Pneumatically damped vehicle suspension system

• US 5,374,077 A
• Filed: 01/11/1993
• Issued: 12/20/1994
• Est. Priority Date: 01/11/1993
• Status: Expired due to Fees

• Current Assignee: PACCAR Incorporated
• Original Assignee: PACCAR Incorporated
• Inventors: Penzotti, Roger P., Stephens, Donald L.
• Primary Examiner(s): FERRITER, KARIN L
• Application Number:
  US08/002,601
• Time in Patent Office: 708 Days
• Field of Search: 280/714, 280/711, 280/6.12, 280/689, 280/772, 280/702, 267/64.17, 267/64.19, 267/64.25, 267/64.27, 267/64.28, 267/122, 267/123
• US Class Current: 280/683
• CPC Class Codes: B60G 11/30 having pressure fluid accumulator therefor, e.g. accumulator arranged in vehicle frame dampers accumulating utilisable energy B60G13/14
• CPC Class Codes: B60G 11/465 with a flexible wall
• CPC Class Codes: B60G 17/0416 regulated by varying the resiliency of hydropneumatic suspensions B60G17/048 takes precedence
• CPC Class Codes: B60G 17/052 Pneumatic spring characteristics B60G17/048 takes precedence ; valves per se F16K
• CPC Class Codes: B60G 21/06 fluid
• CPC Class Codes: B60G 2202/154 with an accumulator
• CPC Class Codes: B60G 2500/20 Spring action or springs
• CPC Class Codes: F16F 9/0472 characterised by comprising a damping device with plastic deformation of members F16F7/12; delay devices or arrangements F15B21/10

Abstract

A pneumatically damped vehicle suspension system. The suspension system provides damping which is load-dependent, i.e., the amount of damping varies in approximate proportion to the load supported by the suspension system, thereby maintaining a nearly constant fraction of critical damping over the normal range of operating loads. The damping provided by the system is also frequency-dependent, a characteristic not achievable with hydraulic dampers. Two independent damping circuits provide maximum damping at the suspension'"'"'s two resonant frequencies, or modes of vibration--the bounce mode and the axlehop mode. Relatively little damping is provided at other frequencies, resulting in improved isolation of road inputs.

Claims

1. A pneumatic suspension system for a vehicle having a frame, the suspension system supporting the frame and having a first axle, comprising:

a first pneumatic spring supported by a first end of the first axle;

a first pneumatic chamber;

a second pneumatic chamber;

a first damping means functionally connecting the pneumatic spring to the first pneumatic chamber for providing maximum damping at a first frequency;

a second damping means functionally connecting the pneumatic spring to the second pneumatic chamber for providing maximum damping at a second frequency that is higher than the first frequency;

a second pneumatic spring supported by a second end of the first axle;

a third pneumatic chamber;

a third damping means functionally connecting the second pneumatic spring to the third pneumatic chamber for providing maximum damping substantially at the first frequency;

a third pneumatic spring supported by a second axle of the vehicle, the second pneumatic chamber being part of the third pneumatic spring;

a fourth pneumatic spring supported by the second axle; and

a fourth damping means functionally connecting the fourth pneumatic spring to the second pneumatic spring for providing maximum damping substantially at the second frequency.

2. The pneumatic suspension system of claim 1 wherein the first and third pneumatic springs are positioned on a first side of the vehicle and the second and fourth pneumatic springs are positioned on a second side of the vehicle.

3. The pneumatic suspension system of claim 1, further including:

a fourth pneumatic chamber;

a fifth pneumatic chamber;

a fifth damping means functionally connecting the fourth pneumatic spring to the fourth pneumatic chamber for providing maximum damping substantially at the first frequency; and

a sixth damping means functionally connecting the third pneumatic spring to the fifth pneumatic chamber for providing maximum damping substantially at the first frequency.

4. A pneumatic suspension system for a vehicle having a frame, the suspension system supporting the frame and having a first axle, comprising:

a first pneumatic spring supported by the first axle;

a first pneumatic chamber;

a second pneumatic chamber;

a first damping means functionally connecting the pneumatic spring to the first pneumatic chamber for providing maximum damping at a first frequency;

a second damping means functionally connecting the pneumatic second pneumatic chamber for providing maximum damping at a second frequency that is higher than the first frequency;

a second pneumatic spring supported by the first axle; and

a third damping means functionally connecting the second pneumatic spring to the first pneumatic chamber for providing maximum damping substantially at the first frequency.

5. The pneumatic suspension system of claim 4 wherein the first pneumatic spring is supported by a first end of the first axle and the second pneumatic spring is supported by a second end of the first axle.

6. The pneumatic suspension system of claim 5, further including:

a third pneumatic spring supported by a second axle of the vehicle, the second pneumatic chamber being part of the third pneumatic spring;

a fourth pneumatic spring supported by the second axle; and

a fourth damping means functionally connecting the fourth pneumatic spring to the second pneumatic spring for providing maximum damping substantially at the second frequency.

7. The pneumatic suspension system of claim 6 wherein the first and third pneumatic springs are positioned on a first side of the vehicle and the second and/fourth pneumatic springs are positioned on a second side of the vehicle.

8. The pneumatic suspension system of claim 6, further including:

a fifth damping means functionally connecting the fourth pneumatic spring to the first pneumatic chamber for providing maximum damping substantially at the first frequency; and

a sixth damping means functionally connecting the third pneumatic spring to the first pneumatic chamber for providing maximum damping substantially at the first frequency.

9. The pneumatic suspension system of claim 7, further including:

a third pneumatic chamber;

a fifth damping means functionally connecting the fourth pneumatic spring to the third pneumatic chamber for providing maximum damping substantially at the first frequency; and

a functionally connecting the third pneumatic spring to the third pneumatic chamber for providing maximum damping substantially at the first frequency.

10. A pneumatic suspension system for supporting a vehicle frame on first and second axles, comprising:

a first pneumatic spring supported by the first axle;

a second pneumatic spring supported by the second axle;

a first pneumatic chamber;

a first damping means functionally connecting the first pneumatic spring to the first pneumatic chamber for providing maximum damping at a first frequency; and

a second damping means functionally connecting the first pneumatic spring to the second pneumatic spring for providing maximum damping at a second frequency that is greater than the first frequency.

11. The pneumatic suspension system of claim 10, wherein the first damping means includes a first conduit having a diameter and length that provide maximum damping at a vehicle bounce frequency and the second damping means includes a second conduit having a diameter and length that provide maximum damping at a vehicle axle-hop frequency.

12. The pneumatic suspension system of claim 10, further including:

a third damping means functionally connecting the second pneumatic spring to the first pneumatic chamber for providing maximum damping substantially at the first frequency.

13. The pneumatic suspension system of claim 10, further including:

a second pneumatic chamber; and

a third damping means functionally connecting the second pneumatic spring to the second pneumatic chamber for providing maximum damping substantially at the first frequency.

14. The pneumatic suspension system of claim 10, further including:

a third pneumatic spring supported by the first axle; and

a third damping means functionally connecting the third pneumatic spring to the first pneumatic chamber for providing maximum damping substantially at the first frequency.

15. The pneumatic suspension system of claim 14 wherein the first pneumatic spring is supported by a first end of the first axle and the third pneumatic spring is supported by a second end of the first axle.

16. The pneumatic suspension system of claim 15, further including:

a fourth pneumatic spring supported by the second axle; and

a fourth damping means functionally connecting the fourth pneumatic spring to the third pneumatic spring for providing maximum damping substantially at the second frequency.

17. The pneumatic suspension system of claim 16 wherein the first and second pneumatic springs are positioned on a first side of the vehicle and the third and fourth pneumatic springs are positioned on a second side of the vehicle.

18. The pneumatic suspension system of claim 16, further including:

a fifth damping means functionally connecting the fourth pneumatic spring to the first pneumatic chamber for providing maximum damping substantially at the first frequency; and

a sixth damping means functionally connecting the second pneumatic spring to the first pneumatic chamber for providing maximum damping substantially at the first frequency.

19. The pneumatic suspension system of claim 16, further including:

a second pneumatic chamber;

a fifth damping means functionally connecting the fourth pneumatic spring to the second pneumatic chamber for providing maximum damping substantially at the first frequency; and

a sixth damping means functionally connecting the second pneumatic spring to the second pneumatic chamber for providing maximum damping substantially at the first frequency.