• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    invention patent: automatic inter-axle differential lock hitch for improved braking capacity. the present invention relates to a working vehicle which is provided having a front wheel assembly and a rear wheel assembly. the front wheel assembly may include a front axle assembly, and the rear wheel assembly may include a rear axle assembly. the vehicle may include a system configured to transfer from the front axle braking torque to the rear wheel assembly when the vehicle is positioned on a slope.
    公开号:BR102012003416B1
    申请号:R102012003416-6
    申请日:2012-02-15
    公开日:2020-09-29
    发明作者:David F. Rindfleisch
    申请人:Deere & Company；
    IPC主号:
    专利说明:

    FIELD
    [001] The present invention relates to a work vehicle having a braking system, and more particularly to a work vehicle having an automatic wheelbase lock to increase the vehicle's braking capacity. BACKGROUND AND SUMMARY
    [002] Work vehicles, such as articulated work vehicles, are known in the art. For example, articulated dump trucks (ADT’s) typically include a cabin portion having a first frame supporting an operator's cabin, and a trailer portion having a second frame supporting a compartment. The compartment can be configured to hold a load and is typically coupled to an actuator for angular movement with respect to the second frame. The first frame and the second frame can be operatively coupled via an articulation joint. A front wheel assembly coupled to the first frame can provide support for the cab portion, and a rear wheel assembly coupled to the second assembly can provide rolling support for the trailer portion.
    [003] When a work vehicle, such as an ADT, is tilted on a slope with the front wheel assembly positioned higher than the rear wheel assembly, the vehicle may experience a weight transfer towards the rear of the vehicle . Consequently, the axle braking force applied to the ground can be limited due to the reduced traction of the front wheels.
    [004] In accordance with one embodiment of the present disclosure, a work vehicle is provided including a chassis and a front wheel assembly supporting the chassis. The front wheel assembly includes a first axle and a pair of wheels attached to the first axle. A front brake is attached to the front wheel assembly and configured to apply a braking force to the front wheel assembly to inhibit rotation of the first axle. A rear wheel assembly supports the chassis and includes a second axle and a pair of wheels attached to the second axle. A drive axle is coupled between the front wheel assembly and the rear wheel assembly. A differential is coupled to the drive shaft and includes a locking device configured to substantially block the operation of the differential. A direction sensor is configured to detect a direction of movement of the vehicle. A controller in communication with the differential and the direction sensor is configured to engage the locking device when the vehicle is detected moving in a reverse direction.
    [005] In another exemplary embodiment of this disclosure, a work vehicle is provided that includes a chassis and a front wheel assembly operatively coupled to the chassis to support the chassis. The front wheel assembly includes a first axle and a pair of wheels coupled to the first axle. A rear wheel assembly is operatively attached to the chassis to support the chassis. A rear wheel assembly includes a second axle and a pair of wheels coupled to the second axle. A drive axle is coupled between the front wheel assembly and the rear wheel assembly. A differential coupled to the drive shaft includes a locking device configured to substantially lock the differential. A first sensor is configured to detect a slope of the ground, and a second sensor is configured to detect a vehicle speed. A controller in communication with the differential and the first and second sensors is configured to engage the locking device when detecting the vehicle that is at least one of the one parked on a slope and moving below a slope.
    [006] In yet another exemplary embodiment of this disclosure, a work vehicle is provided that includes a chassis and a front wheel assembly coupled to the chassis to support the chassis. The front wheel assembly includes a first axle and a pair of wheels attached to the first axle. A rear wheel assembly attached to the chassis to support the chassis includes a second axle and a pair of wheels attached to the second axle. A front brake is coupled to the front wheel assembly and is configured to apply braking torque to the front wheel assembly to inhibit rotation of the first axle. The working vehicle includes a detection means for detecting a vehicle's operating condition. The work vehicle also includes a transfer means for transferring a braking torque from the front wheel assembly to the rear wheel assembly. The working vehicle further includes a means for activating the transfer medium when the operating condition is detected by the detection means. BRIEF DESCRIPTION OF THE DRAWINGS
    [007] The characteristics mentioned above and other aspects and advantages of the invention, and how to obtain them, will become more apparent and the disclosure itself will be better understood by reference to the following description taken in conjunction with the attached drawings, in which: Figure 1 illustrates an exemplary articulated vehicle incorporating the braking system of the present disclosure; figure 2 shows a schematic top view of the articulated vehicle of figure 1 with a front wheel assembly and a rear wheel assembly; figure 3 shows a representative view of an exemplary braking system for the vehicle of figure 1; figure 4 illustrates an exemplary method of providing additional braking capacity to the vehicle of figure 1; figure 5A illustrates a brake holding force of the vehicle of figure 1 with the wheelbase lock disengaged; figure 5B shows an exemplary brake holding force of the vehicle of figure 1 with an inter-axle differential lock engaged; figure 6 shows a rocker of the vehicle of figure 1 including a weight sensor.
    [008] Corresponding reference characters indicate corresponding parts across all the various views. The exemplifications described in this document illustrate the exemplary embodiments of the invention, and these exemplifications should not be construed as limiting the scope of the invention in any way. DETAILED DESCRIPTION
    [009] The modalities disclosed in this document are not intended to be exhaustive or to limit disclosure in the precise forms disclosed in the following detailed description. Instead, the modalities are chosen and described so that other experts in the art can use their teachings.
    [0010] With reference initially to figure 1, an exemplary articulated vehicle 10 includes a chassis 11 having a first cabin portion 12 and a second trailer portion 16. The cabin portion 12 includes a first frame 14, and the trailer portion 16 includes a second frame 18. The first frame 14 is connected to the second frame 18 via a coupling assembly 20. In the illustrated embodiment, the coupling assembly 20 includes a pivot frame coupling 22 and a rotational frame coupling 26. The pivot frame coupling 22 provides an articulated or pivoting movement of the second frame 18 with respect to the first frame 14 about a vertical axis 24. The rotational frame coupling 26 provides the rotational movement of the second frame 18 with respect to the first frame 14 around a longitudinal axis 28. In one embodiment, vehicle 10 includes one or more hydraulic actuators configured to control the angle between first and second frames 14, 18 p to drive the vehicle 10.
    [0011] The first frame 14 illustratively supports an operator cabin 30 and an engine 31 to propel the vehicle 10. A first or front wheel assembly 32 supports the cabin portion 12 and is operatively coupled to the first frame 14. A The first wheel assembly 32 includes a pair of wheels 34 to provide bearing support for the cabin portion 12. A tilting body or compartment 35 to hold a load is supported by the second frame 18. An actuator such as a hydraulic cylinder 37 can be coupled to the compartment 35 to angularly raise the compartment 37 with respect to the second frame 18 (as shown in phantom lines in figure 1).
    [0012] A second or rear wheel assembly 33 is operatively coupled to the second frame 18 to support the trailer portion 16. In the illustrated embodiment, the rear wheel assembly 33 includes front wheels 40 and rear wheels 42. Referring to figure 2 , the rear wheel assembly 33 illustratively includes a left rear wheel assembly 36a and a right rear wheel assembly 36b. The left and right rear wheel assemblies 36a, 36b each illustratively include a front wheel 40a, 40b and a rear wheel 42a, 42b, respectively. In the illustrated embodiment, each of the front wheels 40a, 40b and the rear wheels 42a, 42b is swivelly coupled in a tandem or rocker 44 (see also figure 6). As shown in figure 1, tandem 44 is pivotally coupled to the second frame 18 via a tandem pivot coupling 46. Tandem operation 44 facilitates the pivot movement of the front wheel 40 with respect to the rear force 42 around the coupling 46, thus facilitating the coupling to the continuous ground by all 40 and 42. In the embodiment illustrated in figures 1 and 6, the coupling 46 consists of a rigid axis that extends from the second frame 18 to the tandem 44 to provide the pivot between them. Except for rotation, the axis 46 has, by way of illustration, a fixed position with respect to the second frame 18 so that the axis 46 moves vertically, longidutinally and laterally with the second frame 18.
    [0013] In the illustrated embodiment, the front and rear wheels 40 and 42 are at a fixed distance from the axis 46. As a result, the vertical location of the rotation axis of the front and rear wheels 40 and 42 with respect to the second frame 18 depends of the load carried by compartment 35. In the illustrated embodiment, due to the rigid axis 46 being directly coupled to the second frame 18 and tandem 44, the spring constant between the second frame 18 and tandem 44 is large so that substantially no body rolls between the second frame 18 and tandem 44.
    [0014] Vehicle 10 may include alternate wheel mount configurations. For example, more or less wheels and / or axles can support the trailer portion 16 and / or the cabin portion 12.
    [0015] With reference to figure 2, an exemplary drive train 48 of vehicle 10 is illustrated. The motor 31 is coupled to a drive shaft 56 via a transmission 51 to drive the front and rear wheel assemblies 32, 33. In the illustrative embodiment, transmission 51 is an automatic transmission, although other types of transmissions can be provided. The front wheel assembly 32 includes a front axle assembly and the rear axle assembly 33 includes a bogie or rear axle assembly 52. The front axle assembly 50 includes a front axle 54 coupled between the wheels 34a, 34b and a differential 62 coupled to the front axle 54. The bogie shaft assembly 52 includes a first rear axle 58 coupled between the wheels 40a, 40b and a second rear axle 60 coupled between the wheels 42a, 42b. In the illustrated embodiment, the first axle 58 includes a first differential 66 and a second axle 60 includes a second differential 68. The tandem 44 of the left and right rear wheel assemblies 36a, 36b are further included in the bogie axle assembly52 and coupled to the first and second axes 58, 60.
    [0016] The drive shaft 56 is coupled to the front axle 54 of the front axle assembly 50 and to the first and second axes 58, 60 of the bogie shaft assembly52. The drive shaft 56 is configured to provide transmission torque 51 and motor 31 to the front axle 54 and first and second axes 58, 60 to propel the vehicle 10. In particular, the differential 62 of the front axle 54 is coupled to the drive shaft 56 and is configured to provide torque from the drive shaft 56 to each wheel 34a, 34b while allowing wheels 34a, 34b to rotate at different speeds. Similarly, the differentials 66, 68 of the respective axes 58, 60 are coupled to the drive shaft 56 and are configured to provide torque from the drive shaft 56 to the respective wheels 40, 42 while allowing individual wheels 40, 42 to rotate in different speeds.
    [0017] In the illustrated embodiment, the drive shaft 56 includes an axle differential 54 configured to allow axles 58, 60 to rotate at different speeds than axis 54 during operation of vehicle 10. As illustrated in figure 2, the drive shaft 56 includes a first portion 70 coupled between the front axle assembly 50 and the differential 64 and a second portion 72 coupled between the differential 64 and the bogie shaft assembly52. The front axle 54 is coupled to the first portion 70, and the first and second axes 58, 60 are coupled to the second portion 72. The differential 64 serves to let the first portion 70 and the second portion 72 of the drive shaft 56 rotate at speeds during operation of the vehicle 10, thus allowing the front axle 54 to rotate at different speeds than the first and second axles 58, 60. In the illustrated embodiment, transmission 51 is coupled to differential 64 to drive drive axle 56 In another embodiment, transmission 51 and differential 64 are provided in a single assembly, and an output shaft 98 of transmission 51 forms part of the second portion 72 of drive shaft 56. Alternative configurations of coupling transmission 51 to the shaft drive units 56 can be provided.
    [0018] Differential 64 includes lock 94 (see figure 3) to disengage or selectively lock differential 64. In one embodiment, lock 94 includes a clutch assembly. In particular, when lock 94 is engaged or closed, differential 64 is in a locked state, and the first portion 70 of the drive shaft 56 is locked in the second portion 72 to rotate with it. When latch 94 is disengaged or opened, differential 64 is in an unlocked and operational state and is configured to let the first portion 70 and the second portion 72 rotate at different speeds. As such, the front axle 54 of the front wheel assembly 32 can rotate at a different speed than that of the first and second axles 58, 60 of the rear wheel assembly 33, when the lock 94 is disengaged. In the illustrated embodiment, a controller, such as an exemplary controller 82 of figure 3, controls the operation of the wheelbase 64 and the differential lock 94. Differentials 62, 66, 68 can also include locks and clutches.
    [0019] Lock 94 can be configured to completely lock differential 64 or partially lock differential 64. For example, lock 94 can limit the rotation of the front portion 70 of the drive shaft 56 with respect to the second portion 72 of the drive shaft. drive 56 without completely locking portion 70 in second portion 72. As described herein, latch 94 may comprise a clutch assembly that blocks the rotation of front portion 70 in second portion 72 based on the friction holding capacity of the assembly of clutch.
    [0020] An exemplary braking system 80 of the vehicle 10 is illustrated in figure 3. The braking system 80 includes the front brakes 102 coupled to the front axle 54 of the front axle assembly 50 and the rear brakes 104 coupled to at least one of the axes 58, 60 of the bogie52 shaft assembly. In one embodiment, two front brakes 102a, 102b are coupled to the front axle 54 to apply a braking force to the front axle 54 and a rear brake 104 is coupled to the first rear axle 58 to apply a braking force to both axles 58, 60, as shown in figure 2. In particular, the rear brake 104 coupled to the first rear axle 58 can apply braking torque to the second rear axle 60 through drive shaft 56. Front axle 54 and rear axles 58, 60 can have other brake settings. In one embodiment, brakes 102, 104 are hydraulically actuated disc brakes, although brakes 102, 104 may be other suitable types.
    [0021] With reference to figure 3, the controller 82 of the braking system 80 is configured to control the brakes 102, 104 and the differential 64. Controller 82 is configured to control the brakes 102, 104 based on the input of a brake device. brake input 100. In one embodiment, the brake input device 100 includes a pedal or lever, but can include other appropriate input devices for applying a brake. Controller 82 controls the wheelbase 64 and the differential lock 94 based on various vehicle parameters and user inputs, as described in this document. Controller 82 can also control the operation of differentials 62, 66, 68 illustrated in figure 2. Controller 82 can be a vehicle control unit 10, but alternatively it can be a separate controller from the vehicle control unit. In the illustrated embodiment, controller 82 includes a processor 100 having a memory 112 containing software configured to analyze the inputs of various sensors of the vehicle to control differential 64.
    [0022] As illustrated in figure 3, a user interface 85 can be provided for the operator to access controller 82, for example, to modify settings or to enter instructions. User interface 85 can be of conventional design, such as a keyboard or control panel and can be positioned inside the booth 30. User interface 85 can include a monitor to provide the operator with information about the vehicle, such as vehicle speed. vehicle, diagnostics, differential feedback, sensor information or other vehicle parameters.
    [0023] In one embodiment, when vehicle 10 is positioned on a slope or slope with the front wheel assembly 32 positioned higher than the rear wheel assembly 33, vehicle 10 may experience a weight transfer in the direction of the wheels rear 40, 42. In other words, the weight distribution of the vehicle 10 shifts towards the rear of the vehicle 10 when the vehicle 10 is positioned on a slope with the rear portion of the trailer 16 facing down the slope. This weight transfer causes reduced traction of the front wheels 34a, 34b, thereby limiting the braking force of the front axle 54 and the front wheels 34a, 34b applied to the ground. For example, applying the front brake 102 to the front axle 54 results in a braking force of the front axle applied to the ground with the wheels 34a, 34b. This braking force of the front axle can be reduced when the vehicle 10 is tilted over a slope due to the reduced traction of the wheels 34a, 34b.
    [0024] In the illustrated mode, the braking system 80 is configured to provide additional braking capacity to vehicle 10 under certain operating conditions. In particular, the braking system 80 is configured to transfer the braking torque from the front axle assembly 50 to the bogie shaft assembly52 when vehicle 10 is reversing below a slope and when vehicle 10 is substantially parked on a slope or slope, as described in this document. To obtain additional braking capacity for the bogie52 shaft assembly, controller 82 is configured to automatically engage differential differential lock 94 based on multiple control inputs to transfer the braking torque from the front axle assembly 50 for bogie52 shaft assembly. When locking the differential 64, the first and second portions 70, 72 of the drive shaft 56 are locked to rotate together. As such, the braking force applied to the front axle 54 is configured to transfer the rear axles 58, 60 through the drive shaft 56.
    [0025] In one embodiment, lock 94 comprises a clutch assembly. In one embodiment, the amount of braking torque transferred from the front axle assembly 50 to the bogie shaft assembly52 with lock 94 engaged can be limited to the friction clutch holding capacity of lock 94. In particular, the braking torque of the maximum front axle transferred by the drive shaft 56 to the bogie shaft assembly 52 can be limited to the maximum frictional holding capacity of the latch clutch plates 94.
    [0026] In the illustrated mode, controller 82 causes an automatic engagement of differential lock 94 based on input 96 from sensors 114 of the vehicle. Inlet 96 may include the driving direction of the vehicle 10, the speed of the vehicle 10, the slope of the ground, the position of the brake input device 100, the applied brake pressure and / or the weight distribution of the vehicle 10. Fewer or more inputs 96 can be provided to controller 82 to control differential 64. In the illustrated embodiment, sensors 114 include a speed sensor 83, a direction sensor 84, a slope sensor 86, a brake position sensor 88 and a brake pressure sensor 90 in communication with controller 82. In one embodiment, sensors 114 further include one or more weight sensors 92 to detect the weight distribution of the vehicle 10.
    [0027] The speed sensor 83 is configured to measure the speed of the vehicle 10 and provide a signal to the controller 82 representative of the measured speed. The speed sensor 83 can measure the speed of the wheels, the transmission speed and / or the speed of the engine of the vehicle 10. The steering sensor 84 detects the forward or reverse movement of the vehicle 10 and provides a signal to the controller 82 indicative of the detected movement direction of the vehicle 10. In one embodiment, the direction sensor 84 and the speed sensor 83 are provided with a single sensor. In one embodiment, speed sensor 83 includes a Hall effect or variable objection sensor, but any sensor 83 appropriate for detecting speed and / or direction can be used.
    [0028] The slope sensor 86 is configured to measure the slope of the ground under vehicle 10 (ie, the slope angle of vehicle 10) and provide a signal representative of the measured slope of ground to controller 82. The slope sensor 86 may comprise a conventional slope meter or other suitable slope angle sensor. Brake position sensor 88 is configured to provide a signal to controller 82 representative of the position of the brake input device 100. For example, brake position sensor 88 may include a conventional potentiometer coupled to a pedal or lever of the device brake input 100 to measure the travel distance of the brake input device 100. Other suitable brake position sensors 88 can also be used. The brake pressure sensor 90 is configured to measure the brake pressure applied by the front brakes 102 and / or rear brakes 104 and to provide a signal or signals representative of the measured brake pressures to the controller 82.
    [0029] Fewer or more sensors 114 can provide inputs 96 for controller 82 to control differential 64 and differential lock 94. For example, the brake system 80 may also include one or more weight sensors 92 to measure the weight supported by mounting front wheels 32 and / or mounting rear wheels 33. In one embodiment, a weight sensor 92 is coupled to each of the left and right rear wheel assemblies 36a, 36b to independently measure the weight supported by each rear wheel assembly 36a, 36b and provide the indicative signals of the measured loads to the controller 82. Trailer portion 16 and any load contained therein may contribute to the weight measured in the rear wheel assembly 33. In some conditions, the weight of the cabin portion 12 may also contribute to the weight in the wheel assemblies 36a, 36b.
    [0030] In one embodiment, each weight sensor 92 includes a strain gauge mounted on a rear wheel assembly structure 33, such as a rocker arm 44, for example, to detect the weight of the vehicle 10. See, for example, the weight sensor 92 mounted on the rocker 44 illustrated in figure 6. With reference to figure 6, the strain gauge or weight sensor 92 is positioned in a cavity 65 located on a top surface 45 of the rocker 44. In the illustrated embodiment, sensor 92 and cavity 65 are positioned close to a central portion of rocker 44 and above axis 46 to detect the load on rocker 44, although sensor 92 can be positioned in other appropriate positions. A cover 67 is provided in cavity 65 to substantially enclose sensor 92 within cavity 65. In one embodiment, a seal is provided between cover 67 and the surface forming cavity 65 to provide a sealed closure to sensor 92. sensor 69 is configured to couple sensor 92 to controller 82 to provide feedback to controller 82. Alternatively, weight sensors 92 can include other suitable types and can be mounted in other appropriate locations to measure the weight supported by mounting rear wheels 33 .
    [0031] In one embodiment, one or more weight sensors 92 is coupled to the front wheel assembly 32 to measure the weight supported by the front wheel assembly 32. In one embodiment, based on the input of the weight sensors 92, the controller 82 you can compare the weights measured on the rear wheel assemblies 36a, 36b and the front wheel assembly 32 to determine the weight distribution of the vehicle 10.
    [0032] With reference to figure 4, an exemplary method of providing additional brake capacity to vehicle 10 is illustrated. Next, the method of figure 4 is described with reference to the braking system 80 of figure 3. In block 150, controller 82 determines the direction of movement of vehicle 10 with direction sensor 84. If vehicle 10 is not moving in contrast, controller 82 determines in block 160 whether vehicle 10 is parked based on feedback from speed sensor 83. In one embodiment, vehicle 10 is considered parked if the vehicle's detected speed is substantially zero. Alternatively, vehicle 10 can be considered parked on block 160 if vehicle 10 is moving at minimum forward speed, for example, less than 3 miles per hour. If vehicle 10 is either moving in reverse or parked, controller 82 determines in block 152 whether vehicle 10 is positioned on an incline (that is, whether the front wheel assembly 32 is positioned vertically above the rear wheel assembly 33 ). If vehicle 10 is positioned on an incline, controller 82 determines in block 154 whether the angle of inclination of vehicle 10 exceeds a minimum threshold angle. In one embodiment, the minimum threshold angle is three degrees. In one embodiment, the minimum threshold angle is five degrees. In one embodiment, the minimum threshold angle is ten degrees. Other appropriate minimum threshold angles can be used.
    [0033] If vehicle 10 is positioned above a slope having a tilt angle greater than the minimum threshold angle, controller 82 can determine in block 156 whether other conditions are met. For example, controller 82 can check the position of the brake input device 100 with the brake position sensor 88 to determine whether the operator has engaged the brakes. If the brake input device 100 is engaged or if the brake input device 100 has moved a predetermined distance, controller 82 can proceed to block 158 to engage differential lock 94. In one embodiment, controller 82 can also check the brake pressure of the front brakes 102 and / or rear brakes 104 in block 156 and proceed to block 158 if the brake pressure exceeds a predetermined minimum brake pressure. In one embodiment, controller 82 can proceed directly to block 158 after determining in block 154 that vehicle 10 is positioned on a slope having a tilt angle greater than the minimum threshold angle.
    [0034] In block 158, controller 82 engages lock 94 of differential lock 64, thereby locking the first portion 70 of the drive shaft 56 into the second portion 72 of the drive shaft 56 (see figure 2). As such. At least a portion of the front axle's braking torque applied with the front brakes 102 transfers the bogie shaft assembly 52 to provide increased brake capacity to the vehicle 10. In one embodiment, controller 82 engages lock 94 when at least one conditions of blocks 150, 152, 154, 156 and 160 is no longer being satisfied. Alternatively, controller 82 can disengage latch 94 when vehicle 10 is moving forward or vehicle 10 is no longer positioned on a slope having the minimum threshold angle. Other conditions can also cause controller 82 to disengage lock 94.
    [0035] In one embodiment, controller 82 can be configured to modulate or vary the holding capacity of latch 94 by adjusting the position of latch clutch plates 94. For example, controller 82 can allow latch clutch 94 to slide to reduce the friction retention capacity of lock 94. Controller 82 can vary the retention capacity of lock 94 based on various vehicle parameters.
    [0036] In one embodiment, the weight borne by mounting rear wheels 33 and / or mounting front wheels 32 is calculated and considered by controller 82 at the start of the engagement of differential lock 94. For example, the minimum tilt angle required to engage latch 94 can be reduced when a higher vehicle payload is detected with weight sensors 92. In one embodiment, controller 82 can provide greater holding capacity with the latch 94 when a higher payload is detected and a weaker holding capacity with lock 94 when a lower payload is detected.
    [0037] With reference to figures 5A and 5B, an exemplary braking force response is illustrated. Figures 5A and 5B each illustrate an exemplary braking force (measured in kilo-Newtons) of the front and rear axles 54, 58, 60 based on the slope of the ground under vehicle 10. In other words, figures 5A and 5B illustrate the braking torque transferred to the ground by the front and rear brakes 102, 104. The slope of the ground is illustrated as a grade slope or percentage range from a 10% degree to a 60% degree. For example, on a 30% slope, the soil increases 30 units of the vertical distance for every 100 units of the horizontal distance. In figures 5A and 5B, vehicle 10 is positioned above the slope so that the front wheel assembly 32 is positioned vertically above the rear wheel assembly 33 (i.e., the rear of the trailer portion 16 facing below the slope). In the illustrated mode, the tire friction traction coefficient is 0.5.
    [0038] Curve 180 of figures 5A and 5B illustrates the brake holding force required to hold vehicle 10 stationary on the slope. The curve 184 of figures 5A and 5B illustrates the brake holding force provided with the front axle 54 to the ground. In particular, curve 184 illustrates the brake holding force transferred to the ground through the front axle 54 with the brake engagement 102. As illustrated by curve 184, the potential brake holding force provided through the front axle 54 is less than the brake holding force required for vehicle 10 for slope levels.
    [0039] Curve 182 of figure 5A illustrates an exemplary current brake holding force applied to the ground with the front and rear axles 54, 58, 60 when differential lock 94 of differential 64 is in an unlocked or disengaged state. In particular, curve 182 illustrates the combined brake holding force transferred to the ground through the front axle 54 with the brakes 102 and through the rear axles 58, 60 with the brake 104. Curve 182 'in figure 5B illustrates a force exemplary current brake retention applied to the ground with the front and rear axles 54, 58, 60 when the differential lock 94 on differential 64 is in a locked or engaged state. In particular, curve 182 'illustrates a combined brake holding force transferred to the ground when the braking force of the brakes 102 is transferred from the front axle 54 to the rear axle 58, 60 through the drive shaft 56.
    [0040] With reference to figure 5A, when the differential lock 94 is disengaged, the current brake holding force 182 begins to deviate from the required brake holding force 180 around a slope of 30% and the limit maximum around a 40% slope. With reference to figure 5B, when the differential lock 94 is engaged, the current brake holding force 182 'transferred to the ground provides the required holding force 180 for soil slopes in the range of around a 10% slope. to a slope of around 50% before starting to deviate from the required holding force 180 around a 50% slope. As such, engaging the differential lock 94 while vehicle 10 is positioned above a slope provides increased braking capacity to vehicle 10, particularly on slopes greater than 10%, as illustrated by curve 182 'of figure 5B.
    [0041] In one mode, lock 94 is automatically engaged when vehicle 10 is traveling down a slope. In particular, controller 82 can automatically engage latch 94 when vehicle 10 is detected by moving down a slope in either the forward or reverse direction. In one embodiment, controller 82 can automatically engage latch 94 when vehicle 10 is detected by moving in a reverse direction.
    [0042] The braking system 80 may further include additional speed retarders 120 to reduce or brake the vehicle 10, as shown in figure 3. For example, a transmission retarder 122 can be configured to reduce the speed of rotation of the transmission 51 (see figure 2) under certain vehicle operating conditions. The transmission retarder 122 may include a hydrodynamic retarder and / or an electromagnetic retarder. An exhaust brake 124 and / or an engine braking system 126 can be further implemented in the braking system 80 to facilitate the reduction of vehicle speed 10. For example, the exhaust brake 124 may include a valve, such as a throttle valve, mounted on vehicle exhaust 10 to restrict airflow and slow engine 31. Engine brake 126 may include an engine valve brake configured to increase compression on engine 31 to slow engine engine 31. In one embodiment, transmission retarder 122, exhaust cold 124 and / or engine braking system 126 may be disabled or ineffective when vehicle 10 is moving at a slow speed.
    [0043] Although the braking system 80 is described in this document with respect to the articulated vehicle 80, the braking system 80 can be implemented in other types of vehicle. For example, the braking system 80 can be implemented in other work or utility vehicles such as an engine leveler, a tractor, a mechanical excavator, a feller buncher, a tractor, an excavator, a skidder, or other utility vehicle. Similarly, the braking system 80 can also be implemented in a commercial vehicle or other motorized vehicles suitable for highways.
    [0044] Although this invention has been described as having preferred designs, the present invention can be further modified within the spirit and scope of this disclosure. This application, therefore, is intended to cover any variations, uses or adaptations of the invention using its general principles. In addition, this application is intended to cover such deviations from the present disclosure as they come within known and common practice in the technique to which this disclosure belongs and which are within the limits of the appended claims.
    权利要求:
    Claims (13)
    [0001]
    1. A work vehicle, including: a chassis (11); a front wheel assembly (32) coupled to the chassis (11) to support the chassis (11), the front wheel assembly (32) including a front axle (54) and a pair of wheels (34) coupled to the front axle (54); a rear wheel assembly (33) coupled to the chassis (11) to support the chassis (11), the rear wheel assembly (33), including at least one rear axle (58, 60) and a pair of wheels (40, 42) coupled to the rear axle (58, 60); a front brake (102) coupled to the front wheel assembly (32) and configured to apply a braking torque to the front wheel assembly (32) to inhibit rotation of the front axle (54); a drive shaft (56) and a differential (64) coupled to the drive shaft (56), the drive shaft (56) being coupled between the front wheel assembly (32) and the rear wheel assembly (33), the differential (64) including a locking device (94) configured to substantially block the operation of the differential (64) to transfer a braking torque from the front wheel assembly (32) to the rear wheel assembly (33); a detection means for detecting an operational condition of the vehicle (10); and a controller (82) being in communication with the detection means and the differential (64), characterized by the fact that the detection means include a direction sensor (84) configured to detect a moving direction of the vehicle (10) and the controller (82) being configured to engage the locking device (94) after detecting the vehicle moving in reverse.
    [0002]
    2. Work vehicle according to claim 1, characterized by the fact that the detection means include a tilt sensor (86) in communication with the controller (82), the tilt sensor (86) being configured to detect a inclination of the ground, the controller (82) being configured to further engage the locking device (94) after detecting the vehicle by reversing on a slope.
    [0003]
    3. Work vehicle according to claim 2, characterized by the fact that the tilt sensor (86) is configured to detect a tilt angle of the vehicle (10), in which the controller (82) engages the locking device (94) after detecting that the front wheel assembly (32) is higher than the rear wheel assembly (33) based on the angle of inclination.
    [0004]
    4. Work vehicle according to claim 3, characterized by the fact that the controller (82) engages the locking device (94) further after the tilt angle is outside the threshold range.
    [0005]
    5. Work vehicle according to claim 4, characterized by the fact that the threshold range includes angles less than a maximum inclination angle.
    [0006]
    Work vehicle according to any one of claims 1 to 5, characterized by the fact that the drive shaft (56) includes a first portion (70) coupled between the front wheel assembly (32) and the differential ( 64) and a second portion (72) coupled between the rear wheel assembly (33) and the differential (64), the engagement of the locking device (94) causing the first portion (70) and the second portion (72 ) of the drive shaft (56) rotate together.
    [0007]
    7. Work vehicle according to claim 6, characterized by the fact that a front brake application (102) is configured to apply braking torque to the front wheel assembly (32) and to the rear wheel assembly (33) when the differential locking device (94) (64) is engaged.
    [0008]
    8. Work vehicle according to any one of claims 1 to 7, characterized by the fact that the direction sensor (84) comprises a speed sensor (83) configured to detect a speed and the direction of movement of the vehicle ( 10).
    [0009]
    Work vehicle according to any one of claims 1 to 8, characterized in that it also includes a brake input device (100) and where the detection means include a brake position sensor (88), the brake input device (100) being configured to provide an input to the controller (82) to cause a front brake actuation (102), the brake position sensor (88) being configured to detect a position of the input device brake (100), the controller (82) engaging the locking device (94) even when the brake input device (100) moves to a predetermined position.
    [0010]
    10. Work vehicle according to any one of claims 1 to 9, characterized by the fact that it also includes a brake pressure sensor (90) configured to detect the brake pressure of the front brake (102), the controller (82 ) engaging the locking device (94) even when the detected brake pressure is outside the predetermined brake pressure range.
    [0011]
    Work vehicle according to any one of claims 1 to 10, characterized by the fact that the detection further includes to include at least one weight sensor (92) configured to measure the weight supported by the front and rear wheel sets (32 , 33), the controller (82) being configured to calculate a vehicle weight distribution (10) on the front and rear wheel assemblies (32, 33) based on the measured weight supported by the front and rear wheel assemblies (32, 33), the controller (82) being configured to engage the locking device (94) further after the calculated weight distribution is outside a limit weight distribution range.
    [0012]
    Work vehicle according to any one of claims 1 to 11, characterized in that the chassis (11) further includes a cabin portion (12), a trailer portion (16) and a coupling assembly (20) positioned between the cabin portion (12) and the trailer portion (16), the cabin portion (12) including a first frame (14) and the trailer portion (16) including a second frame (18) , the coupling assembly (20) being configured to provide rotational movement of the trailer portion (16) in relation to the cabin portion (12), the front wheel assembly (32) being coupled to the first structure (14) and the rear wheel assembly (33) being coupled to the second frame (18).
    [0013]
    13. Work vehicle according to any one of claims 1 to 12, characterized by the fact that the locking device (94) comprises a clutch assembly.
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    同族专利:
    公开号 | 公开日
    BR102012003416A2|2014-04-22|
    US8312956B2|2012-11-20|
    US20120205182A1|2012-08-16|
    EP2489539B1|2013-09-04|
    EP2489539A1|2012-08-22|
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    法律状态:
    2014-04-22| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-09-17| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-06-30| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-09-29| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 15/02/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US13/027,966|US8312956B2|2011-02-15|2011-02-15|Auto inter-axle differential lock engagement for improved braking capacity|
    US13/027,966|2011-02-15|
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