WO2011053228A1 - Air valve configuration for a motor vehicle to tilt and revert the vehicle to normal level after tilting - Google Patents

Air valve configuration for a motor vehicle to tilt and revert the vehicle to normal level after tilting Download PDF

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Publication number
WO2011053228A1
WO2011053228A1 PCT/SE2010/051136 SE2010051136W WO2011053228A1 WO 2011053228 A1 WO2011053228 A1 WO 2011053228A1 SE 2010051136 W SE2010051136 W SE 2010051136W WO 2011053228 A1 WO2011053228 A1 WO 2011053228A1
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WO
WIPO (PCT)
Prior art keywords
air
bellows
pressure
configuration
air valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/SE2010/051136
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French (fr)
Inventor
Daniel Aslan
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Scania CV AB
Original Assignee
Scania CV AB
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Filing date
Publication date
Application filed by Scania CV AB filed Critical Scania CV AB
Publication of WO2011053228A1 publication Critical patent/WO2011053228A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/056—Regulating distributors or valves for hydropneumatic systems
    • B60G17/0565—Height adjusting valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
    • B60G17/0155—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit pneumatic unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/052—Pneumatic spring characteristics
    • B60G17/0523—Regulating distributors or valves for pneumatic springs
    • B60G17/0525—Height adjusting or levelling valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/38—Low or lowerable bed vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/20—Stationary vehicle
    • B60G2800/202—Stationary vehicle kneeling, e.g. for letting passengers on/off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/20—Stationary vehicle
    • B60G2800/203—Stationary vehicle lowering the floor for loading/unloading
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/20—Stationary vehicle
    • B60G2800/204—Stationary vehicle adjusting floor height to the loading ramp level

Definitions

  • the invention relates to an air valve configuration for a motor vehicle according to the preamble of claim 1 .
  • the invention relates also to a motor vehicle.
  • Buses are equipped with an air valve configuration which is adapted to discharging air from the bellows configuration on one side, thereby tilting the bus to make it easier for passengers to board.
  • Reversion to normal level is by means of a valve means/solenoid of the valve configuration which is adapted to being activated for said reversion so that connections are made between right and left bellows configurations, effecting pressure equalisation between them.
  • That solution consequently involves an extra valve means, but standard air valve blocks used on vehicles where such tilting is not required, e.g. on trucks, cannot be used for the purpose, resulting in increased costs.
  • An object of the present invention is propose an air valve configuration which makes it possible for the vehicle to tilt and to revert to normal level after tilting and which is at the same time cost-effective.
  • an air valve configuration for a motor vehicle comprising a first valve means with an air intake connected to a compressed air source, and with an air release outlet and an air supply outlet, and second and third valve means each adapted to regulating the air pressure in its respective bellows configuration, which air valve configuration comprises sensor devices for each bellows configuration, and there is a control unit to cause said valve means to effect distribution of pressure between the two bellows configurations on the basis of comparison of information from said sensor devices.
  • the result is a cost-effective air valve configuration enabling pressure distribution of the vehicle in the form of tilting and reversion to normal level after tilting, and load transfer between unpowered and powered wheels and reversion to normal level. It is thus possible to use a conventional valve block with three valve means/solenoids for effecting these pressure distributions.
  • the air valve configuration needs no air connections between the bellows configurations for reversion to normal level as above.
  • said pressure distribution takes the form of equalisation of pressure to substantially equal pressures between the two bellows configurations.
  • the intended purpose is reversion to normal level from pressure difference of the bellows configurations.
  • said sensor devices comprise a first pressure sensor adapted to determining the air pressure in one bellows configuration, and a second pressure sensor adapted to determining the air pressure in the other bellows configuration. This is an effective way of ascertaining said difference to make reversion to normal level possible by control unit as above.
  • said sensor devices comprise a first level sensor situated close to one bellows configuration to determine the level of the vehicle frame relative to a reference associated with said bellows configuration. Correct level of the vehicle relative to a reference is thus ascertained, resulting in the desired distance between vehicle frame and axles upon reversion to normal level.
  • said sensor devices comprise a second level sensor situated close to the other bellows configuration to determine the level of the vehicle frame relative to a reference associated with said bellows configuration. Having a level sensor for each bellows configuration is an effective way of ascertaining said difference to make reversion to normal level possible by the control unit as above.
  • This solution needs no pressure sensor for reversion to correct level, e.g. after tilting.
  • said pressure distributions pertain to opposite sides of the vehicle, making it possible for the vehicle to tilt and to revert to normal level from the tilt.
  • said pressure distributions pertain to the longitudinal direction of the vehicle, enabling load transfer between its powered axles and tag axles and reversion to normal level after the load transfer.
  • a motor vehicle comprising an air valve configuration according to any of the above embodiments which is situated close to the front axle, making it possible for the vehicle to tilt and to revert to normal level.
  • a motor vehicle comprising an air valve configuration according to any of the above embodiments which is situated close to the respective rear axles, enabling load transfer between rear axles and reversion to the vehicle's normal level.
  • a motor vehicle comprising an air valve configuration according to any of the above embodiments which is situated close to the front axle, and an air valve configuration according to any of the above embodiments which is situated close to the respective rear axles, enabling tilting, reversion to normal level at the front of the vehicle, load transfer between rear axles and reversion to the vehicle's normal level.
  • the vehicle takes the form of a bus, in which case tilting may be intended to make it easier for passengers to board and alight.
  • Fig. 1 illustrates schematically a motor vehicle according to an embodiment of the invention
  • Fig. 2 depicts schematically air valve configurations according to an embodiment of the present invention, situated in a motor vehicle;
  • Fig. 3 is a schematic block diagram for control of valve configurations according to the present invention
  • Fig. 4 depicts schematically air valve configurations according to an embodiment of the present invention, situated in a rear portion of a motor vehicle;
  • Fig. 5 depicts schematically an air valve configuration according to an embodiment of the present invention, situated in a forward portion of a motor vehicle;
  • Fig. 6 is a schematic block diagram for control of the valve configuration in Fig. 5.
  • link refers herein to a communication link which may be a physical line, such as an opto-electronic communication line, or a non-physical line such as a wireless connection, e.g. a radio link or microwave link.
  • Fig. 1 is a side view of a vehicle 1 .
  • the exemplified vehicle 1 takes the form of a heavy vehicle in the form of a bus.
  • the vehicle may alternatively be a truck or a passenger car.
  • the vehicle takes the form of a heavy vehicle such as a bus with a front axle and a rear powered axle and a rear tag axle illustrated schematically with right front wheel RF for the front axle, right powered wheel RD for the powered axle and right unpowered wheel RS for the tag axle.
  • Fig. 2 depicts schematically air valve configurations according to an embodiment of the present invention, situated in a motor vehicle.
  • the vehicle comprises a vehicle frame 2, 3, a front axle X1 with opposite wheels RF, LF, a rear powered axle X2 with opposite powered wheels RD, LD, and a rear tag axle X3 with opposite unpowered wheels RS, LS.
  • the vehicle further comprises a first bellows configuration B1 situated on the right side close to the front axle X1 , and a second bellows configuration B2 situated on the left side close to the front axle X1 .
  • the first and second bellows configurations B1 , B2 each take the form of one bellows.
  • the vehicle further comprises a third bellows configuration B3 situated on the right side close to the rear powered axle X2, and a fourth bellows configuration B4 situated on the left side close to the rear powered axle X2.
  • the third and fourth bellows configurations B3, B4 each takes the form of a pair of bellows air-connected to one another.
  • the vehicle further comprises a fifth bellows configuration B5 situated on the right side close to the rear tag axle X3, and a sixth bellows configuration B6 situated on the left side close to the rear tag axle X3.
  • the fifth and sixth bellows configurations B5, B6 each take the form of one bellows.
  • the respective bellows configurations B1 -B6 are situated between the vehicle frame and the respective axles, making it possible for the vehicle to be raised and lowered by regulation of air in the bellows configurations. Load transfer between the powered axle X2 and the tag axle X3 is also possible by regulation of air in the bellows configurations.
  • the vehicle further comprises a first air valve configuration 100 according to an embodiment of the present invention.
  • the first air valve configuration is connected to the first and second bellows configurations B1 , B2.
  • the vehicle further comprises a second air valve configuration 200 according to an embodiment of the present invention.
  • the second air valve configuration is connected to the third and fourth bellows configurations B3, B4.
  • the vehicle further comprises a third air valve configuration 300 according to an embodiment of the present invention.
  • the third air valve configuration is connected to the fifth and sixth bellows configurations B5, B6.
  • the vehicle further comprises a first compressed air source to supply air to the first air valve configuration 100, and a second compressed air source to supply air to the second and third air valve configurations 200, 300.
  • Each air valve configuration 100, 200, 300 comprises a respective air valve unit V1 , V2, V3 incorporating a first valve means with an air intake connected to a compressed air source, and with an air release outlet and an air supply outlet, and second and third valve means each adapted to regulating the air pressure in its respective bellows configuration.
  • the first air valve configuration 100 comprises a first air valve unit V1
  • the second air valve configuration 200 a second air valve unit V2
  • the third air valve configuration 300 a third air valve unit V3.
  • the first valve means in an active first state is adapted to supplying air via the air supply outlet to the second and/or third valve means.
  • the first valve means in an active second state is adapted to letting air out via the air release outlet from the second and/or third valve means.
  • the first valve means in a passive third state is adapted to preventing air from passing.
  • the second valve means comprises a first aperture for receiving air from or letting air out to the supply outlet of the first valve means, and a second aperture for letting out air received from the supply outlet of the first valve means via the first aperture or receiving air from one bellows configuration.
  • the third valve means comprises a first aperture for receiving air from or letting air out to the supply outlet of the first valve means, and a second aperture for letting out air received from the supply outlet of the first valve means via the first aperture or receiving air from the other bellows configuration.
  • the second and third valve means each have an active first state in which air is allowed to flow through, and a passive second state in which air is prevented from flowing through.
  • the first air valve configuration 100 is adapted to regulating the air pressure in the first and second bellows configurations B1 , B2.
  • the first valve means 101 of the first air valve configuration 100 is connected at its air intake to the first compressed air source A1 by an air line 1 1 .
  • the second valve means 102 of the first air valve configuration 100 is connected to the second bellows configuration B2 by an air line 12.
  • the third valve means 103 of the first air valve configuration 100 is connected to the first bellows configuration B1 by an air line 13.
  • the first air valve configuration 100 further comprises a level sensor 1 L situated close to the second bellows configuration B2 to determine the level of the vehicle frame 2, 3 relative to a reference associated with said bellows configuration B2.
  • the first air valve configuration 100 further comprises a first pressure sensor P1 adapted to detecting the air pressure in the first bellows configuration B1 , and a second pressure sensor P2 adapted to detecting the air pressure in the second bellows configuration B2.
  • the first air valve configuration 100 is connected to an electronic control unit 500, see Fig. 4, which is adapted to effecting distribution of pressure via said first, second and third valve means 101 , 102, 103 between the two bellows configurations B1 , B2 on the basis of comparison of information from the first and second pressure sensors P1 , P2, and said pressure distribution takes the form of equalisation of pressure to substantially equal pressures between the first and second bellows configurations B1 , B2, making it possible for the vehicle to revert to normal level after tilting.
  • the level sensor 1 L detects the level and sends information to the control unit 500 so that correct level can be set via the valve means.
  • the control of the first air valve configuration 100 is described in more detail with reference to Fig. 4.
  • the second valve configuration 200 is adapted to regulating the air pressure in the third and fifth bellows configurations B3, B5.
  • the first valve means 201 of the second valve configuration 200 is connected at its air intake to the second compressed air source A2 by an air line 21 .
  • the second valve means 202 of the second valve configuration 200 is connected to the fifth bellows configuration B5 by an air line 22.
  • the third valve means 203 of the second valve configuration 200 is connected to the third bellows configuration B3 by an air line 23.
  • the second valve configuration 200 further comprises a level sensor 2L associated with the powered axle X2 close to the third bellows configuration B3, and a level sensor 3L associated with the powered axle X2 close to the fourth bellows configuration B4, to determine the level of the vehicle frame 2, 3 relative to a reference associated with said third and fourth bellows configurations B3, B4, e.g. the powered axle X2.
  • Having two level sensors according to this arrangement makes it possible to have the same level on both sides if the load is obliquely distributed to prevent the vehicle from sloping.
  • the second valve configuration 200 further comprises a third pressure sensor P3 adapted to detecting the air pressure in the third bellows configuration B3, and a fifth pressure sensor P5 adapted to detecting the air pressure in the fifth bellows configuration B5.
  • the second valve configuration 200 is connected to the electronic control unit 500 which is adapted to effecting distribution of pressure via said first, second and third valve means 201 , 202, 203 between the third and fifth bellows configurations B3, B5 on the basis of comparison of information from the third and fifth pressure sensors P3, P5, and said pressure distribution is adjusted for desired load transfer, e.g. depending on running surface.
  • the level sensors 2L, 3L detect the level and send information to the control unit 500 so that correct level can be set via the valve means 201 , 202, 203.
  • the control of the second air valve configuration 200 is described in more detail with reference to Fig. 4.
  • the third valve configuration 300 is adapted to regulating the air pressure in the fourth and sixth bellows configurations B4, B6.
  • the first valve means 301 of the third valve configuration 300 is connected at its air intake to the second compressed air source A2 by an air line 31 .
  • the second valve means 302 of the third valve configuration 300 is connected to the sixth bellows configuration B6 by an air line 32.
  • the third valve means 303 of the third valve configuration 300 is connected to the fourth bellows configuration B4 by an air line 33.
  • the third valve configuration 300 further comprises the level sensor 2L and the level sensor 3L associated with the powered axle X2 close to the third and fourth bellows configurations B3, B4 to determine the level of the vehicle frame 2, 3 relative to a reference associated with said third and fourth bellows configurations B3, B4, e.g. the powered axle X2.
  • the third valve configuration 300 further comprises a fourth pressure sensor P4 adapted to detecting the air pressure in the fourth bellows configuration B4, and a sixth pressure sensor P6 adapted to detecting the air pressure in the sixth bellows configuration B6.
  • the third valve configuration 300 is connected to the electronic control unit 500 which is adapted to effecting distribution of pressure via said first, second and third valve means 301 , 302, 303 between the fourth and sixth bellows configurations B4, B6 on the basis of comparison of information from the fourth and sixth pressure sensors P4, P6, and said pressure distribution is adjusted for desired load transfer, e.g. depending on running surface.
  • the level sensors 2L, 3L detect the level and send information to the control unit 500 so that correct level can be set via the valve means 301 , 302, 303.
  • the control of the second and third air valve configurations 200, 300 are described in more detail with reference to Fig. 4.
  • Fig. 3 is a schematic block diagram for control of first, second and third air valve configurations 100, 200, 300 according to the present invention.
  • the electronic control unit 500 is signal-connected to an interface 510.
  • the interface 510 takes the form, according to a variant, of a control panel via which the driver of the vehicle, e.g. the bus, can command pressure distribution of bellows configurations, e.g. he/she can ask for tilting and for return to normal level, i.e. evenly distributed pressures of the first and second bellows configurations B1 , B2, after tilting, and/or for load transfer, i.e. redistribution of pressure between the third and fifth bellows configurations B3, B5 and between the fourth and sixth bellows configurations B4, B6.
  • the electronic control unit 500 is adapted to receiving from said interface a signal which represents pressure distribution demand data.
  • the electronic control unit 500 is signal-connected to the first pressure sensor of the first air valve configuration 100 via a link.
  • the electronic control unit 500 is adapted to receiving from the first pressure sensor P1 via the link a signal which represents air pressure data of the first bellows configuration B1 .
  • the electronic control unit 500 is signal-connected to the second pressure sensor P2 of the first air valve configuration 100 via a link.
  • the electronic control unit 500 is adapted to receiving from the second pressure sensor P2 via the link a signal which represents air pressure data of the second bellows configuration B2.
  • the electronic control unit 500 is signal-connected to the level sensor 1 L of the first air valve configuration 100.
  • the electronic control unit 500 is adapted to receiving from the level sensor 1 L a signal which represents level data for the vehicle frame 2, 3 relative to a reference point.
  • the electronic control unit 500 is adapted to calculating the difference between the air pressure in the first bellows configuration B1 and the second bellows configuration B2 on the basis of signals which represent compressed air data of the first and second pressure sensors P1 , P2.
  • the electronic control unit 500 is signal-connected to the first air valve unit V1 .
  • the electronic control unit 500 is adapted to sending to the first air valve unit V1 a signal based on said pressure distribution demand.
  • the electronic control unit 500 Upon pressure distribution demand for tilting of, for example, the forward right side, the electronic control unit 500 is adapted to sending to the first air valve unit V1 a signal to activate the first valve means 101 to its active second state for letting air out through the air release outlet, and to activate the third valve means 103 so that the air pressure of the first bellows configuration B1 situated on the right side is reduced, thereby tilting the vehicle.
  • the electronic control unit 500 Upon pressure distribution demand for reversion to normal level after tilting of, for example, the vehicle's right side, the electronic control unit 500 is adapted to calculating the difference between the air pressure in the first bellows configuration B1 and the second bellows configuration B2 on the basis of the signals which represent compressed air data of the first and second pressure sensors P1 , P2, and thereupon to sending information concerning said pressure difference to the first air valve unit V1 which, on the basis of said pressure difference, activates the first valve means 101 to its active first position for receiving air via the air inlet, and activates the third valve means 103 so that the pressure of the first bellows configuration B1 increases until said pressure difference is substantially nil, i.e. the pressure distribution takes the form of equalisation of pressure to substantially equal pressures between the first and second bellows configurations B1 , B2.
  • the electronic control unit 500 is signal-connected to the third pressure sensor P3 of the second air valve configuration 200 via a link.
  • the electronic control unit 500 is adapted to receiving from the third pressure sensor P3 via the link a signal which represents air pressure data of the third bellows configuration B3.
  • the electronic control unit 500 is signal-connected to the fifth pressure sensor P5 of the second air valve configuration 200 via a link.
  • the electronic control unit 500 is adapted to receiving from the fifth pressure sensor P5 via the link a signal which represents air pressure data of the fifth bellows configuration B5.
  • the electronic control unit 500 is signal-connected to the level sensors 2L, 3L of the second air valve configuration 200.
  • the electronic control unit 500 is adapted to receiving from the level sensors 2L, 3L signals which represent level data for the vehicle frame 2, 3 relative to a reference point.
  • the electronic control unit 500 is adapted to calculating the difference between the air pressure in the third bellows configuration B3 and the fifth bellows configuration B5 on the basis of the signals which represent compressed air data of the third and fifth pressure sensors P3, P5.
  • the electronic control unit 500 is signal-connected to the second air valve unit V2.
  • the electronic control unit 500 is adapted to sending to the second air valve unit V2 a signal based on said pressure distribution demand.
  • the electronic control unit 500 Upon pressure distribution demand for load transfer from unpowered wheel RS to powered wheel RD on the right side, the electronic control unit 500 is adapted to sending to the second air valve unit V2 a signal to activate the first valve means 201 to its active second state for letting air out through the air release outlet, and to activate the second valve means 202 so that the air pressure of the fifth bellows configuration B5 situated on the right side is reduced so that load transfer to the powered axle X2 takes place and there is therefore more pressure on the powered axle X2, resulting in better grip.
  • the electronic control unit 500 Upon pressure distribution demand for reversion to normal level after said load transfer, the electronic control unit 500 is adapted to calculating the difference between the air pressure in the third bellows configuration B3 and the fifth bellows configuration B5 on the basis of the signals which represent compressed air data of the third and fifth pressure sensors P3, P5, and thereupon to sending information concerning said pressure difference to the second air valve unit V2 which, on the basis of said pressure difference, activates the first valve means 201 to its active first position for receiving air via the air intake, and activates the second valve means 202 so that the pressure of the fifth bellows configuration B5 increases until said pressure difference is substantially nil, i.e. the pressure distribution takes the form of equalisation of pressure to substantially equal pressures between the third and fifth bellows configurations B3, B5.
  • the electronic control unit 500 is signal-connected to the fourth pressure sensor P4 of the third air valve configuration 300 via a link.
  • the electronic control unit 500 is adapted to receiving from the fourth pressure sensor P4 via the link a signal which represents air pressure data of the fourth bellows configuration B4.
  • the electronic control unit 500 is signal- connected to the sixth pressure sensor P6 of the third air valve configuration 300 via a link.
  • the electronic control unit 500 is adapted to receiving from the sixth pressure sensor P6 via the link a signal which represents air pressure data of the sixth bellows configuration B6.
  • the electronic control unit 500 is signal-connected to the level sensors 2L, 3L of the third air valve configuration 300.
  • the electronic control unit 500 is adapted to receiving from the level sensors 2L, 3L a signal which represents level data for the vehicle frame relative to a reference point.
  • the electronic control unit 500 is adapted to calculating the difference between the air pressure in the fourth bellows configuration and the sixth bellows configuration on the basis of the signals which represent compressed air data of the fourth and sixth pressure sensors P4, P6.
  • the electronic control unit 500 is signal-connected to the third air valve unit V3.
  • the electronic control unit 500 is adapted to sending to the third air valve unit V3 a signal based on said pressure distribution demand.
  • the electronic control unit 500 Upon pressure distribution demand for load transfer from unpowered wheel to powered wheel on the left side, the electronic control unit 500 is adapted to sending to the third air valve unit V3 a signal to activate the first valve means 301 to its active second state for letting air out through the air release outlet, and to activate the second valve means 302 so that the air pressure of the sixth bellows configuration B6 situated on the left side is reduced so that load transfer to the powered axle X2 takes place and there is therefore more pressure on the powered axle X2, resulting in better grip.
  • the electronic control unit 500 Upon pressure distribution demand for reversion to normal level after said load transfer, the electronic control unit 500 is adapted to calculating the difference between the air pressure in the fourth bellows configuration B4 and the sixth bellows configuration B6 on the basis of the signals which represent compressed air data of the fourth and sixth pressure sensors P4, P6, and thereupon to sending information concerning said pressure difference to the third air valve unit V3 which, on the basis of said pressure difference, activates the first valve means 301 to its active first position for receiving air via the air intake, and activates the second valve means 302 so that the pressure of the sixth bellows configuration increases until said pressure difference is substantially nil, i.e. the pressure distribution takes the form of equalisation of pressure to substantially equal pressures between the fourth and sixth bellows configurations B4, B6.
  • Fig. 4 depicts schematically the second and third bellows configurations 200, 300 according to an alternative embodiment of the present invention, situated in a rear portion of a motor vehicle.
  • the second and third air valve configurations 200, 300 differ from the embodiment according to Fig. 2 are in that the second air valve configuration 200 is connected to the third and fourth bellows configurations B3, B4 so that said pressure distributions pertain to opposite sides of vehicle, close to the powered axle, and in that the third air valve configuration 300 is connected to the fifth and sixth bellows configurations B5, B6 so that said pressure distributions pertain to opposite sides of the vehicle, close to the tag axle.
  • the second valve means 202 is connected to the fourth bellows configuration B4 by an air line 22, and the third valve means is still connected to the third bellows configuration B3 by an air line 23.
  • the second valve means 302 is connected to the sixth bellows configuration B6 by an air line 32, and the third valve means 303 is still connected to the fifth bellows configuration B5 by an air line 33.
  • Fig. 5 depicts schematically an air valve configuration 100' according to an embodiment of the present invention, situated in a forward portion of a motor vehicle.
  • the air valve configuration 100' according to this embodiment differs from the first air valve configuration 100 according to the embodiment described with reference to Figs. 2 and 3 in that instead of having a pressure sensor to detect air pressure in the first and second bellows configurations, a first level sensor L1 is provided close to the first bellows configuration B1 to detect level difference between the vehicle frame 2, 3 and a reference point associated with the right side of the front axle X1 , and a second level sensor L2 is provided close to the second bellows configuration B2 to detect level difference between the vehicle frame 2, 3 and a reference point associated with the left side of the front axle X1 .
  • the air valve configuration 100' is connected to an electronic control unit 500 which is adapted to effecting distribution of pressure via said first, second and third valve means 101 , 102, 103 between the two bellows configurations B1 , B2 on the basis of comparison of information from the first and second level sensors L1 , L2, and said pressure distribution takes the form of pressure between the first and second bellows configurations B1 , B2 which corresponds to equal levels on the respective sides of the vehicle.
  • the vehicle can thus revert to normal level after tilting.
  • the control of the air valve configuration 100' is described in more detail with reference to Fig. 6. No pressure sensor is needed for effecting said equalisation of pressure after tilting.
  • a pressure sensor P is with advantage provided to make it possible to detect the vehicle's load. It is also possible to provide a pressure sensor on each side of the vehicle, close to the front axle X1 , in order thereby to ascertain a more exact pressure.
  • Fig. 6 is a schematic block diagram for control of air valve configuration 100' in Fig. 5.
  • the electronic control unit 500 is signal-connected to the first level sensor L1 of the air valve configuration 100' via a link.
  • the electronic control unit 500 is adapted to receiving from the first level sensor L1 via the link a signal which represents level data for the vehicle frame 2, 3 relative to a reference point associated with the right side of the front axle X1 .
  • the electronic control unit 500 is signal-connected to the second level sensor L2 of the air valve configuration 100' via a link.
  • the electronic control unit 500 is adapted to receiving from the second level sensor L2 via the link a signal which represents level data for the vehicle frame 2, 3 relative to a reference point associated with the left side of the front axle X1 .
  • the electronic control unit 500 is signal-connected to the pressure sensor P of the air valve configuration 100'.
  • the electronic control unit 500 is adapted to receiving from the pressure sensor P a signal which represents air pressure data of the second bellows configuration B2.
  • the electronic control unit 500 is adapted to calculating the difference between the level of the vehicle frame 2, 3 relative to a reference point associated with the right side of the front axle X1 and the level of the vehicle frame 2, 3 relative to a reference point associated with the left side of the front axle, on the basis of the signals which represent level data of the first and second level sensors L1 , L2.
  • the electronic control unit 500 is signal-connected to the first air valve unit V1 .
  • the electronic control unit 500 is adapted to sending to the first air valve unit V1 a signal based on pressure distribution demand from the interface 510 as described with reference to Fig. 3.
  • the electronic control unit 500 Upon pressure distribution demand for reversion to normal level after tilting of, for example, the vehicle's right side, the electronic control unit 500 is adapted to calculating the difference between the level of the vehicle frame 2, 3 relative to a reference point associated with the right side of the front axle X1 and the level of the vehicle frame 2, 3 relative to a reference point associated with the left side of the front axle X1 , on the basis of the signals which represent level data of the first and second level sensors L1 , L2, and thereupon to sending information concerning said level difference to the first air valve unit V1 which, on the basis of said level difference, activates the first valve means 101 to its active first position for receiving air via the air intake, and activates the second valve means 102 so that the pressure of the first bellows configuration B1 increases until said level difference is substantially nil, i.e. the pressure distribution takes the form of redistribution of pressure between the first and second bellows configurations B1 , B2 so that the level reverts to normal.
  • air valve configurations described above with reference to Figs. 2-6 comprise sensor devices for the respective bellows configurations, and there is a control unit for effecting distribution of pressure via valve means of valve units between the two bellows configurations on the basis of comparison of information from said sensor devices.
  • the sensor devices may take the form of a pressure sensor for each bellows configuration as described with reference to Figs. 2-4 or level sensors as described with reference to Figs. 5-6. To provide redundancy, the sensor device may alternatively take the form of both pressure sensor and level sensor for each bellows configuration.
  • Level sensors may also be used for the second and/or third air valve configurations described with reference to Figs. 3 and 4 instead of pressure sensors for reversion to normal level after the vehicle has been at some other level than normal, e.g. upon lowering of the vehicle or upon load transfer.

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Abstract

The invention relates to an air valve configuration for a motor vehicle (1) comprising a first valve means (101; 201; 301) with an air intake connected to a compressed air source, and with an air release outlet and an air supply outlet, and second and third valve means (102, 103; 202, 203; 302, 303) each adapted to regulating the air pressure in their respective bellows configuration (B1-B6), which air valve configuration comprises sensor devices (P1-P6; L1, L2) for the respective bellows configurations (B1-B6), with a control unit (500) for effecting distribution of pressure between the two bellows configurations (B1, B2; B3, B5; B4, B6; B3, B4; B5, B6) by said valve means on the basis of comparison of information from said sensor devices (P1, P2; P3, P5; P4, P6; P3 P4; P5, P6). The invention relates also to a motor vehicle, e.g. a bus.

Description

Air valve configuration for a motor vehicle to tilt and revert the vehicle to normal level after tilting
TECHNICAL FIELD The invention relates to an air valve configuration for a motor vehicle according to the preamble of claim 1 . The invention relates also to a motor vehicle.
BACKGROUND
Buses are equipped with an air valve configuration which is adapted to discharging air from the bellows configuration on one side, thereby tilting the bus to make it easier for passengers to board. Reversion to normal level is by means of a valve means/solenoid of the valve configuration which is adapted to being activated for said reversion so that connections are made between right and left bellows configurations, effecting pressure equalisation between them. That solution consequently involves an extra valve means, but standard air valve blocks used on vehicles where such tilting is not required, e.g. on trucks, cannot be used for the purpose, resulting in increased costs.
OBJECT OF THE INVENTION
An object of the present invention is propose an air valve configuration which makes it possible for the vehicle to tilt and to revert to normal level after tilting and which is at the same time cost-effective. SUMMARY OF THE INVENTION
These and other objects indicated by the description set out below are achieved by an air valve configuration and a motor vehicle of the kind indicated in the introduction which further exhibit the features indicated in the characterising parts of the attached independent claims 1 , 8 and 9. Preferred embodiments of the air valve configuration are defined in the attached dependent claims 2-7 and 10. According to the invention the objects are achieved with an air valve configuration for a motor vehicle, comprising a first valve means with an air intake connected to a compressed air source, and with an air release outlet and an air supply outlet, and second and third valve means each adapted to regulating the air pressure in its respective bellows configuration, which air valve configuration comprises sensor devices for each bellows configuration, and there is a control unit to cause said valve means to effect distribution of pressure between the two bellows configurations on the basis of comparison of information from said sensor devices. The result is a cost-effective air valve configuration enabling pressure distribution of the vehicle in the form of tilting and reversion to normal level after tilting, and load transfer between unpowered and powered wheels and reversion to normal level. It is thus possible to use a conventional valve block with three valve means/solenoids for effecting these pressure distributions. The air valve configuration needs no air connections between the bellows configurations for reversion to normal level as above.
According to an embodiment of the air valve configuration, said pressure distribution takes the form of equalisation of pressure to substantially equal pressures between the two bellows configurations. The intended purpose is reversion to normal level from pressure difference of the bellows configurations. According to an embodiment of the air valve configuration, said sensor devices comprise a first pressure sensor adapted to determining the air pressure in one bellows configuration, and a second pressure sensor adapted to determining the air pressure in the other bellows configuration. This is an effective way of ascertaining said difference to make reversion to normal level possible by control unit as above.
According to an embodiment of the air valve configuration, said sensor devices comprise a first level sensor situated close to one bellows configuration to determine the level of the vehicle frame relative to a reference associated with said bellows configuration. Correct level of the vehicle relative to a reference is thus ascertained, resulting in the desired distance between vehicle frame and axles upon reversion to normal level.
According to an embodiment of the air valve configuration, said sensor devices comprise a second level sensor situated close to the other bellows configuration to determine the level of the vehicle frame relative to a reference associated with said bellows configuration. Having a level sensor for each bellows configuration is an effective way of ascertaining said difference to make reversion to normal level possible by the control unit as above. This solution needs no pressure sensor for reversion to correct level, e.g. after tilting. According to an embodiment of the air valve configuration, said pressure distributions pertain to opposite sides of the vehicle, making it possible for the vehicle to tilt and to revert to normal level from the tilt.
According to an embodiment of the air valve configuration, said pressure distributions pertain to the longitudinal direction of the vehicle, enabling load transfer between its powered axles and tag axles and reversion to normal level after the load transfer. According to the invention the objects are achieved with a motor vehicle comprising an air valve configuration according to any of the above embodiments which is situated close to the front axle, making it possible for the vehicle to tilt and to revert to normal level.
According to the invention the objects are achieved with a motor vehicle comprising an air valve configuration according to any of the above embodiments which is situated close to the respective rear axles, enabling load transfer between rear axles and reversion to the vehicle's normal level.
According to the invention, the objects are achieved with a motor vehicle comprising an air valve configuration according to any of the above embodiments which is situated close to the front axle, and an air valve configuration according to any of the above embodiments which is situated close to the respective rear axles, enabling tilting, reversion to normal level at the front of the vehicle, load transfer between rear axles and reversion to the vehicle's normal level. According to an embodiment, the vehicle takes the form of a bus, in which case tilting may be intended to make it easier for passengers to board and alight.
DESCRIPTION OF DRAWINGS
The present invention will be better understood by reading the detailed description set out below in conjunction with the attached drawings, in which the same reference notations pertain to similar items throughout the various views, and in which: Fig. 1 illustrates schematically a motor vehicle according to an embodiment of the invention;
Fig. 2 depicts schematically air valve configurations according to an embodiment of the present invention, situated in a motor vehicle;
Fig. 3 is a schematic block diagram for control of valve configurations according to the present invention; Fig. 4 depicts schematically air valve configurations according to an embodiment of the present invention, situated in a rear portion of a motor vehicle;
Fig. 5 depicts schematically an air valve configuration according to an embodiment of the present invention, situated in a forward portion of a motor vehicle;
Fig. 6 is a schematic block diagram for control of the valve configuration in Fig. 5.
DESCRIPTION OF EMBODIMENTS
The term "link" refers herein to a communication link which may be a physical line, such as an opto-electronic communication line, or a non-physical line such as a wireless connection, e.g. a radio link or microwave link.
Fig. 1 is a side view of a vehicle 1 . The exemplified vehicle 1 takes the form of a heavy vehicle in the form of a bus. The vehicle may alternatively be a truck or a passenger car. According to a variant, the vehicle takes the form of a heavy vehicle such as a bus with a front axle and a rear powered axle and a rear tag axle illustrated schematically with right front wheel RF for the front axle, right powered wheel RD for the powered axle and right unpowered wheel RS for the tag axle.
Fig. 2 depicts schematically air valve configurations according to an embodiment of the present invention, situated in a motor vehicle.
The vehicle comprises a vehicle frame 2, 3, a front axle X1 with opposite wheels RF, LF, a rear powered axle X2 with opposite powered wheels RD, LD, and a rear tag axle X3 with opposite unpowered wheels RS, LS.
The vehicle further comprises a first bellows configuration B1 situated on the right side close to the front axle X1 , and a second bellows configuration B2 situated on the left side close to the front axle X1 . The first and second bellows configurations B1 , B2 each take the form of one bellows.
The vehicle further comprises a third bellows configuration B3 situated on the right side close to the rear powered axle X2, and a fourth bellows configuration B4 situated on the left side close to the rear powered axle X2. The third and fourth bellows configurations B3, B4 each takes the form of a pair of bellows air-connected to one another.
The vehicle further comprises a fifth bellows configuration B5 situated on the right side close to the rear tag axle X3, and a sixth bellows configuration B6 situated on the left side close to the rear tag axle X3. The fifth and sixth bellows configurations B5, B6 each take the form of one bellows.
The respective bellows configurations B1 -B6 are situated between the vehicle frame and the respective axles, making it possible for the vehicle to be raised and lowered by regulation of air in the bellows configurations. Load transfer between the powered axle X2 and the tag axle X3 is also possible by regulation of air in the bellows configurations. The vehicle further comprises a first air valve configuration 100 according to an embodiment of the present invention. The first air valve configuration is connected to the first and second bellows configurations B1 , B2. The vehicle further comprises a second air valve configuration 200 according to an embodiment of the present invention. The second air valve configuration is connected to the third and fourth bellows configurations B3, B4. The vehicle further comprises a third air valve configuration 300 according to an embodiment of the present invention. The third air valve configuration is connected to the fifth and sixth bellows configurations B5, B6.
The vehicle further comprises a first compressed air source to supply air to the first air valve configuration 100, and a second compressed air source to supply air to the second and third air valve configurations 200, 300.
Each air valve configuration 100, 200, 300 comprises a respective air valve unit V1 , V2, V3 incorporating a first valve means with an air intake connected to a compressed air source, and with an air release outlet and an air supply outlet, and second and third valve means each adapted to regulating the air pressure in its respective bellows configuration. Accordingly the first air valve configuration 100 comprises a first air valve unit V1 , the second air valve configuration 200 a second air valve unit V2 and the third air valve configuration 300 a third air valve unit V3.
The first valve means in an active first state is adapted to supplying air via the air supply outlet to the second and/or third valve means. The first valve means in an active second state is adapted to letting air out via the air release outlet from the second and/or third valve means. The first valve means in a passive third state is adapted to preventing air from passing. The second valve means comprises a first aperture for receiving air from or letting air out to the supply outlet of the first valve means, and a second aperture for letting out air received from the supply outlet of the first valve means via the first aperture or receiving air from one bellows configuration.
The third valve means comprises a first aperture for receiving air from or letting air out to the supply outlet of the first valve means, and a second aperture for letting out air received from the supply outlet of the first valve means via the first aperture or receiving air from the other bellows configuration.
The second and third valve means each have an active first state in which air is allowed to flow through, and a passive second state in which air is prevented from flowing through.
The first air valve configuration 100 is adapted to regulating the air pressure in the first and second bellows configurations B1 , B2.
The first valve means 101 of the first air valve configuration 100 is connected at its air intake to the first compressed air source A1 by an air line 1 1 . The second valve means 102 of the first air valve configuration 100 is connected to the second bellows configuration B2 by an air line 12. The third valve means 103 of the first air valve configuration 100 is connected to the first bellows configuration B1 by an air line 13.
The first air valve configuration 100 further comprises a level sensor 1 L situated close to the second bellows configuration B2 to determine the level of the vehicle frame 2, 3 relative to a reference associated with said bellows configuration B2.
The first air valve configuration 100 further comprises a first pressure sensor P1 adapted to detecting the air pressure in the first bellows configuration B1 , and a second pressure sensor P2 adapted to detecting the air pressure in the second bellows configuration B2.
The first air valve configuration 100 is connected to an electronic control unit 500, see Fig. 4, which is adapted to effecting distribution of pressure via said first, second and third valve means 101 , 102, 103 between the two bellows configurations B1 , B2 on the basis of comparison of information from the first and second pressure sensors P1 , P2, and said pressure distribution takes the form of equalisation of pressure to substantially equal pressures between the first and second bellows configurations B1 , B2, making it possible for the vehicle to revert to normal level after tilting. The level sensor 1 L detects the level and sends information to the control unit 500 so that correct level can be set via the valve means. The control of the first air valve configuration 100 is described in more detail with reference to Fig. 4.
The second valve configuration 200 is adapted to regulating the air pressure in the third and fifth bellows configurations B3, B5.
The first valve means 201 of the second valve configuration 200 is connected at its air intake to the second compressed air source A2 by an air line 21 . The second valve means 202 of the second valve configuration 200 is connected to the fifth bellows configuration B5 by an air line 22. The third valve means 203 of the second valve configuration 200 is connected to the third bellows configuration B3 by an air line 23.
The second valve configuration 200 further comprises a level sensor 2L associated with the powered axle X2 close to the third bellows configuration B3, and a level sensor 3L associated with the powered axle X2 close to the fourth bellows configuration B4, to determine the level of the vehicle frame 2, 3 relative to a reference associated with said third and fourth bellows configurations B3, B4, e.g. the powered axle X2. Having two level sensors according to this arrangement makes it possible to have the same level on both sides if the load is obliquely distributed to prevent the vehicle from sloping.
The second valve configuration 200 further comprises a third pressure sensor P3 adapted to detecting the air pressure in the third bellows configuration B3, and a fifth pressure sensor P5 adapted to detecting the air pressure in the fifth bellows configuration B5.
The second valve configuration 200 is connected to the electronic control unit 500 which is adapted to effecting distribution of pressure via said first, second and third valve means 201 , 202, 203 between the third and fifth bellows configurations B3, B5 on the basis of comparison of information from the third and fifth pressure sensors P3, P5, and said pressure distribution is adjusted for desired load transfer, e.g. depending on running surface. The level sensors 2L, 3L detect the level and send information to the control unit 500 so that correct level can be set via the valve means 201 , 202, 203. The control of the second air valve configuration 200 is described in more detail with reference to Fig. 4. The third valve configuration 300 is adapted to regulating the air pressure in the fourth and sixth bellows configurations B4, B6.
The first valve means 301 of the third valve configuration 300 is connected at its air intake to the second compressed air source A2 by an air line 31 . The second valve means 302 of the third valve configuration 300 is connected to the sixth bellows configuration B6 by an air line 32. The third valve means 303 of the third valve configuration 300 is connected to the fourth bellows configuration B4 by an air line 33. The third valve configuration 300 further comprises the level sensor 2L and the level sensor 3L associated with the powered axle X2 close to the third and fourth bellows configurations B3, B4 to determine the level of the vehicle frame 2, 3 relative to a reference associated with said third and fourth bellows configurations B3, B4, e.g. the powered axle X2.
The third valve configuration 300 further comprises a fourth pressure sensor P4 adapted to detecting the air pressure in the fourth bellows configuration B4, and a sixth pressure sensor P6 adapted to detecting the air pressure in the sixth bellows configuration B6.
The third valve configuration 300 is connected to the electronic control unit 500 which is adapted to effecting distribution of pressure via said first, second and third valve means 301 , 302, 303 between the fourth and sixth bellows configurations B4, B6 on the basis of comparison of information from the fourth and sixth pressure sensors P4, P6, and said pressure distribution is adjusted for desired load transfer, e.g. depending on running surface. The level sensors 2L, 3L detect the level and send information to the control unit 500 so that correct level can be set via the valve means 301 , 302, 303. The control of the second and third air valve configurations 200, 300 are described in more detail with reference to Fig. 4. Fig. 3 is a schematic block diagram for control of first, second and third air valve configurations 100, 200, 300 according to the present invention.
The electronic control unit 500 is signal-connected to an interface 510. The interface 510 takes the form, according to a variant, of a control panel via which the driver of the vehicle, e.g. the bus, can command pressure distribution of bellows configurations, e.g. he/she can ask for tilting and for return to normal level, i.e. evenly distributed pressures of the first and second bellows configurations B1 , B2, after tilting, and/or for load transfer, i.e. redistribution of pressure between the third and fifth bellows configurations B3, B5 and between the fourth and sixth bellows configurations B4, B6. The electronic control unit 500 is adapted to receiving from said interface a signal which represents pressure distribution demand data. The electronic control unit 500 is signal-connected to the first pressure sensor of the first air valve configuration 100 via a link. The electronic control unit 500 is adapted to receiving from the first pressure sensor P1 via the link a signal which represents air pressure data of the first bellows configuration B1 . The electronic control unit 500 is signal-connected to the second pressure sensor P2 of the first air valve configuration 100 via a link. The electronic control unit 500 is adapted to receiving from the second pressure sensor P2 via the link a signal which represents air pressure data of the second bellows configuration B2.
The electronic control unit 500 is signal-connected to the level sensor 1 L of the first air valve configuration 100. The electronic control unit 500 is adapted to receiving from the level sensor 1 L a signal which represents level data for the vehicle frame 2, 3 relative to a reference point.
The electronic control unit 500 is adapted to calculating the difference between the air pressure in the first bellows configuration B1 and the second bellows configuration B2 on the basis of signals which represent compressed air data of the first and second pressure sensors P1 , P2.
The electronic control unit 500 is signal-connected to the first air valve unit V1 . The electronic control unit 500 is adapted to sending to the first air valve unit V1 a signal based on said pressure distribution demand.
Upon pressure distribution demand for tilting of, for example, the forward right side, the electronic control unit 500 is adapted to sending to the first air valve unit V1 a signal to activate the first valve means 101 to its active second state for letting air out through the air release outlet, and to activate the third valve means 103 so that the air pressure of the first bellows configuration B1 situated on the right side is reduced, thereby tilting the vehicle. Upon pressure distribution demand for reversion to normal level after tilting of, for example, the vehicle's right side, the electronic control unit 500 is adapted to calculating the difference between the air pressure in the first bellows configuration B1 and the second bellows configuration B2 on the basis of the signals which represent compressed air data of the first and second pressure sensors P1 , P2, and thereupon to sending information concerning said pressure difference to the first air valve unit V1 which, on the basis of said pressure difference, activates the first valve means 101 to its active first position for receiving air via the air inlet, and activates the third valve means 103 so that the pressure of the first bellows configuration B1 increases until said pressure difference is substantially nil, i.e. the pressure distribution takes the form of equalisation of pressure to substantially equal pressures between the first and second bellows configurations B1 , B2.
The electronic control unit 500 is signal-connected to the third pressure sensor P3 of the second air valve configuration 200 via a link. The electronic control unit 500 is adapted to receiving from the third pressure sensor P3 via the link a signal which represents air pressure data of the third bellows configuration B3. The electronic control unit 500 is signal-connected to the fifth pressure sensor P5 of the second air valve configuration 200 via a link. The electronic control unit 500 is adapted to receiving from the fifth pressure sensor P5 via the link a signal which represents air pressure data of the fifth bellows configuration B5.
The electronic control unit 500 is signal-connected to the level sensors 2L, 3L of the second air valve configuration 200. The electronic control unit 500 is adapted to receiving from the level sensors 2L, 3L signals which represent level data for the vehicle frame 2, 3 relative to a reference point.
The electronic control unit 500 is adapted to calculating the difference between the air pressure in the third bellows configuration B3 and the fifth bellows configuration B5 on the basis of the signals which represent compressed air data of the third and fifth pressure sensors P3, P5.
The electronic control unit 500 is signal-connected to the second air valve unit V2. The electronic control unit 500 is adapted to sending to the second air valve unit V2 a signal based on said pressure distribution demand.
Upon pressure distribution demand for load transfer from unpowered wheel RS to powered wheel RD on the right side, the electronic control unit 500 is adapted to sending to the second air valve unit V2 a signal to activate the first valve means 201 to its active second state for letting air out through the air release outlet, and to activate the second valve means 202 so that the air pressure of the fifth bellows configuration B5 situated on the right side is reduced so that load transfer to the powered axle X2 takes place and there is therefore more pressure on the powered axle X2, resulting in better grip.
Upon pressure distribution demand for reversion to normal level after said load transfer, the electronic control unit 500 is adapted to calculating the difference between the air pressure in the third bellows configuration B3 and the fifth bellows configuration B5 on the basis of the signals which represent compressed air data of the third and fifth pressure sensors P3, P5, and thereupon to sending information concerning said pressure difference to the second air valve unit V2 which, on the basis of said pressure difference, activates the first valve means 201 to its active first position for receiving air via the air intake, and activates the second valve means 202 so that the pressure of the fifth bellows configuration B5 increases until said pressure difference is substantially nil, i.e. the pressure distribution takes the form of equalisation of pressure to substantially equal pressures between the third and fifth bellows configurations B3, B5.
Similarly, the electronic control unit 500 is signal-connected to the fourth pressure sensor P4 of the third air valve configuration 300 via a link. The electronic control unit 500 is adapted to receiving from the fourth pressure sensor P4 via the link a signal which represents air pressure data of the fourth bellows configuration B4. The electronic control unit 500 is signal- connected to the sixth pressure sensor P6 of the third air valve configuration 300 via a link. The electronic control unit 500 is adapted to receiving from the sixth pressure sensor P6 via the link a signal which represents air pressure data of the sixth bellows configuration B6.
The electronic control unit 500 is signal-connected to the level sensors 2L, 3L of the third air valve configuration 300. The electronic control unit 500 is adapted to receiving from the level sensors 2L, 3L a signal which represents level data for the vehicle frame relative to a reference point.
The electronic control unit 500 is adapted to calculating the difference between the air pressure in the fourth bellows configuration and the sixth bellows configuration on the basis of the signals which represent compressed air data of the fourth and sixth pressure sensors P4, P6.
The electronic control unit 500 is signal-connected to the third air valve unit V3. The electronic control unit 500 is adapted to sending to the third air valve unit V3 a signal based on said pressure distribution demand.
Upon pressure distribution demand for load transfer from unpowered wheel to powered wheel on the left side, the electronic control unit 500 is adapted to sending to the third air valve unit V3 a signal to activate the first valve means 301 to its active second state for letting air out through the air release outlet, and to activate the second valve means 302 so that the air pressure of the sixth bellows configuration B6 situated on the left side is reduced so that load transfer to the powered axle X2 takes place and there is therefore more pressure on the powered axle X2, resulting in better grip. Upon pressure distribution demand for reversion to normal level after said load transfer, the electronic control unit 500 is adapted to calculating the difference between the air pressure in the fourth bellows configuration B4 and the sixth bellows configuration B6 on the basis of the signals which represent compressed air data of the fourth and sixth pressure sensors P4, P6, and thereupon to sending information concerning said pressure difference to the third air valve unit V3 which, on the basis of said pressure difference, activates the first valve means 301 to its active first position for receiving air via the air intake, and activates the second valve means 302 so that the pressure of the sixth bellows configuration increases until said pressure difference is substantially nil, i.e. the pressure distribution takes the form of equalisation of pressure to substantially equal pressures between the fourth and sixth bellows configurations B4, B6. Fig. 4 depicts schematically the second and third bellows configurations 200, 300 according to an alternative embodiment of the present invention, situated in a rear portion of a motor vehicle.
The only ways in which the second and third air valve configurations 200, 300 according to this embodiment differ from the embodiment according to Fig. 2 are in that the second air valve configuration 200 is connected to the third and fourth bellows configurations B3, B4 so that said pressure distributions pertain to opposite sides of vehicle, close to the powered axle, and in that the third air valve configuration 300 is connected to the fifth and sixth bellows configurations B5, B6 so that said pressure distributions pertain to opposite sides of the vehicle, close to the tag axle.
Accordingly, in the second valve configuration 200 the second valve means 202 is connected to the fourth bellows configuration B4 by an air line 22, and the third valve means is still connected to the third bellows configuration B3 by an air line 23. Likewise accordingly, in the third valve configuration 300 the second valve means 302 is connected to the sixth bellows configuration B6 by an air line 32, and the third valve means 303 is still connected to the fifth bellows configuration B5 by an air line 33. An advantage is better load transfer performance in that discharge of, for example, the fifth and sixth bellows configurations B5 and B6 can take place at the same time as replenishment of the third and fourth bellows configurations B3 and B4.
Fig. 5 depicts schematically an air valve configuration 100' according to an embodiment of the present invention, situated in a forward portion of a motor vehicle. The air valve configuration 100' according to this embodiment differs from the first air valve configuration 100 according to the embodiment described with reference to Figs. 2 and 3 in that instead of having a pressure sensor to detect air pressure in the first and second bellows configurations, a first level sensor L1 is provided close to the first bellows configuration B1 to detect level difference between the vehicle frame 2, 3 and a reference point associated with the right side of the front axle X1 , and a second level sensor L2 is provided close to the second bellows configuration B2 to detect level difference between the vehicle frame 2, 3 and a reference point associated with the left side of the front axle X1 .
The air valve configuration 100' is connected to an electronic control unit 500 which is adapted to effecting distribution of pressure via said first, second and third valve means 101 , 102, 103 between the two bellows configurations B1 , B2 on the basis of comparison of information from the first and second level sensors L1 , L2, and said pressure distribution takes the form of pressure between the first and second bellows configurations B1 , B2 which corresponds to equal levels on the respective sides of the vehicle. The vehicle can thus revert to normal level after tilting. The control of the air valve configuration 100' is described in more detail with reference to Fig. 6. No pressure sensor is needed for effecting said equalisation of pressure after tilting. A pressure sensor P is with advantage provided to make it possible to detect the vehicle's load. It is also possible to provide a pressure sensor on each side of the vehicle, close to the front axle X1 , in order thereby to ascertain a more exact pressure.
Fig. 6 is a schematic block diagram for control of air valve configuration 100' in Fig. 5. The electronic control unit 500 is signal-connected to the first level sensor L1 of the air valve configuration 100' via a link. The electronic control unit 500 is adapted to receiving from the first level sensor L1 via the link a signal which represents level data for the vehicle frame 2, 3 relative to a reference point associated with the right side of the front axle X1 . The electronic control unit 500 is signal-connected to the second level sensor L2 of the air valve configuration 100' via a link. The electronic control unit 500 is adapted to receiving from the second level sensor L2 via the link a signal which represents level data for the vehicle frame 2, 3 relative to a reference point associated with the left side of the front axle X1 .
According to a variant, the electronic control unit 500 is signal-connected to the pressure sensor P of the air valve configuration 100'. The electronic control unit 500 is adapted to receiving from the pressure sensor P a signal which represents air pressure data of the second bellows configuration B2.
The electronic control unit 500 is adapted to calculating the difference between the level of the vehicle frame 2, 3 relative to a reference point associated with the right side of the front axle X1 and the level of the vehicle frame 2, 3 relative to a reference point associated with the left side of the front axle, on the basis of the signals which represent level data of the first and second level sensors L1 , L2. The electronic control unit 500 is signal-connected to the first air valve unit V1 . The electronic control unit 500 is adapted to sending to the first air valve unit V1 a signal based on pressure distribution demand from the interface 510 as described with reference to Fig. 3.
Upon pressure distribution demand for reversion to normal level after tilting of, for example, the vehicle's right side, the electronic control unit 500 is adapted to calculating the difference between the level of the vehicle frame 2, 3 relative to a reference point associated with the right side of the front axle X1 and the level of the vehicle frame 2, 3 relative to a reference point associated with the left side of the front axle X1 , on the basis of the signals which represent level data of the first and second level sensors L1 , L2, and thereupon to sending information concerning said level difference to the first air valve unit V1 which, on the basis of said level difference, activates the first valve means 101 to its active first position for receiving air via the air intake, and activates the second valve means 102 so that the pressure of the first bellows configuration B1 increases until said level difference is substantially nil, i.e. the pressure distribution takes the form of redistribution of pressure between the first and second bellows configurations B1 , B2 so that the level reverts to normal.
Various embodiments of air valve configurations described above with reference to Figs. 2-6 comprise sensor devices for the respective bellows configurations, and there is a control unit for effecting distribution of pressure via valve means of valve units between the two bellows configurations on the basis of comparison of information from said sensor devices. The sensor devices may take the form of a pressure sensor for each bellows configuration as described with reference to Figs. 2-4 or level sensors as described with reference to Figs. 5-6. To provide redundancy, the sensor device may alternatively take the form of both pressure sensor and level sensor for each bellows configuration. Level sensors may also be used for the second and/or third air valve configurations described with reference to Figs. 3 and 4 instead of pressure sensors for reversion to normal level after the vehicle has been at some other level than normal, e.g. upon lowering of the vehicle or upon load transfer.
The above description of the preferred embodiments of the present invention is provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the variants described. Many modifications and variations will obviously suggest themselves to specialists. The embodiments have been selected and described to explain best the principles of the invention and its practical applications and hence to enable one skilled in the art to understand the invention for various embodiments and with the various modifications appropriate to the intended use.

Claims

1 . An air valve configuration for a motor vehicle (1 ), comprising a first valve means (101 ; 201 ; 301 ) with an air intake connected to a compressed air source, and with an air release outlet and an air supply outlet, and second and third valve means (102, 103; 202, 203; 302, 303) each adapted to regulating the air pressure in their respective bellows configuration (B1 -B6), characterised by said sensor devices (P1 -P6; L1 , L2) for the respective bellows configurations (B1 -B6), with a control unit (500) for effecting distribution of pressure between the two bellows configurations (B1 , B2; B3, B5; B4, B6; B3, B4; B5, B6) by said valve means on the basis of comparison of information from said sensor devices (P1 , P2; P3, P5; P4, P6; P3 P4; P5, P6).
2. An air valve configuration according to claim 1 , in which said pressure distribution takes the form of equalisation of pressure to substantially equal pressures between the two bellows configurations (B1 , B2; B3, B5; B4, B6; B3, B4; B5, B6).
3. An air valve configuration according to claim 1 or 2, in which said sensor devices comprise a first pressure sensor (P1 ; P3; P4; P3; P5) adapted to determining the air pressure in one bellows configuration (B1 ; B3; B4; B3; B5), and a second pressure sensor (P2; P5; P6; P4; P6) adapted to determining the air pressure in the other bellows configuration (B2; B5; B6; B4; B6).
4. An air valve configuration according to any one of claims 1 -3, in which said sensor devices comprise a first level sensor (L1 ) situated close to one bellows configuration (B1 ) to determine the level for a vehicle frame (2, 3) relative to a reference associated with said bellows configuration (B1 ).
5. An air valve configuration according to claim 4, in which said sensor devices comprise a second level sensor (L2) situated close to the second bellows configuration (B2) to determine the level of the vehicle frame (2, 3) relative to a reference associated with said bellows configuration (B2).
6. An air valve configuration according to any one of the foregoing claims, in which said pressure distributions pertain to opposite sides of the vehicle.
7. An air valve configuration according to any one of claims 1 -5, in which said pressure distributions pertain to the vehicle's longitudinal direction.
8. A motor vehicle comprising an air valve configuration according to any one of claims 1 -7 situated close to the front axle (X1 ).
9. A motor vehicle comprising an air valve configuration according to any one of claims 1 -7 situated close to the respective rear axles (X2, X3).
10. A motor vehicle comprising an air valve configuration according to any one of claims 1 -7 situated close to the front axle (X1 ), and an air valve configuration according to any one of claims 1 -7 situated close to the respective rear axles (X2, X3).
1 1 . A motor vehicle according to any one of claims 8-10, which vehicle takes the form of a bus.
PCT/SE2010/051136 2009-10-29 2010-10-21 Air valve configuration for a motor vehicle to tilt and revert the vehicle to normal level after tilting Ceased WO2011053228A1 (en)

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US9090281B2 (en) 2013-03-07 2015-07-28 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
US9145168B2 (en) 2013-03-07 2015-09-29 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
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US10023019B2 (en) 2015-02-24 2018-07-17 Ford Global Technologies, Llc Rear suspension systems with rotary devices for laterally tiltable multitrack vehicles

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