Tilt cab truck with anti-dive and anti-sway control

• US 4,506,751 A
• Filed: 12/21/1982
• Issued: 03/26/1985
• Est. Priority Date: 12/21/1982
• Status: Expired due to Fees

• Current Assignee: Applied Power Incorporated (ICC-Nexergy, Inc)
• Original Assignee: Applied Power Incorporated (ICC-Nexergy, Inc)
• Inventors: Stephens, Robert
• Primary Examiner(s): Peters, Jr., Joseph F.
• Assistant Examiner(s): Rice, Kenneth R.
• Application Number:
  US06/452,990
• Time in Patent Office: 826 Days
• Field of Search: 180/89.14, 180/89.15, 280/689, 280/703, 280/707, 280/714, 280/772, 188/272, 188/279, 188/285, 267/64.15, 267/64.18, 267/64.22
• US Class Current: 180/89.15
• CPC Class Codes: B60G 2202/152 Pneumatic spring
• CPC Class Codes: B60G 2202/314 The spring being a pneumatic spring
• CPC Class Codes: B60G 2202/412 Pneumatic actuator
• CPC Class Codes: B60G 2500/10 Damping action or damper
• CPC Class Codes: B60G 2500/2042 Air filling valves
• CPC Class Codes: B60G 2500/2044 Air exhausting valves
• CPC Class Codes: B62D 33/071 Locking devices for cabins in driving position; Shock and vibration absorbing devices therefor

Abstract

Disclosed is a tilt cab truck having a shock absorber assembly in which a path of fluid communication between the fluid reservoir and the interior of the shock absorber assembly is automatically blocked both when the brake is applied and when a roll-angle sensing device senses a roll angle greater than a predetermined value, thereby strengthening the shock absorbing function. Two embodiments of the invention are disclosed.

Claims

1. A tilt-cab truck comprising:

(a) a chassis;

(b) a cab mounted on said chassis and pivotable with respect to said chassis about an axis;

(c) a roll-angle sensing device;

(d) a shock absorber assembly disposed between said chassis or said cab, said shock absorber assembly comprising;

(i) a shock absorber cylinder mounted on one of said chassis and said cab;

(ii) a shock absorber rod mounted on the other of said chassis and said cab;

(iii) a shock absorber piston carried by said shock absorber cylinder;

(iv) a reservoir for shock absorber fluid;

(v) a first path of fluid communication connecting said reservoir to the interior of said shock absorber cylinder on the downstroke side of the normal position of said shock absorber cylinder, said first path of fluid communication containing a one-way valve which permits flow to said shock absorber cylinder but prevents flow to said reservoir;

(vi) a second path of fluid communication connecting said reservoir to the interior of said shock absorber cylinder on the downstroke side of the normal position of said shock absorber cylinder, said second path of fluid communication containing a fluid flow restrictor which permits restricted flow in either direction; and

(vii) a third path of fluid communication connecting said reservoir to said shock absorber cylinder on the upstroke side of the normal position of said shock absorber piston, said that path of fluid communication containing a valve which in a first position permits flow in either direction and in a second position prevents flow in both directions, wherein said valve in said third path of fluid communication is operatively connected to said roll-angle sensing device such that said valve is placed in its first position when said roll-angle sensing device senses a roll angle less than a predetermined value and is placed in its second position when said roll-angle sensing device senses a roll angle greater than the predetermined value.

2. A tilt-cab truck as recited in claim 1 and further comprising a fourth, restricted path of fluid communication between the downstroke and upstroke sides of said shock absorber piston.

3. A tilt-cab truck as recited in claim 2 wherein said fourth path of fluid communication is a passageway through said shock absorber piston.

4. A tilt-cab truck as recited in claim 3 and further comprising a one-way valve in said passageway which permits fluid flow towards the rod side of said shock absorber piston but prevents fluid flow in the opposite direction.

5. A tilt-cab truck as recited in claim 1 and further comprises an air spring coaxial to said shock absorber cylinder.

6. A tilt-cab truck as recited in claim 1 wherein:

(a) said tilt-cab truck further comprises a brake and

(b) the valve in said third path of fluid communication is operatively connected to said brake such that said valve is placed in its first position when said brake is not applied and is placed in its second position when said brake is applied.

7. A tilt-cab truck as recited in claim 1 wherein:

(a) said tilt-cab truck further comprises both a brake and a roll-angle sensing device and

(b) the valve in said third path of fluid communication is operatively connected to said brake and to said roll-angle sensing device such that said valve is in its first position when said brake is not applied and said roll-angle sensing device senses a roll angle less than a predetermined value and is in its second position either when said brake is applied or when said roll-angle sensing device senses a roll angle greater than the predetermined value.

8. A tilt-cab truck as recited in claim 1 wherein the valve in said third path of fluid communication is an electric solenoid valve.

9. A tilt-cab truck as recited in claim 1 wherein said first and second paths of fluid communication have common connections with the interior of said shock absorber cylinder and with said reservoir.

10. A shock absorber assembly comprising:

(a) a shock absorber cylinder;

(b) a shock absorber rod;

(c) a shock absorber piston carried by said shock absorber rod and slidably received in said shock absorber cylinder;

(d) a reservoir for shock absorber fluid;

(e) a roll-angle sensing device;

(f) a first path of fluid communication connecting said reservoir to the interior of said shock absorber cylinder on the downstroke side of the normal position of said shock absorber piston, said first path of fluid communication containing a one-way valve which permits flow to said shock absorber cylinder but prevents flow to said reservoir;

(g) a second path of fluid communication connecting said reservoir to the interior of said shock absorber cylinder on the downstroke side of the normal position of said shock absorber cylinder, said second path of fluid communication containing a fluid flow restrictor which permits restricted flow in either direction; and

(h) a third path of fluid communication connecting said reservoir to said shock absorber cylinder on the upstroke side of the normal position of said shock absorber piston, said third path of fluid communication containing a valve which in a first position permits flow in either direction and in a second position prevents flow in both directions, wherein said valve in said third path of fluid communication is adapted to be operatively connected to a roll-angle sensing device such that said valve is placed in its first position when the roll-angle sensing device senses a roll angle less than a predetermined value and is placed in its second position when the roll-angle sensing device senses a roll angle greater than the predetermined value.

11. A shock absorber assembly as recited in claim 10 and further comprising a fourth, restricted path of fluid communication between the downstroke and upstroke sides of said shock absorber piston.

12. A shock absorber assembly as recited in claim 11 wherein said fourth path of fluid communication is a passageway through said shock absorber piston.

13. A shock absorber assembly as recited in claim 12 and further comprising a one-way valve in said passageway which permits fluid flow towards the rod side of said shock absorber piston but prevents fluid flow in the opposite direction.

14. A shock absorber assembly as recited in claim 10 and further comprising an air spring coaxial to said shock absorber cylinder.

15. A shock absorber assembly as recited in claim 10 wherein the valve in said third path of fluid communication is adapted to be operatively connected to a brake such that said valve is placed in its first position when the brake is not applied and is placed in its second position when the brake is applied.

16. A shock absorber assembly as recited in claim 10 wherein the valve in said third path of fluid communiction is adapted to be operatively connected to both a brake and roll-angle sensing device such that said valve is in its first position when said brake is not applied and said roll-angle sensing device senses a roll angle less than a predetermined value and is in its second position either when said brake is applied or when said roll-angle sensing device senses a roll angle greater than the predetermined value.

17. A shock absorber assembly as recited in claim 10 wherein the valve in said third path of fluid communication is an electric solenoid valve.

18. A shock absorber assembly as recited in claim 10 wherein said first and second paths of fluid communication have common connections with the interior of said shock absorber cylinder and with said reservoir.

19. A tilt-cab truck comprising:

(a) a chassis;

(b) a cab mounted on said chassis and pivotable with respect to said chassis about an axis;

(c) a roll-angle sensing device;

(d) a shock absorber assembly disposed between said chassis or said cab, said shock absorber assembly comprising;

(i) a shock absorber cylinder mounted on one of said chassis and said cab;

(ii) a shock absorber rod mounted on the other of said chassis and said cab;

(iii) a shock absorber piston carried by said shock absorber cylinder;

(iv) a reservoir for shock absorber fluid;

(v) a first path of fluid communication connecting said reservoir to the interior of said shock absorber cylinder on the downstroke side of the normal position of said shock absorber piston, said first path of fluid communication containing a one-way valve which permits flow to said shock absorber cylinder but which prevents flow to said reservoir;

(vi) a second path of fluid communication connecting the interior of said shock absorber cylinder on the downstroke side of the normal position of said shock absorber piston to the interior of said shock absorber cylinder on the upstroke side of the normal position of said shock absorber piston, said second path of fluid communication containing in series a fluid flow restrictor which permits restricted flow in either direction and a one-way valve which permits flow to the upstroke side of the normal position of said shock absorber piston but which prevents flow to the downstroke side of the normal position of said shock absorber piston; and

(vii) a third path of fluid communication connecting said reservoir to said shock absorber cylinder on the downstroke side of the normal position of said shock absorver piston, said third path of fluid communication containing a valve which in a first position permits flow in either direction and in a second position prevents flow in both directions, wherein said valve in said third path of fluid communication is operatively connected to said roll-angle sensing device such that said valve is placed in its first position when said roll-angle sensing device senses a roll angle less than a predetermined value and is placed in its second position when said roll-angle sensing device senses a roll angle greater than the predetermined value.

20. A tilt-cab truck as recited in claim 19 and further comprising a fourth, restricted path of fluid communication between the downstroke and upstroke sides of said shock absorber piston.

21. A tilt-cab truck as recited in claim 20 wherein said fourth path of fluid communication is a passageway through said shock absorber piston.

22. A tilt-cab truck as recited in claim 21 and further comprising a one-way valve in said passageway which permits fluid flow towards the rod side of said shock absorber piston but prevents fluid flow in the opposite direction.

23. A tilt-cab truck as recited in claim 19 and further comprises an air spring coaxial to said shock absorber cylinder.

24. A tilt-cab truck as recited in claim 19 wherein:

(a) said tilt-cab truck further comprises a brake and

(b) the valve in said third path of fluid communication is operatively connected to said brake such that said valve is placed in its first position when said brake is not applied and is placed in its second position when said brake is applied.

25. A tilt-cab truck as recited in claim 19 wherein:

(a) said tilt-cab truck further comprises both a brake and a roll-angle sensing device and

(b) the valve in said third path of fluid communication is operatively connected to said brake and to said roll-angle sensing device such that said valve is in its first position when said brake is not applied and said roll-angle sensing device senses a roll angle less than a predetermined value and is in its second position either when said brake is applied or when said roll-angle sensing device senses a roll angle greater than the predetermined value.

26. A tilt-cab truck as recited in claim 19 wherein the valve in said third path of fluid communication is an electric solenoid valve.

27. A tilt-cab truck as recited in claim 19 wherein said second and third paths of fluid communication have common connections with the interior of said shock absorber cylinder and with said reservoir.

28. A shock absorber assembly comprising:

(a) a shock absorber cylinder;

(b) a shock absorber rod;

(c) a shock absorber piston carried by said shock absorber rod and slidably received in said shock absorber cylinder;

(d) a roll-angle sensing device;

(e) a reservoir for shock absorber fluid;

(f) a first path of fluid communication connecting said reservoir to the interior of said shock absorber cylinder on the downstroke side of the normal position of said shock absorber piston, said first path of fluid communication containing a one-way valve which permits flow to said shock absorber cylinder but which prevents flow to said reservoir;

(g) a second path of fluid communication connecting the interior of said shock absorber cylinder on the downstroke side of the normal position of said shock absorber piston to the interior of said shock absorber cylinder on the upstroke side of the normal position of said shock absorber piston, said second path of fluid communication containing in series a fluid flow restrictor which permits restricted flow in either direction and a one-way valve which permits flow to the upstroke side of the normal position of said shock absorber piston but which prevents flow to the downstroke side of the normal position of said shock absorber piston; and

(h) a third path of fluid communication connecting said reservoir to said shock absorber cylinder on the downstroke side of the normal position of said shock absorber piston, said third path of fluid communication containing a valve which in a first position permits flow in either direction and in a second position prevents flow in both directions, wherein said valve in said third path of fluid communication is adapted to be operatively connected to a roll-angle sensing device such that said valve is placed in its first position when the roll-angle sensing device senses a roll angle less than a predetermined value and is placed in its second position when the roll-angle sensing device senses a roll angle greater than the predetermined value.

29. A shock absorber assembly as recited in claim 28 and further comprising a fourth, restricted path of fluid communication between the downstroke and upstroke sides of said shock absorber piston.

30. A shock absorber assembly as recited in claim 29 wherein said fourth path of fluid communication is a passageway through said shock absorber piston.

31. A shock absorber assembly as recited in claim 30 and further comprising a one-way valve in said passageway which permits fluid flow towards the rod side of said shock absorber piston but prevents fluid flow in the opposite direction.

32. A shock absorber assembly as recited in claim 28 and further comprising an air spring coaxial to said shock absorber cylinder.

33. A shock absorber assembly as recited in claim 28 wherein the valve in said third path of fluid communication is adapted to be operatively connected to a brake such that said valve is placed in its first position when the brake is not applied and is placed in its second position when the brake is applied.

34. A shock absorber assembly as recited in claim 28 wherein the valve in said third path of fluid communication is adapted to be operatively connected to a roll-angle sensing device such that said valve is placed in its first position when the roll-angle sensing device senses a roll angle less than a predetermined value and is placed in its second position when the roll-angle sensing device senses a roll angle greater than the predetermined value.

35. A shock absorber assembly as recited in claim 28 wherein the valve in said third path of fluid communication is an electric solenoid valve.

36. A shock absorber assembly as recited in claim 28 wherein said second and third paths of fluid communications have common connection with the interior of said shock absorber cylinder and with said reservoir.