Cabin storage and method for controlling cabin storage

Description

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

[0002] EP 1 584 545 B1 describes a cab mounting for a commercial vehicle, where the cab mounting is optimized, among other things, for comfort when the vehicle is stationary. The aim is to ensure that the cab remains horizontal when the vehicle is stationary and that this position is maintained even when the vehicle is subjected to external disturbances. An example of such external disturbances is a gust of wind from a passing vehicle. Air springs with variable volume are used for leveling.

[0003] The cabin's horizontal position is achieved by adjustable air springs that can be individually inflated. Adjustable vibration dampers, set to a firm damping force, secure the cabin in this horizontal position. A mechanical locking mechanism for the cabin can also be provided. Furthermore, the cabin mounting incorporates a passive stabilizer designed for the vehicle's driving conditions.

[0004] Modern adjustable shock absorbers are designed to combine a comfortable damping force setting with low energy consumption from the actuator for the at least one adjustable damping valve. Experience has shown that driving is predominantly done within the comfort range of the shock absorber, and a firm damping force setting is only necessary in critical driving situations. The advantage of combining low damping force with low actuator energy results in low energy consumption. However, if the shock absorbers are used to immobilize the cabin, then the actuator must be continuously powered as an electrical consumer when the vehicle is stationary.

[0005] Another disadvantage of supporting the cabin with adjustable vibration dampers is that, even with a hard damping force setting, only a small damping force is achieved under low-frequency excitation. This operating characteristic is desirable for a vibration damper in relation to its original function. However, when using it as a locking mechanism, the desired stabilizing effect may not be achieved.

[0006] The object of the present invention is to realize a cabin mounting and a control system for it in which the disadvantages known from the prior art are at least minimized.

[0007] The problem is solved by the stabilizer having at least two switching stages with different spring rates, and by the stabilizer having the higher of the at least two spring rates when the vehicle is stationary with the cabin level.

[0008] The major advantage of the invention is that the stabilizer achieves excellent cabin stabilization. Furthermore, the adjustable stabilizer improves driving comfort. The stabilizer can be actively operated, meaning it can generate a variable support torque through energy input, or it can be mechanically engaged, for example, via a clutch.

[0009] Preferably, the stabilizer is switched to a force-free operating position relative to the cabin in order to level the cabin with the lowest possible energy input.

[0010] Preferably, each actuator has a support stop that supports the cabin when the actuator is deactivated. The support stop can, for example, be formed by a vibration damper connected in parallel to the actuator. Alternatively, the actuator, which may be an air spring, for example, can have a stop buffer to protect the air spring bellows.

[0011] Additionally, the vehicle frame supporting the cabin can be designed to be at least indirectly connected to arbitrarily activated supports. Many vehicles have air suspension, at least on the front axle, which could be deflated to stabilize the vehicle frame. Before continuing the journey, the air springs would need to be refilled with the necessary air. With a separate support indirectly connected to the frame, only the stroke of the support between its position and the driving position would need to provide the energy input.

[0012] Vehicles used in long-distance transport, in particular, where leveling is a crucial comfort feature for the driver, are equipped with a so-called swap body system. This system allows the vehicle body to be detached from the chassis and parked until the next journey begins. These bodies typically have supports that secure the chassis to the ground, indirectly preventing the chassis from flexing. Crane trucks and swap body transporters also have frame-mounted supports that can be used to stabilize the cab during breaks in driving.

[0013] Furthermore, the solution includes a method in which the instantaneous angular orientation of the cabin is detected and the stabilizer is set to its minimum spring rate, whereby the support force of the actuators is reduced until one of the actuators has a minimum support length due to the load-bearing capacity of the cabin, and when this support length of one actuator is reached, the cabin is aligned horizontally to a reference plane by controlling the other actuators, whereby the cabin is secured in the horizontal operating position by adjusting the stabilizer to a maximum spring rate.

[0014] The entire process can be carried out with minimal energy input. For leveling the cabin, the absolute distance to the vehicle frame or the ground is irrelevant. The lowest support point reached first by all actuators, especially air springs, becomes the support point for the entire plane to be leveled.

[0015] As an additional stabilization measure, the supports are intended to fix the vehicle to the frame before the cabin alignment begins.

[0016] Furthermore, on a vehicle with adjustable suspension, the suspension can be adjusted to assist with leveling the cabin. This significantly increases the adjustment range for leveling, and a priority circuit for the cabin mounting actuators is advisable to optimize energy consumption, as the cabin is lighter than the entire vehicle or even just one half of it.

[0017] The following description of the figures will be used to explain the invention in more detail.

[0018] It shows: Fig. 1 Schematic diagram of a vehicle cabin Fig. 2 Cabin storage after Fig. 1 in detail Fig. 3 actuator after Fig. 2 on average Fig. 4 Vehicle after Fig. 1 with supports Fig. 5 Circuit diagram for Fig. 1

[0019] The Figur 1 Figure 1 shows, in a highly simplified form, a commercial vehicle 1 with a cabin 5 separate from a vehicle frame 3. The cabin 5 is mounted on a vehicle standing surface 15 and is levelable by means of at least three adjustable actuators 7-13. The actuators 7-13 are preferably designed as air springs 17 in combination with a vibration damper 19. An example is shown in Fig. 3 Such an actuator is known from DE 102 00 553 C1. The vehicle frame 3, in turn, is supported on a surface via load-bearing elements as part of a chassis that is not detailed in further detail. The load-bearing elements 21 can, in principle, have an identical structure to the actuators, possibly adapted to a higher load-bearing capacity.

[0020] During operation, the actuators 7-13 serve to support the cabin 3 with the aim of maintaining a level position as much as possible, e.g., when cornering or braking. The cabin 3 is often also equipped with a rest area where, particularly during extended periods of vehicle standstill, a level surface 23 is desired. The rest area should be stably mounted, i.e., free from vibrations caused by external excitations. In the Fig. 1 This layer is shown hatched.

[0021] In addition to the actuators 7 - 13, a cabin mounting 25 for supporting roll movements of the cabin 5 during driving operation has at least one stabilizer 27. (see Fig. 2 The stabilizer 27 is designed in this case as a torsion bar 29 with two angled bending bars 31. The bending bars 31 are supported, at least indirectly, by the vehicle frame 3. In this illustration, the torsion bar is divided into two sections, with a switchable coupling 33 arranged between the bar sections 29A and 29B. This gives the stabilizer at least two switching stages with different spring rates. One spring rate can be, for example, 0 Nm / ° when the coupling is open, and a second spring rate corresponds to the passive spring rate of the stabilizer when the coupling is closed. The coupling can be designed as a switchable connecting element between the two bar sections 29A and 29B. However, a swivel motor can also be provided, which is connected to an energy generation system, e.g., a hydraulic system, via which an actuating torque can be actively applied to the cabin 5.

[0022] Alternatively, instead of a split torsion bar 29, a conventional torsion bar with a switchable bending bar can be used, e.g. with a hydraulic piston-cylinder unit, which in turn can be designed as a passive element with a switchable block valve or as an active element as a hydraulic cylinder.

[0023] Regardless of the design of the stabilizer 27, it has at least two spring rates, e.g., a low spring rate when the clutch 33 is open and a high spring rate when the clutch is closed. Intermediate settings are also possible with a swivel motor or a hydraulic cylinder.

[0024] Additionally, it is provided that the stabilizer 27, when the vehicle 1 is stationary with the cabin 5 leveled, exhibits the higher of at least two spring rates. This ensures that the stabilizer 27 provides sufficient stabilization of the cabin against external influences, such as crosswinds, when the vehicle is stationary. No special energy input is required to set the higher spring rate. For example, in the case of a swivel motor, the connection to the hydraulic system can be blocked with a valve.

[0025] To adjust the horizontal position of cabin 5, the stabilizer 27 is switched to a force-free position relative to the cabin. When the actuators 7-13 are released from their holding force, cabin 5 can lower due to its own weight without the stabilizer 27 generating a significant counterforce.

[0026] In the Fig. 3 Figure 1 shows one of the actuators 7-13 in an exemplary embodiment. Within a spring chamber 39 bounded by a rolling bellows 35 and a cover 37, a stop buffer is arranged as a support stop 41, which, at the minimum support length of the actuator 7-13, comes to rest against an end face 43 of the vibration damper 19. Thus, when the actuator is deactivated, the support stop 49 supports the cabin 5. In this actuator 7-13, the valve technology 45 necessary for the operation of the actuator is an integral part of the actuator, although this design is not strictly necessary for the use of the invention. The connection 47 of the actuator to an active pressure medium supply system 49, e.g., a compressed air supply for the air spring 17s, is also visible. Fig. 5 .

[0027] As already revealed, the chassis can also be equipped with such an actuator, so that the chassis and thus the entire structure of the vehicle can also be stabilized.

[0028] In the Fig. 4 The complete vehicle 1 is shown in a simplified form. If the vehicle is not stabilized via the chassis, the vehicle frame 3 can be at least indirectly connected to arbitrarily activatable supports 51. Alternatively, the supports 51 can also be part of a vehicle body 53. Supports 51 are generally provided for in vehicles with a swap body. The support function of the supports 51 of the vehicle body is transferred to the entire vehicle via the connection between the vehicle body 53 and the vehicle frame 3.

[0029] The Fig. 5 Figure 55 shows the connection of a control unit for carrying out a procedure for controlling the cabin mounting 25. The control unit 55 processes signals that describe the absolute instantaneous orientation of the cabin 5, i.e., independent of the ground and the frame position. For this purpose, three separate position sensors 57 can be used, such as acceleration sensors, displacement sensors, or angle sensors. The sensors can be components of the control unit 55 or components of the actuator 7-13. A gyroscopic sensor capable of providing all three angle signals is also conceivable.

[0030] Upon initiating the leveling process for cabin 5 when the vehicle is stationary, the cabin's current angular orientation is detected. The stabilizer 27 is set to its minimum spring rate. The support force of the actuators 7-13 is reduced until the cabin 5 is in a horizontal position. The support force for all actuators 7-13 is then reduced until one of the actuators has a minimum support length due to the load-bearing capacity of the cabin 5, i.e., the support stop 41 becomes effective. Prior leveling ensures that no significant amount of energy is required to level the cabin. Once this support length is reached for one actuator, e.g., actuator 7, the cabin is precisely aligned horizontally to a reference plane by controlling the other actuators 9-13. The cabin 5 is then secured in this leveled operating position by adjusting the stabilizer 27 to its maximum spring rate.

[0031] Additionally, the supports 51 can be used to fix the vehicle 1 to the frame before the cabin 5 is aligned. This creates a stable starting point for carrying out the procedure. In principle, the supports could also be used after the cabin has been leveled. Lowering the vehicle could change the frame's alignment to the ground and thus alter the spring forces within the chassis. In a vehicle with adjustable air suspension, this would result in a chassis state that would need to be corrected again if the journey continues, as the cabin 5 would then be raised slightly to provide travel within the cabin mounts. This adjustment process is unnecessary if the vehicle frame 3 is locked early.

[0032] In extreme boundary conditions, e.g., if the vehicle surface is so uneven that the adjustment range of the actuators 7 - 13 of the cabin mounting 25 is insufficient for leveling, an adjustment of the suspension can be carried out to support the leveling of the cabin 5 in a vehicle with adjustable support elements 21. Bezugszeichen

[0033] 1 Commercial vehicle 3 Vehicle frame 5 Cab 7 Actuators 9 Actuators 11 Actuators 13 Actuators 15 Vehicle footprint 17 Air spring 19 Vibration damper 21 Support element 23 Level 25 Cab mounting 27 Stabilizer 29 Torsion bar 29 A bar section 29 B bar section 31 Bending bar 33 Coupling 35 Rolling bellows 37 Cover 39 Spring compartment 41 Support stop 43 End face 45 Valve technology 47 Connection 49 Pressure medium supply system 51 Support 53 Vehicle body 55 Control unit 57 Position sensor

Claims

1. Cab mounting system (25) for a vehicle (1) having a cab (5) separate from a vehicle frame (3), wherein the cab (5) is mounted such that it can be levelled in relation to a vehicle standing surface by means of at least three adjustable actuators (7-13), and a ride height that is set by way of the actuators (7-13) can be blocked at least when the vehicle is stationary, wherein the cab mounting system (25) has at least one stabilizer (27) for supporting rolling movements of the cab (5) during driving operation, characterized in that the stabilizer (27) has at least two switching stages with different spring rates and the stabilizer (27) has the higher of the at least two spring rates in stationary operation of the vehicle when the cab (5) is horizontal.

2. Cab mounting system according to Claim 1, characterized in that the stabilizer (27) is switched to no power with respect to the cab (5) in an operating position.

3. Cab mounting system according to at least one of Claims 1 or 2, characterized in that the actuators (7-13) have in each case a supporting stop (41) which bears the cab (5) when the actuators (7-13) are deactivated.

4. Cab mounting system according to at least one of Claims 1-3, characterized in that the vehicle frame (3) is at least indirectly operatively connected to arbitrarily activatable supports (51).

5. Cab mounting system according to Claim 4, characterized in that the supports (51) are a component part of a vehicle body (53).

6. Method for controlling the cab mounting system (25) according to Claim 1, characterized in that the momentary angular orientation of the cab (5) is detected and the stabilizer (27) is set to its minimum spring rate, 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 bearing load of the cab (5) and, when this supporting length of the one actuator (7-13) is reached, the cab (5) is aligned horizontally in relation to a reference plane by way of the actuation of the further actuators, wherein the cab (5) is secured in the horizontal operating position by way of the adjustment of the stabilizer (27) to a maximum spring rate.

7. Method according to Claim 6, characterized in that the supports (51) fix the vehicle on the frame side before the alignment of the cab (5) has begun.

8. Method according to at least one of Claims 6 or 7, characterized in that, in the case of a vehicle (1) with adjustable suspension, an adjustment of the suspension is carried out for assisting in the levelling of the cab (5).