Actively controlled truck cab suspension

Claim 2

A suspension system for actively controlling the pitch of a truck cab of a truck having a frame comprising: means for connecting the cab to the frame while permitting controlled relative movement therebetween; cab pitch sensing means operatively disposed to provide output signals indicative of the pitch of said cab, said cab pitch sensing means comprising vertical acceleration sensing means operatively disposed to provide output signals indicative of accelerations experienced respectively at a front portion and at a rear portion of said cab; actuator means disposed between said frame and said truck cab adjacent a rear end thereof, said actuator means being capable of selectively raising or lowering said rear end edge of said cab relative to said frame upon activation thereof; and automatic control means in communication with said sensing means and with said actuator means, said control means to produce a control signal output means responsive to said cab pitch signal to effect activation of said actuator means to move said rear end of said cab to reduce the pitching movement thereof, said control means including differencing means responsive to said output signals from said acceleration sensing means to produce said cab pitch signal.

Claim 3

The invention in accordance with claim 1 and said cab pitch signal comprising the combination of a cab pitch acceleration signal, a cab pitch velocity signal, and a cab pitch displacement signal, said cab pitch displacement and velocity signals being derived from said cab pitch acceleration signal.

Claim 4

The invention in accordance with claim 2 and means associated with said actuator means for providing a feedback signal indicative of the load applied thereby, said feedback signal being combined with said cab pitch signal by said control signal output means to produce said control signal.

Claim 5

The invention in accordance with claim 3 and a vertical position sensor for providing an output signal indicative of the relative position of the cab to the frame to a centered position therebetween, said sensor providing an output signal to said control signal output means for combining with said control signal to provide a centering signal to said actuator means.

Claim 6

The invention in accordance with claim 4 and said vertical acceleration sensing means being mounted on said cab at said front portion and said rear portion.

Claim 7

The invention in accordance with claim 5 wherein said control means comprises a microprocessor connected to said sensing means and to said control means, said microprocessor having the following algorithm preprogrammed therein: ##EQU3## Where: C is the servo command signal; X CP is the measured cab pitch acceleration; X CP is the measured cab pitch velocity; X CP is the measured cab pitch displacement; L is the actuator load; d is the actuator displacement; t is time; and, K 1 -K 6 are optimal gain settings.

Claim 8

The invention in accordance with claim 4 and said vertical acceleration sensing means comprising sensors mounted on said truck frame adjacently below said front and rear portions of said cab.

Claim 9

The invention in accordance with claim 7 wherein said control means comprises a microprocessor connected to said sensing means and to said control means, said microprocessor having the following algorithm preprogrammed therein: ##EQU4## Where: X FF is the measured averaged frame velocity at the front mount locations; X FF is the measured average frame acceleration at the front mount locations; X RF is the measured frame velocity at the rear actuator location; X RF is the measured frame acceleration at the rear actuator location; X FP is the frame pitch velocity; X FP is the frame pitch acceleration; L is the actuator load; d is the actuator displacement; t is time; and, K 1 -K 5 are optimal gain settings.

Claim 10

The system of claim 1 wherein said actuator means comprises a hydraulic piston and cylinder arrangement positioned between said cab and said frame.

Claim 11

The system of claim 9 wherein said actuator means further includes a servovalve member to which said control signal is supplied, said servovalve member being in communication with said piston and cylinder assembly to operate same in accordance with the control signal received.

Claim 12

The system of claim 10 wherein said servovalve member has a fluid supply line leading thereto, a main fluid return line leading to a reservoir for the fluid and a leakage fluid return line leading to said reservoir.

Claim 13

The system of claim 11 further including an unloader valve in said fluid supply line for unloading fluid back to said reservoir in the event of an excessive fluid pressure buildup.

Claim 14

The system of claim 11 further including an accumulator upstream of said servovalve member for providing an instantaneous increase in fluid flow when required.

Claim 15

The system of claim 10 wherein said servovalve member has two fluid outlet conduits, one supplying fluid to each end of said cylinder, said servovalve member being capable of moving said piston in either direction within said cylinder.

Claim 16

The system of claim 10 wherein said piston is maintained against banging at either end of its stroke by a signal input to said servovalve member from said controller.

Claim 17

The system of claim 1 including an accelerometer mounted and positioned centrally transversely on said cab.

Claim 18

The system of claim 1 further including a vertical displacement sensor for providing an output signal indicative of the relative position of the cab to the frame to a centered position therebetween, said sensor providing an output signal to said control signal output means for combining with said control signal to provide a centering signal to said actuator means.

Claim 19

The system of claim 1 further including a load cell associated with said actuator means for providing a feedback signal indicative of the load applied thereby, said feedback signal being combined with said cab pitch signal by said control signal output means to produce said control signal.

Claim 20

A suspension system for actively controlling the pitch of a truck cab of a truck having a frame comprising: means for connecting the cab to the frame while permitting controlled relative movement therebetween; vertical acceleration sensing means operatively disposed to provide output signals indicative of accelerations experienced respectively at a front portion and at a rear portion of said cab; actuator means disposed between said frame and said truck cab adjacent a rear end thereof, said actuator means being capable of selectively raising or lowering said rear end edge of said cab relative to said frame upon activation thereof; a load cell associated with said actuator means for providing a feedback signal indicative of the load applied thereby; and a microprocessor in communication with said sensing means, load cell, and with said actuator means, said microprocessor responsive to said output signals from said acceleration sensing means to producing a cab pitch signal, said cab pitch signal comprising the combination of a cab pitch acceleration signal, a cab pitch velocity signal, and a cab pitch displacement signal, said cab pitch displacement and velocity signals being derived from said cab pitch acceleration signal, and said feedback signal to produce a control signal to said actuator means to effect activation of said actuator means to move said rear end of said cab to reduce the pitching movement thereof.

Claim 21

A suspension system for actively controlling the pitch of a truck cab of a truck having a frame comprising: means for connecting the cab to the frame while permitting controlled relative movement therebetween; vertical acceleration sensing means operatively disposed to provide output signals indicative of accelerations experienced respectively at a front portion and at a rear portion of said cab; actuator means disposed between said frame and said truck cab adjacent a rear end thereof, said actuator means being capable of selectively raising or lowering said rear end edge of said cab relative to said frame upon activation thereof; a load cell associated with said actuator means for providing a feedback signal indicative of the load applied thereby; and a microprocessor in communication with said sensing means, load cell, and with said actuator means, said microprocessor responsive to said output signals from said acceleration sensing means to producing a cab pitch signal, said cab pitch signal comprising the combination of a cab pitch acceleration signal, a cab pitch velocity signal, and a cab pitch displacement signal, said cab pitch displacement and velocity signals being derived from said cab pitch acceleration signal, and said feedback signal to produce a control signal to said actuator means to effect activation of said actuator means to move said rear end of said cab to reduce the pitching movement thereof.

Claim 22

The invention in accordance with claim 19 further including a vertical displacement sensor for providing an output signal indicative of the relative position of the cab to the frame to a centered position therebetween, said sensor providing an output signal to said control signal output means for combining with said control signal to provide a centering signal to said actuator means.

Claim 23

The invention in accordance with claim 20 wherein said microprocessor operates in accordance with the following algorithm preprogrammed therein: ##EQU5## Where: C is the servo command signal; X CP is the measured cab pitch acceleration; X CP is the measured cab pitch velocity; X CP is the measured cab pitch displacement; L is the actuator load; d is the actuator displacement; t is time; and, K 1 -K 6 are optimal gain settings.

Claim 24

The invention in accordance with claim 20 wherein said microprocessor has the following algorithm preprogrammed therein: ##EQU6## Where: X FF is the measured averaged frame velocity at the front mount locations; X FF is the measured average frame acceleration at the front mount locations; X RF is the measured frame velocity at the rear actuator location; X RF is the measured frame acceleration at the rear actuator location; X FP is the frame pitch velocity; X FP is the frame pitch acceleration; L is the actuator load; d is the actuator displacement; t is time; and, K 1 -K 5 are optimal gain settings.