NZ617436B2 - Height control valve assembly for axle/suspension systems - Google Patents
Height control valve assembly for axle/suspension systems Download PDFInfo
- Publication number
- NZ617436B2 NZ617436B2 NZ617436A NZ61743612A NZ617436B2 NZ 617436 B2 NZ617436 B2 NZ 617436B2 NZ 617436 A NZ617436 A NZ 617436A NZ 61743612 A NZ61743612 A NZ 61743612A NZ 617436 B2 NZ617436 B2 NZ 617436B2
- Authority
- NZ
- New Zealand
- Prior art keywords
- control valve
- link
- height control
- height
- axle
- Prior art date
Links
- 239000000725 suspension Substances 0.000 title claims abstract description 84
- 239000012530 fluid Substances 0.000 claims abstract description 18
- 238000004891 communication Methods 0.000 claims abstract description 9
- 230000001105 regulatory effect Effects 0.000 claims abstract description 6
- 239000002184 metal Substances 0.000 claims description 5
- 238000013461 design Methods 0.000 description 30
- 230000000712 assembly Effects 0.000 description 20
- 238000000429 assembly Methods 0.000 description 20
- 230000004913 activation Effects 0.000 description 11
- 230000003247 decreasing effect Effects 0.000 description 7
- 238000009434 installation Methods 0.000 description 7
- 238000012423 maintenance Methods 0.000 description 6
- 230000007935 neutral effect Effects 0.000 description 5
- 230000007423 decrease Effects 0.000 description 4
- 230000003213 activating effect Effects 0.000 description 3
- 230000008901 benefit Effects 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 238000010276 construction Methods 0.000 description 2
- 230000035945 sensitivity Effects 0.000 description 2
- NLZUEZXRPGMBCV-UHFFFAOYSA-N Butylhydroxytoluene Chemical compound CC1=CC(C(C)(C)C)=C(O)C(C(C)(C)C)=C1 NLZUEZXRPGMBCV-UHFFFAOYSA-N 0.000 description 1
- 235000003197 Byrsonima crassifolia Nutrition 0.000 description 1
- 240000001546 Byrsonima crassifolia Species 0.000 description 1
- 239000006096 absorbing agent Substances 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 230000003466 anti-cipated effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 101150085091 lat-2 gene Proteins 0.000 description 1
- 238000002789 length control Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
- B60G11/27—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs wherein the fluid is a gas
-
- 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
- B60G17/019—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 type of sensor or the arrangement thereof
-
- 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
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/30—Rigid axle suspensions
- B60G2200/31—Rigid axle suspensions with two trailing arms rigidly connected to the axle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/15—Fluid spring
- B60G2202/152—Pneumatic spring
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/11—Mounting of sensors thereon
- B60G2204/116—Sensors coupled to the suspension arm
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/11—Mounting of sensors thereon
- B60G2204/116—Sensors coupled to the suspension arm
- B60G2204/1162—Sensors coupled to the suspension arm directly mounted on the suspension arm
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/20—Mounting of accessories, e.g. pump, compressor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
- B60G2206/10—Constructional features of arms
- B60G2206/11—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
- B60G2206/70—Materials used in suspensions
- B60G2206/72—Steel
- B60G2206/724—Wires, bars or the like
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2300/00—Indexing codes relating to the type of vehicle
- B60G2300/02—Trucks; Load vehicles
- B60G2300/026—Heavy duty trucks
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/25—Stroke; Height; Displacement
- B60G2400/252—Stroke; Height; Displacement vertical
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/20—Spring action or springs
- B60G2500/202—Height or leveling valve for air-springs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
- B60G9/003—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle being rigidly connected to a trailing guiding device
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16B—DEVICES FOR FASTENING OR SECURING CONSTRUCTIONAL ELEMENTS OR MACHINE PARTS TOGETHER, e.g. NAILS, BOLTS, CIRCLIPS, CLAMPS, CLIPS OR WEDGES; JOINTS OR JOINTING
- F16B9/00—Connections of rods or tubular parts to flat surfaces at an angle
- F16B9/02—Detachable connections
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16B—DEVICES FOR FASTENING OR SECURING CONSTRUCTIONAL ELEMENTS OR MACHINE PARTS TOGETHER, e.g. NAILS, BOLTS, CIRCLIPS, CLAMPS, CLIPS OR WEDGES; JOINTS OR JOINTING
- F16B9/00—Connections of rods or tubular parts to flat surfaces at an angle
- F16B9/05—Connections of rods or tubular parts to flat surfaces at an angle by way of an intermediate member
- F16B9/056—Connections of rods or tubular parts to flat surfaces at an angle by way of an intermediate member the intermediate member extending through the flat surface; the rod or tubular part extending through the flat surface
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C7/00—Connecting-rods or like links pivoted at both ends; Construction of connecting-rod heads
- F16C7/02—Constructions of connecting-rods with constant length
Abstract
height control valve assembly for an axle/suspension system of a vehicle includes a height control valve in fluid communication with a compressed air source, with at least one air spring of the vehicle, and with atmosphere. The height control valve is attached to the frame of the vehicle and includes a flow control means for regulating fluid flow through the valve. A control arm is operatively attached to the flow control means, whereby movement of the control arm regulates fluid flow through the height control valve. The height control valve assembly further includes a link 150 having a first end and a second end. The first end of the link 150 is formed with a loop 157. A disk is formed with an opening being disposed into the loop of the link 150. The first end of the link 150 is operatively attached to the second end of the control arm via a fastener disposed through the disk opening and through an opening formed in the second end of the control arm. The disk is attached to the second end of the control arm opposite the first end of the control arm operatively attached to the height control valve. The second end of the link 150 comprises a first bend of about 90 degrees and a second bend of about 90 degrees. At least one of the first or second bends is disposed through an opening formed in a beam of the suspension system to attach the second end of the link 150 to the beam. The second end of the link 150 is free of fasteners and any intervening structure. des a flow control means for regulating fluid flow through the valve. A control arm is operatively attached to the flow control means, whereby movement of the control arm regulates fluid flow through the height control valve. The height control valve assembly further includes a link 150 having a first end and a second end. The first end of the link 150 is formed with a loop 157. A disk is formed with an opening being disposed into the loop of the link 150. The first end of the link 150 is operatively attached to the second end of the control arm via a fastener disposed through the disk opening and through an opening formed in the second end of the control arm. The disk is attached to the second end of the control arm opposite the first end of the control arm operatively attached to the height control valve. The second end of the link 150 comprises a first bend of about 90 degrees and a second bend of about 90 degrees. At least one of the first or second bends is disposed through an opening formed in a beam of the suspension system to attach the second end of the link 150 to the beam. The second end of the link 150 is free of fasteners and any intervening structure.
Description
W0 2012/] 74197 PCT/U52012/042380
HEIGHT CONTROL VALVEASSEMBLY FOR AXLE/SUSPENSION
SYSTEMS
CROSS-REFERENCE TO RELATED APPLICATION
This application claims the benefit of US. ional Patent Application Serial No.
61/496,734, filed June 14, 2011.
BACKGROUND OF THE INVENTION
FIELD OF THE INVENTION
The invention relates generally to the art of air-ride axle/suspension
systems for heavy-duty
wheeled vehicles, such as r-trailers or semi~trailers, which cushion
the ride and stabilize the
vehicle during operation. More particularly, the invention is directed to a height control valve
ly utilized in connection with air-ride axle/suspension s. More specifically, the
invention is ed to a height control valve and link that
more efficiently connects the control arm
of the height control valve to the beam of the air-ride axle/suspension
system, eliminating the
brackets and hardware lly associated with attaching the height
control valve link to the flame
of the vehicle and to the beam of the axle/suspension
system. The height l valve assembly of
the present invention results in fewer parts, reduced weight and
more simplified installation of the
height control valve and link, thereby reducing installation and maintenance cost, and reducing
undesirable tolerance stacks associated with multiple bracket configurations
prevalent in the prior
art.
W0 2012/174197 PCT/U32012lo42380
BACKGROUND ART
Heavy~duty vehicles such as tractor-trailers typically include two or more leading or
trailing arm susPension lies that connect the wheel bearing axles of the vehicle to the flame
of the vehicle. Early suspension s included heavy leaf~spring suspensions which resulted in a
relatively rough ride to the cargo and/or passengers carried by the vehicle, and did not allow loads
to equalize among the axles in all situations, thus creating the need for
an axle/suspension system
with softer ride characteristics and more efficient zation characteristics. The subsequent
development of air-ride axle/suspension s provided greater load equalization among multiple
axles for semi-trailers as well as improved ride quality for individual axles.
As a result, duty vehicles that transport freight often include leading
or trailing arm
air-ride axle/suspension systems, which use air springs to cushion the ride ofthe vehicle. Pneumatic
control of these air springs is an important feature of air-ride axle/suspension systems.
More
particularly, it is important for a cushioned vehicle ride, and for optimum axle/suspension system
performance and longevity to attempt to maintain a tent ermined distance between the
vehicle frame and the travel surface. This predetermined distance is known in the art as the design
ride height of the vehicle. The ing conditions of the vehicle must be considered in order
establish the design ride height of the vehicle. That is, when a heavy-duty vehicle executes n
maneuvers, such as making a hard turn or traveling over rough terrain, the forces imposed on the
axle/suspension system by such maneuvers cause the axle/suspension system to articulate, or pivot
and/or flex, beneath the vehicle frame which the system supports. Typically, an axle/suspension
system is designed so that the anticipated range of articulation, pivoting and/or flexing occurs about
a nominal predetermined position, and that nominal position is set as the design ride height of the
e. This articulation, ng and/or flexing can also be caused by the loading and unloading
of the vehicle.
PCT/U52012/042380
More Specifically, after a heavy—duty vehicle is loaded with freight, or afier freight is
unloaded from the vehicle, the air springs of the axle/suspension
system are adjusted to ensure that
the vehicle is at design ride height. The ment of the air springs ofthe
axle/suspension system
is typically automatically accomplished by a height control valve assembly or leveling valve
assembly which is in fluid communication with an air source and with the air springs. When the
vehicle is loaded with height and the air springs of the axle/suspension system
are compressed,
causing the vehicle frame to be positioned below design ride height or closer to the travel surface,
ssed air is snpplied to the air springs, thereby inflating/extending them and, in
tum, causing
the axle/suspension system to raise the vehicle flame to the design ride
height. Conveisely, when
the vehicle is unloaded and the air springs of the axle/suspension
system are ed, causing the
vehicle frame to be positioned above design ride height or further
away from the travel surface, air
is exhausted from the air springs, thereby deflating/compressing them
until the aide/suspension
system lowers the vehicle frame to the design ride height.
To control the flow of air into the air springs, and the exhaustion of air
fi'om the air springs,
a mechanically operated valve typically is ed, and is knOWn in the
art as a height control
valve or leveling valve. The height control valve is typically mounted
on a bracket that is in turn
attached to the flame or hanger of the e. The height control valve is in fluid communication
with a compressed air source, such as an air supply tank, and is also in fluid
communication with
the vehicle air springs. The height control valve includes a l
arm that is mpable of being
raised or lowered in order to direct air fi‘orn the compressed air source to the air springs
altematively from the air springs to atmosphere. The control arm is ed to a link that is bolted
to the control arm on one end and bolted to a bracket at the other end. The bracket is in turn
typically rigidly ed to the brake chamber mount ofthe brake assembly or to
one of the beams
of the axle/suspension system. The height l valve, along with the brackets and the link
W0 2012/174197 PCTfU$2012/042380
the associated hardware that fastens these parts together, is known as the height control valve
assembly. Adjustments to the height control valve assembly, including the link that controls
activation of the valve, enable the design ride height to be achieved before the
vehicle travels over
the road.
Also, as the e s over the road and the driver executes maneuvers that
cause the
axle/suspension system to articulate between positions that compress the air Springs and positions
that extend them, the height control valve acts to maintain the design ride height. That is, when the
air springs are ssed, the height control valve supplies air to the air springs
from a vehicle air
reservoir. sely, when the air springs are in an extended position, the height control valve
exhausts air fiom the springs to atmosphere. The amount of air that is ed or exhausted is
based on the duration of the articulation and the flow rate of the height control
valve at a given
position.
Prior art height l valve assemblies ofien include links that
are formed from metal
plates having a plurality of aligned openings. The plates are attached to one another Via fasteners
that are disposed through selected ones of the aligned openings. By removing the fasteners and
moving the plates in opposite directions with respect to one r and then replacing the fasteners,
the length of the link can be increased or decreased. As a result, these types of prior art links
mechanically adjustable, which can potentially lead to improper adjustment ofthe ride height of the
vehicle due to human error. Also, because prior art height control valve assemblies typically
include brackets on the e frame and brackets on the beam or brake chamber
mount of the
axle/suspension system that are distant fiom one another, the control arm of these prior art height
control valve assemblies is quite long, resulting in a smaller
range of activation, which can reduce
performance of the height l valve. er, because prior art height control valve
assemblies e at least two brackets, one bracket attaching the height control valve
to the
PCT/U82012/042380
vehicle frame or hanger, and the other bracket attaching the link ofthe height control valve to
one of
the beams or brake chamber mounts ofthe axle/suspension system, the ation ofbrackets and
adjustable links make installation complicated, require increased maintenance and result in
undesirable tolerance stacks that can ially cause an inaccurate design ride height for the
vehicle.
The height control valve assembly of the present invention solves the problems associated
with prior art height control valve assemblies by utilizing a height control valve that mounts directly
to the vehicle frame and which incorporates a justable Wire link that attaches directly
to one
of the beams of the axle/suspension system, thereby eliminating all of the brackets and associated
hardware of the prior art height control valve assemblies, resulting in easier lation, decreased
maintenance costs and reduced weight. Moreover, because the brackets attaching the height control
valve ass-bly to the frame or hanger and the beam are eliminated, the height control valve
assembly of the present ion reduces undesirable tolerance stacks associated with those
ts, and thereby reduces the possibility of human error adversely affecting the design ride
height of the e. The height l valve assembly of the t invention also allows for
utilization of a relatively shorter control arm, that in turn allows a wider
range of activation for the
height control valve, resulting in increased sensitivity and mance ofthe system.
SUMNIARY OF THE INVENTION
Objectives of the present invention include providing a height control valve assembly that
eliminates the brackets and hardware ofprior art height control valve assemblies, resulting in easier
installation, decreased nance costs and reduced weight.
PCT/USZMZ/MZSXO
A further objectivc of the present invention is to e
a height control valve assembly that
reduces undesirable tolerance stacks ated with prior art height
control assemblies, thereby
reducing the possibility ofhuman error ely afi‘ecting the design ride height of the vehicle.
Yet another objective of the present ion is to provide
a height control valve assembly
that allows a wider range of activation for the height control valve, resulting in
sed ivity
and performance ofthe system.
Still another objective of the present invention is to provide
a height control valve assembly
that is generally not adjustable by the operator ofthe vehicle.
These objectives and advantages are ed by the height control valve
assembly of the
present invention, which includes a height control valve mounted on a flame of the vehicle, the
height control valve in fluid communication with a ssed air source, with at least one air
Spring of the vehicle, and with atmosphere. The height control valve includes flow control
means
for regulating fluid flow through the height control valve. A control
arm is operatively attached to
the flow control means, the control arm regulating fluid flow through the
height control valve
during operation of the vehicle. The height control valve further includes a link having
a first end
and a second end. The first end of the link is operatively attached to the control
arm. The second
end of the link is disposed through an opening formed in a beam of the axle/suspension
system to
attach the second end ofthe link to the beam.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS
The preferred embodiment of the present invention, illustrative of the best
mode in which
applicant has contemplated applying the ples, is set forth in the following description and is
W0 20121174197 PCT/U52012/042380
shown in the drawings, and is particularly and distinctly pointed out and
set forth in the appended
claims.
FIG. I is a fiagmentary outboard elevational view of the driver side sion
assembly
and an axle of an air-ride trailing arm beam-type axle/suspension
system, and showing a prior art
height control valve assembly;
is a fragmentary rear perspective view ofthe beam mounting bracket shown
in FIG.
is a fiagmentary fi-ont perspective view of the prior art height control valve
assembly shovm in
is an enlarged ntary outboard perspective View of the flame
mounting
bracket shown in
) is a schematic representation of a typical pneumatic l
system incorporating
the prior rut height l valve assembly of and showing relative positions of the air
springs and axle: ofa pair ofaimide axle/suSpension systems;
FIG. “-3 is an enlarged elevational view of the height control valve of the prior
art height
control valve assembly shown in FIG. I, with the range of various valve control arm positions
represented by broken lines and arrows, and showing an t conduit attached to the height
control valve;
is a fiagmentary rear outboard perspective view of portions of the driver side
suspension assembly and an axle of an air-ride trailing arm beam-type uspension system,
showing another prior art height control valve assembly mounted on the vehicle frame by a bracket,
and also g the relatively long control arm of the height control valve, and the link attached
the suspension assembly by a bracket;
W0 20121174197 PCT/U82012/042380
is a fragmentary elevational view of a preferred embodiment height control valve
assembly ofthe present invention, showing the shortened control arm attached to the height control
valve and to the link, which is in turn attached to one of the beams of the axle/suspension
system;
is a schematic representation of a typical tic control
system incorporating
the preferred embodiment height control valve assemny of the present invention, showing relative
positions ofthe air springs and axles ofa pair of de axle/suspension s;
is a tary front bottom perspective View of the preferred embodiment height
control valve assembly of the present invention shown in with portions represented by
broken lines, showing the link attached to the l arm of the height control valve and also
pivotally seated in the g ofone ofthe beams ofthe axle/suspension system;
is a view r to but showing the control arm of the height control valve in
an exhaust position when the axle/suspension system is in an extended or rebound position;
is a view r to but showing the control arm ofthe height control valve in
a fill position when the axle/suspension system is in a compressed or jounce position; and
is a perspective view of the link of the preferred embodiment height control valve
assembly of the present invention, and showing the control arm mount and the generally Z-shaped
beam mount ofthe link.
Similar numerals refer to similar parts throughout the drawings.
DESCRIPTION OF THE RED EMBODIMENT
So that the structure and ing advantages of the present invention can be better
understood, a prior art height control valve assembly is shown in FIGS. 1 and IB and indicated by
numeral 34, and will now be described together with the environment in which it is utilized. It is
W0 2012/174197 PCT/U82012I042380
ant to note that an air—ride axle/suspension system 10, while shown as a trailing arm beam-
type axle/suspmsion system, also includes other types of heavy-duty vehicle air—ride
axle/suspension systems known to those skilled in the art, such as leading arm beam~type air-ride
axle/suspension systems and air-ride axle/suspension systems having arms other than box beam~
type, such as spring beams. It is also important to note that a vehicle flame 12 is generally
entative of various types of frames commonly used for heavy—duty vehicles, including
primary frames and/or floor structures that do not support a subframe, primary flames and/or floor
structures that do support a subfi'ame, and subfiames themselves. For primary fi'ames and/or floor
structures that do t a me, the subframe can be non-movable or movable, the latter being
commonly referred to as a slider box.
With continued reference to FIGS. 1 and 1B, axle/suspension system 10 includes a pair of
lly identical suspension assemblies 14 (only one shown), each suspended item a respective
one of a pair of ersely spaced frame hangers 16 (only one shown). Each hanger 16 is secured
to and depends from flame 12 ofthe heavy-duty e. Inasmuch as suspension assemblies 14
identical to one r, only one will be described hereinbelow and shown in FIGS. 1 and 1B.
Suspension assembly 14 includes a trailing arm type suspension beam 18, which is pivotally
mounted at its fiont end 20 on hanger 16 in a usual manner through the use of a suitable pivot and
g assembly 22. An air spring 24 is suitably mounted on and extends between the
upper
surface of a rear end 26 of suspension beam 18 and frame 12. A shock absorber 2 also typically is
mounted on and extends between beam 18 and hanger 16. A brake chamber mount 30 and other
ents of a brake system (not shown) are attached to beam 18 via the brake chamber mount.
An axle 32 extends between and is captured in the pair of suspension beams 18, and one or more
wheels [not shown) are mounted on each end ofthe axle.
W0 2012/]74197 PCT/U52012/042380
A typical prior art pneumatic control
, which utilizes height control valve ly
34 such as the one shown in FIGS. 1 and 1B, is shown in FIG. ID, is indicated
generally at 35, and
will be described below. Prior art height control valve assembly 34 (FIGS.
1 and 18) includes a
height control valve 70, a l arm 48, a link 50, a beam mounting bracket 54 and
a frame
mounting bracket 36. More particularly and with additional reference
to , height control
valve assembly 34 is shown mounted on frame 12 () via
frame mounting bracket 36. Height
control valve assembly 34 is mounted on bracket 36 by bolts 6 and
a pair of nuts 3. More
specifically, frame mounting t 36 is formed with an elongated longitudinally-extending
opening 4 and a pair of circular bottom openings 5 (only one shown). Each one of a pair of
threaded bolts 6 extends from height control valve 70 and is disposed through
top elongated opening
4 and through one of the pair of bottom openings 5 (only
one shown), respectively, and nuts 3
threaded onto the bolts to attach the height control valve to frame
mounting bracket 36. Frame link
50 is lly connected at its upper end to control
arm 48 via fastener 52, and is also pivotally
connected at its lower end to beam 18 via beam mounting bracket 54 and
fastener 56. Link 50,
includes a two-piece uction. More particularly, link 50 es an
upper n 81 and a
lower n 82. Both upper and lower portions 81,82 include a plurality of selectively
alignable
openings 83. Selected ones of openings 83 of upper portion 81 and lower portion
82 are aligned
with one another to enable the upper portion and the lower n of
the link to be attached to each
other by fasteners 84 in order to form link 50. By moving
upper portion 81 and lower portion 82 in
opposite directions with t to one another, link 50 can be lengthened or shortened, thus
raising
or lowering, respectively, the design ride height ofthe vehicle. Beam mounting bracket
54 is in turn
mounted on brake chamber mount 30 by fasteners (not shown) which
extend through a pair of
openings 7 formed in the beam mounting bracket ().
W0 2012/174197 PCT/U82012/042380
Turning now to , pneumatic control system 35 includes an air reservoir t
which is in fluid communication with height control valve 70 via
an air reservoir fitting 40, and
provides compressed air to the height control valve irorn an air reservoir (not shOWn), such
as an air
tank, as known to those skilled in the art. With continuing reference to ,
an air spring
conduit 42 is in fluid communication with height control valve 70
via an air spring fitting 44, and
the air spring conduit branches off to each of a pair of front and
rear air springs 24, to enable the
height control valve to route compressed air to and from the front and rear air
springs based on
n operational conditions, as will be described below. An
exhaust conduit 46 (FIG. IE) is in
fluid communication with and extends from height control valve
70, enabling the height control
valve to exhaust compressed air to atmosphere, as will also be
described in detail below. It is
understood that additional pneumatic and/or onic
components (not shown) that are known and
used in the art, such as electronic controllers, valves, vents and pneumatic lines,
may be used in
conjunction with ts 38,42,46 and/or height control valve 70.
Referring now to FIGS. 1 and 1E, height control valve 70 is a three-way valve that includes
control arm 48, n the position of the control
arm controls the operation of the height control
valve. More particularly, when l arm 48 is in a horizontal or l position A, height
control valve 70 is closed and does not route compressed air fi-om air
reservoir conduit 38 ()
to air Springs 24 via air spring conduits 42, nor does it exhaust air them the air
springs to atmosrihere
via exhaust conduit 46. When control arm 48 is in fill position
range B, height control valve 70
routes compressed air from air reservoir conduit 38 to air spring conduits 42
() and thus to
air springs 24, thereby inflating the air s. When control
arm 48 is in an t position range
C, height control valve 70 exhausts air from air springs 24 via air spring ts 42, and
communicates the exhausted air to exhaust conduit 46 and thus to
atmosphere. Automatic actuation
-11..
W0 2012/174197 PCT/U52012l042380
of control arm 48, and thus activation of the operation of height
control valve 70, is provided by
l arm link 50, as shown in
During vehicle operation, when axle/suspension system 10 articulates to an air spring
ssed position, the distance between vehicle frame 12 and beam 18 decreases,
compressing
air spring 24. Because height control valve 70 is connected to vehicle frame
12, the height control
valve remains a substantially constant distance from the e
frame. To maintain design ride
height, when the distance between vehicle time 12 and beam 18 decreases, link 50
moves control
arm 48 upwardly from neutral position A to fill position
range B, as shown in FIG. ”3, thereby
activating height control valve 70 and causing the height l valve to route
compressed air from
air reservoir conduit 38 to air springs 24 via air spring conduits
42 ()), thereby inflating air
springs 24, and in turn returning beam 18 to the design ride height.
Conversely, when axle/suspension system 10 articulates to an air spring extended
position,
the distance between vehicle frame 12 and beam 18 ses,
extending air Spring 24. To maintain
ride height, when the distance between e frame 12 and beam
18 increases, link 50 moves
control arm 48 downwardly firom neutral on A to exhaust position
range C, as shown in , thereby activating height control valve 70 and causing the height control
valve to exhaust
compressed air from air Spring 24 via exhaust conduit 46 to atmosphere, and in turn
returning beam
18 to the design ride height. As set forth above, prior art
pneumatic control system 35 maintains the
design ride height of axle/suspension system 10 when the axle/suspension
system articulates during
vehicle ion or during unloading/loadin
g ofthe vehicle.
Turning now to r prior at height control valve assembly is indicated at
34’,
and will now be described. More specifically, prior art height
control valve assembly 34' includes
height control valve 70’, control arm 48', link 50', beam mounting bracket 54’ and frame
mounting
t 36'. More ularly, height control valve assembly 34' is
shown mounted on frame 12 of
W0 2012/] 74197 PCT/USZOIZ/042380
the vehicle by frame mounting bracket 36‘. Link 50' is pivotally connected at its
upper end to
control arm 48' via fastener 52‘, and is also pivotally connected at its lOWer end to beam 18 of
suspension assembly l4 via beam mounting bracket 54’ and fastener 56'. Link 50’, showu in
includes a two-piece construction. More ularly, link 50' includes an
upper portion 81' and a
lower portion 82'. Both upper and lower portions 81 ',82' include a plurality of selectively
alignable
gs 83'. Selected ones of openings 83' of upper portion 81' and lower portion 82'
are d
with one another to enable the upper portion and the lower portion of link 50'
to be attached to each
other by ers 84' in order to form the link. By moving
upper portion 81' and lower portion 82’
in opposite directions with t to one another, link 50' can be lengthened
or shortened, thus
raising or lowering, respectively, the design ride height ofthe vehicle.
Such adjustability in both prior art height control valve lies is often desired
by users
of the heavy~duty vehicle; however, such adjustability can lead to potential problems
for the heavy-
duty vehicle as will be described below.
A design ride height that is too low can cause axle/suspension system 10 to bottom out
during operation of the vehicle, which can in turn result in damage to the frame and/or the
axle/suspension system. A design ride height that is too high can also potentially
cause damage to
the axle/susPeasion system; for e, the air spring can become over-extended
causing potential
damage to the air . Therefore, it is desirable to have a height control valve assembly that is
non-adjustable in order to reduce the problems associated with adjustable height control valve
assemblies that can ially lead to a design ride height that is either too low
or too high.
As set forth above, prior art height control valve assemblies 34,34' often include links
50,50'
that are formed from metal plates having aligned openings 83,83’. These types of links are
adjustable, which can lead to improper adjustment of the ride height of the vehicle due to human
error. Also, because prior art height control valve assemblies 34,34' typically include brackets
W0 2012/174197 PCT/U52012I042380
3636’ on the vehicle flame and brackets 54,54’ on the beam of the axle/suspension
system that are
vely distant from one another, l arms 48,48' of the prior at height control valve
assemblies are relatively long, resulting in a smaller range of activation, thereby reducing
performance ofthe height control valve. More ularly, because height control valves 70,70' are
metered, the decreased range of activation of the height control valve in turn causes decreased flow
through the height control valve thereby decreasing performance of the height control valve during
operation of the vehicle. Moreover, because prior art height l valve assemblies 34,34' include
at least two brackets 36,36' and 54,54’, one t attaching the height control valve
to the vehicle
flame, and the other bracket attaching the link of the height control valve to one of the beams or
other component mount on the beam ofthe axle/suspension system, the combination of
brackets and
able or nonadjustable links make installation of the height control valve ly
complicated, require more maintenance, are heavy, and lead to an undesirable tolerance stack that
can potentially cause an inaccurate ride height for the vehicle. More particularly, tolerances in
openings 7 of beam mounting bracket 54 and openings 4 and S of frame mounting bracket 36 can
result in a shift in the ride height ofup to about 1.0 inch, resulting in
a ride height that is either too
high or too low. As set forth above, operating the vehicle with a design ride height that is either too
high or too low can potentially cause damage to the components of frame 12 and/or uspension
system 10 of the vehicle during operation. The height control valve assembly for an
aide/suspension system of the present ion overcomes the ms associated with prior art
height control valve assemblies 34, and is described in detail below.
A preferred embodiment ofa height control valve assembly for an axle/susPension
system of
the present invention is showu generally at 134 in FIGS. 3-7, and
now will be described in detail
below.
Height control valve assembly 134 for an uspension system of the
present invention es a height control valve 170, a control arm 148 and a link
150. More particularly, height control valve 170 is shown mounted directly on vehicle
frame 12 via a pair of threaded bolts 180. More specifically, bolts 180 extend through
height l valve 170 and are disposed through a pair of aligned openings (not
shown) formed in vehicle frame 12. A fastener (not shown), such as a nut, is
threadably engaged with each bolt 180 in order to mount height control valve 170 of
height control valve assembly 134 to frame 12.
Turning now to an important feature of the present invention, link 150 is
pivotally connected at its upper end to control arm 148 via fastener 152, and is also
pivotally connected at its lower end to beam 18 via generally Z-shaped or stepped
bottom portion 155. More particularly, link 150 preferably is formed from a metal rod
having a generally circular cross-sectional shape. The upper end of link 150 is formed
with a loop 157. An insert 159 having a generally circular disk shape is formed with a
semi-circular recess 192 ( around its circumference. The recess of insert 159
cooperates with loop 157 such that the insert is held within the link loop. Insert 159 is
formed with an opening 191 for receipt of fastener 152 to pivotally attach the upper
end of link 150 to control arm 148 of height control valve 170.
Generally Z—shaped bottom portion 155 of link 150 preferably is formed with
first and second bends 4, respectively. A generally ht portion 197 extends
between first bend 193 and second bend 194 and is generally perpendicular to a
middle portion 200 of link 150. A generally straight end 196 is formed at the end of
Z-shaped link bottom portion 155 and is generally parallel to middle portion 200 of
link 150. In order to better understand the ion of link 150, the tion of the
link to beam 18 of the axle/suspension system and to height control valve 170 now
will be described below.
2453214vl
W0 2012/174197
PCTIUSZOIZ/042380
Straight end 196, second bend 194 and a portion of ht n 197 of Z-shaped link
bottom portion 155 are disposed through an Opening 198 formed
in an insert 199 that is disposed
into an opening 190 formed in sidewall 17 of beam 18.
Opening 191 of insert 159 is aligned with
an opening (not shown) formed in control am 148, and fastener 152 is disposed
through the aligned
openings to connect the upper end of link 150 to the control arm. Second bend 194 of
Z-shaped link
bottom portion 155 retains the bottom end of link 150 in insert
g 198 of beam 18 Without
additional attachment. Thus only a single fastener at the
upper end oflink 150 is utilized in order to
control valve assembly non-adjustable.
As can be seen, a distance D between straight portion 197 and
Opening 19] of insert 159 sets
the design ride height of the vehicle. Because the distance is not adjustable it cannot be changed.
This, plus the fact that opening 198 in beam sidewall 17 as well as the on of
height control
valve 170 are fixed, s that height control valve assembly 134 of
the present ion is set at
the desired design ride height during maintenance or installation ofthe
assembly. Moreover, height
control valve assembly 134 does not need to be adjusted by the
end user, which eliminates the
possibility of end user error improperly affecting the design ride height ofthe vehicle.
Yet r important feature of height control valve assembly 134
for axle/susPension
systems of the t ion is the relatively reduced or shortened length of lever mm 148.
Because height control valve 170 is attached directly to flame 12 and also
directly to beam sidewall
17 via link lower Z-shaped portion 155, which are substantially vertically
d above and below
one another, without using brackets and the like, reduced length control
am 148 can be utilized and
thereby increases the range of activation of height control valve 170. Because height control valve
170 is metered, the increased range of activation of the height control valve
in tum increases flow
PCT/U52012/042380
through the height l valve, thereby increasing performance of the height control valve
during
operation ofthe vehicle.
ing now to FIGS. 3, 3A 5 and 6, height control valve 170 is a three-way valve that
includes a flow l means (not show) and a control arm 148, wherein the position of the
control arm regulates the flow of fluid through the height l
valve. More particularly, when
control arm 148 is in a ntal or neutral on A, height
control valve 170 is closed and does
not route compressed air from air reservoir t 38 ()
to air springs 24 via air spring
conduits 42, nor does it exhaust air fiom the air springs to atmosphere
via exhaust conduit 46.
When control arm 148 is in fill position range B (, height control valve 170 routes
compressed air from air reservoir conduit 38 to air spring conduits 42 () and thus
to air
springs 24, thereby inflating the air springs. When control arm 148 is in an exhaust position
range
C (, height control valve 170 exhausts air from air springs 24 via
air spring conduits 42, and
communicates the exhausted air to the exhaust conduit (not shown) and thus to atmosphere.
Automatic actuation of control arm 148, and thus activation ofthe
operation ofheight control valve
170, is provided by control arm link 150.
During vehicle operation, when axle/suspension system 10 articulates to an air spring
compressed position (, the distance between vehicle frame 12 and beam 18 decreases,
compressing air spring 24. Because height control valve 170 is connected to vehicle frame
12, the
height control valve remains a substantially constant distance {tom the vehicle time. To maintain
design ride height, when the distance between vehicle flame 12 and beam 18 decreases, link 150
moves control am 148 upwardly from neutral position A to fill position
range B, as shown in thereby ting height control valve 170 and causing the height control valve to route
compressed air from air reservoir t 38 to air springs 24 via air spring conduits 42 (),
thereby inflating air s 24, and in tum ing beam 18 to the design ride height.
.17-
WO 74197 PC'r/U52012/042380
Conversely, when axle/suspension system 10 articulates to an air spring extended position
(, the distance n vehicle frame 12 and beam 18 increases, ing air spring 24. To
maintain ride height, when the distance between vehicle fi‘ame 12 and beam 18 increases,
link 150
moves control mm 148 downwardly from neutral position A to t position
range C, as shown
in thereby activating height control valve 170 and causing the height control valve to
exhaust compressed air from air spring 24 via exhaust conduit 46 ()
to here, and in
turn reuniting beam 18 to the design ride height.
The ms associated with prior art height control valve assemblies 34 are solved by
height control valve assembly 134 for an axle/suspension system of the t invention by
utilizing height control valve 170 that mounts directly to vehicle frame 12 and which utilizes a non—
adjustable wire link 150 that attaches directly to beam 18 ofthe axle/suspension system. This direct
attachment of link 150 directly to beam 18 is accomplished without fasteners using link Z—shaped
lower portion 155 disposed through opening 198 formed in beam sidewall 17, thereby eliminating
all of the brackets and associated hardware of prior art height control valve assemblies
34 shown
and described above, resulting in reduced weight, easier installation and decreased maintenance
costs, as well as reducing undesirable tolerance stacks associated with the multiple bracket
configurations ofprior art height control valve assemblies. Height control valve assembly 134 of the
present invention, because it is gentn'ally non—adjustable, s the possibility of end user error
ing the design ride height of the e and allows for utilization of shorter control arm 148,
that in turn allows a wider range of activation for the height control valve, which in
turn increases
the sensitivity and performance ofthe system.
It is contemplated that height control valve assembly 134 for axle/suspension
systems of the
present ion could be utilized in conjunction with all types of height control valves known in
the art, without changing the overall concept or operation of the present invention. It is also
~.18..
W0 74197 PCT/U82012/042380
plated that different shapes and sizes of link ISO and Z—shaped lower portion 155 of
height
control valve assembly l34 of the present invention could be utilized, t changing
the overall
concept or operation of the present invention. It is contemplated that materials other than metal
wire could be utilized to form link 150, without changing the overall
concept or operation of the
present invention. It is also contemplated that other types of connection
means for connecting link
150 to control arm 148 could be utilized, t changing the overall
concept or operation of the
present invention. It is fixrther contemplated that height l valve assembly 134 for
axle/suspension systems of the present invention could be utilized with all types of air-ride
axle/suspension systems known in the art, including those utilizing spring beams or other beam
l0 configurations, without changing the overall concept or operation ofthe present invention. It is also
plated that height control valve ly 134 for axle/suspension systems of the
invention could be utilized in conjunction with all known types of pneumatic systems, without
ng the overall concept or operation of the present invention. It is further contemplated that
height control valve assembly 134 for axle/suspension systems of the present invention could be
utilized with additional pneumatic and/or electronic components (not shown) that
are known and
used in the art, such as electronic controllers, valves, vents and pneumatic lines, without
changing
the overall concept or operation of the present invention.
Accordingly, the height control valve assembly of the present invention is fied,
es an effective, safe, inexpensive and efficient structure and method which achieves all the
enumerated objectives, provides for eliminating difficulties encountered with prior height
control
valve assemblies, and solves problems and obtains new results in the art.
In the foregoing description, certain terms have been used for brevity, cleamess and
understanding; but no unnecessary tions are to be d thercfiom beyond the requirements
~19-
W0 2012/174197 PC'I‘IU82012/042380
of the prior art, because such terms are used for ptive
purposes and are intended to be broadly
construed.
- Moreover, the dcscn’ption and illustration of the invention
is by way of example, and tlie
scope ofthe invention is not limited to the exact details shovvn or bed.
Having now descxibed the es, discoveries and principles of the invention, the manner
in which the height control valve assembly of the present invention
is used and installed, the
characteristics of the construction, arrangement and method steps, and the
advantageous, new and
useful results obtained; the new and useful structures, devices, elements, arrangements, process,
parts and combinations are set forth in the ed claims.
Claims (7)
1. A height control valve assembly for an axle/suspension system of a vehicle comprising: a) a height control valve mounted on a frame of said vehicle, said height l valve in fluid communication with a compressed air source, with at least one air spring of said vehicle, and with atmosphere, the height control valve including flow control means for regulating fluid flow through said height control valve, a control arm operatively attached to said flow control means, said control arm regulating fluid flow through the height control valve during 10 operation of the vehicle, b) a link having a first end and a second end, said first end of said link being formed with a loop, a disk formed with an opening being disposed into said loop of the link, the first end of the link being operatively ed to the second end of the l arm via a fastener diSposed through said disk 15 opening and through an opening formed in said control arm second end, said disk attached to said second end of said control arm opposite the first end of the control arm operatively attached to said height control valve, said second end of said link comprising a first bend of about 90 degrees and a second bend of about 90 s, at least one of said first or second bends being 20 disposed through an opening formed in a beam of said suspension system to attach the second end of the link to the beam, n said second end of said link is free of fasteners and any intervening structure.
2. The height control valve assembly for an axle/suspension system of claim 1, wherein said first and second ends of said link are generally vertically d with one another.
3. The height control valve assembly for an axle/suspension system of claim 1, wherein said attachment of said height l valve to said frame of said vehicle is free of any intervening structure.
4. The height control valve assembly for an axle/suspension system of a vehicle of claim 1, wherein said axle/suspension system is an air-ride axle/suspension system. 10
5. The height l valve assembly for an axle/suspension system of a vehicle of claim 1, wherein said height control valve is a rotor valve.
6. The height control valve assembly for an axle/suspension system of a vehicle of claim 1, wherein said link is formed from metal.
7. The height control valve assembly for an axle/suspension system of a 15 vehicle of claim 1, wherein said link is lly circular in transverse cross- section. W0 74197 PCT/USZtIlZ/MZSSO
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US201161496734P | 2011-06-14 | 2011-06-14 | |
US61/496,734 | 2011-06-14 | ||
PCT/US2012/042380 WO2012174197A1 (en) | 2011-06-14 | 2012-06-14 | Height control valve assembly for axle/suspension systems |
Publications (2)
Publication Number | Publication Date |
---|---|
NZ617436A NZ617436A (en) | 2015-11-27 |
NZ617436B2 true NZ617436B2 (en) | 2016-03-01 |
Family
ID=
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