Patent Description:
One example for cantilevered boom wings is disclosed in <CIT>, considered as generic, where a boom mounting assembly for attachment to an agricultural machine is provided. The assembly comprises a primary frame and a boom support frame which is configured to support a boom. The boom support frame is suspended from the primary frame such that the boom support frame can pivot in a transverse plane around a longitudinal axis of rotation provided in a pivot point. The left and right side booms are connected on the top side by cylinders to the boom support frame and pivotally coupled to the boom support frame.

However, when traveling over uneven terrain the associate vehicle may roll from side to side, resulting in roll of the boom wings. This roll can cause to the distance between the boom wings and the target crops to change, which may result in undesired application or damage.

One or more techniques and systems are described herein for stabilizing cantilevered booms that are coupled to a vehicle. For example, the vehicle may be traveling over uneven terrain, which can cause the vehicle to roll to the left and right. In this example, the vehicle roll can result in the respective booms to roll up and down relative to the ground, which may result in the booms contacting the ground or damaging crops. In one implementation, a stabilizing suspension can be used to mitigate the roll of the booms by isolating the vehicle roll from the roll of the booms.

In a boom suspension system for level suspending associated left and right booms from an associated vehicle, a central frame is operably, fixedly engaged with a chassis of the associated vehicle, where the central frame comprises a top member and a bottom member. Further, the system comprises a horizontally disposed stabilizer bar that comprises a left end and a right end. The left end is engaged with a left boom tilt cylinder that is operably engaged with a top frame of a left boom, and the right end is engaged with a right boom tilt cylinder that is operably engaged with a top frame of a right boom. Additionally, a stabilizer bar link is engaged with the central frame and with the stabilizer bar. The link allows the stabilizer bar to move left and right with respect to, and independently from, the central frame, while the stabilizer bar remains operably engaged with the central frame through the stabilizer bar link. A left wing pivot joint is operably engaged with the left boom at a left bottom frame and a left end of the bottom member. A right wing pivot joint is operably engaged with the right boom at a right bottom frame and a right end of the bottom member. Respective wing pivot joints comprising a roll pivot to provide for the engaged boom to pivot up and down relative to the central frame.

To the accomplishment of the foregoing and related ends, the following description and annexed drawings set forth certain illustrative aspects and implementations. These are indicative of but a few of the various ways in which one or more aspects may be employed. Other aspects, advantages and novel features of the disclosure will become apparent from the following detailed description when considered in conjunction with the annexed drawings.

The claimed subject matter is now described with reference to the drawings, wherein like reference numerals are generally used to refer to like elements throughout. In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the claimed subject matter. It may be evident, however, that the claimed subject matter may be practiced without these specific details. In other instances, structures and devices are shown in block diagram form in order to facilitate describing the claimed subject matter.

A boom suspension system may be devised that mitigates roll of cantilevered arms of a boom apparatus when the chassis of a vehicle engaged with the boom apparatus rolls to the side. That is, for example, a crop sprayer used in agricultural settings can be used to apply desired chemicals to soil or crops. The crop sprayer can be a self-propelled vehicle or may be attached to a separate vehicle to move the sprayer over target fields. A crop sprayer typically has cantilevered boom wings that deploy from either side of the sprayer, projecting a spraying width equivalent to the combined length of the cantilevered boom wings. In one implementation, the systems described herein may be used to help stabilize the cantilevered boom wings of a crop sprayer.

That is, for example, a vehicle traversing uneven terrain may experience roll from side to side. In this example, boom wings extending in a cantilevered manner from an apparatus coupled with the vehicle may experience roll, which can result in the ends of the wings striking the ground or objects protruding from the ground (e.g., crops). A boom suspension system described herein can mitigate wing roll, by providing for the wings to move independently from a frame that couples the suspension system to the chassis. Further, in this example, movement and inertia of the wings can assist in maintaining a relatively horizontal position even when the vehicle rolls from side to side. As one example, the boom apparatus can comprise an agricultural sprayer, which boom wings that extend to allow for greater spraying coverage. In this example, it is preferable to maintain the boom wings at a consistent distance from the ground or target crops during application. The boom suspension system described herein can mitigate up and down movement of the respective boom wings of the sprayer, to help maintain a consistent distance from the ground, while traveling over uneven ground.

<FIG>, <FIG>, <FIG>, and <FIG> are is a component diagrams illustrating an example boom suspension system <NUM>, and various implementations. In this implementation the example system <NUM> comprises a central frame that is operably (e.g., during operation of the system), fixedly engaged with a vehicle chassis (e.g., <NUM> of <FIG>). For example, the central frame may be fastened (e.g., or otherwise operably, fixedly engaged) to lift arms that are attached to the vehicle chassis, where the lift arms are used to lift and lower the central frame to a desired height. Further, in the example system <NUM>, the central frame can comprise a top member <NUM> and a bottom member <NUM>. In some implementations, the central frame can also comprise a left or first vertical member <NUM> and a second or right vertical member <NUM>. The left vertical member <NUM> and right vertical member <NUM> can respectively be fixedly engaged with the top member104 and the bottom member <NUM>. In some implementations, the central frame <NUM> may comprise additional members, for example, depending on the amount of support needed, and/or the type of application. In some implementations, the top member can comprise a first or left end <NUM> and a second or right end <NUM>.

As illustrated in <FIG>, the example system <NUM> comprises a horizontally disposed stabilizer bar <NUM>. The stabilizer bar <NUM> can a first or left end <NUM> and a second or right end <NUM>. In this implementation, the left end <NUM> is engaged with a first or left boom tilt cylinder <NUM> that is operably engaged with a top frame134 of a left boom <NUM>. Further, the right end <NUM> is engaged with a second or right boom tilt cylinder <NUM> that is operably engaged with a top frame <NUM> of a right boom <NUM>. That is, for example, the left boom <NUM> is coupled with the right boom <NUM> by the stabilizer bar <NUM>, which is coupled to the left tilt cylinder <NUM> and right tilt cylinder <NUM>, respectively engaged with the boom frames <NUM>, <NUM>. As an example, the respective left and right tilt cylinders <NUM>, <NUM> can be used to independently pivot the attached boom <NUM>, <NUM> up and down, vertically, to adjust the height from ground (e.g., or crop) of the boom wings <NUM>, <NUM>. The stabilizer bar can be of sufficient length to allow the respective booms <NUM>, <NUM> to be operably disposed in a substantially horizontal position.

In this implementation, in the example system <NUM>, a stabilizer bar link <NUM> that is engaged with the central frame <NUM>, and is engaged with the stabilizer bar <NUM>. The stabilizer bar link <NUM> allows the stabilizer bar <NUM> to move left and right (e.g., translate substantially horizontally) with respect to, and independently from, the central frame <NUM>, while the stabilizer bar <NUM> is operably coupled with the central frame <NUM> through the stabilizer bar link <NUM>. That is, for example, the stabilizer bar link <NUM> (a. : frame link) can hold the stabilizer bar <NUM> in alignment with the central frame, mitigating movement of the stabilizer bar <NUM> from front to back or laterally. In this way, for example, the stabilizer bar <NUM>, and coupled booms <NUM>, <NUM>, can move side to side and remain substantially stable with regard to lateral or front to back movement.

Further, as illustrated in <FIG>, the example system <NUM> can comprise a left wing pivot joint <NUM> that is operably engaged with the left boom <NUM> at a left bottom frame <NUM> and a left end of the bottom member106. Additionally, a right wing pivot tilt <NUM> can be operably engaged with the right boom <NUM> at a right bottom frame <NUM> and a right end of the bottom member <NUM>. In this implementation, the respective wing pivot tilts <NUM>, <NUM> can comprise a roll pivot that provides for the engaged boom <NUM>, <NUM> to pivot (e.g., roll) up and down. For example, the left and right booms <NUM>, <NUM> are configured to pivot side to side or horizontally so that the booms <NUM>, <NUM> can be stowed for transport. In this implementation, the roll pivot of the respective wing pivot tilts <NUM>, <NUM> can also allow the respective booms <NUM>, <NUM> to pivot up and down or vertically.

In one implementation, as illustrated in <FIG>, <FIG>, the stabilizer bar link <NUM> can comprise at least one swing link 122a, 122b that is pivotably engaged with the top member <NUM> or top portion or the central frame <NUM>, and is pivotably engaged with the stabilizer bar <NUM>. In one implementation, the length of the at least one swing link 122a, 122b can be determinative of a length of travel of the stabilizer bar left and right. That is, for example, as the length of the swing link increases, the distance of travel of the stabilizer bar <NUM> can also increase. In one implementation, the stabilizer bar link <NUM> can comprise a first swing link 122a engaged with a top portion of the central frame <NUM>, at a left side <NUM> (e.g., left end) and a second swing link 122b engaged with the top portion of the central frame <NUM>, at a right side <NUM> (e.g., right end). That is, the first swing link 122a can be engaged with the top member <NUM> proximate the left end <NUM>, and the second swing link 122b engaged with the top member <NUM> proximate the right end <NUM>. As illustrated, the respective swing links 122a, 122b are pivotably engaged with the top member <NUM> and pivotably engaged with the stabilizer bar <NUM> such that the pivotable engagements have parallel axes. In this example, this arrangement allows the stabilizer bar <NUM> to travel left and right horizontally independently of the central frame <NUM>, while mitigating movement laterally or front to back.

In one implementation, as illustrated in <FIG>, the distance between the first swing link engagement with the top member <NUM> and the second swing link engagement with the top member <NUM> is greater than a distance between the first swing link engagement with the stabilizer bar <NUM> and the second swing link engagement with the stabilizer bar <NUM>. As an example, this arrangement would dispose the respective swing links 122a, 122b angling down toward the center of the central frame <NUM> (e.g., as illustrated). In an alternate implementation, the distance between the first swing link engagement with the top member <NUM> and the second swing link engagement with the top member <NUM> is less than a distance between the first swing link engagement with the stabilizer bar <NUM> and the second swing link engagement with the stabilizer bar <NUM>. In this implementation, for example, the respective swing links 122a, 122b may be angling down away from the center of the central frame <NUM>. In yet another alternate implementation, a distance between the first swing link engagement with the top member <NUM> and the second swing link engagement with the top member <NUM> can be substantially equivalent to a distance between the first swing link engagement with the stabilizer bar <NUM> and the second swing link engagement with the stabilizer bar <NUM>. In this implementation, for example, the respective swing links 122a, 122b may be substantially vertical and parallel to each other when no roll is applied.

<FIG>, along with <FIG>, are component diagrams that illustrate the example system <NUM> in one example operation. <FIG> shows the example system <NUM> is a neutral or horizontal position, where the stabilizer bar <NUM> is parallel and substantially centered with respect to the central frame <NUM>. That is, for example, the respective booms <NUM>, <NUM>, to which the stabilizer bar <NUM> is coupled, are in a neutral or horizontal position, such as when the vehicle chassis (e.g., <NUM> of <FIG>) is disposed on substantially flat and level ground.

<FIG> illustrates the example system when the vehicle chassis <NUM>, as in <FIG>, undergoes roll, such as when the vehicle encounters uneven terrain. In this example, because the central frame <NUM> is fixedly engaged with the vehicle chassis <NUM>, the central frame also experiences roll or roll to a same side as the roll of the vehicle. However, because the left and right horizontal movement of the stabilizer bar <NUM> is independent from the roll of the central frame <NUM>, the stabilizer bar <NUM> may not undergo the same amount of horizontal movement. That is, in this example, the inertia of the left boom <NUM> can be applied to the coupled stabilizer bar <NUM> when the central frame <NUM> undergoes roll. In this example, because the left boom <NUM> was in a neutral, rest position in <FIG>, the resting inertia of the left boom <NUM> can maintain the stabilizer bar in a substantially neutral position with respect to the right boom <NUM>. However, as illustrated, the position of the stabilizer bar <NUM> is changed with respect to the central frame <NUM>, as the central frame has rolled to the right, while the stabilizer bar <NUM> remains substantially neutral. That is, for example, the stabilizer bar <NUM> has moved to the left horizontally with respect to the central frame <NUM>. Upon the central frame returning to a neutral position, as in <FIG>, the stabilizer bar <NUM>, and thus the coupled booms <NUM>, <NUM>, can return to the neutral position relative to the central frame <NUM> (e.g., and the vehicle chassis <NUM>). In this way, the respective booms <NUM>, <NUM> can remain substantially horizontal while the central frame rolls from side to side, for example.

In alternate implementations, as illustrated in <FIG>, the stabilizer bar link <NUM> can comprise a sleeve or rail. In one example implementation, the stabilizer bar link <NUM> can comprise a sleeve that is operably, fixedly engaged with the central frame <NUM>, and is also slidably engaged with the stabilizer bar <NUM>. In this implementation, the stabilizer bar <NUM> can translate left and right, horizontally, inside the sleeve <NUM>. In an alternate implantation, the stabilizer bar link <NUM> can comprise a rail that is fixedly engaged with the central frame <NUM>. In this implementation, the rail of the stabilizer bar link <NUM> can be slidably engaged with the stabilizer bar <NUM> such that the stabilizer bar can translate left and right, horizontally, along the rail. As illustrated, the stabilizer bar <NUM> is engaged with the left or first tilt cylinder <NUM>, which is engaged with the left or first boom <NUM>. Further, the stabilizer bar <NUM> is engaged with the right or second tilt cylinder <NUM>, which is engaged with the right or second boom <NUM>.

In one implementation, the stabilizer bar link <NUM>, as a sleeve or rail, can be fixed to the respective left and right vertical members <NUM>, <NUM> of the central frame. In another implementation, the stabilizer bar link <NUM>, as a sleeve or rail, can be fixed to the top member <NUM> of the central frame. Additionally, as illustrated, the bottom member or the central frame <NUM> can be pivotably engaged with the first and second booms <NUM>, <NUM>, such as by a pivot roll (e.g., <NUM>, <NUM> of <FIG>). It should be appreciated that it is anticipated that those skilled in the art may devise alternate means for coupling the stabilizer bar to the central frame <NUM> to mitigate movement of the stabilizer bar laterally or front to back, while allowing the stabilizer bar to translate horizontally left and right. It should be noted that the coupling of the left and right booms <NUM>, <NUM> using the stabilizer bar <NUM> allows for horizontal movement of the respective booms <NUM>, <NUM> independently from the central frame <NUM> (e.g., an thus the fixedly engaged vehicle chassis <NUM>, <FIG>).

In one implementation, as illustrated in <FIG>, the example system <NUM> can comprise a force damper <NUM>. The force damper <NUM> can be engaged with the stabilizer bar <NUM> to dampen left and right horizontal movement of the stabilizer bar <NUM>. That is, for example, as the vehicle chassis rolls from side to side, such as over uneven terrain, the resulting roll of the respective booms <NUM>, <NUM> can produce an oscillating effect back and forth for the stabilizing bar <NUM> (e.g., and up and down for the respective booms <NUM>, <NUM>). In this implementation, the force damper <NUM> can mitigate the oscillating effect, and help stabilize the roll of the respective booms <NUM>, <NUM>. As an example, the damper can be engaged with the stabilizer bar <NUM> and the central frame <NUM>, at a location (e.g., top, side, or bottom members <NUM>, <NUM>, <NUM>, <NUM>) that is chosen by sound engineering principles to produce the desired effect of dampening the oscillation of the stabilizer bare <NUM>. Further, the force dampener, as an example, can comprise a shock absorber, electromagnetic damper, spring, or other suitable force damper, or any combination thereof.

In another implementation, the example system <NUM> can comprise a biasing component <NUM> that is engaged with the stabilizer bar <NUM> and the central frame <NUM> to bias the stabilizer bar <NUM> toward the center of the top member <NUM>. That is, for example, the stabilizer bar <NUM> can be centered in a neutral position, which is substantially aligned with the center of the top member <NUM>. For example, the biasing component <NUM> can urge the stabilizer bar to the centered neutral position when the roll of the respective booms <NUM>, <NUM>, created by the roll of the vehicle chassis, is lessened to a force less than a biasing force applied by the biasing component <NUM>. In this way, for example, the stabilizer bar <NUM> can return to the neutral position, which allows the respectively attached booms <NUM>, <NUM> (e.g., attached by the left and right tilt cylinders <NUM>, <NUM>) to return to a neutral position (e.g., horizontal and parallel to the ground).

As one illustrative example, <FIG> and <FIG> are component diagrams illustrating an example implementation of one or more portions of the systems <NUM> described herein. <FIG> is a perspective rear-top-side view of the example system <NUM>; and <FIG> is a rear view of the example system <NUM>. In this example, the fixed central frame <NUM> can be fixedly engaged with a chassis of a vehicle (e.g., at the rear of a self-propelled sprayer vehicle, a sprayer towed behind a tractor, etc., such as illustrated in <FIG>). In this example, the central frame <NUM> can comprise a first/left lower fold pivot <NUM>, and a second/right lower fold pivot <NUM>. As described above, the respective left and right fold pivot <NUM>, <NUM> can be pivotably coupled with a lower portion of a spray boom (e.g., left and right respectively). These pivots <NUM>, <NUM>, for example, can be used as folding pivots to allow the booms of the sprayer to fold back against the vehicle or implement, rotating in a yaw axis.

Further, the example system <NUM> can comprise a first/left stabilizer bar link <NUM>, and a second/right stabilizer bar link <NUM>. In this example, the respective bar links <NUM>, <NUM> can be pivotably coupled with the central frame <NUM>, such as at a top member. Respective bark links <NUM>, <NUM> can further be pivotably linked with a stabilizer bar <NUM>. The stabilizer bar can be couple with or comprise a first/left upper fold pivot <NUM> and a second/right upper fold pivot <NUM>. In one implementation, the respective upper fold pivot <NUM>, <NUM> can be configured to be pivotably coupled with a top portion of a spray boom (e.g., left and right respectively). In one implementation, such as illustrated in <FIG>, the respective upper fold pivot <NUM>, <NUM> can be coupled with left and right tilt cylinders, which may be coupled with the top portion of the spray boom. For example, the respective upper fold pivot <NUM>, <NUM> can be used as folding pivots to allow the booms of the sprayer to fold back against the vehicle or implement, rotating in a yaw axis.

In one implementation, the example system <NUM> can comprise a damper component <NUM>, such as a shock absorber or the like, coupled between the stabilizer bar and the central frame. In this example, the damper component <NUM> can be configured to dampen a left and right movement of the stabilizer bar, such as when the coupled boom arms roll up and down when the chassis tilts to the left and right.

The word "exemplary" is used herein to mean serving as an example, instance or illustration. Any aspect or design described herein as "exemplary" is not necessarily to be construed as advantageous over other aspects or designs. Rather, use of the word exemplary is intended to present concepts in a concrete fashion. As used in this application, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or. Further, At least one of A and B and/or the like generally means A or B or both A and B. In addition, the articles "a" and "an" as used in this application and the appended claims may generally be construed to mean "one or more" unless specified otherwise or clear from context to be directed to a singular form.

Of course, those skilled in the art will recognize many modifications may be made to this configuration without departing from the scope of the claims. Also, although the disclosure has been shown and described with respect to one or more implementations, equivalent alterations and modifications will occur to others skilled in the art based upon a reading and understanding of this specification and the annexed drawings. The disclosure includes all such modifications and alterations and is limited only by the scope of the following claims. In particular regard to the various functions performed by the above described components (e.g., elements, resources, etc.), the terms used to describe such components are intended to correspond, unless otherwise indicated, to any component which performs the specified function of the described component (e.g., that is functionally equivalent), even though not structurally equivalent to the disclosed structure which performs the function in the herein illustrated exemplary implementations of the disclosure. Furthermore, to the extent that the terms "includes," "having," "has," "with," or variants thereof are used in either the detailed description or the claims, such terms are intended to be inclusive in a manner similar to the term "comprising.

Claim 1:
A boom suspension system (<NUM>) for level suspending associated left and right booms from an associated vehicle, the system (<NUM>) comprising:
a central frame (<NUM>) operably fixedly engaged with a chassis (<NUM>) of the associated vehicle, the central frame comprising a top member (<NUM>) and a bottom member (<NUM>);
a horizontally disposed stabilizer bar (<NUM>) comprising a left end (<NUM>) and a right end (<NUM>), the left end engaged with a left boom tilt cylinder (<NUM>) that is operably engaged with a top frame (<NUM>) of a left boom (<NUM>), and the right end engaged with a right boom tilt cylinder (<NUM>) that is operably engaged with a top frame (<NUM>) of a right boom (<NUM>);
a stabilizer bar link (<NUM>) engaged with the central frame and with the stabilizer bar that allows the stabilizer bar to move left and right with respect to, and independently from, the central frame (<NUM>) while the stabilizer bar remains operably engaged with the central frame through the stabilizer bar link; and
a left wing pivot joint (<NUM>) operably engaged with the left boom at a left bottom frame (<NUM>), and a right wing pivot joint (<NUM>) operably engaged with the right boom at a right bottom frame (<NUM>) and a right end of the bottom member, the respective wing pivot joints (<NUM>) comprising a roll pivot to provide for the engaged boom to pivot up and down relative to the central frame,
characterized in that the left wing pivot joint (<NUM>) is operably engaged with a left end of the bottom member (<NUM>) of the central frame (<NUM>) and that the right wing pivot joint (<NUM>) is operably engaged with a right end of the bottom member (<NUM>) of the central frame (<NUM>).