VALVE SYSTEM, AS WELL AS VEHICLE WITH AN AIR SUSPENSION SYSTEM

Description

[0001] The invention relates to a valve device and a vehicle with an air suspension system that includes such a valve device. The valve device is designed, for example, as a level control valve for an air suspension system of a truck.

[0002] Air suspension systems for trucks have been around for many years and are used particularly in the upper tonnage segment for freight transport. The main advantages are optimal suspension regardless of road and load conditions, which increases ride comfort and protects the load.

[0003] Modern, electronically controlled air suspension systems of this type use electrical and / or pneumatic controls to control air bellows and usually also have a manually operated level control valve that has four positions: Raising: the air bellows are ventilated from an air supply, lowering: the air bellows are vented to the environment, stop position: the air bellows are cut off from the environment and the air supply, and driving position: the air bellows are connected to an air suspension valve.

[0004] This level control valve should always be operable, even when there is no electrical or pneumatic supply.

[0005] Due to the simultaneous presence of multiple control options, a defined behavior is required to ensure safe operation of the truck in the event of conflicting control commands. The following scenarios are conceivable in which conflicting control commands could occur: 1) The vehicle is being lowered by the electronic air suspension system. However, the driver realizes that a person is lying underneath the trailer. The driver therefore wishes to stop the movement by intuitively operating the control element in the lifting position. 2) The vehicle is being raised by the electronic air suspension system. However, the driver realizes that the vehicle is about to hit the workshop ceiling. The driver therefore wishes to stop the movement by intuitively operating the control element in the lowering position. 3) The driver raises the vehicle using the control element, but the permissible upper level has been reached. The electronic air suspension system can therefore stop the lifting process. 4) The driver lowers the vehicle using the control element, but the permissible lower level has been reached. The electronic air suspension system can therefore stop the lowering process.

[0006] A basic structure of an air suspension device for a truck according to the state of the art, which enables both electronic level control and manual control via a hand lever via an air suspension control valve 10 on a vehicle, is described in the Fig. 1 The air suspension system has a compressed air inlet 1, through which compressed air is supplied to the air suspension system from an air reservoir 20. This compressed air is applied to the air suspension control valve 10, through which the ventilation and de-ventilation of air bellows 30 can be controlled via valves V1, V2, and V3 of the air suspension system via ventilation ports 22, 24.

[0007] The air suspension control valve 10 has two valves 12, 13, with valve 12 controlling the ventilation of the air bellows 30 and valve 13 controlling the ventilation. The air suspension control valve 10 can be controlled both via an electronic control unit 40, which can actuate solenoid valves M1, M2 for control, and via a hand lever 14. The air suspension control valve 10 also has an RTR control 16 (RTR: Return-To-Ride), which can be used to automatically adjust the vehicle body to a safe driving level.

[0008] A circuit diagram of the air suspension system of the Fig. 1 is in the Fig. 2 The solenoid valves M1, M2 are controlled via electrical connections 61, 62. The air suspension system receives compressed air via the compressed air inlet 1, and the air suspension control valve 10 controls the air bellows via the ventilation connections 22, 24, in the Fig. 2 not shown. The air bellows are vented via the vent outlet 3. The other reference numerals correspond to those of the Fig. 1 .

[0009] The air suspension control valve 10 has a relatively complex design and is therefore expensive to manufacture. It has relatively large dimensions, and its length in particular can lead to problems with piping in practice. It also has the disadvantage that it does not offer the option of defining a defined upper and / or lower level limitation via the control unit 40, for example, if an operator wishes to manually raise the vehicle body above an upper permissible level.

[0010] Another prior art air suspension system uses an air suspension control valve with a pneumatic control system and pneumatic buttons for manually raising and lowering the truck. This air suspension system also has the disadvantage that, if there are conflicting control commands, raising takes priority. A further disadvantage of this system is that reservoir pressure is required to lower the vehicle body.

[0011] EP 2 263 893 A1 discloses a switching valve unit for inflating and deflating air spring bellows for raising and lowering a vehicle body.

[0012] The switching valve unit can be operated by manually operating an actuating device.

[0013] CN 103 253 102 B discloses a valve device that can be moved into "lifting", "lowering" and "traveling" positions manually or by an electrical operating mechanism.

[0014] EP 1 382 469 A2 discloses a solenoid valve for commercial vehicles with air suspension with two connections.

[0015] There is therefore a need for an air suspension device with a valve device that has both electro-pneumatic and manual control and that still ensures safe operation in the event of conflicting control commands.

[0016] The object of the invention is therefore to provide such a valve device and a vehicle with such a valve device.

[0017] This object is achieved by a valve device according to claim 1 and a vehicle according to claim 9.

[0018] The dependent claims contain advantageous developments and improvements of the invention according to the following description of these measures.

[0019] The invention relates to a valve device, in particular for a vehicle, comprising a housing with a first valve and a second valve; wherein the housing has a compressed air inlet, a compressed air outlet and a vent outlet, and each of the valves comprises a piston and a return spring, and the valve device has no flow in a basic position when it is not actuated, and wherein the valve device has a mechanical control with at least one manual operating element and an electropneumatic control for actuating the valves, and the first valve is designed as a vent valve and the second valve as a vent valve, and wherein both valves are blocked when both controls are actuated.

[0020] In an advantageous embodiment, the second valve within the housing is connected to the first valve via two pneumatic connections such that when the first valve is actuated, compressed air is passed from the compressed air inlet through the first and second valves to the compressed air outlet, and when the second valve is actuated, compressed air is passed from the compressed air outlet through the second and first valves to the vent outlet.

[0021] The first valve and the second valve are connected in series via two pneumatic connections, and the pneumatic connections between the first valve and the second valve are inverted.

[0022] In an advantageous embodiment, the first valve is a 4 / 2 valve and the second valve is a 4 / 2 or a 3 / 2 valve.

[0023] In a further preferred embodiment, the first valve contains a piston which has a first compressed air channel for a ventilation process and a second compressed air channel for a venting process, and wherein when the first valve is not actuated, the first compressed air channel is closed and the second compressed air channel is open, and when the first valve is actuated, the first compressed air channel is open and the second compressed air channel is closed.

[0024] In a further preferred embodiment, the second valve contains a piston which has a third compressed air channel for a ventilation process and a fourth compressed air channel for a venting process, and wherein when the second valve is not actuated, the third compressed air channel is open and the fourth compressed air channel is blocked, and when the second valve is actuated, the third compressed air channel is blocked and the fourth compressed air channel is open.

[0025] In a further preferred embodiment, when the first valve is actuated, the first compressed air channel is connected to the third compressed air channel via the first pneumatic connection and when the second valve is actuated, the fourth compressed air channel is connected to the second compressed air channel via the second pneumatic connection.

[0026] In an advantageous embodiment, the mechanical control comprises two buttons and two plungers, or a lever, a shaft, a cam disc, a torsion spring and a plunger for each of the valves.

[0027] In a further advantageous embodiment, the electropneumatic control for each of the valves comprises a solenoid valve for controlling a compressed air supply for the valves.

[0028] The valve device according to the invention can advantageously be used for a vehicle, in particular a truck, as well as trailer vehicles with an air suspension device.

[0029] Embodiments of the invention are shown schematically in the drawings and are explained in more detail below with reference to the figures.

[0030] They show: Fig. 1 shows a basic structure of an air suspension device according to the state of the art; Fig. 2 shows a circuit diagram of the air suspension device of the Fig. 1 ; Fig. 3 a possible embodiment of a valve device according to the invention; Fig. 4 a preferred embodiment of the valve device of the Fig. 3 in a plan view; and Fig. 5 the valve device of the Fig. 4 in a cross section.

[0031] The present description illustrates the principles of the inventive disclosure. It is thus understood that those skilled in the art will be able to devise various arrangements that, although not explicitly described herein, embody the principles of the inventive disclosure and are also intended to be protected within their scope.

[0032] Fig. 3 schematically shows a valve device 100 with a housing 102 in which a first valve 110 and a second valve 111 are arranged and which has a compressed air inlet 1 for a compressed air supply, a compressed air outlet 104, and a vent outlet 3. The first valve 110 is in particular a vent valve and has a port connected to the compressed air inlet 1 and a port connected to the vent outlet 3. The second valve 111 is in particular a vent valve and has two ports connected via two pneumatic connections 106, 107 within the valve device 100 to two ports of the valve 111, and two ports connected to the compressed air outlet 104.The pneumatic connections 106, 107 and the connections of the valves 110, 111 are designed in particular such that when the valve 110 is actuated, compressed air is passed from the compressed air inlet 1 through the valves 110, 111 to the compressed air outlet 104 and when the valve 111 is actuated, compressed air is passed from the compressed air outlet 104 through the valves 110, 111 to the vent outlet 3.

[0033] The two valves 110, 111 are 4 / 2 valves in this embodiment and each have a piston 112 or 113, in the Fig. 1 shown only schematically, with a return spring 114 or 115, respectively, and a valve housing 116 or 117, in which the piston 112 or 113 moves. Alternatively, the valve 111 can also be designed as a 3 / 2-way valve with only one connection for the compressed air outlet 104.

[0034] A valve device of this type is particularly suitable for air suspension systems in motor vehicles. If valve 110 is actuated and its piston 112 is thereby displaced, pressure for air suspension is built up via ports 1 and 104. If valve 111 is actuated and its piston 113 is displaced, pressure is released via ports 104 and 3. If neither of the valves 110, 111 is actuated, the pressure at the compressed air outlet 104 is maintained.

[0035] The valve 110 is designed such that, in a basic position, it allows venting through valves 110 and 111, and when valve 110 is actuated, it allows ventilation via valves 110 and 111. The valve 111 is designed such that, in a basic position, it allows ventilation through valves 110 and 111, and when valve 111 is actuated, it allows venting via valves 110 and 111. If both valves 110 and 111 are actuated, no flow occurs.

[0036] To actuate the piston, each of the valves 110, 111 has both an electropneumatic control 120 and a mechanical control 122 for controlling a compressed air supply and venting. The electropneumatic control 120 has a solenoid valve 124 and a pneumatic line 126 for the valve 110, and a solenoid valve 125 and a pneumatic line 127 for the valve 111. The mechanical control 122 has a manual control element, for example, with a lever or two buttons. The solenoid valves 124, 125 can be controlled, for example, by an electronic control unit, in the Fig. 3 not shown. By actuating valves 110 and 111, for example, the body of a truck can be raised or lowered.

[0037] In the embodiment of the Fig. 3 The mechanical control 122 contains a tappet 130 for the valve 110 and a tappet 131 for the valve 111. To actuate the tappets 130, 131, the mechanical control 122 has a rotary mechanism 132 with a lever, in the Fig. 3 not shown. The rotary mechanism 132 includes, for example, a cam disk, via which the plunger 130 displaces the piston 112 when the lever is rotated in one direction, and via which the plunger 131 displaces the piston 113 when the lever is rotated in the other direction.

[0038] The valve device 100 thus has the property that, upon simultaneous opposing operation by the control unit and by manual operation, the valve device 100 is moved into a stop position. In particular, upon opposing control commands between the control unit and an operator of the mechanical control 122 of the valve device 100, both pistons 112, 113 are displaced, so that no flow occurs through the valve device 100.

[0039] In the embodiment of the Fig. 3 The piston 112 of the first valve 110 contains a first compressed air channel 150 for a venting process and a second compressed air channel 151 for a venting process. The compressed air channels 150, 151 are designed such that when the first valve 110 is not actuated, the first compressed air channel 150 is closed and the second compressed air channel 151 is open, and when the first valve 110 is actuated, the first compressed air channel 150 is open and the second compressed air channel 151 is closed.

[0040] The piston 113 of the second valve 111 contains a third compressed air channel 152 for a venting process and a fourth compressed air channel 153 for a venting process. The compressed air channels 152, 153 are configured such that when the second valve 111 is not actuated, the third compressed air channel 152 is open and the fourth compressed air channel 153 is closed, and when the second valve 111 is actuated, the third compressed air channel 152 is closed and the fourth compressed air channel 153 is open.

[0041] When the first valve 110 is actuated, the pneumatic connection 106 connects the first compressed air channel 150 to the third compressed air channel 152, so that ventilation takes place, and when the second valve 111 is actuated, the pneumatic connection 107 connects the fourth compressed air channel 153 to the second compressed air channel 151, so that ventilation takes place.

[0042] By using two 4 / 2 valves or one 4 / 2 and one 3 / 2 valve, the circuitry of the valve device 100 is significantly simplified compared to known valve devices of this type, enabling a significant reduction in costs and dimensions. This reduces system costs, for example, for trailers with electronically controlled air suspension, and makes these systems more attractive to customers.

[0043] The valve device 100 also offers additional functions: a height limitation by the control unit during manual lifting; in the case of conflicting control commands, the movement of the vehicle body is stopped and the lifting and lowering speed of the vehicle body can be carried out proportionally to the actuation travel of the control element.

[0044] A preferred embodiment of the valve device 100 is shown in the Fig. 4 shown in a top view. The solenoid valves 124, 125 of the valve device 100 are arranged on one side of the housing 102. The mechanical control 122 of the Fig. 3 , whose plungers are integrated in the housing 102, has a lever 140 which can be actuated by an operator.

[0045] The valve device 100 of the Fig. 4 is in the Fig. 5 shown in a cross-section through a section axis B-B of the valve device 100. The two valves 110, 111 are arranged in the housing 102 of the valve device 100, wherein the valve housings of the valves 110, 111 are essentially formed by the housing 102. The pistons 112 and 113 are each displaceable via the tappets 130 and 131, respectively, by the lever 140 of the mechanical control 122.

[0046] In this exemplary embodiment, the mechanical control 122 also includes a shaft 142, a cam disc 144, and a torsion spring 146. The cam disc 144 is attached to the shaft 142, and upon actuation of the lever 140, either the plunger 130 or the plunger 131 is displaced by the cam disc 144. In this case, a rotational movement of the lever 140 is converted into a translational movement by the cam disc 144. The torsion spring 146 exerts a force toward the home position of the lever 140, in which no force acts on either of the plungers 130, 131.

[0047] The cam disc 144 has a surface with a control such that when the lever 140 is actuated in one direction of rotation, for example, clockwise, the plunger 130 and thus the piston 112 are displaced, and when the lever 140 is actuated in the other direction of rotation, counterclockwise, the plunger 131 and thus the piston 113 are displaced. Actuating the lever 140 clockwise causes a ventilation process via the valve 110, and actuating the lever 140 counterclockwise causes a venting process via the valve 111. If the lever 140 is in the home position, the set pressure is maintained.

[0048] In the embodiment of the Fig. 4 and the Fig. 5The pistons 112, 113 are arranged axially relative to the shaft 142. Via the lever 140 and the cam disc 144, one of the tappets 130, 131 and thereby one of the pistons 112, 113 of the first and second valves 110, 111 can be actuated. Thus, upon actuation of the lever 140, a transformation from a rotary to a translatory movement is performed.

[0049] A further advantage of this principle is the ability to adjust the raising and lowering speed. By adjusting the geometry of the cam disc 144, a defined piston position can be assigned to each lever position. A partial displacement of one of the pistons 112, 113 leads to a reduced flow through the valve device 100. List of reference symbols (part of the description)

[0050] M1, M2 Solenoid valves V1, V2, V3 Valves 1 Compressed air inlet 3 Vent outlet 10 Air suspension control valve 12, 13 Valves 14 Hand lever 16 RTR control 20 Air reservoir 22, 24 Ventilation connections 30 Air bellows 40 Electronic control unit 61, 62 Electrical connections 100 Valve assembly 102 Housing 104 Compressed air outlet 106, 107 Pneumatic connections 110, 111 Valves 112, 113 Pistons 114, 115 Return springs 116, 117 Valve housing 120 Electro-pneumatic control 122 Mechanical control 124, 125 Solenoid valves 126, 127 Pneumatic Lines 130, 131 Plunger 132 Rotating mechanism 140 Lever 142 Shaft 144 Cam disc 146 Torsion spring 150, 151 Compressed air channels in the first piston 152, 153 Compressed air channels in the second piston

Claims

1. Valve device (100), in particular for a vehicle, comprising a housing (102) having a first valve (110) and a second valve (111), the housing (102) having a compressed air inlet (1), a compressed air outlet (104) and a ventilation outlet (3) and each of the valves (110, 111) comprising a piston (112, 113) and a return spring (114, 115) and the valve device having no flow in a basic position when it is not actuated, and the valve device for actuating the valves (110, 111) comprising a mechanical control (122) having at least one manual operating element (132) and an electropneumatic control (120), and the first valve (110) being designed as an aeration valve and the second valve (111) being designed as a ventilation valve, and both valves (110, 111) being blocked when both controls (120, 122) are actuated, characterized in that the first valve (110) and the second valve (111) are connected in series via a first and a second pneumatic connection (106, 107), the two pneumatic connections (106, 107) between the first valve (110) and the second valve (111) being inverted.

2. Valve device (100) according to claim 1, wherein the second valve (111) inside the housing (102) is connected to the first valve (110) via a first and a second pneumatic connection (106, 107) such that when the first valve (110) is actuated, compressed air is passed from the compressed air inlet (1) through the first and second valves (110, 111) to the compressed air outlet (102) and when the second valve (111) is actuated, compressed air is passed from the compressed air outlet (102) through the second and first valves (110, 111) to the ventilation outlet (3).

3. Valve device (100) according to either of the preceding claims, wherein the first valve (110) contains a piston (112) which has a first compressed air channel (150) for an aeration process and a second compressed air channel (151) for a ventilation process, and wherein when the first valve (110) is not actuated, the first compressed air channel (150) is blocked and the second compressed air channel (151) is opened, and when the first valve (110) is actuated, the first compressed air channel (150) is opened and the second compressed air channel (151) is blocked.

4. Valve device (100) according to claim 3, wherein the second valve (111) contains a piston (113) which has a third compressed air channel (152) for an aeration process and a fourth compressed air channel (153) for a ventilation process, and wherein when the second valve (111) is not actuated, the third compressed air channel (152) is opened and the fourth compressed air channel (153) is blocked and when the second valve (111) is actuated, the third compressed air channel (152) is blocked and the fourth compressed air channel (153) is opened.

5. Valve device (100) according to claim 4, wherein when the first valve (110) is actuated, the first compressed air channel (150) is connected to the third compressed air channel (152) via the first pneumatic connection (106), and when the second valve (111) is actuated, the fourth compressed air channel (153) is connected to the second compressed air channel (151) via the second pneumatic connection (107).

6. Valve device (100) according to any of the preceding claims, wherein the first valve (110) is a 4 / 2 valve and the second valve (111) is a 4 / 2 or a 3 / 2 valve.

7. Valve device (100) according to any of the preceding claims, wherein the mechanical control (122) comprises two buttons and two tappets, or a lever (140), a shaft (142), a cam disk (144), a torsion spring (146) and a tappet (130, 131) for each of the valves (110, 111).

8. Valve device (100) according to any of the preceding claims, wherein the electropneumatic control (120) for each of the valves (110, 111) has a solenoid valve (124, 125) for controlling a compressed air supply for the valves (110, 111).

9. Vehicle, in particular a truck, having an air suspension device comprising a valve device (100) according to any of claims 1 to 8.