of the electronic brake system, the signal of the motion sensor, the operator input device, or any other signal that can be generated on-Board data processing system, or a combination of these signals.

According to a preferential option for the implementation of the present invention, the set of control system pneumatic suspension for vehicles containing a source of air under pressure and a pneumatic spring. The system also includes a control valve height, having: an air intake port connected with a source of air under pressure; an exhaust opening in communication with the atmosphere and with a hole pneumatic springs, United with pneumatic spring; and a valve height adjustment is made with the selective connection between the air intake port and the opening of the pneumatic springs, the outlet hole and the hole pneumatic springs, or to occupy a neutral position in which the air intake port, hole pneumatic springs and the exhaust port are isolated from each other. The system also contains restrictive air valve connected in fluid between the valve height adjustment and pneumatic spring; restrictive air valve selectively otkryvaet closes the message on fluid between the valve height adjustment and pneumatic spring. For the system also provides a first control input for regulating the control valve height, with a first control input signal based on the first parameter; and the second control input signal for the control of restrictive air valve, while the second control input based on the first parameter and the second parameter different from the first parameter. The system is designed so that the first parameter is a measured height of the vehicle, and the second parameter is selected to regulate restrictive air valve so that the air loss in the control system pneumatic suspension were minimal.

According to another preferred variant implementation created a way to increase stability during movement of the vehicle, according to which: choose the height of the vehicle, measure the actual height of the vehicle and compare the selected value of the vehicle height measured value of the height of the vehicle for forming a corrective signal. The method also includes the valve height control in accordance with the correction signal to provide the selected value of the height of transport is private means; the formation of the control signal corresponding to activation of the onboard system of the vehicle, and the control signal is different from the correction signal; and selective actuation of the bounding valve control signal to selectively interrupt the regulation height for enhanced stability when driving a vehicle.

According to another preferred implementation of the established way of minimizing air loss in the control system pneumatic suspension for vehicles, according to which connect the inlet air control valve height with a source of air under pressure, connect the outlet of the control valve height with the atmosphere, connect the hole pneumatic spring valve height adjustment with restrictive air valve and connect the restrictive air valve with pneumatic spring. According to the method is also measured by the first parameter, generate a first control input signal based on the first parameter for regulating the control valve height and form the second control input based on the second parameter for the control of restrictive air valve; and referred to the second parameter different from the first mentioned pair is the European part of Russia. According to the method also makes the second input control signal to the bounding air valve, and selectively actuate restrictive air valve in accordance with the second input control signal to prevent loss of air pressure in the pneumatic control system of the suspension when driving a vehicle.

According to another preferred implementation of a system of regulation of the pneumatic suspension of the vehicle containing the valve height adjustment with the air intake port connected with a source of air under pressure; an exhaust opening in communication with the atmosphere, and the opening of the pneumatic spring is connected to the pneumatic spring. Valve height adjustment is made with the selective connection between the air intake port and the opening of the pneumatic springs, the outlet hole and the hole pneumatic springs, or to occupy a neutral position in which the air intake port, hole pneumatic springs and the exhaust port are isolated from each other. The valve height control is regulated by the adjustment signal that corresponds to the first parameter system of the vehicle, i.e. the measured height transportadores. The system also contains restrictive air valve attached between the valve height adjustment and pneumatic spring; restrictive air valve selectively restricts the flow of air under pressure between the valve height adjustment and pneumatic spring, resulting in a minimized loss of air in the control system air suspension. For the system also provides the control signal for the control of restrictive air valve; and the control signal corresponds to the second parameter of the vehicle system, different from the first parameter system of the vehicle. The system is also designed so that the first parameter system of the vehicle corresponds to the measured height of the vehicle.

The invention and its particular features and advantages are explained in the following detailed description with reference to the accompanying drawings.

Brief description of drawings

Figure 1 - block diagram of the preferred alternative implementation of the present invention.

Figa is a block diagram of another preferred variant implementation of the present invention.

FIGU is a block diagram of another preferred variant implementation of the present invention.

Figure 2 - block diagram according Phi is .1, showing in more detail the input device to control.

Figure 3 - block diagram of another preferred variant implementation of the present invention.

4 is a block diagram sequence of operation of one preferred variant implementation of the present invention.

5 is a block diagram of another preferred variant implementation of the present invention.

6 is a diagram of the piping according to Figure 5, illustrating the preferred implementation of the present invention.

Detailed description of the invention

In the drawings and, in particular, in figure 1 the preferred implementation of the pneumatic suspension system 10 is shown in the form of a flowchart. The pneumatic suspension system 10 has a source 12 of pressurized air, fluid communicated with the valve 14 height control.

The valve 14 height control operates in accordance with the prior art and has an inlet 11, an opening 13 of the air springs, the outlet 15 and the Central shaft hole or cavity (not shown), through which holes are selectively communicated with each other through a fluid environment. The inlet 11 of the air enters the air under pressure from a source 12 of pressurized air. Also made the hole 13 of the pneumatic springs, which for those who UCA environment provides the message of the valve 14 height-adjustment pneumatic spring 18. Moreover, the outlet 15 is intended to implement messages fluid valve 14 height adjustment with the atmosphere.

Despite the fact that the action of the valve 14 height control is known from the prior art, it is described below for clarification. The valve 14 height control receives an input signal (not shown) of the measuring transducer, which corresponds to the measured value of the distance between the longitudinal lever (not shown) and the frame (not shown) of the vehicle. The measured value is compared with the selected reference value to determine whether the measured value of the selected reference value equal to or less it. If the measured value exceeds the selected reference value, the valve height control will open the message in a fluid medium between the hole 13 of the pneumatic spring and the outlet 15 to release the air from the air springs 18, resulting in a reduced distance between the longitudinal lever (not shown) and the frame of the vehicle (not shown). If the measured value is less than the selected reference value, the valve height control will open the message in a fluid medium between the hole 13 of the pneumatic spring and the inlet hole 11 of the air in order to introduce additional air under what t in the pneumatic spring 18, thereby increasing the distance between the longitudinal lever (not shown) and the frame (not shown) of the vehicle. If the measured value is equal to the selected reference value or range of reference values, the valve 14 height control will keep the holes isolated from each other in respect of their messages to each other in a fluid environment.

But difficulties arise when the normal movement of the vehicle oscillates, for example, if the vehicle is subjected to rocking from side to side, front to back, or combined swing. Valve height adjustment always takes changing the measured value of the distance between the longitudinal lever (not shown) and the frame of the vehicle (not shown), and therefore continuously performs the cyclic operation of the system, which introduces the air into the pneumatic spring 18 or releases it from her, in response to the measured value. It consumes a large amount of compressed air.

To resolve this problem, use a restrictive air valve 16, which is installed between the valve 14 height-adjustment pneumatic spring 18. Restrictive air valve 16 is designed so that the message on the fluid between the valve 14 height adjustment and pneumatic re the Soro 18 restricted, when the restrictive air valve 16. Restrictive air valve 16 may be any suitable valve Assembly for use in vehicles and the ability to selectively create or limit messages fluid between the valve 14 height-adjustment pneumatic spring 18. It should be noted that the restrictive air valve 16 may be a valve Assembly, which is only partially limits or, alternatively, completely interrupts the message on fluid between the valve 14 height-adjustment pneumatic spring 18.

By reducing, or even eliminating, the cyclic pneumatic suspension system can greatly improve the height adjustment when driving. The air suspension system will be less cyclical, resulting in reduced wear on the system and operating costs of the system. Another advantage is to improve stability during movement. The reason for this is that the actual release and the introduction of compressed air into the pneumatic spring and out in response to oscillation of the vehicle will cause a cyclical swing keel and pitching of the vehicle. This is very undesirable because it degrades the stability when driving, it is which is very important for large vehicles. The proposed system will not destabilize the vehicle, as is the case with many other systems, cyclically operating in the normal movement of the vehicle.

In the embodiment according to Figure 1 the restrictive air valve 16 is made separately from the valve 14 height-adjustment pneumatic spring 18, but this implementation is not mandatory. For example, the restrictive valve 16 can be installed in the air line, and it can be physically separated from the valve 14 height adjustment and pneumatic spring 18, as shown Figure 1. Or restrictive air valve 16 may be made in one piece with the valve 14 height adjustment, as shown in Figa. Alternatively, the restrictive air valve 16 can also be done in one piece with pneumatic spring 18, as shown in Figv. It is assumed that the physical location of the valve 16 limitations of the air may vary depending on the vehicle structure.

Restrictive air valve 16 is additionally performed with the input device 20. The device 20 is to selectively enforce the restrictive air valve 16 according to the selected control logic. Preferably, during normal operation of the vehicle restrictive Klah is an 16 air restricted message on fluid between the valve 14 height-adjustment pneumatic spring 18 to minimize loss of air, for example, due to vibrations of the vehicle. System height adjustment is usually necessary to give effect to, for example, when the vehicle is loaded or unloaded, resulting in a significant change in weight or displacement of the load, when the vehicle approaches the loading dock, and when the height of the trailer need to adjust the height of the loading platform when the tractor is disconnected from the trailer and connected to the trailer; or when, for example, there is a significant shift of weight and so you need to adjust the pneumatic spring to align the trailer.

Figure 2 shows the block diagram according to Figure 1, where the input device 20 for regulating illustrated in detail. Figure 2 shows several control input signals, although the device 20 can operate with any number of input signals from, for example, and without limitation, the onboard systems of perception data and control.

The input device 20 for regulation may be used, for example, and without limitation, the signal 21 of the brake system, which may include, for example, the signal from protivobloshinye brake system, traction control or joint control system traction. The input device 20 for regulation may also use the signal 22 measure time, which can represent, for example, a time dimension with the specified event to the time of bringing the system into action. The input device 20 for regulation may also include signal 23 operator input device, which can be entered manually by the signal outside the system, or automatic signal programmed into the system by the operator. The input device 20 for regulation can also use the signal 24 height measurement, which may be, for example, by measuring the height of the frame of the vehicle, the longitudinal arm or any other part of the vehicle. The input device 20 for regulation can also use the signal (signals) 25 sensor(sensors) movement, which can be on the truck or on the trailer to measure the movement of the vehicle. It is assumed that the input device 20 for regulation may use any number of vehicle data and/or control signals, and referenced herein, certain signals are not exhaustive and only provide examples of different signals that can be obtained from the various systems of the vehicle and the operator. It should be noted that the input device 20 may contain any data about the vehicle and/or control signal is Aly, or combinations thereof, required for this application. In fact, it is assumed that will develop new security vehicles, which will improve traffic safety.

The various signals referred to in relation to the input device 20 for regulation, were selected due to the impact of transportation systems on stability during movement. For example, in connection with the brake system, protivoraketnaya brake system prevents locking of the wheels of the vehicle during braking. Abrupt changes in vehicle speed can cause significant displacement of the load of the vehicle, which, in turn, will require the regulation of the air springs 18 pneumatic suspension system 10, to restore the balance of the trailer. Or system traction control is used to prevent slipping slave axis during acceleration and thus ensure optimal strength of adhesion with the road surface. This is a situation that can be a considerable shift of freight vehicles, which will require regulation of the air springs 18 pneumatic suspension system 10 to compensate for the displacement of the load. As another option, the signal 21 of the brake system can b the th generated by electronic braking system, which combines the functions protivobloshinye brake system and traction control into a single system and a single signal. Moreover, the control signal from the integrated system control grip force, which modifies the distribution of braking efforts and coordinates the braking between the tractor and trailer can be used in connection with the input device 20 to control.

Various other signals that are transferred to the device 20, can also affect the stability during movement. For example, the signal 24 height measurement can be used so that, if the load of the vehicle is shifted and thereby changes the distance between the longitudinal arm and the frame of the vehicle above the threshold, the system 10 pneumatic suspension could adjust the pneumatic spring 18 and over again to level the trailer. According to another example, the signal 25 motion sensor can be used for the perception of motion of the vehicle so that the message on the fluid between the valve 14 height-adjustment pneumatic spring 18 would be limited during normal operation of the vehicle, to minimize air loss and to stop the cycle of operation of the equipment. Signal 23 operator input devices can also be used in the light and with the input device 20 to regulate, according to which, for example, the operator of the vehicle may be necessary to temporarily disconnect the restrictive valve 16 air to the valve 14 height control was able to work continuously with pneumatic spring 18 during normal operation of the vehicle or the operator of the vehicle may require disconnecting the pneumatic suspension system for some time.

Figure 3 shows another variant of implementation of the pneumatic suspension system 10 in the form of a flowchart. In this implementation, the pneumatic suspension system 10 includes a source 32 of air under pressure, fluid which is connected with the inlet hole 31 of the valve 34 height adjustment and an inlet opening 37 of the valve 36 height adjustment. In addition, the valves 34 and 36 height adjustment, both have outlet openings 35 and 41, respectively, which are each in fluid communicated with the atmosphere. Valves 34 and 36 height adjustment also contain inlet 33 and 39, which connect the valves 34 and 36 height adjustment on fluid restrictive valves 38 and 40 of the air, respectively. Both valves 34 and 36 height control are Central shaft hole or cavity (not shown), through which holes are selectively communicated with each other through a fluid environment. Will limit the further valves 38 and 40 of the air, each reported in a fluid environment with air springs 42 and 44, respectively. Restrictive valves 38 and 40 of the air is similar to the described above with reference to Figure 1, and their description is not repeated here.

For both restrictive valves 38 and 40 of the air has an input device 46 to regulate. This device 46 and the valves 34 and 36 height adjustment similarly described with reference to Figure 1, and therefore their description is not repeated here.

Figure 3 shows the restrictive valve 47 air. Restrictive valve 47 air connects the pneumatic spring 42 with pneumatic spring 44. The purpose of the restrictive valve 47 air is to balance the pressure in the pneumatic springs 42 and 44. But the restrictive valve 47 air restricts the flow of air from one air springs in another, and so rapid equilibration of air springs using a restrictive valve 47 air impossible. Restrictive valve 47 air passes a very small amount of air at a time, so if there is a pressure difference between the pneumatic spring 42 and a pneumatic spring 44, then the restrictive valve 47 air will provide the balance for some time. This time will, of course, be changed in chief of the dependence on the pressure difference.

Figure 3 shows two valve height adjustment, two restrictive air valve and two pairs of air springs, although it is assumed that you can apply any number of them depending on the configuration of the vehicle and the desired control circuit of the vehicle. This restrictive valves 38 and 40 of the air, shows the individual in relation to the valves 34 and 36 height adjustment and pneumatic springs 42 and 44 can be made in one piece or with valves 34 and 36 height adjustment, either with air springs 42 and 44, respectively, according to the previous explanation with reference to figa and 1B.

Figure 4 shows the block diagram of the sequence of steps of the method of minimizing air loss in the control system pneumatic suspension. To simplify: the block diagram according to Figure 4 is illustrated in relation to the pneumatic suspension system 10 according to Figure 1.

First, the operator selects the height 50 of the suspension of the vehicle. This height corresponds to a predetermined height between the longitudinal arm and the frame of the vehicle. The height can automatically select or in accordance with the factory set value, either by using the onboard control system of the vehicle or manually. After selecting the height of the system will measure the height of 60 transport cf is DSTV. In many systems, the valve 14 height control is installed on the frame of the vehicle and has a regulating lever, which is connected to the longitudinal arm lever mechanism. Using linkage regulating lever rotates the regulating shaft inside the valve 14 height adjustment when changing the distance between the longitudinal arm and the frame of the vehicle. This, in turn, regulates the introduction of air into the pneumatic spring 18 or derive from it. It is also assumed that, despite the wide use of mechanical lever gear to measure the changing distance between the axle and frame of the vehicle, can also effectively be used, among others, and other transducers, such as light-sensitive elements, capacitors, variable capacitor, variable resistors or other used in vehicles appropriate transducers.

After receiving the measured values of the height of the vehicle, the system determines, how does the height of the vehicle with the selected height of 70. This is done by a simple comparison of the measured height of the vehicle with the selected altitude value or range of values, to perform one of the following: positive deviation, createline deviation or no deviation. If the measured height of the vehicle is consistent with the selected height of the vehicle and the deviation is not, then the system returns to the measuring height of 60 vehicles and will continue this cycle until such time as terminated or the measured value will not be consistent with the selected value. But if the measured height of the vehicle is not consistent with the selected height of the vehicle, with a positive or negative deviation, the system will determine, whether brought from the input device to the control system 80 height adjustment. System height adjustment can be inferred from the actions when, for example, the input device 20 for the regulation gives effect to the restrictive air valve 16, to limit the message to a fluid between the valve 14 height-adjustment pneumatic spring 18. If it is determined that the restrictive valve 16 air powered, the system returns to the measuring height of 60 vehicles and will continue this cycle until it is interrupted or when the system detects that the restrictive valve 16 of the air is not removed from the action. If the restrictive valve 16 of the air is not removed from the action, then the system proceeds to the regulation of air springs in accordance with erenkoy height 90, or introducing compressed air into the pneumatic spring, or outputting the compressed air from it.

According to the previous description with reference to Figure 2 for an input device 20 for regulation in order to control the restrictive valve 16 can be used any number of changing vehicle data and control signals. The logical sequence selected for the control of restrictive valve 16 will vary depending on the selected signals, some of which are described with reference to Figure 2. With reference to the device 20 above explains and describes several of these devices, although, as indicated above, for the control of restrictive valve 16 air you can use any number of different input signals on-Board data systems of the vehicle. It is also assumed that in the analysis of aircraft data and/or control signals corresponding to the complex control input signals, a particular order is not a significant value.

In addition, control logic valve 14 height adjustment and proper regulation of air springs 18 are also described above with reference to Figure 1, and their description is not repeated.

Figure 5 shows a block diagram of another preferred embodiment of the present invention. Pok is related system 100 pneumatic suspension. The pneumatic suspension system 100 includes a source 110 of air under pressure, which fluid communicates with the valve 112 height adjustment through the inlet 111. The pneumatic suspension system 100 also contains a restrictive valve 114 air, which communicates via a fluid valve 112 height adjustment via hole 113 pneumatic springs. The valve 112 height adjustment also has an outlet 115, which is configured to selectively communicated in fluid with a hole 113 pneumatic springs. The hole 113 pneumatic springs may also be communicated in fluid with the hole 111 of the air intake in accordance with the selected logic.

For restrictive valve 114 air has an input device 120 to regulation, which can use a variety of onboard data and control signals as described with reference to Figure 2.

Pneumatic spring 116 and a pneumatic spring 118, both reported on fluid restrictive valve 114 air, and therefore both air springs are regulated simultaneously. This configuration has the advantage of fewer components and, therefore, lower costs of installation and operation.

Figure 6 shows a diagram of the piping system 100 pneumatic podostemaceae Figure 5. According to Fig.6 scheme piping contains: intake hole 121 for air source 110 of air under pressure connected to the valve 112 height adjustment, which, in turn, is connected with the restrictive valve 114 air, thus limiting valve 114 air is connected with a pneumatic spring 116, and a pneumatic spring 118.

It should be noted that although the restrictive valve 114 air figure 5 and 6 shows the individual, it can be made in one piece with the valve 112 height adjustment according Figa.

Although the invention is described with reference to a particular arrangement of its components, characteristics and so on, they do not exhaust all possible layouts or elements, and specialists in the art will obviously many other modifications and variations of the present invention.

1. Control system a fluid medium containing a source of fluid, a spring operating on the fluid regulating valve, having an inlet for receiving fluid from a source of fluid, an outlet for release of fluid from a spring and the opening spring connected to the spring, with the mentioned control valve is configured to selectively connect between the inlet hole and the hole springs, exhaust what tertiam and opening springs, or to occupy a neutral position in which the inlet opening, the opening springs and the exhaust port are isolated from each other, restrictive valve connected in fluid with said regulating valve and configured to selectively open and close messages fluid from the source of fluid to the said spring, a first input device for regulating the mentioned regulating valve based on the value of the measured height of the vehicle, and a second input device for regulating mentioned restrictive valve in such a way that minimizes the cyclic control system.

2. Regulation of fluid according to claim 1, in which the second control input signal selected from the group of signals consisting of signals from protivobloshinye brake systems, traction control, electronic brake system, motion sensors, operator input device; a signal measurement time; or consisting of a combination of these listed parameters.

3. Regulation of fluid according to claim 1, in which the mentioned second control input signal selected from the group of signals consisting of an electrical signal, a pneumatic signal, a mechanical what about the signal, or combinations thereof.

4. Regulation of fluid according to claim 1, in which the mentioned second control input signal automatically activates mentioned restrictive valve in accordance with the selected control logic.

5. Regulation of fluid according to claim 1, in which the aforementioned restrictive valve is made separately from the above-mentioned control valve height.

6. Regulation of fluid according to claim 1, in which the aforementioned restrictive valve is formed in one piece with the said regulating valve height.

7. Regulation of fluid according to claim 1, in which the aforementioned restrictive valve is formed in one piece with the said spring.

8. Regulation of fluid according to claim 1, in which the aforementioned restrictive air valve connected between the control valve and spring.

9. Method of increasing the stability of the vehicle while driving, which selects the value of the vehicle height, measure the actual height of the vehicle, compare the selected value of the vehicle height measured value of the height of the vehicle for forming a corrective signal, operate the valve height control in accordance with the adjustment the respective signal to provide the selected value of the vehicle height, generate a control signal corresponding to activation of the onboard system of the vehicle, and the control signal is different from the correction signal to selectively actuate the restrictive valve control signal to selectively interrupt the regulation height for enhanced stability when driving a vehicle.

10. The method according to claim 9, wherein the onboard vehicle system selected from the group consisting of protivobloshinye brake systems, traction control, electronic brake system, motion sensors, operator input device; a signal measurement time; or combinations of the listed signals.

11. The method according to claim 9, characterized in that the control input is chosen from the group of signals consisting of an electrical signal, a pneumatic signal, a mechanical signal, or combinations thereof.



 

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1 dwg

FIELD: automobile suspension systems.

SUBSTANCE: proposed suspension system for automobile-amphibian includes the control lever mounted rotatably on automobile body passing to wheel bracket. Control lever and wheel bracket are mounted for rotary motion relative to each other. Wheel bracket includes automobile wheel supports. Suspension system is provided additionally with drive unit mounted rotatably on automobile body at spatial connection relative to control lever and for rotation of control lever around its swivel joint with body for shift of wheel bracket and consequently for shift between two limiting positions of automobile wheel. In first limiting position, wheel is mainly located vertically for grip with road and in second limiting position, it is retracted for motion of automobile in water. Drive unit is mounted rotatably on body in center position relative to its length so that it should turn during motion of wheel bracket between the first and second limiting positions.

EFFECT: increased motion of automobile forward and inside at retraction.

13 cl, 3 dwg

FIELD: mechanical engineering; suspensions.

SUBSTANCE: proposed suspension with longitudinal levers if provided with height control system to adjust height of suspension relates to vehicle in motion. System contains valve height adjusting mechanism driven by motor.

EFFECT: reduced cost.

35 cl, 23 dwg

Amphibian // 2268160

FIELD: transport engineering; amphibians.

SUBSTANCE: invention relates to amphibian vehicles, particularly, to post of hydraulic systems suspension. According to invention, vehicle has at least one wheel shifted out from vehicle body to support vehicle when it is used on the ground and retracted for use on water. Vehicle is furnished additionally with hydraulic cylinder containing hydraulic fluid, piston installed for movement inside cylinder and dividing the cylinder into first and second chambers, device to connected piston with suspension lever mechanism connected with wheel, first two-position valve designed to control fluid flow between first and second chambers at least on section of working stroke of piston, and second two-position valve connected only with one of first and second chambers. When first valve is open, and second valve is closed, post provides functions of suspension and/or damping of wheel vibrations. When first valve is closed and second valve is open, post serves as drive to move wheel between extended and retracted positions.

EFFECT: provision of retraction and extension of wheel through distance exceeding that required for normal riding.

13 cl, 11 dwg

Amphibian // 2268160

FIELD: transport engineering; amphibians.

SUBSTANCE: invention relates to amphibian vehicles, particularly, to post of hydraulic systems suspension. According to invention, vehicle has at least one wheel shifted out from vehicle body to support vehicle when it is used on the ground and retracted for use on water. Vehicle is furnished additionally with hydraulic cylinder containing hydraulic fluid, piston installed for movement inside cylinder and dividing the cylinder into first and second chambers, device to connected piston with suspension lever mechanism connected with wheel, first two-position valve designed to control fluid flow between first and second chambers at least on section of working stroke of piston, and second two-position valve connected only with one of first and second chambers. When first valve is open, and second valve is closed, post provides functions of suspension and/or damping of wheel vibrations. When first valve is closed and second valve is open, post serves as drive to move wheel between extended and retracted positions.

EFFECT: provision of retraction and extension of wheel through distance exceeding that required for normal riding.

13 cl, 11 dwg

FIELD: transport engineering.

SUBSTANCE: invention relates to design of trailers and coupler gears. Proposed device contains arch-shaped damping pad to take action of friction device, for instance, pneumatic type, installed on end of draft pole. Damping pad is connected, for instance, by hinge joint with fixed or sufficiently resilient rear part of prime mover to kill transverse and longitudinal angular vibrations. Friction device contains friction shoes pressed to damping pad by pneumatic drive. Pressure force, thus created, changes depending on load of trailer and/or speed of prime mover automatically adapting to damping of hunting.

EFFECT: provision of change of operation of drive depending on pressure in suspension and/or speed of prime mover.

20 cl, 6 dwg

FIELD: transport engineering; wheel suspensions.

SUBSTANCE: according to invention vehicle wheel suspension contains wheel hub whose upper part is mechanically connected either with body/frame of vehicle or with vehicle beam by means of structural member. Lower part of said hub is mechanically connected with one end of V-shaped movable lower lever whose two other ends are connected with vehicle beams. Suspension contains also spring one end of which is connected with body/frame of vehicle, and other end is connected wither with structural member of vehicle or with lower movable lever. Suspension is provided with suspension rate adjuster secured on body/frame of vehicle, actuating member of adjuster being connected with movable lower lever. Adjuster contains torsion bar one end of which is connected with drive, and leverage and shaft installed in housing. One end of shaft is connected with other end of torsion bar, and lever is fitted on its other end. Actuating member of device connected with lower movable lever is made in form of tie-rod hinge connected with leverage. Said leverage is made in form of bell crank hinge-mounted in housing. One arm of bell crank is designed for hinge connection with tie-rod. Roller installed for rotation on other arm of bell crank is designed for engagement with lever on end of shaft. Invention is aimed at changing of suspension rate with provision of nonlinear characteristics and changing of clearance and provision of additional heeling of vehicle to side of cornering to increase stability of vehicle.

EFFECT: improved stability at cornering.

10 cl, 8 dwg

FIELD: transport engineering; vehicle suspensions.

SUBSTANCE: proposed adjustable shock absorber contains piston with double-acting pressure transducer and step electric motor whose armature is stationary secured on rod and inductor is furnished with cover with projecting ring lugs with holes made in lugs. Transducer generates electric signal proportional to speed of piston displacement. Signal is transmitted to control device which generates required number of pulses and conveys them into armature winding of step electric motor. Inductor with cover is turned through angle providing change of passage area of channels in piston to value creating resistance with force which is regulated by program of realized resistance characteristics for specific stroke and speed of displacement of piston.

EFFECT: dispensing with elastic valve members in shock absorbers, enlarged range of resistance characteristic control.

2 dwg

FIELD: transport engineering.

SUBSTANCE: invention can be used in large-size heavy-weight trailer-trains. Proposed dump semitrailer contains frame with two longitudinal beams made of H-channels and turnable body resting on frame. Dump semitrailer is furnished with spring locking devices installed over middle and rear axles of wheels from inner and outer sides of left-hand and right-hand channels and they contains, each, two disks secured in pairs on turnable shaft passed through channel and are provided with shaped cut with locking section and cylindrical rod with fitted-on bushings arranged in shaped cut of disks and elongated slots of channel. Said cylindrical rod is connected with wheel axles through two posts hinge-connected with clamps. Locking device control hydraulic drive contains hydraulic distributor and hydraulic cylinder with connected with disks of locking devices arranged over middle axles of wheels, and is connected through tie-rod with disks over rear axles of wheels.

EFFECT: improved stability and safety at unloading of large-size heavy-weight dump semitrailers, preservation of maneuverability of vehicles, improved convenience and increased speed of unloading.

5 dwg

FIELD: transport engineering; vehicle suspensions.

SUBSTANCE: proposed adjustable shock absorber contains piston with double-acting pressure transducer and step electric motor whose armature is stationary secured on rod and inductor is furnished with cover with projecting ring lugs with holes made in lugs. Transducer generates electric signal proportional to speed of piston displacement. Signal is transmitted to control device which generates required number of pulses and conveys them into armature winding of step electric motor. Inductor with cover is turned through angle providing change of passage area of channels in piston to value creating resistance with force which is regulated by program of realized resistance characteristics for specific stroke and speed of displacement of piston.

EFFECT: dispensing with elastic valve members in shock absorbers, enlarged range of resistance characteristic control.

2 dwg

FIELD: transport engineering; wheel suspensions.

SUBSTANCE: according to invention vehicle wheel suspension contains wheel hub whose upper part is mechanically connected either with body/frame of vehicle or with vehicle beam by means of structural member. Lower part of said hub is mechanically connected with one end of V-shaped movable lower lever whose two other ends are connected with vehicle beams. Suspension contains also spring one end of which is connected with body/frame of vehicle, and other end is connected wither with structural member of vehicle or with lower movable lever. Suspension is provided with suspension rate adjuster secured on body/frame of vehicle, actuating member of adjuster being connected with movable lower lever. Adjuster contains torsion bar one end of which is connected with drive, and leverage and shaft installed in housing. One end of shaft is connected with other end of torsion bar, and lever is fitted on its other end. Actuating member of device connected with lower movable lever is made in form of tie-rod hinge connected with leverage. Said leverage is made in form of bell crank hinge-mounted in housing. One arm of bell crank is designed for hinge connection with tie-rod. Roller installed for rotation on other arm of bell crank is designed for engagement with lever on end of shaft. Invention is aimed at changing of suspension rate with provision of nonlinear characteristics and changing of clearance and provision of additional heeling of vehicle to side of cornering to increase stability of vehicle.

EFFECT: improved stability at cornering.

10 cl, 8 dwg

FIELD: transport engineering.

SUBSTANCE: invention relates to design of trailers and coupler gears. Proposed device contains arch-shaped damping pad to take action of friction device, for instance, pneumatic type, installed on end of draft pole. Damping pad is connected, for instance, by hinge joint with fixed or sufficiently resilient rear part of prime mover to kill transverse and longitudinal angular vibrations. Friction device contains friction shoes pressed to damping pad by pneumatic drive. Pressure force, thus created, changes depending on load of trailer and/or speed of prime mover automatically adapting to damping of hunting.

EFFECT: provision of change of operation of drive depending on pressure in suspension and/or speed of prime mover.

20 cl, 6 dwg

Amphibian // 2268160

FIELD: transport engineering; amphibians.

SUBSTANCE: invention relates to amphibian vehicles, particularly, to post of hydraulic systems suspension. According to invention, vehicle has at least one wheel shifted out from vehicle body to support vehicle when it is used on the ground and retracted for use on water. Vehicle is furnished additionally with hydraulic cylinder containing hydraulic fluid, piston installed for movement inside cylinder and dividing the cylinder into first and second chambers, device to connected piston with suspension lever mechanism connected with wheel, first two-position valve designed to control fluid flow between first and second chambers at least on section of working stroke of piston, and second two-position valve connected only with one of first and second chambers. When first valve is open, and second valve is closed, post provides functions of suspension and/or damping of wheel vibrations. When first valve is closed and second valve is open, post serves as drive to move wheel between extended and retracted positions.

EFFECT: provision of retraction and extension of wheel through distance exceeding that required for normal riding.

13 cl, 11 dwg

Amphibian // 2268160

FIELD: transport engineering; amphibians.

SUBSTANCE: invention relates to amphibian vehicles, particularly, to post of hydraulic systems suspension. According to invention, vehicle has at least one wheel shifted out from vehicle body to support vehicle when it is used on the ground and retracted for use on water. Vehicle is furnished additionally with hydraulic cylinder containing hydraulic fluid, piston installed for movement inside cylinder and dividing the cylinder into first and second chambers, device to connected piston with suspension lever mechanism connected with wheel, first two-position valve designed to control fluid flow between first and second chambers at least on section of working stroke of piston, and second two-position valve connected only with one of first and second chambers. When first valve is open, and second valve is closed, post provides functions of suspension and/or damping of wheel vibrations. When first valve is closed and second valve is open, post serves as drive to move wheel between extended and retracted positions.

EFFECT: provision of retraction and extension of wheel through distance exceeding that required for normal riding.

13 cl, 11 dwg

FIELD: mechanical engineering; suspensions.

SUBSTANCE: proposed suspension with longitudinal levers if provided with height control system to adjust height of suspension relates to vehicle in motion. System contains valve height adjusting mechanism driven by motor.

EFFECT: reduced cost.

35 cl, 23 dwg

FIELD: automobile suspension systems.

SUBSTANCE: proposed suspension system for automobile-amphibian includes the control lever mounted rotatably on automobile body passing to wheel bracket. Control lever and wheel bracket are mounted for rotary motion relative to each other. Wheel bracket includes automobile wheel supports. Suspension system is provided additionally with drive unit mounted rotatably on automobile body at spatial connection relative to control lever and for rotation of control lever around its swivel joint with body for shift of wheel bracket and consequently for shift between two limiting positions of automobile wheel. In first limiting position, wheel is mainly located vertically for grip with road and in second limiting position, it is retracted for motion of automobile in water. Drive unit is mounted rotatably on body in center position relative to its length so that it should turn during motion of wheel bracket between the first and second limiting positions.

EFFECT: increased motion of automobile forward and inside at retraction.

13 cl, 3 dwg

FIELD: transport engineering; suspensions.

SUBSTANCE: proposed suspension hydraulic shock absorber has hydraulic cylinder, rod with piston, throttling holes made in piston, and compression valve and rebound valves. Sock absorber contains additionally external liquid flow main line secured between upper and lower spaces of hydraulic cylinder, with compression bypass spring valve and rebound bypass spring valve installed in parallel with external main line and device to adjust compression ratio of springs of bypass valves. Said device includes step motor and worms with floating nuts installed in compression and rebound valve housings, worms being mechanically coupled with step motor. Worms with floating nuts are set into rotation by step motor simultaneously, owing to corresponding arrangement of bypass valves, and provide synchronous adjustment of compression ratio of valve springs owing to translational displacements of floating nuts along worms. Shock absorber has control unit electrically coupled with step motor.

EFFECT: provision of adjustment of resistance of shock absorber depending on required smoothness, accuracy and operative control within required range owing to adjustment of are of cross section of throttling holes.

1 dwg

FIELD: automotive industry.

SUBSTANCE: hydraulic shock absorber comprises hydraulic cylinder (1) and rod with piston (2). The piston is provided with throttle openings (3) and receives the relief compression valve (4) and relief delivery valve (5). The shock absorber receives outer pipeline (6) for communication the top and bottom spaces of hydraulic cylinder (1), step motor (11) provided with mechanical drive (12) for control of compression (8) and delivery (10) cock-throttles, and control unit (13) connected with step motor (11). The pipeline receives, connected in parallel, the unit composed of by-pass valve (7) and compression cock-throttle (8) connected in series and unit composed of by-pass valve (9) and delivery cock-throttle (10) connected in series.

EFFECT: improved shock absorbing.

1 dwg

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