NZ617436B2 - Height control valve assembly for axle/suspension systems - Google Patents

Abstract

height control valve assembly for an axle/suspension system of a vehicle includes a height control valve in fluid communication with a compressed air source, with at least one air spring of the vehicle, and with atmosphere. The height control valve is attached to the frame of the vehicle and includes a flow control means for regulating fluid flow through the valve. A control arm is operatively attached to the flow control means, whereby movement of the control arm regulates fluid flow through the height control valve. The height control valve assembly further includes a link 150 having a first end and a second end. The first end of the link 150 is formed with a loop 157. A disk is formed with an opening being disposed into the loop of the link 150. The first end of the link 150 is operatively attached to the second end of the control arm via a fastener disposed through the disk opening and through an opening formed in the second end of the control arm. The disk is attached to the second end of the control arm opposite the first end of the control arm operatively attached to the height control valve. The second end of the link 150 comprises a first bend of about 90 degrees and a second bend of about 90 degrees. At least one of the first or second bends is disposed through an opening formed in a beam of the suspension system to attach the second end of the link 150 to the beam. The second end of the link 150 is free of fasteners and any intervening structure. des a flow control means for regulating fluid flow through the valve. A control arm is operatively attached to the flow control means, whereby movement of the control arm regulates fluid flow through the height control valve. The height control valve assembly further includes a link 150 having a first end and a second end. The first end of the link 150 is formed with a loop 157. A disk is formed with an opening being disposed into the loop of the link 150. The first end of the link 150 is operatively attached to the second end of the control arm via a fastener disposed through the disk opening and through an opening formed in the second end of the control arm. The disk is attached to the second end of the control arm opposite the first end of the control arm operatively attached to the height control valve. The second end of the link 150 comprises a first bend of about 90 degrees and a second bend of about 90 degrees. At least one of the first or second bends is disposed through an opening formed in a beam of the suspension system to attach the second end of the link 150 to the beam. The second end of the link 150 is free of fasteners and any intervening structure.

Description

W0 2012/] 74197 PCT/U52012/042380 HEIGHT CONTROL VALVEASSEMBLY FOR AXLE/SUSPENSION SYSTEMS CROSS-REFERENCE TO RELATED APPLICATION This application claims the benefit of US. ional Patent Application Serial No. 61/496,734, filed June 14, 2011.

BACKGROUND OF THE INVENTION FIELD OF THE INVENTION The invention relates generally to the art of air-ride axle/suspension systems for heavy-duty wheeled vehicles, such as r-trailers or semi~trailers, which cushion the ride and stabilize the vehicle during operation. More particularly, the invention is directed to a height control valve ly utilized in connection with air-ride axle/suspension s. More specifically, the invention is ed to a height control valve and link that more efficiently connects the control arm of the height control valve to the beam of the air-ride axle/suspension system, eliminating the brackets and hardware lly associated with attaching the height control valve link to the flame of the vehicle and to the beam of the axle/suspension system. The height l valve assembly of the present invention results in fewer parts, reduced weight and more simplified installation of the height control valve and link, thereby reducing installation and maintenance cost, and reducing undesirable tolerance stacks associated with multiple bracket configurations prevalent in the prior art.

W0 2012/174197 PCT/U32012lo42380 BACKGROUND ART Heavy~duty vehicles such as tractor-trailers typically include two or more leading or trailing arm susPension lies that connect the wheel bearing axles of the vehicle to the flame of the vehicle. Early suspension s included heavy leaf~spring suspensions which resulted in a relatively rough ride to the cargo and/or passengers carried by the vehicle, and did not allow loads to equalize among the axles in all situations, thus creating the need for an axle/suspension system with softer ride characteristics and more efficient zation characteristics. The subsequent development of air-ride axle/suspension s provided greater load equalization among multiple axles for semi-trailers as well as improved ride quality for individual axles.

As a result, duty vehicles that transport freight often include leading or trailing arm air-ride axle/suspension systems, which use air springs to cushion the ride ofthe vehicle. Pneumatic control of these air springs is an important feature of air-ride axle/suspension systems.

More particularly, it is important for a cushioned vehicle ride, and for optimum axle/suspension system performance and longevity to attempt to maintain a tent ermined distance between the vehicle frame and the travel surface. This predetermined distance is known in the art as the design ride height of the vehicle. The ing conditions of the vehicle must be considered in order establish the design ride height of the vehicle. That is, when a heavy-duty vehicle executes n maneuvers, such as making a hard turn or traveling over rough terrain, the forces imposed on the axle/suspension system by such maneuvers cause the axle/suspension system to articulate, or pivot and/or flex, beneath the vehicle frame which the system supports. Typically, an axle/suspension system is designed so that the anticipated range of articulation, pivoting and/or flexing occurs about a nominal predetermined position, and that nominal position is set as the design ride height of the e. This articulation, ng and/or flexing can also be caused by the loading and unloading of the vehicle.

PCT/U52012/042380 More Specifically, after a heavy—duty vehicle is loaded with freight, or afier freight is unloaded from the vehicle, the air springs of the axle/suspension system are adjusted to ensure that the vehicle is at design ride height. The ment of the air springs ofthe axle/suspension system is typically automatically accomplished by a height control valve assembly or leveling valve assembly which is in fluid communication with an air source and with the air springs. When the vehicle is loaded with height and the air springs of the axle/suspension system are compressed, causing the vehicle frame to be positioned below design ride height or closer to the travel surface, ssed air is snpplied to the air springs, thereby inflating/extending them and, in tum, causing the axle/suspension system to raise the vehicle flame to the design ride height. Conveisely, when the vehicle is unloaded and the air springs of the axle/suspension system are ed, causing the vehicle frame to be positioned above design ride height or further away from the travel surface, air is exhausted from the air springs, thereby deflating/compressing them until the aide/suspension system lowers the vehicle frame to the design ride height.

To control the flow of air into the air springs, and the exhaustion of air fi'om the air springs, a mechanically operated valve typically is ed, and is knOWn in the art as a height control valve or leveling valve. The height control valve is typically mounted on a bracket that is in turn attached to the flame or hanger of the e. The height control valve is in fluid communication with a compressed air source, such as an air supply tank, and is also in fluid communication with the vehicle air springs. The height control valve includes a l arm that is mpable of being raised or lowered in order to direct air fi‘orn the compressed air source to the air springs altematively from the air springs to atmosphere. The control arm is ed to a link that is bolted to the control arm on one end and bolted to a bracket at the other end. The bracket is in turn typically rigidly ed to the brake chamber mount ofthe brake assembly or to one of the beams of the axle/suspension system. The height l valve, along with the brackets and the link W0 2012/174197 PCTfU$2012/042380 the associated hardware that fastens these parts together, is known as the height control valve assembly. Adjustments to the height control valve assembly, including the link that controls activation of the valve, enable the design ride height to be achieved before the vehicle travels over the road.

Also, as the e s over the road and the driver executes maneuvers that cause the axle/suspension system to articulate between positions that compress the air Springs and positions that extend them, the height control valve acts to maintain the design ride height. That is, when the air springs are ssed, the height control valve supplies air to the air springs from a vehicle air reservoir. sely, when the air springs are in an extended position, the height control valve exhausts air fiom the springs to atmosphere. The amount of air that is ed or exhausted is based on the duration of the articulation and the flow rate of the height control valve at a given position.

Prior art height l valve assemblies ofien include links that are formed from metal plates having a plurality of aligned openings. The plates are attached to one another Via fasteners that are disposed through selected ones of the aligned openings. By removing the fasteners and moving the plates in opposite directions with respect to one r and then replacing the fasteners, the length of the link can be increased or decreased. As a result, these types of prior art links mechanically adjustable, which can potentially lead to improper adjustment ofthe ride height of the vehicle due to human error. Also, because prior art height control valve assemblies typically include brackets on the e frame and brackets on the beam or brake chamber mount of the axle/suspension system that are distant fiom one another, the control arm of these prior art height control valve assemblies is quite long, resulting in a smaller range of activation, which can reduce performance of the height l valve. er, because prior art height control valve assemblies e at least two brackets, one bracket attaching the height control valve to the PCT/U82012/042380 vehicle frame or hanger, and the other bracket attaching the link ofthe height control valve to one of the beams or brake chamber mounts ofthe axle/suspension system, the ation ofbrackets and adjustable links make installation complicated, require increased maintenance and result in undesirable tolerance stacks that can ially cause an inaccurate design ride height for the vehicle.

The height control valve assembly of the present invention solves the problems associated with prior art height control valve assemblies by utilizing a height control valve that mounts directly to the vehicle frame and which incorporates a justable Wire link that attaches directly to one of the beams of the axle/suspension system, thereby eliminating all of the brackets and associated hardware of the prior art height control valve assemblies, resulting in easier lation, decreased maintenance costs and reduced weight. Moreover, because the brackets attaching the height control valve ass-bly to the frame or hanger and the beam are eliminated, the height control valve assembly of the present ion reduces undesirable tolerance stacks associated with those ts, and thereby reduces the possibility of human error adversely affecting the design ride height of the e. The height l valve assembly of the t invention also allows for utilization of a relatively shorter control arm, that in turn allows a wider range of activation for the height control valve, resulting in increased sensitivity and mance ofthe system.

SUMNIARY OF THE INVENTION Objectives of the present invention include providing a height control valve assembly that eliminates the brackets and hardware ofprior art height control valve assemblies, resulting in easier installation, decreased nance costs and reduced weight.

PCT/USZMZ/MZSXO A further objectivc of the present invention is to e a height control valve assembly that reduces undesirable tolerance stacks ated with prior art height control assemblies, thereby reducing the possibility ofhuman error ely afi‘ecting the design ride height of the vehicle.

Yet another objective of the present ion is to provide a height control valve assembly that allows a wider range of activation for the height control valve, resulting in sed ivity and performance ofthe system.

Still another objective of the present invention is to provide a height control valve assembly that is generally not adjustable by the operator ofthe vehicle.

These objectives and advantages are ed by the height control valve assembly of the present invention, which includes a height control valve mounted on a flame of the vehicle, the height control valve in fluid communication with a ssed air source, with at least one air Spring of the vehicle, and with atmosphere. The height control valve includes flow control means for regulating fluid flow through the height control valve. A control arm is operatively attached to the flow control means, the control arm regulating fluid flow through the height control valve during operation of the vehicle. The height control valve further includes a link having a first end and a second end. The first end of the link is operatively attached to the control arm. The second end of the link is disposed through an opening formed in a beam of the axle/suspension system to attach the second end ofthe link to the beam.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS The preferred embodiment of the present invention, illustrative of the best mode in which applicant has contemplated applying the ples, is set forth in the following description and is W0 20121174197 PCT/U52012/042380 shown in the drawings, and is particularly and distinctly pointed out and set forth in the appended claims.

FIG. I is a fiagmentary outboard elevational view of the driver side sion assembly and an axle of an air-ride trailing arm beam-type axle/suspension system, and showing a prior art height control valve assembly; is a fragmentary rear perspective view ofthe beam mounting bracket shown in FIG. is a fiagmentary fi-ont perspective view of the prior art height control valve assembly shovm in is an enlarged ntary outboard perspective View of the flame mounting bracket shown in ) is a schematic representation of a typical pneumatic l system incorporating the prior rut height l valve assembly of and showing relative positions of the air springs and axle: ofa pair ofaimide axle/suSpension systems; FIG. “-3 is an enlarged elevational view of the height control valve of the prior art height control valve assembly shown in FIG. I, with the range of various valve control arm positions represented by broken lines and arrows, and showing an t conduit attached to the height control valve; is a fiagmentary rear outboard perspective view of portions of the driver side suspension assembly and an axle of an air-ride trailing arm beam-type uspension system, showing another prior art height control valve assembly mounted on the vehicle frame by a bracket, and also g the relatively long control arm of the height control valve, and the link attached the suspension assembly by a bracket; W0 20121174197 PCT/U82012/042380 is a fragmentary elevational view of a preferred embodiment height control valve assembly ofthe present invention, showing the shortened control arm attached to the height control valve and to the link, which is in turn attached to one of the beams of the axle/suspension system; is a schematic representation of a typical tic control system incorporating the preferred embodiment height control valve assemny of the present invention, showing relative positions ofthe air springs and axles ofa pair of de axle/suspension s; is a tary front bottom perspective View of the preferred embodiment height control valve assembly of the present invention shown in with portions represented by broken lines, showing the link attached to the l arm of the height control valve and also pivotally seated in the g ofone ofthe beams ofthe axle/suspension system; is a view r to but showing the control arm of the height control valve in an exhaust position when the axle/suspension system is in an extended or rebound position; is a view r to but showing the control arm ofthe height control valve in a fill position when the axle/suspension system is in a compressed or jounce position; and is a perspective view of the link of the preferred embodiment height control valve assembly of the present invention, and showing the control arm mount and the generally Z-shaped beam mount ofthe link.

Similar numerals refer to similar parts throughout the drawings.

DESCRIPTION OF THE RED EMBODIMENT So that the structure and ing advantages of the present invention can be better understood, a prior art height control valve assembly is shown in FIGS. 1 and IB and indicated by numeral 34, and will now be described together with the environment in which it is utilized. It is W0 2012/174197 PCT/U82012I042380 ant to note that an air—ride axle/suspension system 10, while shown as a trailing arm beam- type axle/suspmsion system, also includes other types of heavy-duty vehicle air—ride axle/suspension systems known to those skilled in the art, such as leading arm beam~type air-ride axle/suspension systems and air-ride axle/suspension systems having arms other than box beam~ type, such as spring beams. It is also important to note that a vehicle flame 12 is generally entative of various types of frames commonly used for heavy—duty vehicles, including primary frames and/or floor structures that do not support a subframe, primary flames and/or floor structures that do support a subfi'ame, and subfiames themselves. For primary fi'ames and/or floor structures that do t a me, the subframe can be non-movable or movable, the latter being commonly referred to as a slider box.

With continued reference to FIGS. 1 and 1B, axle/suspension system 10 includes a pair of lly identical suspension assemblies 14 (only one shown), each suspended item a respective one of a pair of ersely spaced frame hangers 16 (only one shown). Each hanger 16 is secured to and depends from flame 12 ofthe heavy-duty e. Inasmuch as suspension assemblies 14 identical to one r, only one will be described hereinbelow and shown in FIGS. 1 and 1B.

Suspension assembly 14 includes a trailing arm type suspension beam 18, which is pivotally mounted at its fiont end 20 on hanger 16 in a usual manner through the use of a suitable pivot and g assembly 22. An air spring 24 is suitably mounted on and extends between the upper surface of a rear end 26 of suspension beam 18 and frame 12. A shock absorber 2 also typically is mounted on and extends between beam 18 and hanger 16. A brake chamber mount 30 and other ents of a brake system (not shown) are attached to beam 18 via the brake chamber mount.

An axle 32 extends between and is captured in the pair of suspension beams 18, and one or more wheels [not shown) are mounted on each end ofthe axle.

W0 2012/]74197 PCT/U52012/042380 A typical prior art pneumatic control , which utilizes height control valve ly 34 such as the one shown in FIGS. 1 and 1B, is shown in FIG. ID, is indicated generally at 35, and will be described below. Prior art height control valve assembly 34 (FIGS. 1 and 18) includes a height control valve 70, a l arm 48, a link 50, a beam mounting bracket 54 and a frame mounting bracket 36. More particularly and with additional reference to , height control valve assembly 34 is shown mounted on frame 12 () via frame mounting bracket 36. Height control valve assembly 34 is mounted on bracket 36 by bolts 6 and a pair of nuts 3. More specifically, frame mounting t 36 is formed with an elongated longitudinally-extending opening 4 and a pair of circular bottom openings 5 (only one shown). Each one of a pair of threaded bolts 6 extends from height control valve 70 and is disposed through top elongated opening 4 and through one of the pair of bottom openings 5 (only one shown), respectively, and nuts 3 threaded onto the bolts to attach the height control valve to frame mounting bracket 36. Frame link 50 is lly connected at its upper end to control arm 48 via fastener 52, and is also pivotally connected at its lower end to beam 18 via beam mounting bracket 54 and fastener 56. Link 50, includes a two-piece uction. More particularly, link 50 es an upper n 81 and a lower n 82. Both upper and lower portions 81,82 include a plurality of selectively alignable openings 83. Selected ones of openings 83 of upper portion 81 and lower portion 82 are aligned with one another to enable the upper portion and the lower n of the link to be attached to each other by fasteners 84 in order to form link 50. By moving upper portion 81 and lower portion 82 in opposite directions with t to one another, link 50 can be lengthened or shortened, thus raising or lowering, respectively, the design ride height ofthe vehicle. Beam mounting bracket 54 is in turn mounted on brake chamber mount 30 by fasteners (not shown) which extend through a pair of openings 7 formed in the beam mounting bracket ().

W0 2012/174197 PCT/U82012/042380 Turning now to , pneumatic control system 35 includes an air reservoir t which is in fluid communication with height control valve 70 via an air reservoir fitting 40, and provides compressed air to the height control valve irorn an air reservoir (not shOWn), such as an air tank, as known to those skilled in the art. With continuing reference to , an air spring conduit 42 is in fluid communication with height control valve 70 via an air spring fitting 44, and the air spring conduit branches off to each of a pair of front and rear air springs 24, to enable the height control valve to route compressed air to and from the front and rear air springs based on n operational conditions, as will be described below. An exhaust conduit 46 (FIG. IE) is in fluid communication with and extends from height control valve 70, enabling the height control valve to exhaust compressed air to atmosphere, as will also be described in detail below. It is understood that additional pneumatic and/or onic components (not shown) that are known and used in the art, such as electronic controllers, valves, vents and pneumatic lines, may be used in conjunction with ts 38,42,46 and/or height control valve 70.

Referring now to FIGS. 1 and 1E, height control valve 70 is a three-way valve that includes control arm 48, n the position of the control arm controls the operation of the height control valve. More particularly, when l arm 48 is in a horizontal or l position A, height control valve 70 is closed and does not route compressed air fi-om air reservoir conduit 38 () to air Springs 24 via air spring conduits 42, nor does it exhaust air them the air springs to atmosrihere via exhaust conduit 46. When control arm 48 is in fill position range B, height control valve 70 routes compressed air from air reservoir conduit 38 to air spring conduits 42 () and thus to air springs 24, thereby inflating the air s. When control arm 48 is in an t position range C, height control valve 70 exhausts air from air springs 24 via air spring ts 42, and communicates the exhausted air to exhaust conduit 46 and thus to atmosphere. Automatic actuation -11..

W0 2012/174197 PCT/U52012l042380 of control arm 48, and thus activation of the operation of height control valve 70, is provided by l arm link 50, as shown in During vehicle operation, when axle/suspension system 10 articulates to an air spring ssed position, the distance between vehicle frame 12 and beam 18 decreases, compressing air spring 24. Because height control valve 70 is connected to vehicle frame 12, the height control valve remains a substantially constant distance from the e frame. To maintain design ride height, when the distance between vehicle time 12 and beam 18 decreases, link 50 moves control arm 48 upwardly from neutral position A to fill position range B, as shown in FIG. ”3, thereby activating height control valve 70 and causing the height l valve to route compressed air from air reservoir conduit 38 to air springs 24 via air spring conduits 42 ()), thereby inflating air springs 24, and in turn returning beam 18 to the design ride height.

Conversely, when axle/suspension system 10 articulates to an air spring extended position, the distance between vehicle frame 12 and beam 18 ses, extending air Spring 24. To maintain ride height, when the distance between e frame 12 and beam 18 increases, link 50 moves control arm 48 downwardly firom neutral on A to exhaust position range C, as shown in , thereby activating height control valve 70 and causing the height control valve to exhaust compressed air from air Spring 24 via exhaust conduit 46 to atmosphere, and in turn returning beam 18 to the design ride height. As set forth above, prior art pneumatic control system 35 maintains the design ride height of axle/suspension system 10 when the axle/suspension system articulates during vehicle ion or during unloading/loadin g ofthe vehicle.

Turning now to r prior at height control valve assembly is indicated at 34’, and will now be described. More specifically, prior art height control valve assembly 34' includes height control valve 70’, control arm 48', link 50', beam mounting bracket 54’ and frame mounting t 36'. More ularly, height control valve assembly 34' is shown mounted on frame 12 of W0 2012/] 74197 PCT/USZOIZ/042380 the vehicle by frame mounting bracket 36‘. Link 50' is pivotally connected at its upper end to control arm 48' via fastener 52‘, and is also pivotally connected at its lOWer end to beam 18 of suspension assembly l4 via beam mounting bracket 54’ and fastener 56'. Link 50’, showu in includes a two-piece construction. More ularly, link 50' includes an upper portion 81' and a lower portion 82'. Both upper and lower portions 81 ',82' include a plurality of selectively alignable gs 83'. Selected ones of openings 83' of upper portion 81' and lower portion 82' are d with one another to enable the upper portion and the lower portion of link 50' to be attached to each other by ers 84' in order to form the link. By moving upper portion 81' and lower portion 82’ in opposite directions with t to one another, link 50' can be lengthened or shortened, thus raising or lowering, respectively, the design ride height ofthe vehicle.

Such adjustability in both prior art height control valve lies is often desired by users of the heavy~duty vehicle; however, such adjustability can lead to potential problems for the heavy- duty vehicle as will be described below.

A design ride height that is too low can cause axle/suspension system 10 to bottom out during operation of the vehicle, which can in turn result in damage to the frame and/or the axle/suspension system. A design ride height that is too high can also potentially cause damage to the axle/susPeasion system; for e, the air spring can become over-extended causing potential damage to the air . Therefore, it is desirable to have a height control valve assembly that is non-adjustable in order to reduce the problems associated with adjustable height control valve assemblies that can ially lead to a design ride height that is either too low or too high.

As set forth above, prior art height control valve assemblies 34,34' often include links 50,50' that are formed from metal plates having aligned openings 83,83’. These types of links are adjustable, which can lead to improper adjustment of the ride height of the vehicle due to human error. Also, because prior art height control valve assemblies 34,34' typically include brackets W0 2012/174197 PCT/U52012I042380 3636’ on the vehicle flame and brackets 54,54’ on the beam of the axle/suspension system that are vely distant from one another, l arms 48,48' of the prior at height control valve assemblies are relatively long, resulting in a smaller range of activation, thereby reducing performance ofthe height control valve. More ularly, because height control valves 70,70' are metered, the decreased range of activation of the height control valve in turn causes decreased flow through the height control valve thereby decreasing performance of the height control valve during operation of the vehicle. Moreover, because prior art height l valve assemblies 34,34' include at least two brackets 36,36' and 54,54’, one t attaching the height control valve to the vehicle flame, and the other bracket attaching the link of the height control valve to one of the beams or other component mount on the beam ofthe axle/suspension system, the combination of brackets and able or nonadjustable links make installation of the height control valve ly complicated, require more maintenance, are heavy, and lead to an undesirable tolerance stack that can potentially cause an inaccurate ride height for the vehicle. More particularly, tolerances in openings 7 of beam mounting bracket 54 and openings 4 and S of frame mounting bracket 36 can result in a shift in the ride height ofup to about 1.0 inch, resulting in a ride height that is either too high or too low. As set forth above, operating the vehicle with a design ride height that is either too high or too low can potentially cause damage to the components of frame 12 and/or uspension system 10 of the vehicle during operation. The height control valve assembly for an aide/suspension system of the present ion overcomes the ms associated with prior art height control valve assemblies 34, and is described in detail below.

A preferred embodiment ofa height control valve assembly for an axle/susPension system of the present invention is showu generally at 134 in FIGS. 3-7, and now will be described in detail below.

Height control valve assembly 134 for an uspension system of the present invention es a height control valve 170, a control arm 148 and a link 150. More particularly, height control valve 170 is shown mounted directly on vehicle frame 12 via a pair of threaded bolts 180. More specifically, bolts 180 extend through height l valve 170 and are disposed through a pair of aligned openings (not shown) formed in vehicle frame 12. A fastener (not shown), such as a nut, is threadably engaged with each bolt 180 in order to mount height control valve 170 of height control valve assembly 134 to frame 12.

Turning now to an important feature of the present invention, link 150 is pivotally connected at its upper end to control arm 148 via fastener 152, and is also pivotally connected at its lower end to beam 18 via generally Z-shaped or stepped bottom portion 155. More particularly, link 150 preferably is formed from a metal rod having a generally circular cross-sectional shape. The upper end of link 150 is formed with a loop 157. An insert 159 having a generally circular disk shape is formed with a semi-circular recess 192 ( around its circumference. The recess of insert 159 cooperates with loop 157 such that the insert is held within the link loop. Insert 159 is formed with an opening 191 for receipt of fastener 152 to pivotally attach the upper end of link 150 to control arm 148 of height control valve 170.

Generally Z—shaped bottom portion 155 of link 150 preferably is formed with first and second bends 4, respectively. A generally ht portion 197 extends between first bend 193 and second bend 194 and is generally perpendicular to a middle portion 200 of link 150. A generally straight end 196 is formed at the end of Z-shaped link bottom portion 155 and is generally parallel to middle portion 200 of link 150. In order to better understand the ion of link 150, the tion of the link to beam 18 of the axle/suspension system and to height control valve 170 now will be described below. 2453214vl W0 2012/174197 PCTIUSZOIZ/042380 Straight end 196, second bend 194 and a portion of ht n 197 of Z-shaped link bottom portion 155 are disposed through an Opening 198 formed in an insert 199 that is disposed into an opening 190 formed in sidewall 17 of beam 18.

Opening 191 of insert 159 is aligned with an opening (not shown) formed in control am 148, and fastener 152 is disposed through the aligned openings to connect the upper end of link 150 to the control arm. Second bend 194 of Z-shaped link bottom portion 155 retains the bottom end of link 150 in insert g 198 of beam 18 Without additional attachment. Thus only a single fastener at the upper end oflink 150 is utilized in order to control valve assembly non-adjustable.

As can be seen, a distance D between straight portion 197 and Opening 19] of insert 159 sets the design ride height of the vehicle. Because the distance is not adjustable it cannot be changed.

This, plus the fact that opening 198 in beam sidewall 17 as well as the on of height control valve 170 are fixed, s that height control valve assembly 134 of the present ion is set at the desired design ride height during maintenance or installation ofthe assembly. Moreover, height control valve assembly 134 does not need to be adjusted by the end user, which eliminates the possibility of end user error improperly affecting the design ride height ofthe vehicle.

Yet r important feature of height control valve assembly 134 for axle/susPension systems of the t ion is the relatively reduced or shortened length of lever mm 148.

Because height control valve 170 is attached directly to flame 12 and also directly to beam sidewall 17 via link lower Z-shaped portion 155, which are substantially vertically d above and below one another, without using brackets and the like, reduced length control am 148 can be utilized and thereby increases the range of activation of height control valve 170. Because height control valve 170 is metered, the increased range of activation of the height control valve in tum increases flow PCT/U52012/042380 through the height l valve, thereby increasing performance of the height control valve during operation ofthe vehicle. ing now to FIGS. 3, 3A 5 and 6, height control valve 170 is a three-way valve that includes a flow l means (not show) and a control arm 148, wherein the position of the control arm regulates the flow of fluid through the height l valve. More particularly, when control arm 148 is in a ntal or neutral on A, height control valve 170 is closed and does not route compressed air from air reservoir t 38 () to air springs 24 via air spring conduits 42, nor does it exhaust air fiom the air springs to atmosphere via exhaust conduit 46.

When control arm 148 is in fill position range B (, height control valve 170 routes compressed air from air reservoir conduit 38 to air spring conduits 42 () and thus to air springs 24, thereby inflating the air springs. When control arm 148 is in an exhaust position range C (, height control valve 170 exhausts air from air springs 24 via air spring conduits 42, and communicates the exhausted air to the exhaust conduit (not shown) and thus to atmosphere.

Automatic actuation of control arm 148, and thus activation ofthe operation ofheight control valve 170, is provided by control arm link 150.

During vehicle operation, when axle/suspension system 10 articulates to an air spring compressed position (, the distance between vehicle frame 12 and beam 18 decreases, compressing air spring 24. Because height control valve 170 is connected to vehicle frame 12, the height control valve remains a substantially constant distance {tom the vehicle time. To maintain design ride height, when the distance between vehicle flame 12 and beam 18 decreases, link 150 moves control am 148 upwardly from neutral position A to fill position range B, as shown in thereby ting height control valve 170 and causing the height control valve to route compressed air from air reservoir t 38 to air springs 24 via air spring conduits 42 (), thereby inflating air s 24, and in tum ing beam 18 to the design ride height. .17- WO 74197 PC'r/U52012/042380 Conversely, when axle/suspension system 10 articulates to an air spring extended position (, the distance n vehicle frame 12 and beam 18 increases, ing air spring 24. To maintain ride height, when the distance between vehicle fi‘ame 12 and beam 18 increases, link 150 moves control mm 148 downwardly from neutral position A to t position range C, as shown in thereby activating height control valve 170 and causing the height control valve to exhaust compressed air from air spring 24 via exhaust conduit 46 () to here, and in turn reuniting beam 18 to the design ride height.

The ms associated with prior art height control valve assemblies 34 are solved by height control valve assembly 134 for an axle/suspension system of the t invention by utilizing height control valve 170 that mounts directly to vehicle frame 12 and which utilizes a non— adjustable wire link 150 that attaches directly to beam 18 ofthe axle/suspension system. This direct attachment of link 150 directly to beam 18 is accomplished without fasteners using link Z—shaped lower portion 155 disposed through opening 198 formed in beam sidewall 17, thereby eliminating all of the brackets and associated hardware of prior art height control valve assemblies 34 shown and described above, resulting in reduced weight, easier installation and decreased maintenance costs, as well as reducing undesirable tolerance stacks associated with the multiple bracket configurations ofprior art height control valve assemblies. Height control valve assembly 134 of the present invention, because it is gentn'ally non—adjustable, s the possibility of end user error ing the design ride height of the e and allows for utilization of shorter control arm 148, that in turn allows a wider range of activation for the height control valve, which in turn increases the sensitivity and performance ofthe system.

It is contemplated that height control valve assembly 134 for axle/suspension systems of the present ion could be utilized in conjunction with all types of height control valves known in the art, without changing the overall concept or operation of the present invention. It is also ~.18..

W0 74197 PCT/U82012/042380 plated that different shapes and sizes of link ISO and Z—shaped lower portion 155 of height control valve assembly l34 of the present invention could be utilized, t changing the overall concept or operation of the present invention. It is contemplated that materials other than metal wire could be utilized to form link 150, without changing the overall concept or operation of the present invention. It is also contemplated that other types of connection means for connecting link 150 to control arm 148 could be utilized, t changing the overall concept or operation of the present invention. It is fixrther contemplated that height l valve assembly 134 for axle/suspension systems of the present invention could be utilized with all types of air-ride axle/suspension systems known in the art, including those utilizing spring beams or other beam l0 configurations, without changing the overall concept or operation ofthe present invention. It is also plated that height control valve ly 134 for axle/suspension systems of the invention could be utilized in conjunction with all known types of pneumatic systems, without ng the overall concept or operation of the present invention. It is further contemplated that height control valve assembly 134 for axle/suspension systems of the present invention could be utilized with additional pneumatic and/or electronic components (not shown) that are known and used in the art, such as electronic controllers, valves, vents and pneumatic lines, without changing the overall concept or operation of the present invention.

Accordingly, the height control valve assembly of the present invention is fied, es an effective, safe, inexpensive and efficient structure and method which achieves all the enumerated objectives, provides for eliminating difficulties encountered with prior height control valve assemblies, and solves problems and obtains new results in the art.

In the foregoing description, certain terms have been used for brevity, cleamess and understanding; but no unnecessary tions are to be d thercfiom beyond the requirements ~19- W0 2012/174197 PC'I‘IU82012/042380 of the prior art, because such terms are used for ptive purposes and are intended to be broadly construed.

- Moreover, the dcscn’ption and illustration of the invention is by way of example, and tlie scope ofthe invention is not limited to the exact details shovvn or bed.

Having now descxibed the es, discoveries and principles of the invention, the manner in which the height control valve assembly of the present invention is used and installed, the characteristics of the construction, arrangement and method steps, and the advantageous, new and useful results obtained; the new and useful structures, devices, elements, arrangements, process, parts and combinations are set forth in the ed claims.

Claims (7)

WHAT lS CLAIMED IS:

1. A height control valve assembly for an axle/suspension system of a vehicle comprising: a) a height control valve mounted on a frame of said vehicle, said height l valve in fluid communication with a compressed air source, with at least one air spring of said vehicle, and with atmosphere, the height control valve including flow control means for regulating fluid flow through said height control valve, a control arm operatively attached to said flow control means, said control arm regulating fluid flow through the height control valve during 10 operation of the vehicle, b) a link having a first end and a second end, said first end of said link being formed with a loop, a disk formed with an opening being disposed into said loop of the link, the first end of the link being operatively ed to the second end of the l arm via a fastener diSposed through said disk 15 opening and through an opening formed in said control arm second end, said disk attached to said second end of said control arm opposite the first end of the control arm operatively attached to said height control valve, said second end of said link comprising a first bend of about 90 degrees and a second bend of about 90 s, at least one of said first or second bends being 20 disposed through an opening formed in a beam of said suspension system to attach the second end of the link to the beam, n said second end of said link is free of fasteners and any intervening structure.

2. The height control valve assembly for an axle/suspension system of claim 1, wherein said first and second ends of said link are generally vertically d with one another.

3. The height control valve assembly for an axle/suspension system of claim 1, wherein said attachment of said height l valve to said frame of said vehicle is free of any intervening structure.

4. The height control valve assembly for an axle/suspension system of a vehicle of claim 1, wherein said axle/suspension system is an air-ride axle/suspension system. 10

5. The height l valve assembly for an axle/suspension system of a vehicle of claim 1, wherein said height control valve is a rotor valve.

6. The height control valve assembly for an axle/suspension system of a vehicle of claim 1, wherein said link is formed from metal.

7. The height control valve assembly for an axle/suspension system of a 15 vehicle of claim 1, wherein said link is lly circular in transverse cross- section. W0 74197 PCT/USZtIlZ/MZSSO