• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    SYSTEM FOR ADJUSTING THE LEVEL OF A DRIVER'S CABIN OF A COMMERCIAL VEHICLE, AND METHOD OF OPERATION FOR ADJUSTING THE LEVEL OF A DRIVER'S CABIN OF A COMMERCIAL VEHICLE The invention concerns a system for adjusting the level of a driver's cab (2) of a commercial vehicle in relation to a vehicle chassis (1) and a corresponding method of operation. The system comprises a support tensioned by elastic force, in order to support the driver's cabin (2), in a jumping manner, on the vehicle chassis (1); a distance sensing means (4) which is arranged to record relative movements and/or a distance between the driver's cabin (2) and the vehicle chassis (1); and a control means (5; 13) which is arranged for variable control of the support tensioned by elastic force, whereby signals from the distance sensing means (4) are used to control the support tensioned by elastic force. . The support tensioned by elastic force can be adjusted with respect to a first height position (h1), so that the distance between the driver's cabin (2) and the vehicle chassis (1) is controlled by the control means (5; 13) in (...).
    公开号:BR102014010461B1
    申请号:R102014010461-5
    申请日:2014-04-30
    公开日:2022-01-25
    发明作者:Ludwig Rausch；Urs Gunzert；Jan FLEISCHHACKER；Dr. Jan Fleischhacker
    申请人:Man Truck & Bus Ag；
    IPC主号:
    专利说明:

    [0001] The invention concerns a system for adjusting the level of a driver's cabin of a commercial vehicle relative to the chassis of the vehicle. The invention also relates to an operating method for adjusting the level of a driver's cab of a commercial vehicle relative to the chassis of the vehicle.
    [0002] Elastic or damping mechanisms are known from the state of the art for jump mounting from the driver's cabin of a commercial vehicle onto the vehicle chassis. The driver of the commercial vehicle can therefore be better protected against vibrations caused by the road, eg undulations or potholes. In order to achieve a good damping effect and a high level of damping comfort, even in case of strong vibrations caused by the road, a very long elastic path is desirable. However, a long elastic path creates a wide gap between the driver's cab and the chassis, as well as a corresponding greater structural height of the commercial vehicle. This lowers the cw value and therefore fuel consumption. Such systems are, therefore, insufficiently suited to allow both a high level of traveling comfort and efficient fuel consumption, and to adapt the elastic system or damping system in relation to the diverse traffic and driving situations that occur in traffic. real on highways.
    [0003] With an elastic or damping mechanism known from the state of the art, air struts are used, which are self-leveling by means of an internal or external lever system and valves, and, in this way, adjust a fixed distance that cannot be influenced between the driver's cab and the vehicle chassis. With such an elastic mechanism, if the driver's cab moves in relation to the chassis as a result of excitations from the ground or other influences, a valve is operated by means of an internal lever or a lever attached to the elastic strut, so that, with movements of the bungee strut, air is permanently discharged into the surroundings or air is pumped into the bungee strut, once the target position is abandoned. The high air consumption resulting from continuous air intake and unloading is disadvantageous with this elastic mechanism.
    [0004] It is an object of the invention to provide a suspension system for the driver's cabin of a commercial vehicle which comprises a high level of damping comfort and which allows efficient operation of the motor vehicle. The above-described object is achieved by means of a system and an operating method for leveling a driver's cabin of a commercial vehicle relative to a vehicle chassis according to the independent claims. Exemplary preferred embodiments of the invention are described in the dependent claims.
    [0005] According to the present invention, the system for level adjustment of a driver's cabin of a commercial vehicle relative to a vehicle chassis comprises a support tensioned by elastic force, in order to support the driver's cabin, in a way jumped onto the vehicle chassis, as well as a distance sensor, which is arranged to record relative movements and/or a distance between the driver's cab and the vehicle chassis. The driver's cabin means part of the vehicle's structure, which forms the space for the vehicle's driver and passengers. The vehicle chassis is also referred to below as the chassis.
    [0006] The system comprises a control means which is arranged for variable control of the support tensioned by elastic force, whereby signals from the distance sensing means are used to control the support tensioned by elastic force. Furthermore, the spring-tensioned support can be adjusted with respect to a first height position, so that the distance between the driver's cabin and the vehicle chassis is controlled by the control means with respect to a first target distance.
    [0007] For this purpose, the control means are arranged to detect, using the signals received from the distance sensor means, if a deviation of the distance between the driver's cabin and the chassis in relation to the target distance or the zero position, by example, resulting from road surface irregularity, is returned to the target distance or zero position. If the control means detects a permanent deviation from the target position or one that is not caused by normal elastic movement, the control means can intervene, in a regulatory manner, in order to restore the target distance. Comparably, a deviation from the parallel orientation of the driver's cab relative to the chassis, resulting, for example, from the weight of a driver, considering that the driver's cab lowers smoothly to a point, can be recorded by the distance sensing means. and properly corrected by controlling the support tensioned by elastic force. In accordance with the present invention, the spring-tensioned support is additionally or alternatively amenable to adjustment with respect to at least a second position and height, so that the distance between the driver's cabin and the vehicle chassis is controlled by the means. control up to a second target distance. In other words, the spring-tensioned support is height adjustable with respect to at least two specific height positions. A changed height position of the spring-tensioned bracket changes the distance (target) between the driver's cab and the chassis, and therefore the predetermined zero position around which the driver's cab can be tensioned by spring force in in relation to the chassis.
    [0008] The support tensioned by elastic force is hereby adjusted by the control means with respect to the first or at least a second height position, depending on at least one parameter relating to a driving route and/or the a commercial vehicle driving state. A particular advantage of the invention is that the driver's cabin suspension can be adapted to current driving circumstances, in order to select the height position of the spring-tensioned support depending on the driving situation that allows for the best possible compromise in comfort. suspension required and low fuel consumption.
    [0009] An example of a parameter relating to the driving route can be the current type of road, so that the height position of the support tensioned by elastic force can be changed depending on whether the vehicle is currently driving, for example in a road, on a country road or on an unpaved road. This has the advantage that for road types where unevenness, potholes, etc. are considerably expected, the spring-tensioned support can be adjusted to a higher height position, in order to thereby increase spring travel and improve suspension comfort.
    [0010] If, contrary to the current type of road, one recognizes, for example, a motorway, with which the quality of the road surface is generally better, the support tensioned by elastic force can be lowered to a higher height position. low so that the distance between the driver's cab and the chassis is adjusted to a lower target height. For road types with good surfaces, the elastic length can be shortened without loss of comfort, in order to reduce the gap between the driver's cab and the chassis, so as to improve the vehicle's cw value.
    [0011] An example of a parameter relating to the driving state of the commercial vehicle, which is used to adjust the height position of the support tensioned by elastic force, is the current travel speed. The control means is preferably arranged to adjust a greater height position with a longer elastic stroke at vehicular speeds below a predetermined threshold value, and, upon exceeding the threshold value, to cause a reduction of the lower height position. and to adjust the spring-tensioned support with respect to a correspondingly smaller target distance. According to experience, the travel speed of the commercial vehicle is low if strong vibrations or ground-related excitations are to be expected. Especially at high vehicular speeds, a shorter distance between the driver's cab and the chassis has a disproportionately large effect on the vehicle's fuel efficiency.
    [0012] Conductor driving activity is another example of a possible parameter, on the basis of which it can be decided whether the position tensioned by elastic force is adjusted with respect to a first height position or at least a second height position. Other possible variables from which it can be determined whether the suspension demand resulting from current driving circumstances should be increased or decreased are lateral acceleration, longitudinal acceleration or a vertical acceleration of the commercial vehicle, which can be recorded using appropriate sensors.
    [0013] According to another advantageous embodiment, the movement of the driver's cabin can also be directly measured, for example, when using the distance sensor means. If the movement of the driver's cab exceeds a predetermined threshold value, this can be interpreted as a measurement of an increasing demand for suspension, so that, in this situation, the support tensioned by elastic force is adjusted with respect to a position of height with a longer elastic stroke and wider target distance between the driver's cab and the chassis.
    [0014] Using such parameters, it can be determined using, for example, corresponding and experimentally determined test data, when a switch to an altered suspension height position is advantageous. The invention is not, however, restricted to the use of the above mentioned parameters, such as travel speed, track type or lateral acceleration. Thus, other parameters can be alternatively or additionally used, from which it can be determined whether the suspension demand is currently to be increased or decreased as a function of current driving circumstances, in order to reduce the height position with reduced demand by suspension to improve fuel usage.
    [0015] Preferably, the recorded values of the parameters mentioned above, which have continuous values, are integrated over a predetermined time, and then it is determined whether the integrated value exceeds a predetermined threshold value, the in order to allow a more reliable indication of the current demand for suspension to be derived.
    [0016] The driver's cabin level adjustment system can be designed in such a way that the support tensioned by elastic force can only be adjusted to two different height positions, allowing changes between a "comfort position", with a greater suspension height and wide target distance between driver's cab and chassis, and an “aerodynamic position”, with shorter elastic stroke and smaller target distance between driver's cab and chassis. This allows for an adaptive situational change of the commercial vehicle's suspension properties, cost efficient.
    [0017] With other advantageous embodiments, the support tensioned by elastic force can be adjusted with respect to a plurality of different height positions, where each height position corresponds to a predetermined target distance between the driver's cabin and the chassis , wherein the control means adjusts to maintain such a target distance after the height position has been adjusted. Furthermore, it is possible to provide a system for level adjustment, with which continuous adjustment of the height position of the support tensioned by elastic force is possible. This has the advantage that the driver's cabin suspension can be adjusted more flexibly in relation to current driving circumstances in order to select the height position of the spring loaded bracket depending on the driving situation, which allows the best possible compromise of the required suspension comfort and low fuel consumption.
    [0018] Another advantage of the invention is that a "slow" adjustment in relation to the target distance from the adjusted height position occurs to avoid permanent air intake and air discharge for each movement of the elastic elements from the target position. Preferably, the support tensioned by elastic force comprises, for this purpose, a plurality of pneumatic and/or hydraulic elements, a central valve block for variable supply of the elastic elements with a pressure generating means and a supply unit, which provides the valve block with the pressure generating means. According to this embodiment, the control means is designed as a central control unit. The central control unit is arranged to determine whether the target position is readjusted with an elastic element after a deviation from the target position by means of normal "elastic compression". If not, this is detected, after a predetermined time, through analysis, by the control unit, of the signals from the distance sensor medium. The control means can then regulate the pressure level of such elastic element by controlling the central valve block, so that such elastic element is again compressed to the set target distance.
    [0019] “Slow” regulation can also be achieved if, instead of a central control unit as the control means and instead of a central valve block over the elastic elements, a valve and a regulating element were provided, respectively. The individual regulators receive the at least one parameter relating to a driving route and/or a driving state of the commercial vehicle, in order to potentially change the height position of the spring-tensioned support. Furthermore, the regulators receive, by means of the signals from a distance sensor, a deviation, which must be corrected from the current target position of the respective elastic element.
    [0020] The regulators control the pressure medium level of the elastic element through the valve in order to regulate it in relation to the target height position or target distance.
    [0021] Preferably, the distance sensing means comprises distance sensors, for example displacement transducers, each of which measures the elastic movement and orientation of the individual elastic elements between the driver's cab and the chassis. Preferably, the spring loaded support comprises spring loaded struts operated by compressed air, for example four spring struts being provided for spring tensioned suspension of the driver's cab onto the chassis.
    [0022] If four elastic struts are provided for suspension of the driver's cabin on the chassis, displacement transducers can be provided on each or only three of the elastic struts. Three measuring points of the distance sensors define a plane and therefore the orientation of the driver's cab in relation to the chassis. In this way, a fourth distance sensor can be dispensed with.
    [0023] In addition, the control means can be arranged to adjust the distance between the driver's cabin and the vehicle chassis, back to the previous height position, after having again reached an exchange condition, for example, after having below a previously exceeded threshold value. Preferably, however, returning to the first or previous height position only occurs if a predetermined time lapse has been delayed after the previous exchange. This allows prevention of return and advance of the height position of the support tensioned by elastic force to a parameter about the exchange condition, for example, the fluctuation of the stroke speed around a predetermined threshold value.
    [0024] The invention also identifies an operating method for level adjustment of a driver's cabin of a commercial vehicle relative to a vehicle chassis, comprising the steps: recording a relative moment and/or a distance between the driver's cabin and the vehicle chassis; adjust a support tensioned by elastic force, which supports the driver's cabin, in a jumped way, on the vehicle chassis in relation to the first height position and control the distance between the driver's cabin and the vehicle chassis in relation to at least minus a first target distance, wherein the recorded relative motion and/or the distance between the driver's cab and the vehicle chassis is used to control the first target distance. Furthermore, the method of operation comprises adjusting the spring-tensioned support with respect to at least a second height position and adjusting the distance between the driver's cabin and the vehicle chassis with respect to at least a second target distance, wherein the recorded relative motion and/or distance between the driver's cab and the vehicle chassis is/are used to control the spring-tensioned support relative to the second target distance. The adjustment of the spring-tensioned support with respect to the first or at least a second height position takes place here depending on at least one parameter relating to a driving route and/or a driving state of the commercial vehicle. The above-described aspects of the system also apply to the method of operation according to the invention and can be combined therewith without needing to be presented again.
    [0025] Preferred embodiments of the present invention are described in detail below, for example, and by way of example, with reference to the accompanying figures, which show:
    [0026] Figure 1 illustrates, by way of example, a support tensioned by elastic force of a driver's cabin on a vehicle chassis in a first height position;
    [0027] Figure 2 shows the suspension, from Figure 1, in a second height position;
    [0028] Figure 3 shows a schematic block diagram of a system for level adjustment of a driver's cabin, according to an exemplary embodiment;
    [0029] Figure 4 shows a schematic block diagram of a system for level adjustment of a driver's cabin, according to another exemplary embodiment; and
    [0030] Figure 5 shows a flow diagram to illustrate the main steps of an operation method for level adjustment of a driver's cabin, according to an exemplary embodiment.
    [0031] Figure 1 and Figure 2 illustrate a support tensioned by elastic force of a driver's cabin (shown simply as a flat plate) on a chassis of vehicle 1 (shown simply as two supports in profile arranged in parallel). The driver's cabin 2 is supported on the chassis 1, in a jumped manner, by means of four elastic elements 3 operated with compressed air in a parallel orientation. The elastic elements 3 can be adjusted with respect to two specific height positions h1 and h2, where the height position h1 is greater than the height position h2, which can be seen by comparing Figure 1 with Figure 2 A changed height position h1, h2 of the spring-tensioned bracket changes the distance (target) between the driver's cab (2) and the chassis (1) and therefore the predetermined zero position at which the cab of the conductor (2) can be jumped in relation to the chassis (1) due to vertical excitations. The lower height h2 position of the spring tensioned bracket in Figure 2 reduces the available spring stroke. This reduces suspension comfort, but also reduces the gap or distance between the chassis (1) and the driver's cab (2).
    [0032] Compared to the “comfort position” shown in Figure 1, with a higher position of height h1 of the elastic elements 3, the “aerodynamic position” illustrated in Figure 2 allows better aerodynamic properties of the vehicle through the reduced gap or the distance between the driver's cab (2) and the chassis (1) and thus reduced fuel consumption.
    [0033] Figure 3 shows a block schematic diagram for illustrating an exemplary embodiment of the present invention.
    [0034] The elastic elements 3 shown in Figure 1 are illustrated in Figure 3 as 4 elastic struts 3, by means of which the driver's cabin (2, not shown) is supported, in a jumped manner, on the chassis (1, not shown), wherein there is an elastic strut 3 disposed in each of the lower left front (VL), right front (VR), left rear (HL) and right rear (HR) end regions of the driver's cab (2).
    [0035] Elastic struts 3 can be adjusted with respect to two specific height positions h1, h2. A displacement transducer 4, arranged on three of the elastic struts 3, measures changes in length or deviations of the elastic elements 3 from the zero position. The measurement data determined by the displacement transducer 4 are transmitted via a signal line 11 to a central recording unit 7.
    [0036] The central recording unit 7 also receives, by means of signal lines 11, the measurement values of one or a plurality of parameters 6 relating to the current driving route and/or a driving state of the vehicle. Possible signals that are collected on the central recording unit 7 are listed in Figure 3, by way of example only. These include the vehicle's current travel speed, the current driving angle, GPS data, using which the type of road can be determined, acceleration data which is determined, for example, by means of sensors to record acceleration. longitudinal and lateral acceleration or measurement data relating to cabin movements.
    [0037] Parameter 6 data is transmitted to a central control unit 5 which analyzes received parameter 6 values.
    [0038] The central control unit 5 is, furthermore, connected via a signal line 11 to a central valve block 8 to control the valve block 8. The valve block 8 is provided by means of a line pressure unit 10 with compressed air from a compressed air supply unit 9. The valve block 8 is directly connected to at least three of the elastic struts 3 by means of a compressed air line 10, in order to regulate the level of compressed air in such elastic struts 3, as determined by the control unit 5.
    [0039] The right rear elastic strut 3 is optionally provided by means of a compressed air line 10 separated directly from the valve block 8 or can alternatively also be controlled only indirectly by means of the compressed air line 10a, the which provides the rear left and also the rear right spring strut 3 (illustrated by dashed compressed air lines 10a). The latter allows for less accurate compensation of deviations from the target distance of the left rear and right rear bungee struts, but is less expensive to implement and leads to sufficiently good results in practice.
    [0040] Control unit 5 combines two different regulation modes. A first regulation mode analyzes the parameters 6 transmitted to the control unit 5 and reports to the driving route and/or the driving status of the vehicle. The control unit 5 additionally determines or stores the current height position h1, h2 of the elastic elements 3. The values of parameter 6 relating to the conduction path and/or the conduction state determine, through the use of predefined associations -determined or threshold values, whether the first (h1) or second height position (h2) of the support tensioned by elastic force is adjusted. If, for example, the journey speed exceeds a predetermined threshold value, then the bungee struts 3 are adjusted from their first position of height h1 in relation to the second position of height h2 (see Figure 1 for this), this if elastic struts 3 are currently adjusted with respect to the first height position h1.
    [0041] For this purpose, the central control unit 5 controls the valve block 8 by means of a signal line 11, so that the valve block adjusts the height position h1, h2 of the elastic struts 8 in relation to the height position h1, h2 changed via pressure lines 10. If control unit 5 determines that the stroke speed has again decreased below the threshold value, then control unit 5 controls central valve block 8, so so that the elastic struts 3 are adjusted again to the first height position h1. In this sense, it is checked, in advance, if a predetermined time delay after the last change in height of elastic strut 3 has elapsed, in order to prevent continuous change in case the travel speed is fluctuating around the predetermined threshold value. determined.
    [0042] A second adjustment mode then takes place at the first height position h1 and also at the second height position h2 of the elastic brace 3. In such second adjustment mode, the control unit 5 monitors, by means of signals of output received from displacement transducer 4, if the driver's cab 2 is oriented parallel to chassis 1 and if the specified target distance for the respective height position h1, h2 is maintained.
    [0043] If, for example, the front left bungee strut 3 is compressed by the weight of a driver, this is recorded by the displacement transducer 4 arranged on the front left bungee strut 3 by means of a reduction in the distance between the driver's cabin 2 and chassis 1. As a result, the control unit 5 detects, by comparing the measured values of the displacement transducer 4 of the individual spring struts 3, that a slight misalignment of the driver's cab 2 relative to the chassis 1 has arisen. Consequently, the control unit 5 controls the valve block 11 such that the valve block corrects the height of the front left elastic strut 3 back to the target distance from the elastic height currently set via the pressure line 10, leading from the valve block 11 to the front left elastic frame 3.
    [0044] Control unit 5 is additionally arranged to check, at regular intervals, whether the specified target distance for height position h1, h2 current for bungee struts 2 is maintained on all bungee struts 3 or if elastic movements " normal” around the specified target distance are performed. “Normal” elastic movements around the specified target distance occur continuously during driving, as a result of potholes, undulations or poorly paved roads etc.
    [0045] Such deviations from the target state are normally reduced by the elastic mechanism of the elastic structures 3, by themselves, by means of the elastic strut 3 stimulated returning to the zero position. If this is not the case for one or more struts 3, however, this will be recorded by the control unit 5 via signals received from displacement transducer 4 and compensated in turn by proper control of valve block 8, which increases or decreases the corresponding compressed air level in the elastic struts 3 involved as required.
    [0046] With such a second “slow” adjustment mechanism, each deviation from the target position will not be directly countered by the entry or discharge of compressed air, but “repercussion” will be allowed by providing the means of control 5; 13 and will be corrected back to the target distance only if necessary. This allows for more efficient control of compressed air. Such second adjustment mechanism is overlaid on top of the first adjustment mechanism for adjusting the elastic height.
    [0047] Figure 3 illustrates another variant of an exemplary embodiment, with which, illustrated by dashed lines, a fourth displacement transducer 4a is additionally arranged on the right rear elastic strut 3. Its measurement signals are in turn transmitted via a data line 11a via the receiving unit 7 to the control unit 5 and analyzed there.
    [0048] Figure 4 shows another exemplary embodiment, which differs from the exemplary embodiment described in Figure 3, essentially by the fact that instead of a central control unit 5, distributed regulator valve combinations 13, 14 are arranged in each of the two front spring struts 3 (VL, VR) and on one of the rear spring struts 3 (HL), whereby a central valve block 8 can be omitted.
    [0049] The regulator valve combinations 13, 14 are provided by means of piping lines 10 with compressed air from a compressed air supply unit 9. The regulators 13 receive the previously described signals 6 concerning the conduction route or the driving state of the commercial vehicle and the signals from the displacement transducer 4, which carried out distance measurement on the elastic strut 3 of the regulator 13.
    [0050] Regulator 13 directly controls a valve 14 on the respective spring strut 3 based on received signals in order to supply displacement transducer 4 with compressed air or to discharge compressed air out of displacement transducer 4. Hereby the two different adjustment modes can be implemented separately in relation to an elastic strut 3 by means of each of the adjusters 13, as described above: if the analysis of parameter 6 by the individual adjuster 13 indicates that a height position h1; h2 different from spring struts 3 must be adjusted, the new height position h1, h2 of spring struts 3 is adjusted by controlling valves 14. This is generally performed by all regulators 13 at the same time period in order to maintain parallel orientation of driver's cab 2 in relation to chassis 1 during the distance change. In addition, the regulator 13 monitors the bungee struts 3 target distance corresponding to the height position h1, h2 and corrects the bungee strut 3 as necessary in relation to the specified target distance height.
    [0051] The rear right elastic strut 3 is optionally provided (illustrated by dashed compressed air lines 10a) by means of a separate compressed air line 10a directly from the compressed air supply unit 9 or can alternatively also be controlled only indirectly through the compressed air line 10a, which provides both the left rear (HL) and right rear (HR) bungee strut 3. With the latter variable, the regulator 14 of the bungee strut 3 rear left (HL) also controls the level of compressed air in the bungee strut 3 rear right (HR), so that a separate regulator 14 on the bungee strut 3 rear right (HR) ), can be omitted.
    [0052] Figure 4 also illustrates another variant of an exemplary embodiment, with which, illustrated by dashed lines, a fourth displacement transducer 4a is additionally arranged on the elastic strut 3 right-left (HR). Its measurement signals are transmitted again, via a data line 11a, to the regulator 14 of such elastic strut 3 and analyzed there.
    [0053] Figure 5 illustrates, by way of example, a method of operation according to an exemplary embodiment. In step S1 the support tensioned by elastic force between the driver's cabin 2 and the chassis 1 is adjusted with respect to a first height position. In such a first position of height h1 the driver's cabin 2 is at a first specified target distance in relation to the chassis of the vehicle 1. With the previously described slow adjustment the control means 5; 13 checks, at regular intervals, that the first target distance of all elastic elements 3 is maintained, taking into account the normal fit, and controls the individual elastic elements 3 back to the specified target distance in case of deviations.
    [0054] Step S2 illustrates that the current measurement values of parameter 6 relative to the driving path or driving state are recorded continuously. In step S3 it is checked, when analyzing the values of parameter 6, whether a specified threshold value or a predetermined switching condition is reached. If NO, parameter 6 values continue to be determined and monitored. If YES, it means that the current elastic height of elastic elements 3 needs to be changed. Consequently, in step S4, the elastic height is adjusted to the second height position h2, so that a second target distance between the driver's cab 2 and the chassis 1 is specified. In step S5, as in step S2, the current measurement values of parameter 6 relating to the driving path or driving state are continuously recorded, and in step S6, using the measured values, driving state and parameters 6 of the conduction route, it is decided whether the second height position h2 of the elastic elements 3 needs to be maintained or whether a change needs to be returned to the first height position h1. In this case, the regulation cycle restarts at step S1.
    [0055] The features of the invention are not restricted to the described combinations of features within the scope of the present exemplary embodiments. This refers especially to combinations of parameters relating to the driving route and/or driving state of the commercial vehicle, which, depending on sensor systems provided in vehicles, can also be used in various combinations in order to determine a variable function. , from which it can be determined whether the suspension demand resulting from current driving circumstances needs to be increased or reduced, or whether, depending on the current driving situation, e.g. high speed, a reduction of the elastic height to reduce the cw value is particularly advantageous.List of reference numbers1 vehicle chassis2 driver's cab3 elastic strut, spring4 , 4a displacement transducer5 control unit6 parameter relating to a driving route and/or a driving state of the commercial vehicle7 recording unit8 valve block9 compressed air supply unit10, 10th compressed air line11, 11th signal line13 regulator14 valveh1 first the height positionh2 second height position
    权利要求:
    Claims (12)
    [0001]
    1. System for level adjustment of a driver's cabin (2) of a commercial vehicle in relation to a vehicle chassis (1), comprising a support tensioned by elastic force to support the driver's cabin (2) on the chassis of vehicle (1) in a jumped manner; a distance sensing means, which is arranged to record relative movements and/or a distance between the driver's cabin (2) and the vehicle chassis (1); a control means (5) ; 13), which is arranged for variable control of the spring tensioned support, wherein signals from the distance sensing means are used to control the spring tensioned support; wherein the support tensioned by elastic force) can be adjusted with respect to a first height position (h1), so that the distance between the driver's cabin (2) and the vehicle chassis (1) is controlled by the control means (5; 13) relative to a first target distance; and b) can be adjusted with respect to at least a second height position (h2), so that the distance between the driver's cabin (2) and the vehicle chassis (1) is controlled by the control means (5; 13) ) in relation to a second target distance, characterized by the fact that the control means (5; 13) adjusts the support tensioned by elastic force in relation to the first (h1) and/or at least a second height position (h2) , depending on at least one parameter (6) relating to a driving route of the commercial vehicle, wherein the at least one parameter (6) relating to the driving route includes the type of lane, which is determined by means of data from GPS.
    [0002]
    2. System according to claim 1, characterized in that the control means (5, 13) adjusts the support tensioned by elastic force to the first (h1) and/or to at least a second height position (h2) , depending on at least one parameter (6) relating to a driving state of the commercial vehicle.
    [0003]
    3. System according to claim 2, characterized in that the at least one parameter (6) relating to the driving state of the commercial vehicle includes at least one travel speed.
    [0004]
    4. System according to claim 3, characterized in that the control means (5; 13) is arranged to regulate the distance between the driver's cabin (2) and the vehicle chassis (1) in relation to the second target distance after exceeding a predetermined threshold value of travel speed, such that the second target distance is less than the first target distance and an elastic path of the support tensioned by elastic force at the second height position (h2) is less than the elastic path at the first height position (h1).
    [0005]
    5. System according to any one of claims 2 to 4, characterized in that the at least one parameter (6) relating to the driving state of the commercial vehicle includes a driving activity, a lateral acceleration, a longitudinal acceleration of the vehicle commercial vehicle and/or a movement of the driver's cab (2).
    [0006]
    6. System according to any one of claims 1 to 5, characterized in that the first target distance from the first height position (h1) is greater than the second target distance from the second height position (h2) and a path elastic of the support tensioned by elastic force at the first height position (h1) is greater than the elastic path at the second height position (h2).
    [0007]
    7. System according to any one of claims 1 to 6, characterized in that the support tensioned by elastic force comprises: a plurality of hydraulic and/or pneumatic elastic elements (3), a central valve block (8) for variable provision of the elastic elements (3) with a pressure generating means and a supply unit (9) which provides the valve block (8) with the pressure generating means; wherein the control means is designed as a control unit center (5) and is arranged to regulate the pressure level of one of the elastic elements (3), which is not compressed with respect to the set target distance, by means of the central valve block (8), so that such element elastic band (3) is compressed relative to the set target distance.
    [0008]
    8. System according to any one of claims 1 to 7, characterized in that the support tensioned by elastic force comprises: a plurality of hydraulic and/or pneumatic elastic elements (3), each with a valve (14) for variable provision of the elastic elements (3) with a pressure generating means, and a supply unit (9) which provides the pressure generating means to the elastic elements; wherein the control means is designed as a distributed control means with regulators ( 13) arranged on the valves, in which, if one of the elastic elements (3) is not compressed with respect to the set target distance, the regulator (13) of the elastic element (3) controls the level of the pressure medium of the elastic element (3) ) by means of the valve (14) arranged on the regulator (13), in such a way that such elastic element (3) is compressed again in relation to the set target distance.
    [0009]
    9. System according to any one of claims 1 to 8, characterized in that the distance sensor means comprises three displacement transducers (4) and the support tensioned by elastic force comprises four elastic struts (3) operated by compressed air , wherein each of the three displacement transducers (4) is arranged on one of the elastic struts (3) for distance measurement.
    [0010]
    10. System according to any one of claims 4 to 9, characterized in that the control means (5; 13) is arranged to regulate the distance between the driver's cabin (2) and the vehicle chassis (1) back to the first target distance after falling below the predetermined threshold value of travel speed, where it will only be controlled back to the first target distance if a predetermined delay time has elapsed after the previous case of falling below threshold or regular value with respect to the second target distance.
    [0011]
    11. Commercial vehicle, preferably truck or bus, characterized in that it comprises the system defined in any one of claims 1 to 10.
    [0012]
    12. Method of operation for level adjustment of a driver's cabin (2) of a commercial vehicle in relation to a vehicle chassis (1), comprising the steps of: recording a relative movement and/or a distance between the driver's cabin driver (2) and the vehicle chassis (1); adjust a support tensioned by elastic force, which supports the driver's cabin (2), in a jumped way, on the vehicle chassis (1) in relation to the first position of height (h1) and controlling the distance between the driver's cabin (2) and the vehicle chassis (1) relative to at least a first target distance, where the recorded relative motion and/or the distance between the driver's cabin (2) and the vehicle chassis (1) is used to control the first target distance; adjust the spring-tensioned bracket with respect to at least a second height position (h2) and adjust the distance between the driver's cab ( 2) and the vehicle chassis (1) with respect to at least a second target distance, where the mo recorded relative movement and/or the distance between the driver's cab (2) and the vehicle chassis (1) is used to control the second target distance; characterized by the fact that the adjustment of the support tensioned by elastic force in relation to the first (h1) or at least a second height position (h2) occurs depending on at least one parameter (6) relating to a driving route of the commercial vehicle, wherein the at least one parameter (6) relating to the driving route includes the type of road, which is determined using GPS data.
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    同族专利:
    公开号 | 公开日
    RU2014121263A|2015-12-10|
    DE102013009204A1|2014-12-04|
    US20140358380A1|2014-12-04|
    CN104290825A|2015-01-21|
    EP2808233A1|2014-12-03|
    IN2014CH02604A|2015-07-03|
    BR102014010461A2|2015-11-24|
    US9975582B2|2018-05-22|
    RU2655793C2|2018-05-29|
    EP2808233B1|2018-03-14|
    CN104290825B|2019-06-18|
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    法律状态:
    2015-11-24| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2018-11-13| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-04-14| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-11-30| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2022-01-25| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 30/04/2014, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102013009204.3A|DE102013009204A1|2013-05-31|2013-05-31|System and operating method for the level control of a cab of a commercial vehicle relative to the vehicle chassis|
    DE102013009204.3|2013-05-31|
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