Air management system for vehicle

Abstract

An air management system for a vehicle having a body and a plurality of wheels includes a reservoir tank for storing compressed air and filling at least one air spring of the vehicle, and a compressed air supply unit for supplying compressed air. The compressed air supply unit includes a compressed air port leading to the reservoir tank and the at least one air spring, a discharge port leading to the ambient environment, and a pilot discharge valve connected to the compressed air port and configured to discharge the at least one air spring through the discharge port, the pilot discharge valve having a pilot control port. The reservoir tank is pneumatically connected to a pilot control port of the pilot bleed valve and is configured to provide a control pressure to the pilot control port for opening the pilot bleed valve during venting of the at least one air spring.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This disclosure claims priority to U.S. Provisional Application No. 63 / 549,901, filed on February 5, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present disclosure generally relates to an air management system for a vehicle. Background Art

[0004] Air suspension assemblies are known in the art and can be used in various vehicles including automobiles. An air suspension assembly typically includes a plurality of air springs, each of which is used to interconnect the body of a motor vehicle with one of the wheels to damp the relative forces between the body and the wheel and to adjust the height of the motor vehicle. An example of such an air suspension assembly is disclosed in U.S. Pat. No. 5,465,209 to Sammut et al. The air suspension assembly includes a compressor for inflating the air springs and a plurality of valves disposed between the compressor and the air springs and controlled by a controller for regulating air flow from the compressor to the air springs.

[0005] Known air management systems can be relatively expensive, bulky, and complex in design. Thus, there remains a need for low-cost improvements to such air management systems. Summary of the invention

[0006] The present disclosure, in its broadest aspect, provides an air management system for a vehicle.

[0007] The present disclosure provides an air management system for a vehicle having a vehicle body and a plurality of wheels, the air management system comprising: a storage tank for storing compressed air and filling at least one air spring of the vehicle, and a compressed air supply unit for supplying compressed air. The compressed air supply unit comprises a compressed air port leading to the storage tank and the at least one air spring, a discharge port leading to the surrounding environment, and a pilot discharge valve. The pilot discharge valve is connected to the compressed air port and is configured to discharge the at least one air spring through the discharge port, and the pilot discharge valve has a pilot control port. The storage tank is pneumatically connected to the pilot control port of the pilot discharge valve, and is configured to provide a control pressure for opening the pilot discharge valve to the pilot control port during the discharge of the at least one air spring.

[0008] In one embodiment, the compressed air supply unit further comprises an exhaust valve connected to the pilot control port, and the storage tank is pneumatically connected to the pilot control port of the pilot exhaust valve via the exhaust valve and selectively loads the pilot control port with pressure through the exhaust valve.

[0009] In an embodiment, the compressed air supply unit defines a reservoir port, the reservoir tank is pneumatically connected to the reservoir port via a reservoir air line, and the reservoir port is pneumatically connected to the control port of the exhaust valve via a pressure delivery line.

[0010] In one embodiment, the air management system further comprises a manifold block pneumatically connecting at least one air spring, the compressed air port and the storage tank; and the storage tank is pneumatically connected to the control port of the exhaust valve via the manifold block.

[0011] In one embodiment, the manifold block includes a boost valve and defines a boost outlet port, the compressed air supply unit defines a boost inlet port, and the storage tank is pneumatically connected to the control port of the exhaust valve via the boost valve, the boost outlet port, and the boost inlet port.

[0012] In an embodiment, the compressed air supply unit defines a non-boosted inlet port, the manifold block defines a non-boosted outlet port, and the storage tank is pneumatically connected to the control port of the exhaust valve via the non-boosted outlet port and the non-boosted inlet port.

[0013] In one embodiment, the manifold block includes a discharge control valve and defines a first discharge port; and the compressed air supply unit defines a second discharge port, and the storage tank is pneumatically connected to the control port of the exhaust valve via the discharge control valve, the first discharge port and the second discharge port.

[0014] In an embodiment, the compressed air supply unit further comprises an exhaust valve connected to the pilot exhaust valve, and the storage tank is pneumatically connected to the pilot control port of the pilot exhaust valve in a manner independent of the exhaust valve.

[0015] In one embodiment, the air management system further comprises a manifold block pneumatically connecting at least one air spring, the compressed air port and the storage tank; and the storage tank is pneumatically connected to the pilot control port of the pilot exhaust valve via the manifold block in a manner independent of the exhaust valve.

[0016] In one embodiment, the manifold block includes a boost valve and defines a boost outlet port, the compressed air supply unit defines a boost inlet port, and the storage tank is pneumatically connected to the pilot control port of the pilot exhaust valve via the boost valve, the boost outlet port and the boost inlet port in a manner independent of the exhaust valve.

[0017] In one embodiment, the exhaust valve is a two-position three-way valve, and a control port of the two-position three-way valve is blocked; or the exhaust valve is a two-position two-way valve.

[0018] In one embodiment, the compressed air supply unit further comprises a compressor having at least one compressor stage, and a compressed air main line between the compressor and the compressed air port. The compressor is used to provide compressed air to a storage tank, and the pilot discharge valve is arranged on the compressed air main line. The storage tank is configured to provide a control pressure higher than the pressure in the compressed air main line to the pilot control port during the discharge of at least one air spring in a manner independent of the pressure in the compressed air main line.

[0019] In one embodiment, the air management system further comprises a central air line, at least one spring air line and at least one suspension valve. The central air line is disposed between the at least one air spring and the compressed air port and is fluidly connected to the at least one air spring and the compressed air port. The spring air line extends between the central air line and the at least one air spring. The suspension valve is disposed along the at least one spring air line for selectively allowing and preventing air from flowing between the at least one air spring and the central air line.

[0020] In one embodiment, the air management system further includes a storage air line, a first storage valve, and a second storage valve. The storage air line extends between the storage tank and the central air line. The first storage valve and the second storage valve are arranged along the storage air line, each of the first and second storage valves has a hole allowing air to pass through, and each of the first and second storage valves selectively allows air to pass through the storage valve between the storage tank and the central air line.

[0021] In one embodiment, the compressed air supply unit includes a compressor having at least one compressor stage and for providing compressed air to the storage tank, and the compressed air supply unit defines a boost inlet port. The air management system also includes a boost valve between the storage air line and a boost air line, the boost air line being connected to the boost inlet port, for allowing air from the storage tank to pass to the compressor or the pilot control port via the boost inlet port.

[0022] In one embodiment, the air management system further comprises an electronic control unit and a pressure sensor. The electronic control unit is electrically connected to each of the at least one suspension valve, the first storage valve and the second storage valve to selectively open and close each of them. The pressure sensor is electrically coupled to the electronic control unit and connected to the central air line for reading the pressure of at least one air spring.

[0023] In one embodiment, the air management system further comprises a dryer and a dryer isolation valve. The dryer is disposed in the compressed air supply unit and is coupled to the compressed air port, and is used to reduce moisture in the air supplied by the compressed air supply unit before the air enters the storage tank and the at least one air spring. The dryer isolation valve is disposed in series with the compressed air port, and is used to allow the central air line to be isolated from the dryer.

[0024] In an embodiment, the storage tank is an external tank located outside the compressed air supply unit and has a volume of 7 to 16 liters.

[0025] Embodiments of the present disclosure can achieve lower exhaust pressures in a more cost-effective, compact, and simplified solution. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The advantages of the present disclosure will be readily appreciated as they become better understood by reference to the following detailed description considered in conjunction with the accompanying drawings, in which:

[0027] Figure 1 is a schematic diagram of an air management system according to a first exemplary embodiment of the present disclosure;

[0028] Figure 2 yes Figure 1 A schematic diagram of a pilot discharge valve and an exhaust valve, the diagram showing a closed state of the pilot discharge valve;

[0029] Figure 3 yes Figure 1 A schematic diagram of a pilot discharge valve and an exhaust valve, the diagram showing an open state of the pilot discharge valve;

[0030] Figure 4 is a schematic diagram of an air management system according to a second exemplary embodiment of the present disclosure;

[0031] Figure 5 is a schematic diagram of an air management system according to a third exemplary embodiment of the present disclosure;

[0032] Figure 6 is a schematic diagram of an air management system according to a fourth exemplary embodiment of the present disclosure;

[0033] Figure 7 is a schematic diagram of an air management system according to a fifth exemplary embodiment of the present disclosure;

[0034] Figure 8 is a schematic diagram of an air management system according to a sixth exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0035] With reference to the accompanying drawings, the present disclosure will be described in detail in conjunction with the following embodiments.

[0036] Referring to the drawings, an air management system 20, 120, 220, 320, 420, 520 for controlling an air suspension assembly of a vehicle having a body and wheels is generally shown. In an exemplary embodiment, the subject air management system 20, 120, 220, 320, 420, 520 is described as being used on a motor vehicle having four wheels, but it should be understood that the air management system may be used on other vehicles having any number of wheels, including but not limited to motorcycles and all-terrain vehicles.

[0037] As in Figure 1 and Figure 4-Figure 8 As best shown in FIG. 1 , the air management system 20, 120, 220, 320, 420, 520 is connected to four air springs 22. Each of the air springs 22 interconnects the body and one of the wheels of the vehicle for damping the relative forces between the body and wheels of the vehicle and for raising and lowering the vehicle to a desired height.

[0038] Figure 1 is a schematic diagram of an air management system 20 according to a first exemplary embodiment of the present disclosure. Figure 2 yes Figure 1 Schematic diagram of a pilot discharge valve and an exhaust valve, which shows the closed state of the pilot discharge valve. Figure 3 yes Figure 1 Schematic diagram of a pilot discharge valve and an exhaust valve, which shows the open state of the pilot discharge valve.

[0039] like Figure 1 As shown in the illustrated embodiment, the air management system 20 includes: a compressed air supply unit, which may be a compressor assembly 21 for supplying compressed air; a storage tank 38 for storing compressed air and filling the air spring 22; and an Intelligent Air Management Module (IAMM), which may be an Electro-Pneumatic Control Unit (EPCU) 26 for controlling the raising and lowering of the vehicle.

[0040] The EPCU 26 includes a manifold block 27 having a plurality of valves 30, 32, 34, 36, 39 for controlling how the air springs 22 are filled and exhausted. The EPCU 26 also includes an Electronic Control Unit (ECU) 44, which is electrically connected to each of the valves 30, 32, 34, 36, 39 for selectively opening and closing each of them to control the air management system 20 to fill or exhaust the air springs 22. The air management system 20 may or may not include the air springs 22.

[0041] The height change capability of the air management system 20 can be used to perform functions such as: maintaining vehicle ride height due to load changes; reducing vehicle speed to provide improved fuel economy; lowering the vehicle to allow easy entry and exit of the vehicle; and adjusting the height of respective sides of the vehicle to compensate for side-to-side load changes of the vehicle.

[0042] The compressor assembly 24 includes a compressor 21 and defines an air inlet 46 for receiving air entering the compressor 21. The compressor assembly 24 also defines a compressed air port 50 for fluidly connecting the compressor 21 with the storage tank 38 and the manifold block 26 and providing air to the storage tank 38 and the manifold block 27. The compressor 21 includes a motor 211 for sucking air through the air inlet 46. In the present case, the compressor 21 has a low-pressure stage 212 and a high-pressure stage 213, which are pneumatically connected to each other via an intermediate line 243, so that the compressed air sucked by the air inlet 46 and pre-compressed in the low-pressure stage 212 can flow into the high-pressure stage 213 and be further compressed there to reach a high-pressure level so as to be provided to the compressed air port 50.

[0043] The compressor assembly 24 also defines an exhaust port 52 for releasing air from the air spring 22. Illustratively, a muffler or silencer 28 is provided to define the exhaust port 52 and reduce noise, making the air exiting the system quieter.

[0044] The compressor assembly 24 also includes a compressed air main line 41 between the compressor 21 and the compressed air port 50, and a pilot exhaust valve (PEV) 11 arranged on the compressed air main line 41. The pilot exhaust valve 11 is connected to the exhaust port 52, and compared with a typical pneumatic solenoid valve with a small orifice of 1.4 mm diameter that is commonly used, the pilot exhaust valve 11 can provide a much larger opening path for rapid exhaust during exhaust of the air spring 22.

[0045] Specifically, Figure 2As shown, the pilot exhaust valve 11 is a pneumatically actuated valve and includes a valve body 111, a valve core 112 slidably disposed in the valve body 111, and a spring 113 disposed in the valve body 111 and abutting against the valve core 112. The valve body 111 defines a pilot control port 114, a first pneumatic port 115, a second pneumatic port 116, and a third pneumatic port 117. The storage tank 38 is pneumatically connected to the pilot control port 114. The first pneumatic port 115 is connected to the air main line 41, and the second pneumatic port 116 is connected to the exhaust port 52. The first pneumatic port 115 has a diameter of, for example, 6 mm, which is much larger than the diameter of a typical pneumatic solenoid valve. Figure 2 As shown, the pilot exhaust valve 11 is normally closed because the valve core 112 cuts off the fluid communication between the first pneumatic port 115 and the second pneumatic port 116 under the force of the spring 113. In order to overcome the spring force, as shown in FIG. Figure 3 As shown, the valve core 112 is configured as a large stepped piston, so that the control pressure from the storage tank 38 can act on the back of the stepped piston through the pilot control port 114 to move the valve core 112 away from the first pneumatic port 115, thereby establishing a larger open path between the main air line 41 and the exhaust port 52 to quickly exhaust the air spring 22. As a result, the vehicle can be lowered in a very short time.

[0046] The storage tank 38 is a large storage tank that is usually used to fill air springs in most air management systems and is located outside the compressor assembly. The storage tank 38 is configured to directly provide control pressure to the pilot control port 114. The term "directly provide" should be understood as providing control pressure without directing it through any additional accumulator. The storage tank 38 can have a volume of about 7 to 16 liters. It should be understood that the pressure in the large storage tank 38 is almost always much higher than the exhaust system pressure (such as the pressure in the compressed air main line 41). This means that the storage tank 38 can continuously provide such a higher control pressure to the pilot control port 114, allowing the pilot discharge valve 11 to remain open for a longer time, thereby achieving a lower exhaust pressure. This direct configuration eliminates the need to set up a separate pilot pressure accumulator (the pilot pressure accumulator is connected to the large storage tank through an accumulator check valve in a traditional system to capture the high pressure for actuating the pilot discharge valve 11), thereby providing a more cost-effective, more compact and more simplified solution.

[0047] The compressor assembly 24 further includes an exhaust valve 29 that pneumatically connects the storage tank 38 to the pilot control port 114 of the pilot discharge valve 11, so that the storage tank 38 can selectively pressurize the pilot control port 114 via the exhaust valve 29. The exhaust valve 29 is further connected to a third pneumatic port 117 of the pilot discharge valve 11.

[0048] The exhaust valve 29 can be configured as a two-position three-way solenoid valve having Figure 2 In the de-energized closed state shown in FIG. 1 , the exhaust valve 29 is used to establish fluid communication between the pilot control port 114 and the third pneumatic port 117, so that when no control pressure is input to the pilot control port 114, the front and rear sides of the valve core 112 are at equal pressure. When energized, the exhaust valve 29 is converted from the de-energized closed state to the Figure 3 The energized open state is shown, in which the exhaust valve 29 is used to establish fluid communication between the reservoir tank 38 and the pilot control port 114 for exhaust.

[0049] refer to Figure 1 , the compressor assembly 24 defines a storage port 51, which is connected to the storage tank 38 through the storage air line 66 and is connected to the control port 291 of the exhaust valve 29 through the pressure delivery line 53, thereby allowing air from the storage tank 38 to flow into the reservoir port 51 through the storage air line 66 in sequence, then flow into the control port 291 of the exhaust valve 29 through the pressure delivery line 53, and finally be guided to the pilot control port 114 through the pilot valve line 55.

[0050] refer to Figure 1 , the compressor assembly 24 includes a dryer 40 coupled to the compressed air port 50, the dryer 40 being used to reduce moisture in the air supplied by the compressor 21 before it enters the storage tank 38 and the air spring 22. The dryer 40 is arranged on the compressed air main line 41 and is located between the pilot discharge valve 11 and the compressed air port 50. For example, the dryer 40 typically includes a desiccant disposed therein for absorbing excess moisture in the system, such as that conveyed through the compressed air main line 41. As the air passes through the dryer 40 away from the compressor 21, the moisture content in the desiccant increases; as the air passes through the dryer 40 and flows out of the exhaust port 52, the moisture content of the desiccant decreases. Additional control valves in the compressor assembly 24 may be used to direct the flow.

[0051] The manifold block 27 fluidly connects the air springs 22, the compressor 21, the dryer 40, and the storage tank 38. The manifold block 27 defines a compressor inlet port 54, which may include a cover for protecting the compressor inlet port 54 when not in use. A base air line 56 extends between the compressed air port 50 and the compressor inlet port 54 of the manifold block 27 for conveying air between the manifold block 27 and the compressor assembly 24. In addition, a central air line 63 is disposed inside the manifold block 27 and connected to the compressor inlet port 54, such that the central air line 63 is fluidly connected to the base air line 56.

[0052] The manifold block 27 also defines four suspension ports 58, each of which is fluidly connected to the central air line 63. Each of the plurality of spring air lines 60 extends between the central air line 63 and one of the air springs 22. Each of the spring air lines 60 includes a first portion disposed inside the manifold block 27 and extending from the central air line 63 to the suspension port 58, and a second portion disposed outside the manifold block 27 and extending from the suspension port 58 to one of the air springs 22.

[0053] The manifold block 27 also includes a plurality of suspension valves 30, each of which is arranged along one of the spring air lines 60 for blocking and allowing air to be delivered between the manifold block 27 and each of the air springs 22. Each of the suspension valves 30 is electrically connected to the electronic control unit 44 for selectively moving between an open position and a closed position. More specifically, each suspension valve 30 allows passage of air between the air spring 22 and the central air line 63 when in the open position, and each suspension valve 30 blocks passage of air between the air spring 22 and the central air line 63 when in the closed position.

[0054] The reservoir tank 38 stores compressed air from the compressor assembly 24 for distribution to the air springs 22. Due to the stored energy of the compressed air in the reservoir tank 38, the air management system 20 is able to independently adjust the height of each wheel and can raise the vehicle more quickly than if the vehicle could be raised without the reservoir tank 38. The manifold block 27 defines a reservoir port 64 that is fluidly connected to the central air line 63. A portion of the reservoir tank air line 66 extends from the reservoir tank 38 to the central air line 63 for conveying air between the manifold block 27 and the reservoir tank 38. The reservoir air line 66 includes an inner section located inside the manifold block 27 between the central air line 63 and the reservoir port 64, and an outer section disposed outside the manifold block 27 and located between the reservoir tank 38 and the reservoir port 64 and the reservoir port 51.

[0055] The manifold block 27 further includes a first reservoir valve 32 and a second reservoir valve 34, each of which is arranged in-line with the reservoir port 64 along a reservoir air line 66 inside the manifold block 26 for selectively preventing and allowing air to be transferred between the manifold block 26 and the reservoir tank 38. Each of the first reservoir valve 32 and the second reservoir valve 34 is electrically connected to the electronic control unit 44 for selectively opening and closing the first reservoir valve 32 and the second reservoir valve 34.

[0056] The first reservoir valve 32 and the second reservoir valve 34 are positioned in parallel relation to each other, thereby allowing one or both of the first reservoir valve 32 and the second reservoir valve 34 to be closed at any given moment. More specifically, the reservoir air line 66 is divided into a first branch 69 and a second branch 74 and joined together again along a portion of the reservoir air line 66 that is connected to the central air line 63. The first reservoir valve 32 is disposed along the first branch 69 and the second reservoir valve 34 is disposed along the second branch 74.

[0057] Each of the reservoir valves 32, 34 includes an orifice therein for air to pass through. The size of the orifice of the first reservoir valve 32 is smaller than the size of the orifice of the second reservoir valve 34. The size of the orifices of the reservoir valves 32, 34 can be varied to provide different flow rates between the reservoir tank 38 and the manifold block 26. Because there is a pair of reservoir valves 32, 34, three different flow rates of air delivered through the reservoir valves 32, 34 are possible: 1) maximum flow - when the first reservoir valve 32 and the second reservoir valve 34 are open; 2) the first reservoir valve 32 half flow - when the first reservoir valve 32 is open and the other is closed; and 3) the second reservoir valve 34 half flow - when the second reservoir valve 34 is open and the other is closed. It should be understood that under certain operating conditions, it may be necessary to utilize different air flow rates into the air spring 22 to fill the air spring 22 at a faster or slower rate.

[0058] like Figure 1 As shown, the manifold block 27 includes a boost valve 39 disposed in an inner section of the storage air line 66 and defines a boost outlet port 65. The compressor assembly 24 defines a boost inlet port 81, and a boost air line 83 extends between the boost outlet port 65 and the boost inlet port 81. The boost valve 39 is pneumatically connected to the boost air line 83 for selectively directly connecting the storage tank 38 and the compressor 21. The boost valve 39 can be electrically connected to the electronic control unit 44 for selectively opening and closing the boost valve 39. It should be understood that the boost valve 39 can be used to provide a reduction in the starting torque of the compressor assembly 24 without draining the manifold block 27. The boost valve 39 can provide additional air pressure to the interstage of the compressor 21 through the boost inlet port 81 to increase the flow output, thereby lifting the vehicle faster.

[0059] A pressure sensor 42 is provided in the manifold block 27 for measuring the pressure in the compressor assembly 24, the storage tank 38, and / or the air spring 22. To obtain individual readings for each of the air springs 22 or the storage tank 38, the manifold block 27 is emptied and then the valves 30, 32, 34 for the device in question are immediately opened so that the pressure corresponding to the device in question can be measured. Therefore, it should be understood that the pressure sensor 42 can be used to verify whether the compressor assembly 24, the storage tank 38, and the valves 30, 32, 34 are operating properly.

[0060] The dryer isolation valve 36 is disposed in series with the compressor inlet 54. The dryer control valve 36 is electrically connected to the electronic control unit 44 to selectively open and close the dryer control valve 36. In most cases, except for exhaust, the dryer control valve 36 remains closed to allow one-way flow from the compressor 24 to the manifold block 27 via a lightly spring seat. Thus, when individual pressure readings of any combination of the storage tank 38 or air springs 22 are required, the dryer control valve 36 isolates the dryer volume from the manifold block 27. Since the manifold block 27 is primarily composed of small drilled holes connecting the components together, with the dryer isolation valve 36 closed, a very small volume of air is exposed to the pressure sensor 42 compared to the volume of the manifold block 27, the dryer 40, and the base air line 56. This allows the pressure reading of a particular device to stabilize almost instantaneously with very little air volume loss, thus making the reading faster and more efficient. Thus, implementing the dryer isolation valve 36 improves the speed and efficiency of obtaining pressure readings.

[0061] Figure 4 is a schematic diagram of an air management system 120 according to a second exemplary embodiment of the present disclosure. Figure 4 The air management system 120 shown in FIG. Figure 1 The difference between the system 20 shown in FIG. 2 is the path from the storage tank 38 to the control port 291 of the exhaust valve 29. Specifically, as shown in FIG. Figure 4 As shown, the storage tank 38 is pneumatically connected to the control port 291 of the exhaust valve 29 via the boost valve 39 of the manifold block 27 and the boost inlet port 81 of the compressor assembly 24, eliminating the need for the boost valve 39 to be connected to the control port 291 of the exhaust valve 29. Figure 1 The storage tank port 51 is shown. Figure 1 The pressure delivery line 53 shown is changed to connect the control port 291 of the exhaust valve 29 directly to the boost inlet port 81, which is no longer connected to the pumping element of the compressor 21. In this design, the boost function of the compressor 21 is eliminated. For some vehicles, this design may not cause problems, and depends on the boost rate requirements.

[0062] In such Figure 4In the design shown, the pressure of the accumulator tank 38 is directed through the existing boost outlet port 65 and the boost inlet port 81. This design allows air from the accumulator tank 38 to enter the accumulator port 64 through the accumulator air line 66, then enter the boost valve 39, enter the boost inlet port 81 through the boost air line 83, enter the control port 291 of the exhaust valve 29 via the pressure delivery line 53, and finally be directed to the pilot control port 114 of the pilot exhaust valve 11. Since the accumulator pressure (i.e., the pressure from the accumulator tank 38) is almost always higher than the exhaust system pressure, this design also allows the pilot exhaust valve 11 to be kept in the open state longer to achieve lower exhaust pressures.

[0063] Figure 5 is a schematic diagram of an air management system 220 according to a third exemplary embodiment of the present disclosure. Figure 5 The air management system 220 is shown with Figure 4 The significant difference of the system 120 shown is that the boost valve 39 is eliminated, thereby saving cost. Figure 3 As shown, due to the cancellation of the boost valve 39, the boost air line 83 can be more accurately referred to as a non-boost air line, the boost inlet port 81 can be referred to as a non-boost inlet port, and the boost outlet port 65 can be referred to as a non-boost outlet port. The non-boost air line is partially located inside the manifold block 27. It should be understood that the term "non-boost" means that the non-boost air line, the non-boost inlet port and the non-boost outlet port are not associated with a boost valve, for example, are not connected to a boost valve. This design cancels the boost function of the compressor 21, because this function is not always required in every system.

[0064] Figure 6 is a schematic diagram of an air management system 320 according to a fourth exemplary embodiment of the present disclosure. Figure 4 The air management system 320 is shown with Figure 1 , Figure 4 and Figure 5 The systems 20, 120, 220 shown differ significantly in the path from the reservoir tank 38 to the pilot control port 114 of the pilot exhaust valve 11. Specifically, the reservoir tank 38 is pneumatically connected to the pilot control port 114 of the pilot exhaust valve 11 in a manner independent of the exhaust valve 29. In other words, air from the reservoir tank 38 does not pass through the exhaust valve 29. In particular, Figure 2 The pressure delivery line 53 shown is modified to connect the boost inlet port 81 directly to the pilot control port 114 of the pilot exhaust valve 11 .

[0065] This design allows air from the storage tank 38 to sequentially enter the storage port 64 through the storage air line 66, then enter the boost valve 39, enter the boost inlet port 81 through the boost air line 83, and enter the pilot control port 114 via the pressure delivery line 53 without passing through the exhaust valve 29. As a result, the high pressure from the storage tank 38 can keep the pilot exhaust valve 11 in the open state longer to achieve a lower exhaust pressure.

[0066] In this design, the boost valve 39 may be a two-way blocker valve that can activate the pilot exhaust valve 11 to an open position when power is applied (i.e., the boost valve 39 is open). To return the pilot exhaust valve 11 to its closed position, the boost valve 39 is closed, and the exhaust valve 29 is opened to exhaust the air pressure used to activate the pilot exhaust valve 11.

[0067] In such Figure 6 In the design shown, the boost function of the compressor assembly 24 is also eliminated, and the boost valve 39 is required to control the application of the storage air pressure to the pilot discharge valve 11. At the same time, or preferably slightly earlier, the exhaust valve 29 must be energized to further prevent the storage pressure from escaping. Figure 1 , Figure 4 and Figure 5 In the same manner as the system shown in , the exhaust valve 29 can be configured as a two-position three-way solenoid valve, but the difference is that the control port 291 of the exhaust valve 29 is blocked in this design.

[0068] Figure 7 is a schematic diagram of an air management system 420 according to a fifth exemplary embodiment of the present disclosure. Figure 7 The air management system 420 is shown with Figure 6 The significant difference of the system 320 shown is that the exhaust valve 29 is changed from a 2 / 3-way solenoid valve to a 2 / 2-way solenoid valve of lower cost. In this design, the exhaust valve 29 can be configured as two 2 / 2-way solenoid valves acting in series, namely the exhaust valve 29 and the boost valve 39.

[0069] Figure 8 is a schematic diagram of an air management system 520 according to a sixth exemplary embodiment of the present disclosure. Figure 8 The air management system 520 shown in FIG. Figure 1 The significant difference of the system 20 shown in FIG. 2 is the path from the storage tank 38 to the control port 291 of the exhaust valve 29. Specifically, as shown in FIG. Figure 8 As shown, a first discharge port 68 and a discharge control valve 71 are added to the manifold block 27, and a second discharge port 62 is added to the compressor assembly 24 to replace the discharge port 68 and the discharge control valve 71. Figure 1The second exhaust port 62 is connected to the first exhaust port 68 via an external air line 72. Figure 1 In the same manner as the system shown, an outer section of the storage air line 66 disposed outside the manifold block 27 is located between the storage tank 38 and the storage port 64. Figure 1 In a different way from the system shown, the inner section of the storage air line 66 disposed inside the manifold block 27 is provided with a discharge control valve 71 in addition to the first storage valve 32 and the second storage valve 34. The discharge control valve 71 is configured to selectively control the flow of air between the storage air line 66 and the normally closed control port 291 of the exhaust valve 29. In addition, the discharge control valve 71 makes the present design more reliable because it can prevent pressure loss if a leak occurs in the external air line 72. The discharge control valve 71 and the exhaust valve 29 need to work together to start the exhaust cycle.

[0070] In such Figure 8 In the design shown, the pressure of the storage tank 38 is directed through the storage port 64, the first exhaust port 68, and the second exhaust port 62. This design allows air from the storage tank 38 to enter the storage port 64 through the storage air line 66, then enter the exhaust control valve 71, enter the second exhaust port 62 through the first exhaust port 68 and the external air line 72, enter the control port 291 of the exhaust valve 29 via the pressure delivery line 53, and finally be directed to the pilot control port 114 of the pilot exhaust valve 11. Since the storage pressure is almost always higher than the exhaust system pressure, this design can also keep the pilot exhaust valve 11 in the open state for a longer time to achieve a lower exhaust pressure.

[0071] The foregoing description is not intended to be exhaustive or limit the present disclosure. Each element or feature of a particular embodiment is generally not limited to that particular embodiment, but is interchangeable where applicable and can be used in a selected embodiment, even if not specifically shown or described. It can also be changed in many ways. Such changes should not be considered as departing from the present disclosure, and all such modifications are intended to be included in the scope of the present disclosure.

Claims

1. An air management system for a vehicle having a body and a plurality of wheels, the air management system comprising: a storage tank for storing compressed air and filling at least one air spring of the vehicle; as well as A compressed air supply unit, which is used to supply the compressed air, and the compressed air supply unit comprises: a compressed air port to the reservoir tank and the at least one air spring; A discharge port to the ambient environment; and a pilot exhaust valve connected to the compressed air port and configured to exhaust the at least one air spring through the exhaust port, the pilot exhaust valve having a pilot control port; The storage tank is pneumatically connected to the pilot control port of the pilot exhaust valve and is configured to provide a control pressure for opening the pilot exhaust valve to the pilot control port during exhaustion of the at least one air spring.

2. The air management system according to claim 1, wherein: The compressed air supply unit further includes an exhaust valve connected to the pilot control port, and the storage tank is pneumatically connected to the pilot control port of the pilot exhaust valve via the exhaust valve and selectively loads the pilot control port with pressure through the exhaust valve.

3. The air management system according to claim 2, wherein: The compressed air supply unit defines a reservoir port to which the reservoir tank is pneumatically connected via a reservoir air line, and the reservoir port is pneumatically connected to a control port of the exhaust valve via a pressure delivery line.

4. The air management system according to claim 2, wherein: The air management system further includes a manifold block pneumatically connecting the at least one air spring, the compressed air port, and the reservoir tank; and The storage tank is pneumatically connected to a control port of the exhaust valve via the manifold block.

5. The air management system according to claim 4, wherein: The manifold block includes a boost valve and defines a boost outlet port, the compressed air supply unit defines a boost inlet port, and the storage tank is pneumatically connected to the control port of the exhaust valve via the boost valve, the boost outlet port, and the boost inlet port.

6. The air management system according to claim 4, wherein: The compressed air supply unit defines a non-pressurized inlet port, the manifold block defines a non-pressurized outlet port, and the storage tank is pneumatically connected to the control port of the exhaust valve via the non-pressurized outlet port and the non-pressurized inlet port.

7. The air management system according to claim 4, wherein: The manifold block includes a discharge control valve and defines a first discharge port; and The compressed air supply unit defines a second discharge port, and the storage tank is pneumatically connected to the control port of the exhaust valve via the discharge control valve, the first discharge port, and the second discharge port.

8. The air management system of claim 1, wherein: The compressed air supply unit further includes an exhaust valve connected to the pilot exhaust valve, and the storage tank is pneumatically connected to a pilot control port of the pilot exhaust valve in a manner independent of the exhaust valve.

9. The air management system of claim 8, wherein: The air management system further includes a manifold block pneumatically connecting the at least one air spring, the compressed air port, and the reservoir tank; and The accumulator tank is pneumatically connected to a pilot control port of the pilot exhaust valve via the manifold block in a manner independent of the exhaust valve.

10. The air management system of claim 9, wherein: The manifold block includes a boost valve and defines a boost outlet port, the compressed air supply unit defines a boost inlet port, and the storage tank is pneumatically connected to the pilot control port of the pilot exhaust valve via the boost valve, the boost outlet port, and the boost inlet port in a manner independent of the exhaust valve.

11. The air management system of claim 8, wherein: The exhaust valve is a two-position three-way valve, and the control port of the two-position three-way valve is blocked; or The exhaust valve is a two-position two-way valve.

12. The air management system of claim 1, wherein: The compressed air supply unit further comprises: a compressor having at least one compressor stage, the compressor for providing compressed air to the storage tank; a compressed air main line between the compressor and the compressed air port, the pilot discharge valve being arranged on the compressed air main line; Wherein the reservoir tank is configured to provide a control pressure to the pilot control port that is higher than a pressure in the compressed air main line during discharging of the at least one air spring in a manner independent of a pressure in the compressed air main line.

13. The air management system of claim 1, further comprising: a central air line disposed between and fluidly connected to the at least one air spring and the compressed air port; at least one spring air line extending between the central air line and the at least one air spring; and At least one suspension valve is disposed along the at least one spring air line for selectively allowing and preventing air flow between the at least one air spring and the central air line.

14. The air management system of claim 13, further comprising: a storage air line extending between the storage tank and the central air line; and A first reservoir valve and a second reservoir valve are disposed along the reservoir air line, each of the first and second reservoir valves having a hole for allowing air to pass therethrough, and each of the first and second reservoir valves selectively allowing air to pass through the reservoir valve between the reservoir tank and the central air line.

15. The air management system of claim 14, wherein: The compressed air supply unit includes a compressor having at least one compressor stage for providing compressed air to the storage tank, and the compressed air supply unit defines a boost inlet port; and The air management system further includes a boost valve between the storage tank air line and a boost air line connected to the boost inlet port for allowing air from the storage tank to pass to the compressor or the pilot control port via the boost inlet port.

16. The air management system of claim 14, further comprising: an electronic control unit electrically connected to each of the at least one suspension valve, the first reservoir valve, and the second reservoir valve to selectively open and close each of them; and A pressure sensor is electrically coupled to the electronic control unit and connected to the central air line for reading the pressure of the at least one air spring.

17. The air management system of claim 14, further comprising: a dryer disposed within the compressed air supply unit and coupled to the compressed air port for reducing moisture in the air supplied by the compressed air supply unit before the air enters the storage tank and the at least one air spring; as well as A dryer isolation valve is disposed in series with the compressed air port for allowing the central air line to be isolated from the dryer.

18. The air management system of claim 1, wherein: The storage tank is an external tank located outside the compressed air supply unit and has a volume of 7 to 16 liters.

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