Systems and Methods for Hydraulic Ride Control System

BACKGROUND

Hydraulic systems can be used as suspensions for hydraulic machines. In particular, ride control systems can be configured to dampen movement of a boom, lift arm, etc. of a hydraulic machine as it traverses over a support surface.

BRIEF SUMMARY

According to one aspect of the disclosure, a ride control system is provided for a hydraulic machine having a pump, an actuator, and a tank. The ride control system can include an accumulator and a control valve having a work port configured to couple to the actuator, a pump port configured to couple to the pump, and a tank port configured to couple the tank, and an accumulator port configured to couple to the accumulator. The control valve can include a directional control valve and a ride control valve. The directional control valve can be configured to selectively couple the work port, the pump port, and the tank port to operate the actuator. The ride control valve can include a valve body. A ride control can be movably disposed within the valve body and configured to selectively couple the work port, the tank port, the pump port, and the accumulator. A pressure balancing spool can be movably disposed within the valve body and configured to selectively couple the accumulator with the pump port and the tank port. The ride control spool can be configured to move between each of: a first ride control position configured to couple the accumulator with the tank port to discharge the accumulator; a second ride control position configured to couple the pump port to the accumulator to charge the accumulator; a third ride control position configured to balance an accumulator pressure of the accumulator with a work port pressure of the work port; and a fourth ride control position configured to couple the accumulator to the work port.

In some non-limiting examples, the second ride control position can be an infinitely variable position, in which the ride control spool moves between the first ride control position and the third ride control position to vary a charging rate of the accumulator.

In some non-limiting examples, the pressure balancing spool can be movable between each of: a neutral position configured to decouple the accumulator from both the tank port and the pump port; a first balancing position configured to decouple the accumulator from the pump port and to couple the accumulator to the tank port to discharge the accumulator; and a second balancing position configured to decouple the accumulator from the tank port and to couple the accumulator to the pump port to charge the accumulator. The pressure balancing spool can include a biasing assembly configured to bias the pressure balancing spool into the neutral position when a difference between the work port pressure and the accumulator pressure is within a predetermined pressure differential. The pressure balancing spool can be biased to the first balancing position when the accumulator pressure is greater than the work port pressure by at least the predetermined pressure differential. The pressure balancing spool can be biased to the second balancing position when the work port pressure is greater than the accumulator pressure by at least the predetermined pressure differential.

In some non-limiting examples, the ride control valve can further include a first electrohydraulic pressure regulating valve configured to move the ride control spool from the first ride control position to each of the second ride control position, the third ride control position, and the fourth ride control position. A controller can be configured to energize the first electrohydraulic pressure regulating valve to move the ride control spool. The controller can be configured to energize the first electrohydraulic pressure regulating valve to move the ride control spool from the third ride control position to the fourth ride control position when a pressure difference between the work port pressure and the accumulator pressure is within a predetermined pressure differential. The controller can be configured to determine the pressure difference between the work port pressure and the accumulator pressure based on a first sensor configured to measure the work port pressure and a second sensor configured to measure the accumulator pressure. In some cases, the ride control spool can be further configured to move to a fifth ride control position configured to couple the pump port directly to the tank port. The ride control valve can include a second electrohydraulic pressure regulating valve configured to move the ride control spool from the first ride control position to the fifth ride control position.

In some non-limiting examples, the ride control valve can further include a pressure relief valve configured to limit the accumulator pressure to a maximum accumulator pressure. In some non-limiting examples, the control valve can further include a low leak check valve configured to selectively couple the work port to the accumulator. The ride control valve can include a control passage coupled to a control chamber of the low leak check valve. The control passage can be coupled to a port of the low leak check valve via the ride control spool when the ride control spool is in the fourth ride control position. The ride control spool includes a check valve between the control passage and the control chamber to inhibit flow from the ride control spool to the low leak check valve control chamber.

In some non-limiting examples, the control valve can be configured as a sectional valve that can include a first valve section with the directional control valve and a second valve section with the ride control valve. The first valve section and the second valve section can be directly coupled to one another. In some non-limiting examples, the control valve can be configured as a monoblock valve that can include both the directional control valve and the ride control valve.

In some non-limiting examples, the valve body of the ride control valve can define a plurality of passages, which can include a work passage coupled to the work port, a tank passage coupled to the tank port, an accumulator passage coupled to the accumulator, and a pump passage coupled to the pump port.

According to one aspect of the disclosure, a ride control valve is provided. The ride control valve can include a valve body defining a work passage, a pump passage, a tank passage, and an accumulator passage. A ride control spool can be movably disposed within the valve body and configured to move between: a first ride control position that blocks the work passage and the pump passage, and couples the accumulator passage with the tank passage; a second ride control position that blocks the tank passage and the work passage, and couples the pump passage to the accumulator passage; a third ride control position that blocks the work passage and configured to selectively couple the accumulator passage with each of the pump passage and the tank passage; and a fourth ride control position that blocks the pump passage and the tank passage, and couples the accumulator passage with the work passage. A pressure balancing spool can be movably disposed within the ride control spool. The pressure balancing spool can be configured to move relative to the ride control spool to selectively couple the accumulator passage with each of the pump passage and the tank passage.

In some non-limiting examples, the pressure balancing spool can be configured to move relative to the ride control spool between a neutral position that blocks the pump passage, the accumulator passage, and the tank passage; a first balancing position that blocks the work passage and couples the accumulator passage to the tank passage; and a second balancing position that blocks the tank passage and couples the accumulator passage to the pump passage. The ride control valve can include a biasing assembly configured to bias the pressure balancing spool into the neutral position. In some cases, the biasing assembly can include a first balancing spring and a second balancing spring positioned on opposite ends of the pressure balancing spool to bias the pressure balancing spool to the neutral position when a pressure difference between a work passage pressure and an accumulator passage pressure is within a predetermined pressure differential. The pressure balancing spool can be biased to the first balancing position and can compress the first balancing spring when the accumulator passage pressure is greater than the work passage pressure by the predetermined pressure differential. The pressure balancing spool can be biased to the second balancing position and can compress the second balancing spring when the work passage pressure is greater than the accumulator passage pressure by the predetermined pressure differential.

In some non-limiting examples, the ride control valve can include a first control spring positioned between the ride control spool and a first spool seat, and a second control spring positioned between the first spool seat and a second spool seat defined by the valve body. In the first ride control position, the ride control spool can be at a first distance from the first spool seat and the first spool seat can be spaced from the second spool seat. In the second ride control position, the ride control spool can be at a second distance from the first spool seat and the first spool seat can be spaced from the second spool seat. In the third ride control position, the ride control spool can contact the first spool seat and the first spool seat can be spaced from the second spool seat. In the fourth ride control position, the ride control spool can contact the first spool seat and the first spool seat can contact the second spool seat.

In some non-limiting examples, the ride control valve can include an electrohydraulic pressure regulating valve that can be configured to move the ride control spool from the first ride control position to each of the second ride control position, the third ride control position, and the fourth ride control position. In some cases, the ride control spool can be configured to move to a fifth ride control position that blocks the work passage and the accumulator passage, and couples the pump passage to the tank passage.

According to one aspect of the disclosure, a method for controlling a ride control valve for a hydraulic machine is provided. The method can include moving a ride control spool of a ride control valve between a plurality of ride control positions to selectively couple a work passage, a pump passage, a tank passage, and an accumulator passage. The plurality of ride control positions can include a first ride control position configured to couple the accumulator passage with the tank passage; a second ride control position configured to couple the pump passage to the accumulator passage; a third ride control position configured to balance an accumulator pressure of the accumulator passage with a work pressure of the work passage; and a fourth ride control position configured to couple the accumulator passage to the work passage. The second ride control position can be a variable position between the first ride control position and the third ride control position.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure will be better understood, and features, aspects, and advantages will become apparent when consideration is given to the following detailed description thereof. Such detailed description references to the following drawings.

FIG. 1 is a schematic diagram of a ride control system including a ride control valve, in accordance with some aspects of the disclosure.

FIG. 2 is a detail schematic diagram of the ride control valve of FIG. 1.

FIG. 3 is a cross-sectional view of the ride control valve of FIG. 1 in a first ride control position.

FIG. 4 is a detail schematic diagram of the ride control valve of FIG. 1 including a warm-up function, in accordance with some aspects of the disclosure.

FIG. 5 is a cross-sectional view of the ride control valve of FIG. 1 in a first ride control position.

FIG. 6 is a flowchart of a method for controlling a ride control system, according to aspects of the disclosure.

FIG. 7 is a plot showing an electrical command supplied by a controller to energize an electrohydraulic pressure regulating valve to operate a ride control valve between a plurality of ride control positions.

FIG. 8 is a cross-sectional view of a spool of the ride control valve of FIG. 1 in a second ride control position.

FIG. 9 is a cross-sectional view of a spool of the ride control valve of FIG. 1 in a third ride control position.

FIG. 10 is a cross-sectional view of a spool of the ride control valve of FIG. 1 in a fourth ride control position.

FIG. 11 is a cross-sectional view of a spool of the ride control valve of FIG. 1 in a fifth ride control position.

DETAILED DESCRIPTION

Before any aspects of the present disclosure are explained in detail, it is to be understood that the present disclosure is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The present disclosure is capable of other configurations and of being practiced or of being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. The use of “including,” “comprising,” or “having” and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. Unless specified or limited otherwise, the terms “mounted,” “connected,” “supported,” and “coupled” and variations thereof are used broadly and encompass both direct and indirect mountings, connections, supports, and couplings. Further, “connected” and “coupled” are not restricted to physical or mechanical connections or couplings and may also indicate fluid couplings.

The following discussion is presented to enable a person skilled in the art to make and use aspects of the present disclosure. Various modifications to the illustrated configurations will be readily apparent to those skilled in the art, and the generic principles herein can be applied to other configurations and applications without departing from aspects of the present disclosure. Thus, aspects of the present disclosure are not intended to be limited to configurations shown but are to be accorded the widest scope consistent with the principles and features disclosed herein. The following detailed description is to be read with reference to the figures, in which like elements in different figures have like reference numerals. The figures, which are not necessarily to scale, depict selected configurations and are not intended to limit the scope of the present disclosure. Skilled artisans will recognize the non-limiting examples provided herein have many useful alternatives and fall within the scope of the present disclosure.

The use of terms hydraulic machine or off-road vehicle includes but is not limited to tractors, forklifts, backhoes, wheel-loaders, excavators, and other any other type of vehicle that may be useful in construction, agriculture, and factory settings. Some hydraulic machines may not be equipped with suspensions at the wheel axles. The lack of wheel axle suspension can lead to unwanted bumps and vibrations transferred to the driver and/or load being carried by the hydraulic machine, as the machine traverses rough terrain. Similarly, even where traditional wheel suspensions are included, the varying loads capable of being supported by hydraulic machines, particularly when supported on a boom or lift arm, can also result in oscillations or other unwanted movement of the load as the hydraulic machine traverses over a support surface. Movement of the load with the boom of lift arm may transfer vibrations to the driver or may cause the hydraulic machine to lose a portion of the load it may be carrying.

Correspondingly, a hydraulic machine can include a hydraulic ride control system that can be used to dampen machine oscillations caused by heavy loads being supported by a boom, bucket, or other mechanism extending outward from a center of the vehicle while moving at transport speeds. The ride control system can allow the boom and a supported load to rest on a hydraulic accumulator, which may act as a “sponge” to absorb and suppress oscillations and other movements of the boom.

That is, the boom and supported load can be allowed to move up or down relative to a frame of the hydraulic machine, as the hydraulic machine moves and encounters bumps in the terrain. As the actuator of the boom, bucket, or other mechanism moves, it can cause an increase or decrease in hydraulic pressure, which in turn can cause a corresponding actuator to extend or retract to absorb the pressure fluctuations from the boom. The extension and retraction of the actuator causes fluid to flow into and out of the actuator to aid in the suppression of the hydraulic machine oscillations and the cushioning of the load. Correspondingly, the pressurized fluid for the actuator can be stored and received from an accumulator.

In some conventional implementations, a ride control system can be an optional feature that can be added after machine purchase or after delivery to a dealer. These ride control systems can be added by mounting a separate ride control valve assembly to the machine, and then making additional piping connections to various components of the system such as the load holding cylinder, tank, pump, load sense, and electrical control and wiring. Due to the multiple requirements and hydraulic connections of the ride control system, these connections often require separate hydraulic components, each requiring their own command signal (hydraulic or electrical). For example, such systems may utilize a plurality of solenoids to implement ride control functionality. A control system is then needed to measure system pressures and activate or deactivate the appropriate components to suppress machine oscillations upon the operator selection of ride control. Relatedly, such conventional ride control systems typically consume commanded flow from the actuator, or another source, which in some cases, may reduce operational power to the boom.

The present disclosure may provide improvements over conventional ride control system by provide a hydraulic ride control system that providing a means for charging an accumulator pressure, balancing the accumulator pressure with the hydraulic pressure caused by the hydraulic load with minimal effect on boom performance, and activating ride control to suppress hydraulic machine oscillations while the machine moves. The ride control system controls charging of the hydraulic accumulator and makes the required connections with a load supporting actuator to provide a means for absorbing oscillations of a machine oscillator during transport mode. The system can be added to a compatible hydraulic control valve without any external piping connections to the hydraulic supply or actuator. More specifically, the system can be formed as a ride control valve section, which can be (directly) coupled to a directional control valve section for controlling boom operation, thereby forming a main control valve (e.g., a main valve block or main valve assembly). In a similar vein, the ride control valve can also be integrally formed within the directional control valve as monoblock valve.

As a result, the connection (piping, fluid channels, etc.) between the ride control valve and the directional control valve can be internal to the main control valve, without the need for external conduits. Put another way the ride control connections can be fully contained within the main control valve assembly. Further, this can allow the ride control valve to be installed at a factory, by a dealer, or as an aftermarket system. Accordingly, ride control functionality can be added to or removed from a properly equipped main control valve assembly, without impacting the actuator pipework or plumbing hardware.

Relatedly, the system can be controlled through all modes of operation via current commands to a single proportional solenoid valve, and all the connections to and from the actuator and to and from the accumulator are made with a single spool. Further, accumulator charging rate and maximum pressure can also be varied in the system, giving machine designers the ability to determine when and how much hydraulic pressure is applied to the ride control circuit. Specifically, the hydraulic connections to and from the actuator and to and from the accumulator can be made using a single control spool (i.e., a ride control spool), which also contains an internal spool (i.e., a pressure balancing spool) configured to balance the accumulator and actuator pressures. In this way, the system can allow the accumulator charging circuit to be shut off and can have a variable compensated flow input rate. In some cases, the ride control circuit can be used with low leak check valve hardware without affecting actuator leakage rates. The low leak check device can be located between the ride control system and the actuator. The low leak check device can be unlocked with the main ride control spool. The ride control accumulator can be discharged and consume no hydraulic power when switched off.

Referring to FIG. 1, as described above, hydraulic vehicles (not depicted), may include a ride control system 100 to provide dampening to vehicle functions such as booms, buckets, lift arms, or other implements or attachments as a hydraulic vehicle travels over uneven terrain or another support surface. In some configurations, a hydraulic vehicle may include a main control valve 102 for controlling the vehicle functions. To control the functions, the main control valve 102 (e.g., a valve body thereof) can generally include a pump port 104 configured to couple to a pump 106 of the hydraulic machine. The pump 106 can be a hydraulic pump configured to supply a flow of hydraulic fluid at desired pressure. More specifically, the pump 106 can be a variable displacement, or other type of pump configured to supply a flow of fluid at a desired pressure (e.g., a range of desired pressures). Additionally, the main control valve 102 can include a tank port 108 configured to couple to a tank 110 of the hydraulic machine, a work port 112 configured to couple to an actuator 114 of the hydraulic machine, and an accumulator port 118 configured to couple to an accumulator 116. For example, the actuator 114 can be configured to operate a boom, lift arm, or other function of the hydraulic machine. Accordingly, operation of the main control valve 102 can selectively couple the pump 106, the tank 110, and the actuator 114, by selectively coupling any of the pump port 104, the tank port 108 and the work port 112. In some cases, a main control valve can include more than one work port. For example, the main control valve 102 can include a first work port and a second work port for coupling to a double-acting cylinder.

Additionally, to provide a ride control function for the hydraulic machine, the main control valve 102 can be part of the ride control system 100, which can selectively couple the actuator 114 to the accumulator 116 via the accumulator port 118. Put another way, the main control valve 102 can be configured to selectively couple the accumulator port 118 to the actuator 114 to dampen pressure oscillations of the actuator 114 as the hydraulic machine moves along a support surface. As described in further detail below, the accumulator 116 can act as a shock absorber to attenuate pressure oscillation of the actuator 114 resulting from the hydraulic machine traveling along the ground. For example, when the ride control system is activated to couple the actuator 114 to the accumulator 116, an increase in actuator pressure can cause fluid to flow from the actuator 114 to be stored in the accumulator 116, while a decrease in pressure can cause fluid stored in the accumulator 116 to flow out to the actuator 114. In this way, the ride control system allows the boom inertia to be decoupled from the hydraulic machine, resulting in a smoother ride.

In some cases, a main control valve can be a single control valve (i.e., a single valve block) that can be installed on a hydraulic machine, as compared with conventional designs where multiple valve blocks are provided to control, for example; each of a boom function and a ride control function. As will become apparent in the discussion below, providing a ride control system as a single valve block with other machine functions (e.g., as a sectional valve or monoblock valve) can achieve numerous benefits over conventional systems, including, for example, increased operating efficiency and reducing the need for separate controllers and external conduits to connect and operate the ride control system with the various machine functions.

Correspondingly, as shown in the illustrated non-limiting example, the main control valve 102 can be configured as a sectional control valve that may include one or more valve sections 120, which can be coupled with one another. The one or more valve sections 120 may each control a function of the hydraulic vehicle, such as a boom, a bucket, an auxiliary control, or a ride control system. With sectional control valves, each of the one or more valve sections 120 can be provided in separate valve bodies that may be selectively coupled with one another (e.g., to collectively form a valve body of the main control valve 102), according to the needs of a customer. That is, for example, a main control valve can be assembled at a factory to include a ride control section, or a ride control section can be installed by a dealer (e.g., as an aftermarket system). In other non-limiting examples, the main control valve 102 may be a mono-block valve, in which a function section and ride control section are provided within a single, monolithic valve body.

As described above, the main control valve 102 may include valve sections 120 to control various functions of the hydraulic machine. For example, the valve sections 120 may include a boom section 200 (e.g., a directional control valve) configured to operate the actuator 114, and a ride control section 300 (e.g., a ride control valve) configured to selectively couple the actuator 114 to the accumulator 116, which can be directly coupled to one another. That is a valve body of the directional control valve can be directly mechanically coupled to a valve body of the ride control valve. In some configurations, the valve sections 120 may further include other types of function sections, such as a bucket section, an auxiliary function section, as well as additional function sections for other functions. In some configurations, each of the valve sections 120 may configured with internal passages to couple to the pump 106, the tank 110, the actuator 114, and the accumulator 116 to perform their respective operations.

For example, still referring to FIG. 1, a directional control valve 200 may be configured to operate the actuator 114 (i.e., a boom cylinder). In this case, the actuator 114 is coupled to the work port 112, which is defined in the directional control valve 200. More specifically, the directional control valve 200 may be configured to operate the actuator 114 by controlling a flow of fluid to and from the actuator 114 to cause the actuator 114 to extend and retract in order to raise or lower a load. For example, hydraulic fluid supplied from the work port 112 to the actuator 114 may cause the actuator 114 to extend to raise a load, while hydraulic fluid leaving the actuator and entering the work port 112 may cause the actuator 114 to retract to lower the load. It is appreciated that the pressure of the hydraulic fluid can be adjusted in accordance with the load (e.g., the pressure can be increased as the load increases, and vice versa) to allow the load to be held at a particular height relative to the ground.

To operate the actuator 114, the directional control valve 200 may include a directional control spool 206 that may be movable between a plurality of positions. Movement of the directional control spool 206 between the plurality of positions can control fluid flow into, out of, or between one or more passages formed within the directional control valve 200. For example, the directional control valve 200 (e.g., a valve body thereof), can include a pump passage 204 to couple to the pump 106, a tank passage 208 to couple to the tank 110, and a work passage 212 to couple to the actuator 114. In some cases, and as will be described in greater detail below, the work passage 212 can be configured to couple the directional control valve 200 to a ride control valve 300, allowing the actuator 114 to be selectively coupled to the accumulator 116 to activate and deactivate the ride control system 100.

With additional reference to FIGS. 2 and 3, the main control valve 102 includes the ride control valve 300, which can be configured to activate and deactivate a ride control function of the hydraulic machine to serve as a suspension for the boom or other work function. Put another way, the ride control valve 300 can selectively couple the accumulator 116 to the actuator 114 to activate and deactivate a ride control function. To do so, the ride control valve 300 includes a valve body 302 and a ride control spool 306 that is housed within the valve body 302. The ride control spool 306 is configured to move within the valve body 302 between a plurality of ride control positions to selectively couple the pump 106, the tank 110, the actuator 114, and the accumulator 116, and the respective ports thereof. Correspondingly, in the illustrated non-limiting example, the valve body 302 can define a pump passage 304 configured to couple to the pump 106, a tank passage 308 configured to couple to the tank 110, a work passage 312 configured to couple to the actuator 114 (e.g., via the work port 112 and the work passage 212 of the directional control valve 200), and an accumulator passage 318 configured to couple to the accumulator 116.

As described in greater detail below, the ride control spool 306 may be actuated between the plurality of ride control positions to control various states and functions of the ride control valve 300. In the illustrated non-limiting example, the ride control spool 306 can be configured to move between four ride control positions. The first ride control position can be configured to couple the accumulator 116 to the tank 110 to discharge (i.e., depressurize) the accumulator 116 by blocking the work passage 312 and the pump passage 304, and coupling the accumulator passage 318 to the tank passage 308. The second ride control position can be configured to couple the pump 106 to the accumulator 116 to charge (i.e., pressurize) the accumulator 116 by blocking the tank passage 308 and the work passage 312, and coupling the pump passage 304 to the accumulator passage 318. The third ride control position can be configured to balance a pressure of the accumulator 116 with the pressure of the work port 112 (e.g., a pressure of the actuator pressure) by blocking the work passage 312 and selectively coupling the accumulator passage 318 with each of the pump passage 304 and the tank passage 308. It is appreciated that the second position can be an infinitely variable position between the first ride control position and the third ride control position to provide an infinitely variable charge rate to the accumulator 116. The fourth ride control position can be configured to couple the accumulator 116 to the actuator 114 to activate the ride control function by blocking the pump passage 304 and the tank passage 308 and coupling the accumulator passage 318 with the work passage 312. It is appreciated that, where multiple work ports are provided, only some work ports may be coupled to the accumulator 116. For example, in the case of a double-acting cylinder that is couple to two work ports, a first work port 112A can be coupled to the accumulator 116 while a second work port 112B can be coupled to tank.

In the illustrated non-limiting example, the ride control spool 306 is a spring-biased ride control spool that includes a biasing assembly 320 to bias the ride control spool 306 into the first ride control position. More specifically, the biasing assembly 320 includes a first compliant member 322 (e.g., a first control spring or other type resilient member) and a second compliant member 324 (e.g., a second control spring or other type of resilient member) that are arranged in series with one another. More specifically, the first control spring 322 extends and is retained between a spring seat 326 and a first spool seat 328, as well as between the spring seat 326 and the ride control spool 306 (e.g., via a retainer 329 coupled to the ride control spool 306). The spring seat 326 is movably coupled to the ride control spool 306 and can slide along the ride control spool 306 to allow relative movement therebetween. The first spool seat 328 is configured as a floating seat that is movably disposed within the valve body 302, and the second control spring 324 extends between the first spool seat 328 and a second spool seat 330.

Correspondingly, the first control spring 322 and the second control spring 324 can be compressed between the spring seat 326 (e.g., the ride control spool 306) and the second spool seat 330 as the ride control spool 306 moves from the first position, through the second position to the third position, and finally to the fourth position. More specifically, the second spring 324 can have sufficient initial precompression (e.g., an initial preload) such that the first control spring 322 will compress first. That is, the initial precompression of the second spring 324 can be selected so that the first control spring 322 fully compresses (e.g., in the third position when the ride control spool 306 makes initial contact with the first spool seat 328) without compression of the second control spring 324. Without compression, means that the second control spring 324 does not compress by more than about 5-percent of its initial pre-compressed length when the ride control spool 306 is in each of the first, second and third ride control positions. It is appreciated that both the first control spring 322 and the second control spring 324 can be set with an initial preload compression so the ride control spool 306 is biased to the first position.

To move the ride control spool 306 between the various ride control positions, the ride control valve 300 can include an electrohydraulic pressure regulating valve 332 (EPRV). In some cases, the EPRV 332 can be a solenoid actuator or other type of actuating device. The EPRV 332, and thus the ride control spool 306, can be controlled by a controller 128 (e.g., an electronic controller). That is, the controller 128 can selectively energize the EPRV 332 to overcome the biasing force of the biasing assembly 320 to move the ride control spool 306 between the various positions. The controller 128 can be a controller of the hydraulic machine (e.g., the same controller used to operate the directional control valve 200), or another controller.

In some cases, the controller 128 can move the ride control spool 306 based on a sensed pressure of one or both of the actuator 114 and the accumulator 116. That is, the controller can be configured to determine the pressure difference between the work port pressure and the accumulator pressure and to control the ride control spool 306 based on that determined pressure difference. Accordingly, the ride control system 100 can include a first sensor 122 configured to measure the work port pressure (i.e., the actuator pressure) and a second sensor 124 configured to measure the accumulator pressure. The controller 128 can receive a signal from each of the first sensor 122 and the second sensor 124, which can be used to determine the pressure difference between the work port pressure and the accumulator pressure.

With continued reference to FIGS. 1, 2, and 3, as mentioned above, the accumulator 116 can store a pressurized volume of hydraulic fluid. The ride control valve 300, via movement of the ride control spool 306, can be configured to charge and discharge the accumulator to store a volume of fluid at a desired pressure. Correspondingly, in some configurations, the ride control valve 300 may include a charge limit relief valve 336 and a max pressure relief valve 338 for the accumulator 116. The charge limit relief valve 336 may further set a desired charge pressure, and can allow a pump compensator (see, e.g., compensator 346, below) to close when the accumulator charge limit is reached. In some configurations, the accumulator 116 may discharge fluid to the tank 110 via the charge limit relief valve 336 when a charge limit pressure is achieved. In this configuration, the pump compensator 346 closes the pump supply to accumulator passage, and charge limit relief valve 336 flow to tank 110 is limited to the flow across flow limiting orifice 341, preventing excessive hydraulic power losses. Additionally, the accumulator 116 may discharge fluid via the max pressure relief valve 338 to the tank 110, once a set maximum pressure is achieved in the accumulator 116. Accordingly, the max pressure relief valve 338 can be an automatic relief valve to prevent the accumulator 116 from over-pressurizing. Relatedly, the ride control valve 300 can further include a manual or emergency discharge valve 342 to allow an operator to manually couple the accumulator 116 to tank 110 (e.g., internally to the ride control valve 300). Operating the emergency discharge valve 342 does not affect the pressure setting of either the charge limit relief valve 336 or the max pressure relief valve 338.

Relatedly, it is generally preferable to match an accumulator pressure with the actuator pressure prior to activating the ride control function (e.g., by moving the ride control spool into the fourth position to couple the accumulator 116 to the actuator 114). For example, in some cases, the ride control system 100 may be configured to block the ride control spool 306 from moving to the fourth position (e.g., via operation of the controller), unless a pressure difference between the work passage 312 (e.g., the work port 112) and the accumulator passage 318 is less than a predetermined pressure differential (e.g., about 3 bar to about 5 bar, or another pressure value).

To balance the accumulator pressure with the actuator pressure, the ride control valve 300 can include a pressure balancing spool 400 configured to selectively couple the accumulator 116 to the pump 106 and the tank 110 (e.g., via their respective passages in the ride control valve 300). In the illustrated non-limiting example, the pressure balancing spool 400 can move between three positions, namely, a neutral position, a first balancing position, and a second balancing position. In the neutral position, the pressure balancing spool 400 disconnects the accumulator 116 from the pump 106 and the tank 110 by blocking the accumulator passage 318 from both the pump passage 304 and the tank passage 308, such that pressure of the accumulator 116 does not change. In the first balancing position (e.g., a discharging position), the pressure balancing spool 400 connects the accumulator 116 to the tank 110 by blocking the pump passage 304 and coupling the accumulator passage 318 to the tank passage 308. As a result, high pressure fluid from the accumulator 116 will flow to the tank 110 to depressurize and discharge the accumulator 116. In the second balancing position (e.g., a charging position), the pressure balancing spool 400 connects the accumulator 116 to the pump 106 by blocking the tank passage 308 and coupling the accumulator passage 318 to the pump passage 304. As a result, high pressure fluid from the pump 106 will flow to the accumulator 116 to pressurize and charge the accumulator 116. It is appreciated that, in the illustrated non-limiting example, the pressure balancing spool 400 is selectively coupled with the pump 106, tank 110, and accumulator 116 via the ride control spool 306, and thus flow through the pressure balancing spool 400 may be dependent on a position of the ride control spool.

As shown in the illustrated non-limiting example, the pressure balancing spool 400 can be configured as a double-biased valve that can move between the neutral position and each of the first and second balancing positioned based on pressure differential between the work passage 312 and the accumulator passage 318. More specifically, the pressure balancing spool 400 can include a biasing assembly 420 configured to bias the pressure balancing spool 400 into the neutral position when a pressure difference between the work passage 312 and the accumulator passage 318 is less than a predetermined pressure differential. In this case, the biasing assembly 420 includes a first compliant member 422 (e.g., a first balancing spring or other type resilient member) and a second compliant member 424 (e.g., a second balancing spring or other type of resilient member) that are arranged in an opposed configuration. It is appreciated that the predetermined pressure differential can be set based on a spring installed force of the first balancing spring 422 and the second balancing spring 424. Further, the predetermined pressure differential can act to provided hysteresis to the ride control system 100 that can reduce rapid changes in position of the pressure balancing spool 400, which may occur due a load on the actuator 114 being varied.

Due to the opposed configuration of the first balancing spring 422 and the second balancing spring 424, biasing assembly 420 causes the pressure balancing spool 400 to attain the neutral position when the pressure difference between the work passage 312 and the accumulator passage 318 is less than the predetermined pressure differential. However, when the pressure difference between the work passage 312 and the accumulator passage 318 is greater than the predetermined pressure differential, the pressure difference can overcome the spring forces and move the pressure balancing spool 400 to either of the first balancing position and second balancing position. In other non-limiting examples, a biasing assembly can be arranged in other ways. For example, a biasing assembly can include compliant members arranged in series with one another.

This movement results from connecting a first end of the pressure balancing spool 400 to the work passage 312, and an opposing, second end of the pressure balancing spool 400 to the accumulator passage 318. Accordingly, when the pressure in the accumulator passage 318 (i.e., the actuator pressure) is greater than the pressure in the work passage 312 (i.e., the accumulator pressure), the pressure balancing spool 400 can move to the first balancing position to discharge and depressurize accumulator 116. Conversely, when the pressure in the work passage 312 is greater than the pressure in the accumulator passage 318, the pressure balancing spool 400 can move to the second balancing position to charge and pressurize the accumulator 116, or a single spring that can bias to the neutral position in both directions.

To prevent flow to the pump 106 in the first and second balancing positions (e.g., when balancing the accumulator pressure with the pump 106 “off” or supplying fluid at a lower pressure than that of the accumulator), a check valve 344 or other type of non-return valve can be positioned along the pump passage 304, between the pressure balancing spool 400 and the ride control spool 306 (e.g., the pump 106). Correspondingly, to reduce a pump pressure to a predetermined margin greater than the accumulator pressure, the ride control valve 300 can further include a compensator 346 positioned along the pump passage 304, between the pressure balancing spool 400 and the ride control spool 306 (e.g., the pump 106). The compensator 346 may be coupled to the accumulator 116 to sense the charge pressure of the accumulator 116. In the illustrated non-limiting example, the compensator 346 is positioned between the check valve 344 and the pressure balancing spool 400.

In some cases, the pressure balancing spool 400 can be advantageously arranged relative to the ride control spool 306 to provide more compact packaging and to allow the ride control function to be operated using a single EPRV. For example, as illustrated in FIG. 3, in particular, the pressure balancing spool 400 can be movable relative to, and secured within, the ride control spool 306. That is, the pressure balancing spool 400 can be movably disposed within a chamber 348 (e.g., a bore) that is defined within the ride control spool 306 (e.g., to be nested within the ride control spool 306). More specifically, the pressure balancing spool 400 and the ride control spool 306 can be coaxial with one another, such that each can move along an axis 360 between their respective positions. In other non-limiting examples, the pressure balancing spool 400 can be arranged differently, for example, to be spaced apart from the ride control spool 306 while remaining within the ride control valve 300.

Correspondingly, the biasing assembly 420 can also be disposed within the ride control spool 306 to bias the pressure balancing spool 400 relative to and within the ride control spool 306. In particular, the first balancing spring 422 can be positioned to apply a first biasing force between a first end of the pressure balancing spool 400 and the ride control spool 306 and the second balancing spring 424 can be positioned to apply a second, opposing biasing force between a second end of the pressure balancing spool 400 and the ride control spool 306. In this case, the first balancing spring 422 is retained on the pressure balancing spool 400 by a first retainer 426 and the second balancing spring 424 is retained on the ride control spool 306 by a second retainer 428. In other non-limiting examples, the biasing assembly 420 can be arranged differently.

With continued reference to FIGS. 1 and 3, in some non-limiting examples, the main control valve 102 can optionally include a low leak check valve 126 to reduce leakage from the actuator 114 to the main control valve 102, and thus, reduce actuator drift. By incorporating the ride control valve 300 into the main control valve 102, the low leak check valve 126 can be coupled to the work passage 312 between the work port 112 and the connection with the ride control work passage 312. Put another way, the low leak check valve 126 can be coupled along the work passage 312 between the work port 112 and the ride control spool 306. This differs from conventional arrangements that require external conduits to couple a ride control valve to an actuator, typically with the ride control spool and accumulator between the low leak check valve and the actuator 114. Correspondingly, the low leak check valve 126 arrangement as described herein, can reduce leakage to the ride control valve 300 to reduce actuator drift. In this way, the ride control valve 300 will have little to no effect on a leakage rate of the actuator 114. Additionally, this arrangement allows for wider manufacturing tolerances to be used without affecting system performance.

In this case, the low leak check valve 126 has a side port that is coupled with the work port 112 and the actuator 114, and a nose port that is coupled with work passage 312 of the ride control valve 300 (e.g., to couple to the accumulator 116). A poppet is movably disposed within a control chamber, which is coupled to the directional control spool 206 and/or the ride control spool via a control passage 350. Accordingly, when the directional control spool 206 is actuated to couple the pump 106 to the actuator 114, the pressure at the nose port can exceed the pressure at the side port (and within the control chamber) to open the poppet and allow flow from the pump 106 to the work port 112 and actuator 114. When the directional control spool 206 is actuated to couple the actuator 114 to tank 110, the directional control spool 206 opens the control passage 350 to couple the control chamber to the nose port, and the nose port to the tank 110. As a result, the side port pressure will be greater than both the nose port and control chamber pressures to cause the poppet to open and allow flow from the actuator 114 to the tank 110.

With regard to the ride control spool 306, when the ride control spool 306 is in the first, second, and third ride control positions, the control passage 350 is blocked and the poppet is closed to block the ride control spool 306 and accumulator 116 from the actuator 114. However, when the ride control spool 306 is in the fourth ride control position, the control passage 350 can be coupled with the nose port via a non-return valve 352 provided in the ride control valve 300. While FIG. 1 illustrates the non-return valve 352 being provided in the ride control spool 306, it is appreciated that the non-return valve 352 can actually be provided within the pressure balancing spool 400, as shown in FIG. 3.

The inclusion of the non-return valve 352 allows the poppet to open to allow bidirectional flow between the accumulator 116 and the actuator 114, thereby allowing movement of the actuator 114 when the ride control function is activated. In particular, when the nose port pressure is greater than the side port pressure, non-return valve 352 blocks flow from the nose port to the control port, while the control passage 350 allows flow from the control chamber to the side port, resulting in the control chamber pressure being equal to the side port pressure to allow the poppet to open and allow flow from the accumulator 116 to the actuator 114. Conversely, when the side port pressure is greater than the nose port pressure, the pressure in control chamber will be closer to the nose port pressure and the poppet will open to allow flow from actuator 114 to the accumulator 116. It is appreciated that the control port pressure is closer to nose port pressure because the pressure drop from side port to the control chamber across the control passage 350 will be higher than the pressure drop from control chamber to the nose port.

Referring now to FIGS. 4 and 5, in some non-limiting examples, the ride control valve 300 can also be configured to provide a warm-up function. That is, the ride control valve 300 can be configured to connect the pump 106 directly to the tank 110, via the ride control spool 306, to allow hydraulic fluid to circulate through the ride control valve 300 and other system components to heat the system to a desired operating temperature. More specifically, the ride control valve 300 can allow a proportional, limited, and compensated flow from pump passage to tank passage. An additional orifice between EPRV 358 output and sump passage can circulate flow through pilot and sump conduits. Both of the above connections can be used to heat the main control valve 102 and the system hydraulic fluid to a desired operating temperature. The warm-up function can be operated independently of the directional control valve 200 or other functions (e.g., a bucket or other function).

For example, to provide a warm-up function, the ride control spool 306 can be configured to move to a fifth ride control position. More specifically, the ride control spool 306 can be moved from the first ride control position, in a direction opposite (e.g., away from) the second, third, and fourth ride control positions. As described in greater detail below, in fifth ride control position, the ride control spool 306 can be moved axially (e.g., along the axis 360) away from the first, second, third, and fourth ride control positions to be in contact with a third spool seat 354, which can be defined by the valve body 302, at an end opposite the second spool seat 330.

In the fifth ride control position, the ride control spool 306 couples the pump passage 304 to the tank passage 308 to allow fluid to circulate through the system. In some cases, the pump 106 can be coupled to the compensator 346 and/or a restriction orifice 362 that can be provided within the ride control spool 306, which can provide a restriction to cause heating of the fluid. Additionally, in the fifth ride control position, the accumulator passage 318 can be coupled to the tank passage 308, while the work passage 312 is blocked. Relatedly, to move the ride control spool 306 to the fifth ride control position, the ride control valve 300 can include second EPRV 358. The second EPRV 358 can be selectively energized by the controller 128.

Continuing with reference to FIG. 6, a method 600 for controlling a ride control valve for a hydraulic machine is illustrated. While the method 600 is described with reference to the ride control system 100 of FIGS. 1-5, it is understood that the method 600 can also be used with other non-limiting examples of ride control systems. Further, it is appreciated that various steps of the method 600 do not need to be carried out in any particular order.

As generally mentioned above, the controller 128 can selectively energize the EPRV 332 to move the ride control spool 306 between the plurality of ride control positions. In particular, at block 604, the ride control spool 306 can be positioned in the first ride control position. The first ride control position can correspond with an “off” or deactivated state of the ride control valve 300. Specifically, and with additional reference to FIGS. 3, 5, and 7, the controller 128 can energize to the EPRV 332 to position the ride control spool 306 in the first ride control position, for example, by applying a first electrical current to the EPRV 332. The first electrical current can be range of electrical currents configured to axially position the ride control spool 306 to discharge the accumulator 116 (e.g., between about 0 and about 400 milliamperes). In some cases, the first electrical current may be zero milliamperes, such that the controller 128 de-energizes the EPRV 332. That is, because the ride control spool 306 can be biased to the first ride control position by the biasing assembly 320, the controller 128 may not energize the EPRV 332 to allow the biasing assembly 320 to apply a force to the ride control spool 306 and retain it in the first ride control position.

As generally mentioned above, in the first ride control position, the accumulator 116 is coupled to discharge to tank 110, and the accumulator 116 can be blocked from both the pump 106 and the actuator 114. In the first ride control position, the first control spring 322 and the second control spring 324 can each be in a preloaded or uncompressed state, such that the ride control spool 306 is spaced from the first spool seat 328 by a first distance. Accordingly, the first control spring 322 and the second control spring 324 can each be at a respective preloaded or initial spring length. The first control spring 322 can extend between the spring seat 326 and the retainer 329 and/or the first spool seat 328. Relatedly, the ride control spool 306 can be spaced from the third spool seat 354 and the first spool seat 328 can be spaced from the second spool seat 330.

With regard to the actuator 114, the low leak check valve 126 can be closed so that the ride control valve 300 does not contribute to the leakage rate of the actuator 114. Relatedly, in the first position, the pressure balancing spool 400 can be vented to tank 110 so that the pressure balancing spool 400 is in the neutral position.

At block 606, and with additional reference to FIG. 8, the ride control spool 306 can be positioned in the second ride control position. The second ride control position can correspond with charging state of the ride control valve 300 that is configured to supply fluid to increase the pressure of the accumulator 116 (e.g., to charge the accumulator 116). The controller 128 can selectively energize the EPRV 332 to axially position the ride control spool 306 at the second ride control position. For example, the controller 128 can provide a second electrical current value to the EPRV 332. The second electrical current can be a range of electrical currents configured to axially position the ride control spool 306 to charge the accumulator 116 (e.g., between about 550 milliamperes and about 700 milliamperes).

As generally mentioned above, the second ride control position can be a variable position to allow a charging rate of the accumulator 116 to be adjusted between a minimum and a maximum charging rate. Accordingly, the second position can include a range of axial positions that block the tank passage 308 and the work passage 312 and couple the accumulator passage 318 to the pump passage 304. In the illustrated non-limiting example, the controller 128 can operate under a proportional control mode to vary an electrical current supplied to the EPRV 332 to adjust the ride control spool 306 with the range of axial positions to vary an open area between the accumulator passage 318 and pump passage 304. By controlling the size of the open area, the charging rate of the accumulator 116 is also controlled.

In the second ride control position, the ride control spool 306 is moved toward the first spool seat 328 and the second spool seat 330. More specifically, the ride control spool 306 remains spaced from the first spool seat 328 by a second distance (e.g., a second distance) that is less than the first distance, and the first spool seat 328 remains spaced from the second spool seat 330. In doing so, the spring seat 326 can engage and move with the ride control spool 306 to compress the first control spring 322 between the spring seat 326 and the first spool seat 328, such that the first control spring 322 is at a second spring length (e.g., an intermediate spring length). The retainer 329 may disengage from the first control spring 322 in the second ride control position. It is appreciated that the second control spring 324 may remain at about its maximum length (e.g., to be substantially uncompressed as compared with the first ride control position). More specifically, due to the higher preload on the second control spring 324, the second control spring will not further compress in the second ride control position and will remain at is preloaded length.

With regard to the actuator 114, the low leak check valve 126 will be closed so that the ride control valve 300 does not contribute to the leakage rate of the actuator 114. Relatedly, in the first position, the pressure balancing spool 400 will be moved into the second balancing position to couple the accumulator passage 318 to the pump passage 304, within the ride control spool 306.

At block 608, and with additional reference to FIG. 9, the ride control spool 306 can be positioned in the third ride control position. The third ride control position can correspond with balancing state of the ride control valve 300 that is configured to match the accumulator pressure with the actuator pressure. That is, for example, the ride control valve 300 can charge and discharge the accumulator 116 to bring the accumulator pressure withing a predetermined pressure differential from the actuator pressure. Accordingly, the controller 128 can energize the EPRV 332 to axially position the ride control spool 306 at the third ride control position. For example, the controller 128 can provide a third electrical current value to the EPRV 332. The third electrical current can be a range of electrical currents configured to axially position the ride control spool 306 to balance the accumulator pressure with the actuator pressure (e.g., between about 800 milliamperes and about 1000 milliamperes).

In the third ride control position, the ride control spool 306 is moved toward the first spool seat 328 and the second spool seat 330 so that the work passage 312 is blocked, and the accumulator passage 318 can be selectively coupled with the tank passage 308 and the pump passage 304 via the pressure balancing spool 400. More specifically, the ride control spool 306 is moved into contact with the first spool seat 328, which remains spaced from the second spool seat 330. In doing so, the spring seat 326 moves with the ride control spool 306 to further compress the first control spring 322 between the spring seat 326 and the first spool seat 328, such that the first control spring 322 is at a third spring length (e.g., minimum spring length). It is appreciated that, due to the higher initial preload of the second control spring 324, the second control spring 324 does not compress, such that the first spool seat 328 can function similarly to a hard or immovable seat in the third ride control position. The retainer 329 may be disengaged from the first control spring 322 the second control spring 324 may be substantially uncompressed from its maximum length (e.g., at the first ride control position).

With the ride control spool 306 in the third ride control position, a first end of the pressure balancing spool 400 (e.g., a discharge end) is coupled to the accumulator passage 318 and a second end of the pressure balancing spool 400 (e.g., a charge end) is coupled to an actuator passage 356 (coupled to the actuator 114) to provide pressure compensation for the biasing assembly 420. Accordingly, when the accumulator pressure is greater than the actuator pressure by the predetermined pressure differential, the pressure balancing spool 400 can move to the first balancing position to discharge and depressurize accumulator 116. When the actuator pressure is greater than the accumulator pressure by the predetermined pressure differential, the pressure balancing spool 400 can move to the second balancing position to charge and pressurize the accumulator 116. When the actuator pressure and the accumulator pressure are within the predetermined pressure differential from one another, the biasing assembly 420 causes the pressure balancing spool 400 to move to the neutral position to maintain the accumulator pressure within the predetermined pressure differential from the actuator pressure. The pressure balancing spool 400 can move independently of the ride control spool 306, such that the pressure balancing spool 400 moves between the neutral and first and second balancing positions, while the ride control spool 306 can remain stationary in the third ride control position.

At block 610, and with additional reference to FIG. 10, the ride control spool 306 can be positioned in the fourth ride control position. The fourth ride control position can correspond with activated state of the ride control valve 300 that is configured to activate the ride control function by coupling the actuator 114 with the accumulator 116. Accordingly, the controller 128 can energize the EPRV 332 to axially position the ride control spool 306 at the fourth ride control position. For example, the controller 128 can provide a fourth electrical current value to the EPRV 332. The fourth electrical current can be a range of electrical currents configured to axially position the ride control spool 306 to couple the accumulator 116 to the actuator 114 (e.g., between greater than 1300 milliamperes). In some cases, the fourth current command can be a 100% current command and the first, second, and third current commands can be proportionally lesser command (e.g., between about 0% and about 30%, between about 40% and about 55%, and between about 60% and about 80%, respectively).

In some cases, the controller 128 may be configured to move the ride control spool 306 to the fourth position only when the pressure difference between the accumulator 116 and the actuator 114 is less than the predetermined pressure differential. Correspondingly, the controller 128 can be configured to determine the pressure difference between the work port pressure and the accumulator pressure, based on a signal from each the first sensor 122 and the second sensor 124.

In the fourth ride control position, the ride control spool 306 is moved toward the first spool seat 328 and the second spool seat 330 so that the tank passage 308 and the pump passage 304 are blocked, and the accumulator passage 318 is coupled with the work passage 312. More specifically, the ride control spool 306 is moved to cause the first spool seat 328 to move into contact with the second spool seat 330. This causes the second control spring 324 to be fully compressed between the first spool seat 328 and the second spool seat 330.

Relatedly, the pressure balancing spool 400 can move within the ride control spool 306 to block the tank passage 308 and the pump passage 304. Additionally, the accumulator 116 will be coupled with the actuator 114 via the low leak check valve 126, which, as generally described above, can allow fluid to flow between the actuator 114 and the accumulator 116 in response to fluctuating actuator pressures caused by, for example, the hydraulic machine traveling along an uneven support surface. That is, the low leak check valve 126 can allow for bi-directional flow between the actuator 114 and the accumulator 116.

At block 602, and with additional reference to FIG. 11, the ride control spool 306 can be positioned in the fifth ride control position. The fifth ride control position can correspond with a warm-up state of the ride control valve 300 that is configured to allow fluid to circulate through the system. Accordingly, the controller 128 can energize the second EPRV 358 to axially position the ride control spool 306 at the fifth ride control position. For example, the controller 128 can provide an electrical current value to the second EPRV 358. The electrical current can be a range of electrical currents configured to axially position the ride control spool 306 to couple the pump 106 to the tank 110 (e.g., between about 800 milliamperes and about 1000 milliamperes). Additionally, the accumulator 116 can be coupled to the tank 110.

In the fifth ride control position, the ride control spool 306 is moved away from the first, second, third, and fourth ride control positions, such that the ride control spool 306 contacts the third spool seat 354. Correspondingly, the spring seat 326 can engage the valve body 302 and the ride control valve 300 can slide through the spring seat 326. As a result, the first control spring is compressed between the spring seat 326 and the retainer 329. The second control spring 324 remains at its maximum length between the first spool seat 328 and the second spool seat 330, since the first spool seat 328 can be prevented from moving toward the ride control spool 306 by engagement with the valve body 302.

FIG. 7 illustrates the relationship between the ride control position of the ride control spool 306 and the command current delivered to the EPRV 332. As generally mentioned above, in the first ride control position, the first control spring 322 can be preloaded. In the first ride control position, the first control spring 322 may be preloaded so that the first control spring 322 does not further compress unless acted upon by a first threshold compression force. In some non-limiting examples, the EPRV 332 may begin to compress the first control spring 322, by overcoming the first threshold compression force, for example, once a first threshold current energizes the EPRV 332. Energizing current supplied to the EPRV 332 that is greater than the first threshold current can cause the EPRV 332 to displace the ride control spool 306 from the first ride control position, through the second ride control position, to the third ride control position. In some non-limiting examples, the ride control spool 306 may be displaced from the first to the third ride control position, proportionally to the current supplied to the EPRV 332 in excess of the first threshold current.

Still referring to FIG. 7, similar to the first control spring 322, the second control spring 324 can be preloaded so that the second control spring 322 is not further compressed unless acted upon by a second threshold compression force. The second threshold compression force can be greater than the first threshold compression force, such that the first ride control spring 322 may be fully compressed without compression of the second control spring 324. The ride control spool 306 may therefore not be actuated from the third ride control position to the fourth ride control position until the second threshold compression force of the second spring 322 is overcome. Correspondingly, the EPRV 332 may begin to compress the second control spring 324 by overcoming the second threshold compression force, for example, once a second threshold current energizes the EPRV 332. Energizing current supplied to the EPRV 332 that is greater than the second threshold current, can cause the EPRV 332 to displace the ride control spool 306 from the third ride control position (or any other ride control position) to the fourth ride control position. In some non-limiting examples, the ride control spool 306 may be displaced from the third to the fourth ride control position, proportionally to the current supplied to the EPRV 332 in excess of the second threshold current.

Accordingly, in one non-limiting example, to move the ride control spool 306 from the first ride control position to the third ride control position, the controller 128 can supply a first threshold current 630 to overcome the preload of the first control spring 322 and initially move the ride control spool 306 from the first ride control position (e.g., at line 620) toward the second ride control position. Subsequently, supplying an increasing command moves the ride control spool 306 from the first ride control position, through the second ride control position (e.g., at line 622), at a first proportional rate until the ride control spool 306 contacts the first spool seat 328 to fully compress the first control spring 322 and achieve the third ride control position (e.g., at line 624). At this point, further movement of the ride control spool 306 toward the fourth ride control position is resisted by the second control spring 324, until a second threshold current 632 is supplied. Once the second threshold current 632 is supplied, a further increase in the current moves the ride control spool 306 from the third ride control position at a second proportional rate until the ride control spool 306 contacts the second spool seat 330 to fully compress the second control spring 324 and achieve the fourth ride control position (e.g., at line 626).

Within this specification embodiments have been described in a way which enables a clear and concise specification to be written, but it is intended and will be appreciated that embodiments may be variously combined or separated without parting from the invention. For example, it will be appreciated that all preferred features described herein are applicable to all aspects of the invention described herein.

Thus, while the invention has been described in connection with particular embodiments and examples, the invention is not necessarily so limited, and that numerous other embodiments, examples, uses, modifications and departures from the embodiments, examples and uses are intended to be encompassed by the claims attached hereto. The entire disclosure of each patent and publication cited herein is incorporated by reference, as if each such patent or publication were individually incorporated by reference herein.

Various features and advantages of the invention are set forth in the following claims.

Systems and Methods for Hydraulic Ride Control System

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CPC

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CROSS-REFERENCES TO RELATED APPLICATIONS

Provisional Applications (1)