Zf Cv Systems Europe Bv

Wabco Gmbh

Wabco Europe Bvba

Zf Cv Systems Global Gmbh

Wabco Standard Gmbh

Johann Lucas

Axel Stender

Rainer Risse

Hartmut Rosendahl

Ingo Jovers

Andreas Thimm

Michael Haverkamp

Norbert Witte

Wolfgang Strache

Thomas Stellmacher

Przemyslaw Zak

Hartmut Geiger

Siegfried Höfler

Reinhard Gocz

Andreas Rutsch

Stefan Filter

Uwe Lentz

Bijan Gerami-Manesch

Sebastian Jermis

Stefan Groetzinger

Berend Kleen

Frauke Rathjen

Andreas Schwarzer

Ingo Brinkmeier

Jens Ohlendorf

Jörg Wolters

Joachim Amtsfeld

Thomas Brehmer

Dieter Zimpel

Britta Warnecke

Nosrat Moradi Dehdezi

Christian Cornelius

Klagge Hans-Christian

Joachim Uhl

A mechanically suspended vehicle has a travel measurement device (), a control unit () and an algorithm stored in the control unit (). The algorithm performs a method for determining an axle load. In a first test routine a level signal of a travel measurement device is acquired and evaluated, wherein, in a loading operation of the vehicle, a loading curve (F_i) is determined, and, in an unloading operation of the vehicle, an unloading curve (F_u) is determined. The values of the two curves are used to calculate an averaged load-travel characteristic curve (F_m) to be stored in the control unit. After each start of the vehicle, an axle load determination routine is repeated cyclically, and axle load values are continuously determined with the averaged load-travel characteristic curve (F_m). An axle load average value is calculated from the axle load values and displayed as the current axle load value.

Method for determining an axle load on a mechanically suspended vehicle

An air suspension control system is for a vehicle with a first and a second axle. The system has an auxiliary control unit connected to a main control unit via a data link. The auxiliary unit has a pressure sensor associated with the first axle for determining pressure measurements of the first axle as pressure sensor signals and an input for receiving height sensor signals. The input can be connected to a first height sensor on the first axle for receiving first height signals and to a second height sensor on the second axle for receiving second height signals. The auxiliary unit is adapted to transmit the first and/or second height sensor signals and/or the pressure sensor signals to the main unit. The main unit is adapted to carry out weighing for the first and/or second axle in dependence on the first and/or second height signals and/or the pressure signals.

Air spring control system, air spring system, vehicle including same, and method for same

A module is provided for an air suspension system of a vehicle, the module having a sensor interface for connecting to a sensor, in particular a displacement sensor, a valve, in particular an electropneumatic valve, and a data interface. This sensor interface is configured to receive sensor values from the sensor. The data interface is configured to output sensor values received via the sensor interface to a control device, and to receive control commands for controlling the valve from the control device. Furthermore, the disclosure relates to a control device, an air suspension system, a vehicle, a vehicle trailer, a method for operating an air suspension system, and a computer program product.

Air suspension system for a vehicle

An air suspension control system (ECAS, electronic controlled air suspension) () for a utility vehicle, such as a truck or the like, or for a passenger car, includes a main control unit () for operating the air suspension control system () and at least two auxiliary control units () connected to the main control unit () via a data link (). The auxiliary control units () each have at least one output () for actuating at least one actuator () which can be connected to the output (), in particular an adjustment drive () for a valve (). Furthermore, at least one function for generating control signals at the output () can be stored in the auxiliary control units (), and the main control unit () is adapted to call up and/or to parameterize at least the stored functions by transmitting commands via the data link ().

Air spring system and control

Assembly in a compressed air system of a vehicle provided with an air ride suspension, the assembly being configured to lift the vehicle body by filling at least one air spring, the solenoid valves being switchable in cooperation with an electronic control device, and the assembly including a pressure line for filling the air springs, and the pressure line including a first branch line connectable to the pressure line via a pilot-controlled solenoid valve for filling the air springs and including first supply pipes and pilot-controlled solenoid valves for each air spring as well as a second branch line for providing a control pressure which includes second supply pipes for the pilot-controlled solenoid valves, wherein the second branch line is connected to the pressure line via a check valve, the check valve providing a block position against venting or pressure drop in the second branch line.

Assembly in a compressed air system of a vehicle

In a method for determining an axle load on a mechanically and/or pneumatically/hydraulically suspended vehicle, the axle load is determined with the aid of control and sensor means that are installed in the vehicle and/or functionally enhanced. Functions for axle load determination at mechanically suspended vehicle axles () and for axle load determination at pneumatically/hydraulically suspended vehicle axles () are available. In a mechanically suspended vehicle axle () a distance measuring unit (), and in a pneumatically/hydraulically suspended vehicle axle () a pressure measuring unit () are used to determine the axle load. An initial plausibility check is implemented in an electronic control unit () of the level control system (), on the basis of which the level control system () identifies the particular suspension type, mechanical or pneumatic/hydraulic, of a vehicle axle () and, thereafter, the appropriate function for axle load determination is activated.

Method and device for determining an axle load on a suspended vehicle

A strain relief arrangement () for a connecting cable () has a threaded pin (), clamping tongues (), a union nut (), an enlarged diameter () on the threaded pin (), an extension (), and a passage bore () for the connecting cable (). By screwing of the union nut () onto the threaded pin (), the clamping tongues () move inward and press against the connecting cable () for strain relief. The extension () is non-round, and an opening () of a carrier element () is complementary () to the extension (). An enlarged region () of the extension () has a circumferential groove () adjacent to the enlarged diameter (). The extension () can be introduced into the opening () of the carrier element () and can be fastened by rotation in the opening ().

Plug coupling with strain relief for a connecting cable

A suspension system includes spring bellows that are associated with pneumatic springs of vehicle axles, are connectable by lines having level control valves to a main pressure line, and can be shut off with respect thereto. The main line is connectable by valves alternately to a compressed air source and a sink, and can be shut of with respect thereto. To set different air mass flow rates when air is supplied to/removed from the bellows, the bellows of the springs at least on a vehicle axle or side can be connected to the main line in parallel with the connecting lines, at least by further connecting lines having further level control valves, and can be shut off with respect thereto. The further valves have nozzle cross-sectional surfaces the same size as the other level control valves. Chokes are downstream of the further valves in the ventilation direction, the cross-sectional surfaces thereof being smaller than the nozzle cross-sectional surfaces of the further valves.

Pneumatic suspension system of a motor vehicle and method

A method for controlling pressure equalization in running gear for a utility vehicle and having a drive axle and at least one trailing axle without drive function. The includes assigning each axle to a pressure chamber on the left-hand and right-hand sides of the vehicle. The pressure ratio of the pressure chambers between the drive axle and the trailing axle is set independently for the two sides of the vehicle as a function of detected signals.

Method for controlling pressure equalization in vehicle running gear

An electropneumatic control arrangement for an automatic vehicle level control system, particularly of a commercial vehicle, includes at least; a solenoid valve unit having at least two electropneumatic solenoid valves, a compressed air inlet for infeeding compressed air, at least one compressed air connection for at least one air bellows and electrical control inputs, and an electronic control unit for actuating the solenoid valve unit. The electronic control unit comprises control outputs for electrically connecting to the control inputs of the solenoid valve unit. A plug connector is configured on the housing of the solenoid valve unit, in which the electrical control inputs are disposed, and a plug connector is provided on the housing of the electronic control unit, in which the control outputs are disposed. The plug connectors are mechanically plugged into each other.

Electropneumatic control arrangement for an automatic vehicle level control system

A pressure fluid operated ride leveler which adjusts the actual level of a vehicle body relative to a vehicle axle to a desired level, includes a pressure fluid source and a pressure fluid sink, pressure fluid chambers which support the vehicle body, and a pressure fluid conduit connecting the pressure fluid chambers to either the pressure fluid source or the pressure fluid sink. First and second controllable valve mechanisms are disposed in the pressure fluid conduit. The second valve mechanism is, e.g., a controllable throttling valve, capable of reducing the diameter of the pressure fluid conduit. Both the first and second valve mechanisms are actuated by a control unit. The control unit actuates the first valve mechanism to connect the chambers to the pressure fluid source or the pressure fluid sink based on the difference between the actual level of the vehicle body and the desired level. When the difference between the actual level and the desired level becomes less than a predetermined value, the control unit actuates the second valve mechanism, thereby reducing the diameter of the pressure fluid conduit and slowing down the delivery or withdrawal of pressure fluid. In this way, overshoot of the desired level is avoided and the number of adjustment steps is reduced.

Pressure-fluid operated ride leveler

Growing community of inventors

Sehnde, Germany

Johann Lucas