Articulated vehicle stabilization system

• US 7,770,909 B2
• Filed: 07/21/2005
• Issued: 08/10/2010
• Est. Priority Date: 07/21/2005
• Status: Expired due to Fees

• Current Assignee: Deere & Company
• Original Assignee: Deere & Company
• Inventors: Radke, Daniel D, Anderson, Eric R
• Primary Examiner(s): Dickson; Paul N.
• Assistant Examiner(s): Wilhelm; Timothy
• Application Number:
  US11/186,563
• Publication Number:
  US 20080164664A1
• Time in Patent Office: 1,846 Days
• Field of Search: 280/5.501, 280/5.506, 280/5.507, 280/5.51, 280/5.512, 280/682, 280/683, 280/676, 280/677, 280/104, 280/432, 180/235
• US Class Current: 280/432
• CPC Class Codes: B60G 21/023 longitudinally
• CPC Class Codes: B60G 2202/413 Hydraulic actuator
• CPC Class Codes: B60G 2300/0262 Multi-axle trucks
• CPC Class Codes: B60G 2300/09 Construction vehicles, e.g. graders, excavators
• CPC Class Codes: B60G 2400/20 Speed
• CPC Class Codes: B60G 2400/63 Location of the center of gravity
• CPC Class Codes: B60G 2400/972 Angle of articulation
• CPC Class Codes: B60G 2800/012 Rolling condition
• CPC Class Codes: B60P 1/045 Levelling or stabilising systems for tippers suspensions with levelling or stabilising means for vehicles in general B60G17/00, B60G21/00, using ground-engaging vehicle fittings B60S9/00
• CPC Class Codes: B62D 12/00 Steering specially adapted for vehicles operating in tandem or having pivotally connected frames steering endless tracks or the like B62D11/00; steering specially adapted for trailers B62D13/00
• CPC Class Codes: B62D 53/005 Combinations with at least three axles and comprising two or more articulated parts articulated buses B62D47/025
• CPC Class Codes: B62D 53/021 comprising a universal coupling joint

Abstract

An articulated vehicle is provided including a stabilization system configured to resist roll-over of a trailer portion of the vehicle.

Claims

1. A vehicle including:

a chassis including a cab portion, a trailer portion, and a coupling assembly being positioned between the cab portion and the trailer portion;

the trailer portion being configured to support a load, and defining a longitudinal axis and a center of gravity;

the coupling assembly including a pivot coupling configured to provide pivoting movement between the cab portion and the trailer portion about a vertical axis;

a wheel assembly coupled to the trailer portion;

a line of action associated with the trailer portion;

a controller and a vehicle condition sensor in communication with the controller, the controller being configured to adjust the position of the line of action in response to input from the vehicle condition sensor; and

a stabilization system operably coupled to the chassis, the stabilization system configured to move the line of action outwardly in response to changes in a vehicle condition;

wherein the wheel assembly includes a tandem pivotably coupled to the trailer portion at a tandem coupling, a front wheel rotatably supported by the tandem, and a rear wheel rotatably supported by the tandem in longitudinally spaced relation to the front wheel;

wherein the stabilization system includes an actuator operably coupled to the tandem, the actuator configured to restrict pivoting movement of the tandem, thereby moving the position of the line of action relative to the center of gravity;

and wherein the vehicle condition sensor senses the angle of vertical inclination of a bed supported by the trailer portion relative to the trailer portion and the controller controls the amount of resistance to pivoting movement of the tandem in response thereto.

2. The vehicle of claim 1, wherein the stabilization system is configured to resist movement of the center of gravity from outside of a stable region defined between the longitudinal axis and the line of action.

3. The vehicle of claim 1, wherein the coupling assembly further includes an oscillatory coupling configured to provide pivoting movement of the trailer portion relative to the cab portion about the longitudinal axis, the stabilization system being configured to move the line of action outwardly from a position proximate the pivot coupling.

4. The vehicle of claim 1, wherein the line of action extends from proximate the tandem coupling to proximate the pivot coupling in an unrestricted mode of operation.

5. The vehicle of claim 4, wherein the stabilization system is configured to move the line of action outwardly from a position proximate the tandem coupling to a position proximate the front wheel.

6. The vehicle of claim 4, wherein the actuator comprises a hydraulic cylinder.

7. The vehicle of claim 1, wherein the vehicle condition sensor comprises one of a speedometer configured to measure the speed of the vehicle, an articulation angle sensor configured to measure the angle of the trailer portion relative to the cab portion about the vertical axis, and an inclinometer configured to measure the angle of a bin supporting the load relative to the trailer portion.

8. A vehicle including:

a first frame;

a first wheel assembly operably coupled to the first frame;

a second frame defining a longitudinal axis;

a second wheel assembly operably coupled to the second frame, the second wheel assembly including a tandem pivotally coupled to the second frame at a pivot coupling, a front wheel rotatably supported by the tandem, and a rear wheel rotatably supported by the tandem;

a bin supported by the second frame and configured to support a load;

a frame coupling between the first frame and the second frame, the coupling configured to provide pivoting movement between the first frame and the second frame about a vertical axis;

a vehicle condition sensor configured to detect a condition of the vehicle;

a controller in communication with the vehicle condition sensor;

and a stabilizer operably coupled to the second frame and the tandem, the stabilizer configured to restrict pivoting movement of the tandem in response to the condition sensed by the vehicle condition sensor;

wherein the vehicle condition sensor senses the angle of vertical inclination of a bed supported by the second frame relative to the second frame and the controller controls the amount of resistance to pivoting movement of the tandem in response thereto.

9. The vehicle of claim 8, wherein the second frame, the bin, and the load together define a center of gravity, a line of action extends between the wheel assembly and the frame coupling, and the stabilizer is controlled to prevent the center of gravity from traveling to a position outside of the line of action from the longitudinal axis.

10. The vehicle of claim 9, wherein the stabilizer comprises a hydraulic cylinder.

11. The vehicle of claim 9, wherein the stabilizer is configured to move the line of action from a position intersecting the pivot coupling of the tandem to a position intersecting the front wheel.

12. The vehicle of claim 8, wherein the controller increases the resistance to pivoting movement of the tandem as the pivoting movement between the first frame and the second frame increases.

13. The vehicle of claim 8, wherein the vehicle condition sensor comprises an articulation angle sensor configured to measure the angle of the second frame relative to the first frame about the vertical axis.

14. A method of stabilizing a vehicle, the method comprising the steps of:

providing a vehicle having a first frame and a second frame that are Pivotally connected to one another by a pivot frame coupling to steer the vehicle, the first frame having a first wheel assembly and the second frame having a second wheel assembly, the second wheel assembly including a tandem pivotally coupled to the second frame at a tandem coupling, a front wheel rotatably supported by the tandem and a rear wheel rotatably supported by the tandem, and a stabilizer operably coupled to the tandem;

pivoting the first frame relative to the second frame by an articulation angle about the pivot coupling;

sensing a vehicle condition;

controlling the stabilizer in response to the sensed vehicle condition;

and wherein the sensing step comprises sensing the angle of vertical inclination of a bed supported by the second frame relative to the second frame, and the controlling step comprises controlling the amount of resistance to pivoting movement of the tandem in response thereto.

15. The method of claim 14, wherein a line of action extends between the wheel assembly and the frame coupling, and the controlling step includes moving the line of action from a position intersecting the tandem coupling to a position intersecting the front wheel.

16. The method of claim 14, wherein the sensing step comprises sensing the articulation angle between the first frame and the second frame, and the controlling step comprises controlling the amount of resistance to pivoting movement of the tandem in response thereto.

17. The method of claim 14, wherein the sensing step comprises sensing the speed of the second frame, and the controlling step comprises controlling the amount of resistance to pivoting movement of the tandem in response thereto.