Cabin support and method for controlling cabin support

Abstract

The invention relates to a cabin support (25) for a vehicle (1) having a cabin (5) separate from a frame (3), in which the cabin can be supported in a leveled manner relative to a vehicle parking surface by means of at least three adjustable actuators (7-13) and a horizontal position set by means of the actuators can be locked at least in the stationary state of the vehicle, in order to prevent a roll movement of the cabin during the driving operation, the cabin support has at least one stabilizer (27), the stabilizer having at least two switching stages with different spring stiffness, and the stabilizer has the higher one of the at least two spring stiffness when the cabin is leveled during the parking operation of the vehicle.

Description

Technical Field

[0001] The invention relates to a cabin support according to the preamble of claim 1 . Background Art

[0002] Patent document EP 1 584 545 B1 describes a cabin support for a commercial vehicle, wherein the cabin support is optimized in particular with regard to comfort when the vehicle is stationary. It is intended that the cabin is level when the vehicle is stationary and that this position is maintained even when the vehicle is subject to external excitations. For example, gusts of wind caused by passing vehicles are considered external excitations. Air springs with variable capacity are used for leveling.

[0003] The horizontal position of the cabin is achieved by adjustable air springs, which can be charged individually. Adjustable shock absorbers are used to fix the set horizontal position of the cabin, which are set to a hard damping force setting. In addition, a mechanical lock of the cabin can also be provided. In addition, the cabin support also has passive stabilizers designed for driving operation of commercial vehicles.

[0004] Modern adjustable shock absorbers are designed in such a way that a comfortable damping force setting is combined with a low energy consumption for the actuator of the at least one adjustable damping valve. It has been shown that driving is mainly carried out in the comfort range of the shock absorber and that a hard damping force setting is only required in critical driving situations. The advantages of the low damping force / low actuator energy combination result in low energy consumption. However, if the shock absorber is used to lock the cabin, the actuator must be permanently powered as an electrical consumer when the vehicle is stationary.

[0005] Another disadvantage of supporting the cabin with adjustable shock absorbers is that, in the case of low-frequency excitation, only very low damping forces can be achieved despite the stiff setting of the damping forces. This operating behavior is desirable for shock absorbers in terms of their original function. However, within the scope of the desired locking function, the desired stabilizing effect may not be achieved. Summary of the invention

[0006] The object of the present invention is to achieve a cabin support and a control thereof in which the disadvantages known from the prior art are at least minimized.

[0007] This object is achieved in that the stabilizer has at least two switching stages with different spring rates and that in a stationary operation of the vehicle and with the cabin leveled, the stabilizer has the higher of the at least two spring rates.

[0008] A major advantage of the invention is that very good stabilization of the cabin can be achieved with the stabilizer. In addition, driving comfort is achieved with the adjustable stabilizer. The stabilizer can be operated actively, i.e. it can generate a variable supporting moment by utilizing energy, or it can be mechanically switched, for example, via a coupling.

[0009] Preferably, the stabilizer is shifted forcelessly relative to the cabin in the operating state in order to achieve a leveling of the cabin using as little energy as possible.

[0010] Preferably, the actuators each have a support stop which carries the compartment when the actuator is deactivated. The support stop can be formed, for example, by a vibration damper which is connected in parallel with the actuator. Alternatively, an actuator, for example as an air spring, can have a stop buffer in order to protect the air spring bellows of the air spring.

[0011] In addition, it can be provided that the frame of the load-bearing compartment is at least indirectly operatively connected to the arbitrarily activatable support. Many vehicles are equipped with a pneumatic spring system at least at the front axle, which can be exhausted in order to stabilize the frame. Before continuing to travel, the pneumatic spring must be refilled with the necessary amount of air. For a separate support indirectly connected to the frame, only the travel path of the support between the support position and the driving position must be provided as energy input.

[0012] Vehicles that are used in particular for long-distance travel and in which the leveling function is an important comfort feature for the driver have so-called swap box systems (Wechselbrückensystem, i.e. unloadable load compartment systems), in which the vehicle compartment (Fahrzeugaufbau) can be uncoupled from the vehicle and parked until a new journey begins. These vehicle compartments usually have brackets, by means of which the frame can be fixed relative to the vehicle ground. This indirectly prevents the frame from bouncing. Lift trucks and transport vehicles for exchangeable bunkers also have brackets on the frame side, which can be used for support during breaks in the journey in order to stabilize the compartment.

[0013] Furthermore, the solution comprises a method in which the current angular orientation of the cabin is detected and the stabilizers are set to their minimum spring stiffness, wherein the supporting forces of the actuators are reduced until one of the actuators has a minimum supporting length due to the load of the cabin, and when this supporting length of the one actuator is reached, the cabin is oriented horizontally relative to a reference plane by controlling the other actuators, wherein the cabin is fixed in the adjusted horizontal operating state by adjusting the stabilizers to the maximum spring stiffness.

[0014] The entire method can be carried out using very little energy. For leveling the cabin, the absolute distance relative to the vehicle frame or the ground is not important. The lower support point, which is first reached by all actuators, especially the pneumatic springs, forms the support point for the entire plane to be set during leveling.

[0015] As an additional stabilization measure, it is provided that before the cabin begins to orient, a bracket secures the vehicle on the frame side.

[0016] In addition, in vehicles with adjustable springs, the springs can be adjusted to support the leveling of the cabin. This significantly increases the adjustment range for the leveling, wherein pre-switching the actuators of the cabin support makes sense for optimizing energy utilization, since the cabin is lighter than the entire vehicle or even a vehicle half. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The present invention will be explained in more detail with reference to the following drawings, wherein:

[0018] Figure 1 A schematic diagram of the vehicle cabin is shown,

[0019] Figure 2 The details are shown according to Figure 1 The cabin support part,

[0020] Figure 3 The cross-sectional view shows the Figure 2 The actuator,

[0021] Figure 4 Shown is a bracket according to Figure 1 of vehicles,

[0022] Figure 5 Shows Figure 1 Connection diagram. DETAILED DESCRIPTION

[0023] Figure 1 A commercial vehicle 1 is shown in a greatly simplified form, which has a cabin 5 separated from a vehicle frame 3. The cabin 5 can be supported in a level manner relative to a vehicle parking surface 15 by means of at least three adjustable actuators 7-13. The actuators 7-13 are preferably designed as air springs 17 in combination with shock absorbers 19. Figure 3 As shown by way of example, such an actuator is known from patent document DE 102 00 553 C1. The frame 3 is in turn supported on the ground via a support element as part of a chassis (not shown in detail). The support element 21 can in principle have the same structure as the actuator, if necessary adapted to higher loads.

[0024] During driving operation, the actuators 7-13 serve to support the cabin 3, in order to maintain a horizontal position as far as possible, for example when driving on a curve or during braking. The cabin 3 is often also equipped with a rest area, for which the most horizontal surface 23 is to be achieved, especially when the vehicle is stationary for a longer period of time. The rest area should be supported stably, i.e. not be affected by vibrations caused by external excitations. Figure 1 This plane is shown hatched in FIG.

[0025] In order to prevent a rolling movement of the cabin 5 during driving operation, the cabin support 25 has, in addition to the actuators 7-13, at least one stabilizer 27 (see Figure 2 ). In this case, the stabilizer 27 is implemented as a torsion bar 29, which has two angled bends (Biegestab) 31. The bend 31 is supported at least indirectly on the frame 3. In this illustration, the torsion bar is divided into two parts, wherein a switchable coupling 33 is arranged between the rod sections 29A, 29B. As a result, the stabilizer has at least two switching stages with different spring stiffnesses. When the coupling is disconnected, the spring stiffness can be, for example, 0 Nm / °, while the second spring stiffness corresponds to the passive spring stiffness of the stabilizer when the coupling is closed. The coupling can be implemented as a switchable connecting element between the two rod sections 29A, 29B. However, a rotary motor (Schwenkmotor) connected to an energy generation system, such as a hydraulic system, can also be provided, via which the adjustment torque can be actively introduced into the cabin 5.

[0026] Alternatively, instead of the split torsion bar 29, a conventional torsion bar with a switchable bending rod can also be used, which has, for example, a hydraulic piston-cylinder assembly, which in turn can be implemented as a passive element with a switchable shut-off valve, or as an active element as a hydraulic cylinder.

[0027] Regardless of the structural design of the stabilizer 27, it has at least two spring rates, for example a low spring rate when the coupling 33 is open and a high spring rate when the coupling is closed. Of course, intermediate settings can also be achieved using a rotary motor or a hydraulic cylinder.

[0028] In addition, it is provided that in parking operation of the vehicle 1 and when the cabin 5 is leveled, the stabilizer 27 has the higher of the at least two spring rates. The stabilizer 27 thus ensures that the cabin is sufficiently stable against external influences, such as side winds, when the vehicle is stationary. No special energy input is required to set the higher spring rate. Thus, for example, for a rotary motor, a valve can be used to block the connection to the hydraulic system.

[0029] In order to adjust the horizontal position of the cabin 5, the stabilizer 27 is switched relative to the cabin without force. If the holding force of the actuator 7-13 is cancelled, the cabin 5 can drop due to its own weight, and the stabilizer 27 will not generate a relevant reaction force.

[0030] exist Figure 3 In the figure, one of the actuators 7-13 is shown in an exemplary design. In the spring space 39 defined by the membrane air spring 35 and the cover 37, a stop buffer is arranged as a support stop 41, which, in the case of a minimum support length of the actuator 7-13, abuts against the end face 43 of the shock absorber 19. Therefore, when the actuator is deactivated, the support stop 49 bears the chamber 5. For the actuator 7-13, the valve mechanism 45 required for the operation of the actuator is part of the actuator, wherein this construction form is not absolutely necessary for the use of the present invention. It can also be seen that the actuator has a connection part 47 connected to an active pressure medium supply system 49, wherein the pressure medium supply system is, for example, a compressed air supply system for the air spring 17, see Figure 5 .

[0031] As already known, the chassis can also be equipped with such actuators, so that the chassis and thus also the entire structure of the vehicle can be stabilized.

[0032] Figure 4 The entire vehicle 1 is shown in a simplified form in FIG. If the vehicle is not stabilized via a chassis, the frame 3 can be at least indirectly connected to a bracket 51 that can be activated at will. Alternatively, the bracket 51 can also be part of the vehicle body 53. In vehicles with an exchangeable body, a bracket 51 is usually provided. The supporting function of the bracket 51 of the vehicle body is transmitted to the entire vehicle via the connection of the vehicle body 53 to the frame 3.

[0033] Figure 5 The connection of a controller 55 for executing the method for controlling the cabin support 25 is shown. The controller 55 processes signals describing the absolute current orientation of the cabin 5, i.e. separated from the ground and frame position. For this purpose, for example, three separate position sensors 57 can be used, such as acceleration sensors, displacement sensors or angle sensors. These sensors can be part of the controller 55 or also part of the actuators 7-13. It is also conceivable to have a gyroscopic sensor that can provide all three angle signals.

[0034] As the leveling of the cabin 5 for the stationary state of the vehicle begins, the current angular orientation of the cabin 5 is detected. The stabilizer 27 is set to its minimum spring rate. The supporting force of the actuators 7-13 is reduced until a horizontal position of the cabin 5 is achieved. To this end, the supporting force is reduced for all actuators 7-13 until one of these actuators has a minimum supporting length due to the load of the cabin 5, i.e. the supporting stop 41 comes into effect. In the case of pre-leveling, it is ensured that a large amount of energy does not need to be supplied to level the cabin. When an actuator, such as actuator 7, reaches the supporting length, it is precisely oriented horizontally relative to the reference plane by controlling the other actuators 9 to 13. The cabin 5 is then fixed in this leveled operating state by adjusting the stabilizer 27 to the maximum spring rate.

[0035] In addition, it can be provided that the support 51 fixes the vehicle 1 on the frame side before the orientation of the cabin 5 is started. This creates a stable starting situation for carrying out the method. In principle, the support can also be used after the cabin has been leveled. During the lowering, the orientation of the frame relative to the ground and thus the spring forces in the chassis can also be changed. In the case of vehicles with adjustable air springs in the vehicle, a chassis state is assumed which must be recalibrated if the vehicle is to continue driving, because the cabin 5 will then be slightly raised again in order to have a spring travel available in the cabin support. If the frame 3 is locked at an early stage, this adjustment process is omitted.

[0036] Under extreme boundary conditions, for example if the vehicle floor is inclined so that the adjustment range of the actuator 7 - 13 of the cabin support 25 is insufficient for leveling, the spring part can be adjusted for vehicles with adjustable support elements 21 to support leveling of the cabin 5 .

[0037] Reference numerals list

[0038] 1 Commercial Vehicles

[0039] 3 Frame

[0040] 5 Cabins

[0041] 7 Actuator

[0042] 9 Actuator

[0043] 11 Actuator

[0044] 13 Actuator

[0045] 15 Parking area

[0046] 17 Air spring

[0047] 19 Shock absorber

[0048] 21 Load-bearing elements

[0049] 23 Plane

[0050] 25 Cabin support

[0051] 27 Stabilizer

[0052] 29 Torsion bar

[0053] 29A Pole Section

[0054] 29B Pole Section

[0055] 31 Bend Rod

[0056] 33 Coupling

[0057] 35 Rolling-type air spring

[0058] 37 Lid

[0059] 39 Spring Space

[0060] 41 Support stop

[0061] 43 End face

[0062] 45 Valve mechanism

[0063] 47 Connection

[0064] 49 Pressure medium supply system

[0065] 51 Bracket

[0066] 53 Vehicle compartment

[0067] 55 Controller

[0068] 57 Position sensor.

Claims

1. A cabin support (25) for a vehicle (1) having a cabin (5) separated from a vehicle frame (3), wherein: The cabin (5) can be supported in a level manner relative to a vehicle parking surface by means of at least three adjustable actuators (7-13), and the horizontal position set by the actuators (7-13) can be locked at least when the vehicle is stationary, wherein, in order to prevent the cabin (5) from rolling during driving operation, the cabin support (25) has at least one stabilizer (27), characterized in that the stabilizer (27) has at least two switching stages with different spring stiffnesses, and in the parking operation of the vehicle, when the cabin (5) is leveled, the stabilizer (27) has the higher of the at least two spring stiffnesses.

2. The cabin support according to claim 1, characterized in that: The stabilizer (27) is shifted relative to the cabin (5) in an operating state without force.

3. The cabin support according to at least one of claims 1 or 2, characterized in that The actuators (7-13) each have a support stop (41) which supports the compartment (5) when the actuator (7-13) is deactivated.

4. The cabin support according to at least one of claims 1 to 3, characterized in that The frame (3) is at least indirectly operatively connected to a support (51) which can be activated at will.

5. The cabin support according to claim 4, characterized in that: The bracket (51) is part of a vehicle compartment (53).

6. Method for controlling a cabin support (25) according to claim 1, characterized in that The current angular orientation of the cabin (5) is detected and the stabilizer (27) is set to its minimum spring stiffness, wherein the supporting force of the actuators (7-13) is reduced until one of the actuators (7-13) has a minimum supporting length due to the load of the cabin (5), and when the supporting length of the one actuator (7-13) is reached, the cabin (5) is oriented horizontally relative to a reference plane by controlling the other actuators, wherein the cabin (5) is fixed in a horizontally adjusted operating state by adjusting the stabilizer (27) to the maximum spring stiffness.

7. The method according to claim 6, characterized in that Before starting the orientation of the cabin (5), the bracket (51) fixes the vehicle on the frame side.

8. The method according to at least one of claims 6 or 7, characterized in that For a vehicle (1) having an adjustable spring portion, the spring portion is adjusted to assist in leveling the cabin (5).

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