Vehicle axle control system

• US 5,193,063 A
• Filed: 05/04/1990
• Issued: 03/09/1993
• Est. Priority Date: 07/21/1989
• Status: Expired due to Fees

• Current Assignee: Daniel Assh
• Original Assignee: Daniel Assh
• Inventors: Assh, Daniel
• Primary Examiner(s): Lall, Parshotam S.
• Assistant Examiner(s): PARK, COLLIN
• Application Number:
  US07/518,718
• Time in Patent Office: 1,040 Days
• Field of Search: 364/424.05, 364/567, 180/24.02, 180/209, 180/290, 280/407, 280/704, 280/405.1, 280/680, 280/682, 280/DIG. 1
• US Class Current: 701/39
• CPC Class Codes: B60G 17/0155 pneumatic unit
• CPC Class Codes: B60G 2202/152 Pneumatic spring
• CPC Class Codes: B60G 2204/81 front and rear unit
• CPC Class Codes: B60G 2300/02 Trucks; Load vehicles
• CPC Class Codes: B60G 2400/40 Steering conditions
• CPC Class Codes: B60G 2500/20 Spring action or springs
• CPC Class Codes: B62D 53/068 having devices to equalise or modify the load between the fifth wheel and the rear wheels adjustable couping saddles per se B62D53/0807; load transfer devices to permit coupling or uncoupling B62D53/0857; anti jack-knifing devices B62D53/0871

Abstract

A control system for a liftable auxiliary axle samples axle load measurements, and responds with adjustments based on an average value for axle load taken over a number of samples. Further features provide the system with verification and fail-safe procedures, as well as protection against operator subversion.

Claims

1. In a control system for deploying or applying load to an auxiliary axle on a wheeled vehicle having a chassis frame, said frame being mounted through axle suspension means on at least two non-deployable axles, at least one of said non-deployable axles serving as a principal axle from which the load on said principal axle is measured and the total vehicle load is determined, said vehicle having further an auxiliary axle, wherein:

(a) said auxiliary axle is coupled to the chassis frame by an adjustable auxiliary axle suspension that permits such axle to be retracted to an inactive, raised position out of contact with the ground, and to be deployed by being lowered to a load-bearing position in contact with the ground; and

wherein

(b) said adjustable suspension is capable of deploying said auxiliary axle in a controlled manner so as to share a variable proportion of the total load of the vehicle being carried by all of its axles;

said vehicle further comprising;

(c) load sensing means for providing on a repetitive basis over time, while said vehicle is in motion, in the form of load signals, sample measurements of the momentary load carried by the principal axle;

(d) first control means for deploying said auxiliary axle when the load on said principal axle as determined from said load sensing means is above a predetermined drop-point value;

(e) second control means for retracting said auxiliary axle when the load on said principal axle as determined by said load sensing means is below a predetermined lift-point value;

(f) third control means for controlling, in response to said load signals, the load carried by the auxiliary axle once it is deployed;

the improvement comprising;

(g) fourth control means connected to receive said load signals from said load sensing means and connected to said first, second and third control means for activation of at least one of said first, second or third control means by sending thereto an activation signal derived by processing said load signals by the comparison by said fourth control means of;

(i) a time-averaged value for a series of sample load signals taken while said vehicle is in motion;

with

(ii) predetermined load signal values provided to said fourth control means for effecting actuation of said first, second and third control means.

2. A control system as in claim 1 wherein said fourth control means, before activation of the first or third control means to deploy or load the auxiliary axle, divides the signals receives from said sensing means into two consecutive sample sets of measurements and responds to the trend of change between such sample sets by:

(a) comparing the direction of that trend to a direction anticipated if the auxiliary axle were responding correctly to said activation signal, and

(b) then suspending said activation signal if the direction of the trend and anticipated direction for said trend are not the same.

3. A control system as in claim 1 wherein said fourth control means divides the signals received from said sensing means into repeated series of first and second consecutive sample sets of measurements and normally sends an activation signal to said first or third control means to deploy or load the auxiliary axle on the basis of the combined averaged value of both said first and second consecutive sample sets of measurements, thereby establishing a normal response time;

but sends such activation signal based on the averaged value of only the first sample set of measurements in a shortened response time that is less than normal response time, when the average load determined from said first sample set differs from the average load determined by said second sample set by a ratio that exceeds a predetermined ratio threshold that established the requirements for said shortened response time to be applied.

4. A control system as claim 1 wherein said auxiliary axle suspension comprises air springs means that is fed with air or is bled of air in response to said third control means wherein and said fourth control means operates by sending an activation signal to said third control means to effect feeding or bleeding of air from said air springs means in discrete metered amounts that approximate the amounts appropriate to achieve a condition where the fourth control means will cease sending said activation signal to said third control means.

5. A control system as in claim 1 comprising auxiliary axle load sensing means for determining the load carried by the auxiliary axle, wherein said fourth control means is provided with a value for the maximum permitted load on said principal axle and further comprising selection means connected to said fourth control means whereby the proportion of the total vehicle load to be carried by said auxiliary axle is established either on the basis that:

(a) said auxiliary axle carries only the supplemental load necessary to ensure that the load on the principal axle does not exceed said maximum permitted load;

or on the basis that;

(b) said auxiliary axle carries a load that is proportional to the load on said principal axle.

6. A control system as in claim 1 wherein said axle suspension means comprises an air spring means located over the said principal axle, said load sensing means comprises a pressure detector coupled to said air spring means whereby the pressure therein may be detected, and wherein said pressure detector is alternately coupled to a source of standard pressure, calibration means being provided whereby the accuracy of the pressure detector in measuring air spring pressure is verified by said fourth control means by alternately taking measurements of the standard pressure, comparing consecutive values of said standard pressure measurements to verify that they remain substantially constant, and wherein said fourth control means suspends activation of said first or third control means when said standard pressure values differ from each other by a predetermined amount.

7. A control system as in claim 1 comprising respective air spring located at the respective ends of said principal axle, wherein said load sensing means comprises a single pressure detector coupled to both of said air springs and said load sensing means provides alternate measurement signals to said fourth control means derived alternately from the air springs located at the respective ends of said principal axle, and said fourth means establishes said activation signal on the basis of the time-averaged value of said alternate measurement signals.

8. A control system as in claim 1 wherein said fourth control means will not function to send an activation signal for said third control means to load said auxiliary axle with a load which is above a predetermined auxiliary upper load limit.

9. A control system as in claim 1 wherein said fourth control means will not function to send an activation signal for said third control means to load said auxiliary axle with a load which is below a predetermined auxiliary axle lower load limit.

10. A control system as in claim 1 wherein said fourth control means comprises retraction limiting means that inhibits the transmission to said second control means of an activation signal for retraction of the auxiliary axle when the projected load on the principal axle, after retraction of the auxiliary axle, would place the load on said principal axle above the drop-point value.

11. A control system as in claim 1 wherein said fourth control means comprises deployment limiting means that inhibits the transmission to said first control means of an activation signal for deployment of the auxiliary axle when the projected load on the principal axle, after deployment of the auxiliary axle, would place the load on said principal axle below the lift-point value.

12. A control system as in claim 1 comprising reverse motion detection means connected to said fourth control means whereby, upon reverse motion of the vehicle, said fourth control means sends an activation signal to said second control means to effect retraction of said auxiliary axle.

13. A control system as in claim 1 comprising reverse motion detection means connected to said fourth control means whereby, upon reverse motion of the vehicle, said fourth control means sends an activation signal to said second control means to effect retraction of said auxiliary axle, and the activation of said first and third control means by said fourth control means is thereafter suspended while the vehicle remains in reverse.

14. A control system as in claims 12 or 13 wherein upon the termination of receipt by the fourth control means of an indication of reverse motion, said fourth control means delays for predetermined period of the time before sending an activation signal to said first control means for deployment of said auxiliary axle so that in maneuvering in and out of reverse, the axle deployment system does not cycle up and down.

15. A control system as in claim 1 comprising vehicle speed detection means connected to provide a vehicle speed indication to said fourth control means wherein said fourth control means accepts the series of measurements received from said sensing means by processing them in sets taken over a sampling period and said sampling period is varied in length in accordance to said vehicle speed indication as received by said fourth control means.

16. A control system as in claim 15 wherein said fourth control means comprises stopped-time detection means whereby, takes a measure of time when the vehicle is not in motion and only varies the length of said sampling period after the vehicle has ceased to be in motion for a predetermined period of time.

17. A control system as in claim 16 wherein the length of said sampling period is shortened by said fourth control means upon its reception of positive vehicle speed indications within a predetermined start-up time period following receipt of a signal that said vehicle is not in motion.

18. A control system as in claim 1 wherein said vehicle comprises brakes and braking detection means connected to send a braking signal to said fourth control means when said brakes are activated, and said fourth control means comprises a response inhibition means whereby, upon receipt of a braking signal, said fourth control means in inhibited for a predetermined period of time from sending activation signals to said first, second or third control means.

19. A control system as in claim 1 comprising manual override means connected to send an override signal to said fourth control means whereby an operator may manually override and reversibly disable said fourth control means;

and further incorporating subversion detection means whereby, if said manual override means is engaged for more than a predetermined period of time while the vehicle is moving, said fourth control means is irreversibly disabled in order to deter subversion of the control system.

20. A control system as in claim 19 comprising manual override limitation means connected to said manual override means to prevent transmission of an override signal to said fourth control means when the vehicle is in motion or the vehicle speed is above a predetermined limit, thereby preventing the operator from subverting the general operation of the control system.

21. A control system as in claim 1 wherein said fourth control means is provided with values for the maximum and minimum permitted loads on said principal axle, and said fourth control means, upon receiving signals from said sensing means indicating that the load on said principal axle is above said maximum permitted load value, or below said minimum permitted load value, responds by sending a disabling signal to said third control means to reduce the proportion of load to be carried by said auxiliary axle to zero or a near zero value.

22. A control system as in claim 21 wherein, upon transmission of said disabling signal to said third control means, said fourth control means sends a lift signal to said second control means to effect retraction of said auxiliary axle.

23. A control system as in claim 22 comprising manual switch means connected to said fourth control means whereby, upon activation of said switch, said fourth control means upon receiving signals from said sensing means indicating that the load on said principal axle is between said maximum and minimum permitted load values, ceases to send said disabling and lift signals and sends a redeployment signal to said first control means, and a loading signal to said third control means.

24. A control system as in claim 22 comprising manual switch means connected to said fourth control means whereby said manual switch must first be activated before said fourth control means will send said activation signals to said first or third control means for redeployment and loading of said auxiliary axle.