• 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:
    SUMMARY The invention relates to a method of influencing the slip of wheels (250a-d) of a motor vehicle (100; 110), comprising the step of determining whether a slip condition (Slip) of at least one wheel (250a-d) of the vehicle ( 100; 110) is present. The method also includes the step of, where applicable, reducing a setpoint (RPM *) for a speed of the engine (230) of said vehicle (100; 110). The invention also relates to a computer program product comprising program code (P) for a computer (200; 210) for implementing a method according to the invention. The invention also relates to a device and a motor vehicle equipped with the device. Figure 2 for publication
    公开号:SE0950739A1
    申请号:SE0950739
    申请日:2009-10-08
    公开日:2011-04-09
    发明作者:Per Sundholm
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    SUMMARY OF THE INVENTION An object of the present invention is to provide a new and advantageous method for influencing the slipping of wheels of a motor vehicle.
    A further object of the invention is to provide a new and advantageous device and a new and advantageous computer program for influencing the slipping of wheels of a motor vehicle.
    A further object of the invention is to provide a method, a device and a computer program for providing improved grip on the ground when propelling a vehicle at low speeds or engine speeds.
    A further object of the invention is to provide a method, an apparatus and a computer program for providing a more multifaceted anti-slip function of a motor vehicle.
    A further object of the invention is to provide a motor vehicle with improved road properties where the risk of undesired consequences caused by slipping of at least one of the vehicle wheels is minimized.
    An object of the invention is to provide a motor vehicle in which the risk of slipping of at least one drive wheel of the vehicle when starting from idling is minimized.
    These objects are achieved with a method for influencing the slippage of wheels of a motor vehicle according to claim 1.
    According to one aspect of the invention, there is provided a method of affecting the slip of wheels of a motor vehicle, comprising the step of determining whether a slip condition of at least one wheel of the vehicle is present. The method also comprises the step of, where applicable, reducing a setpoint for an engine speed of said vehicle.
    This provides a method for quickly regaining grip on all wheels of the vehicle by controlling the engine speed of the vehicle when slippage of at least one wheel has been detected.
    By controlling the engine speed when sliding at least one wheel of the vehicle, the risk of having the engine stopped is significantly reduced compared to techniques where a torque of the engine is reduced under similar conditions.
    The reduction of said setpoint can take place in a predetermined manner.
    The reduction can take place in a number of different ways, such as e.g. instantaneous reduction with appropriate value. This enables easy adaptation to individual vehicles.
    The reduction of said setpoint can take place in a substantially instantaneous step corresponding to an engine speed within the range [50, 250] rpm, for example 100 rpm. By lowering the setpoint in a relatively large step, the slip state can be effectively eliminated.
    The reduction of said setpoint can take place in an arbitrary number of steps, each of which is preceded by an evaluation of whether said slip state has ceased or not.
    A method may comprise the step of, where applicable, in any number of steps, restoring said reduced setpoint of the engine speed to the pre-stored setpoint.
    The procedure can be activated when starting from a standstill at idle speed or when driving at idle speed. 10 15 20 25 30 The setpoint for the engine speed can be a pre-stored setpoint for idle speed of the engine.
    The reduction of said setpoint for said engine speed can be limited downwards by a minimum setpoint for said engine speed.
    The reduction of said setpoint for the engine speed can take place in driving cases where a prevailing speed of the engine is higher than an idle speed of the engine.
    The procedure is easy to implement in existing motor vehicles. Software for influencing the slipping of wheels of a motor vehicle according to the invention can be installed in a control unit of the vehicle in the manufacture thereof. A buyer of the vehicle can thus be given the opportunity to choose the function of the procedure as an option. Alternatively, software including program code for performing the innovative method of affecting the slip of wheels of a motor vehicle may be installed in a control unit of the vehicle when upgrading at a service station.
    In this case, the software can be loaded into a memory in the control unit. Implementing the innovative procedure is thus cost-effective, especially since no additional components need to be installed in the vehicle. The required hardware is already present in the vehicle today. The invention thus provides a cost-effective solution to the above problems.
    Software that includes program code to affect the slippage of the wheels of a motor vehicle can be easily updated or replaced. Furthermore, different parts of the software which include program code for influencing the slippage of the wheels of a motor vehicle can be replaced independently of each other. This modular configuration is advantageous from a maintenance perspective.
    According to one aspect of the invention, there is provided an apparatus according to claim 10. According to one aspect of the invention, there is provided an apparatus for influencing the slip of wheels of a motor vehicle, comprising: means for determining whether a slip condition of at least one wheel in the vehicle. The device also includes means for reducing, where applicable, a setpoint for the engine speed of the vehicle.
    The device may comprise means arranged to reduce said setpoint in a predetermined manner.
    The device may comprise means arranged to reduce said setpoint in a substantially instantaneous step corresponding to an engine speed within the range [50, 250] rpm, for example 100 rpm.
    The device may comprise means arranged to reduce said setpoint in an arbitrary number of steps, each of which is preceded by an evaluation of whether said slip state has ceased or not.
    The device may comprise means arranged to, where applicable, in a number of steps, reset said engine speed to the pre-stored setpoint. arbitrarily reduced setpoint for the device may comprise means arranged to reduce a setpoint for a speed of the engine of the vehicle at the start of the vehicle with idling.
    Said setpoint for the engine speed may be a pre-stored setpoint for idle speed of the engine.
    Said setpoint for said engine speed is limited downwards by a minimum setpoint for said engine speed. The device may comprise means arranged to reduce a setpoint for one when starting from a standstill at idle speed or when driving at idle speed. The speed of the engine of the vehicle The above objects are also achieved with a motor vehicle which includes the features of the device for influencing the sliding of wheels of a motor vehicle. The motor vehicle can be a truck, bus or car.
    According to one aspect of the invention, there is provided a computer program for influencing the slippage of wheels of a motor vehicle, said computer program comprising program code stored on a computer readable medium for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps according to any one of claims 1-9.
    According to one aspect of the invention, there is provided a computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-9, when said computer program is run on an electronic control unit or another computer connected to the electronic control unit. .
    Additional objects, advantages and novel features of the present invention will become apparent to those skilled in the art from the following details, as well as through the practice of the invention. While the invention is described below, it should be understood that the invention is not limited to the specific details described. Those skilled in the art having access to the teachings herein will recognize and incorporate within other further applications, modifications areas, which are within the scope of the invention. BRIEF DESCRIPTION OF THE DRAWINGS For a more complete understanding of the present invention and further objects and advantages thereof, reference is now made to the following detailed description which is to be read in conjunction with the accompanying drawings where like reference numerals refer to like parts in the various figures, and in which: Figure 1 schematically illustrates a vehicle, according to an embodiment of the invention; Figure 2 schematically illustrates a subsystem of the vehicle shown in Figure 1, according to an embodiment of the invention; Figure 3 schematically illustrates a diagram in which a setpoint for idle speed and a prevailing speed of the engine are given as a function of time, according to an embodiment of the invention; Figure 4a schematically illustrates a fate diagram of a method for influencing slippage of at least one wheel of a motor vehicle, according to an embodiment of the invention; Figure 4b schematically illustrates in further detail a flow chart of a method for influencing slippage of at least one wheel of a motor vehicle, according to an embodiment of the invention; and Figure 5 schematically illustrates a computer, according to an embodiment of the invention. DETAILED DESCRIPTION OF THE FIGURES Referring to Figure 1, a side view of a vehicle 100 is shown. The exemplary vehicle 100 consists of a tractor 110 and a trailer 112.
    The vehicle can be a heavy vehicle, such as a truck or a bus. The vehicle can alternatively be a car.
    Here, the term "link" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, for example a radio or microwave link.
    Here, the condition "slipping" according to a first example refers to a condition where the absolute amount of a difference between peripheral speeds of two driving rear wheels of the vehicle exceeds an arbitrary value within a range [0.28- 0.70] m / s, or an interval [1, 1.5 ] km / h. For example. if the absolute amount of the difference between a peripheral speed of a first rear drive wheel and a peripheral speed of a second rear drive wheel exceeds e.g. 0.50 m / s, a "slip" condition of the vehicle can be determined.
    Here, the condition "slipping" according to a second example refers to a condition where the absolute amount of a difference between a peripheral speed of two driving rear wheels and a peripheral speed of two non-driving front wheels of the vehicle exceeds an arbitrary value within a range [0.50-1.50] m / s, or an interval [1.8, 5.4] km / h. For example. if the absolute amount of the difference between a peripheral speed which is substantially equal to the two rear drive wheels and a peripheral speed which is substantially equal to the two non-driving front wheels exceeds e.g. 1.0 m / s, a "slip" condition of the vehicle can be determined.
    One skilled in the art will recognize that various relevant definitions of the "slip" condition may be appropriate in accordance with one aspect of the invention. Referring to Figure 2, a subsystem 299 of the vehicle 100 is shown.
    The subsystem 299 is arranged in the tractor 110. The subsystem 299 consists of an engine 230. The engine 230 may have any number of cylinders, such as e.g. 4, 5 or 6 cylinders. The engine 230 is arranged to generate a torque for propelling the vehicle by means of a number of drive wheels of the vehicle 100.
    Figure 2 shows four wheels 250a, 250b, 2500 and 250d. According to this example, the two wheels 250a and 250b are the driving rear wheels of the vehicle 100. It should be noted that the vehicle may have any number of wheels, such as e.g. 4, 6 or 8 wheels. It should also be noted that the vehicle 100 may have any number of driving wheels, such as e.g. 2, 4 or 6 driving wheels.
    At each of the four wheels 250a-d there is a speed sensor 251a, 251b, 251c. The speed sensors 251a-d are arranged to detect a prevailing speed of 250a-d. The speed sensors 251a-d are communication with a brake control unit 240 via a respective link 252a-d and 251d, respectively, arranged in a conventional manner. respective wheels arranged for as shown in Figure 2. Each of the speed sensors 251a-d is arranged to continuously transmit signals S1a-d including information about a prevailing speed of the respective wheels 250a-d to the brake control unit 240.
    The brake control unit 240 is arranged to continuously receive the signals S1a-d including information about a prevailing speed RPMa-d of the respective wheels 250a-d.
    The brake control unit 240 is further arranged to determine a prevailing peripheral speed V1a-d for each of the respective wheels 250a-d on the basis of the received signals S1a-d.
    As an example, the speed sensor 251a can detect a current RPMa of the wheel 250a and send a signal S1a to the brake controller 240, whereby the brake controller 240 can determine a current peripheral speed V1a of the wheel 250a. The peripheral speeds of the various wheels 250a-d can be determined on the basis of information stored in the brake control unit 240 about the respective radii of the various wheels 250a-d.
    The brake control unit 240 is arranged to determine whether a slip state Slip prevails for any of the respective wheels 250a-d. This can be done in different ways.
    According to one example, a prevailing speed of the driving rear wheels 250a and 250b is compared with the prevailing speeds of the non-driving front wheels 250c and 250d. Alternatively, the prevailing speeds of the driving rear wheels 250a and 250b can be compared with each other. According to a further example, a prevailing speed of an arbitrary wheel can be compared with a speed of one of the other wheels.
    According to one embodiment, the brake control unit 240 is arranged to determine whether a slip state Slip prevails for any of the respective wheels 250a-d by comparing a prevailing peripheral speed of the driving rear wheels 250a and 250b with a prevailing peripheral speed of the non-driving front wheels 250c and 250d. Alternatively, a prevailing peripheral speed of the driving rear wheels 250a and 250b can be compared with each other. According to a further example, a prevailing peripheral speed of an arbitrary wheel can be compared with a speed of one of the other wheels.
    A first 200 is the brake control unit 240 via a link 245. The control unit arranged for communication with the brake control unit 240 is according to an example arranged to send a signal including information about a slip condition Slip prevails at one of the wheels 250a-d to the first control unit 200. The brake control unit 240 is according to an example arranged to send a signal comprising information about a slip condition Slip prevails at a specific wheel 250a-d to the first control unit 200. According to one embodiment, the brake control unit 240 is arranged to continuously send signals including information about prevailing speeds of all wheels 250a-d to the first control unit 200, the control unit 200 being arranged to determine if a slip condition is present in any of the wheels 250a-d.
    The first control unit 200 is arranged for communication with the motor 230 via a link 235. The first control unit 200 is arranged to control the motor in dependence on stored drivers. According to this example, the first control unit 200 is arranged to reduce, where applicable, a setpoint for a speed of the motor 230. In particular, the first control unit 200 is arranged to reduce, where applicable, a setpoint for an idle speed of the motor 230 in the event that it has been determined that at least one of the vehicle wheels 250a-d is slipping.
    According to one embodiment, the first control unit 200 is arranged to determine on the basis of the received signals information on the prevailing speeds of the various wheels 250a-d or information on the prevailing peripheral speeds V1a-d if a slip condition is present on any of the wheels 250a-d.
    According to one embodiment, the first control unit 200 is arranged to determine, on the basis of the received signals, information on the prevailing speeds of the various wheels 250a-d or information on the prevailing peripheral speeds V1 ad if the slip state Slip has ceased on the wheel or wheels 250a-d which a slip condition Slip previously determined for.
    According to this example, the first control unit 200 is arranged to, where applicable, reset a reduced setpoint for a speed of the engine 230. In particular, the first control unit 200 is arranged to reset, where applicable, a reduced setpoint for an idle speed of the engine 230 in the event that it has been determined that all of the vehicle wheels 250a-d have ceased to slip. A second control unit 210 is arranged for communication with the first control unit 200 via a link 215. The second control unit 210 may be detachably connected to the first control unit 200. The second control unit 210 may be a control unit external to the vehicle 100. . The second control unit 210 may be arranged to perform the innovative method steps according to the invention. The second control unit 210 can be used to upload software to the first control unit 200, in particular software for performing the innovative method. The second control unit 210 may alternatively be arranged for communication with the first control unit 200 via an internal network in the vehicle. The second control unit 210 may be arranged to perform substantially similar functions as the first control unit 200, such as e.g. to affect slippage of at least one wheel of the vehicle 100.
    Figure 3 schematically shows an example diagram in which a prevailing setpoint (graph a) for idle speed of the motor 230 is given as a function of time T.
    The setpoint for the idle speed is stated in rpm. Time T is given in seconds.
    Figure 3 also schematically shows a diagram in which a prevailing engine speed (graph b) of the engine 230 is given as a function of time T. The prevailing engine speed is given in rpm.
    A setpoint RPM * for the idle speed of the engine corresponds to a basic setting of the vehicle. The setpoint RPM * is stored in the first control unit 200 or the second control unit 210. The setpoint RPM * can e.g. be 500 rpm. The setpoint RPM * can be any suitable value.
    The setpoint RPM * can correspond to a speed within a range [400, 1000] rpm.
    At or just before a first time T1, it has been determined that a slip condition of at least one of the wheels 250a-d is present. At the first time T1, the setpoint RPM * is reduced to a reduced setpoint RPMmod1. The reduced setpoint RPMmod1 is lower than the setpoint RPM *. The reduced setpoint RPMmod1 may be in the order of 100 rpm lower than the setpoint RPM *. The reduced setpoint RPMmod1 can be any rpm lower than the setpoint RPM *.
    A difference between the setpoint RPM * and the RPMmod1 can be within a range [50, 250], i.e. RPM * - RPMmod1 may be equal to any value within said range [50, 250]. reduced setpoint After the setpoint RPM * has been reduced to the reduced value RMPmod1, a prevailing speed of the motor is automatically adjusted to the value RPMmod1, whereby the slip state Slip of the at least one wheel ceases. The slip state Slip ceases at a time between the first time T1 and a second time T2.
    At time T2, a reset of the prevailing setpoint for the idle speed of the engine is started from the reduced setpoint RPMmod1 to the setpoint RPM *. This can be done by means of a pre-stored ramp. At a third time T3, the current setpoint is reset to the original setpoint RPM *.
    According to one embodiment, the setpoint for idle speed of the engine can be reduced in an arbitrary number of steps, each of the steps being of any suitable size, e.g. 50 rpm per step.
    The setpoints for the idle speed of the engine corresponding to the respective steps are called RPMmod2, RPMmod3, etc.
    Any reduction in the idle speed setpoint of the engine should be preceded by a further determination of whether the determined slip condition is still present. If a slip condition exists, a further reduction of the setpoint for the idle speed can be performed. Reduction of the setpoint for the idle speed of the engine can be performed in any number of steps until it is determined that the slip condition Slip no longer exists. 10 15 20 25 30 14 According to one embodiment, the setpoint for the idle speed is reduced downwards by a minimum permissible setpoint RPMmin. RPMmin can be any suitable value, such as e.g. 300 rpm.
    Figure 4a schematically illustrates a flow chart of a method for influencing the slipping of wheels of a motor vehicle, according to an embodiment of the invention. The method comprises a first method step s401. Step s401 includes the step of determining whether a slip condition of at least one wheel of the vehicle is present. The method also comprises the step of, where applicable, reducing a setpoint for an engine speed of said vehicle. After step s401, the process is terminated.
    Figure 4b schematically illustrates in further detail a flow chart of a method for influencing the slipping of wheels of a motor vehicle, according to an embodiment of the invention.
    The method includes a first method step s410. Method step s410 includes the step of determining prevailing speeds or peripheral speeds of at least two of the wheels 250a-d. After the process step s410, a subsequent process step s420 is performed.
    Method step s420 includes the step of determining if a slip state Slip is present in at least one of the wheels 250a-d. This can be done in different ways. If a slip state Slip is present in at least one of the wheels 250a-d, a subsequent process step s430 is performed. If the slip condition of at least one 250a-d is performed, the slip is not present by the wheels the process step s410 again.
    The process step s430 includes the step of reducing in a suitable suitable step a prevailing setpoint RPM * for an idle speed of the motor 230. The process step s430 performs a subsequent process step s440. The method step s440 includes the step of determining whether a slip state Slip is still present in at least one of the wheels 250a-d. This can be done in different ways. If a slip condition Slip is not present on any of the wheels 250a-d, a subsequent procedure step s460 is performed. If a slip condition Slip is still present on at least one of the wheels 250a- d, a subsequent procedure step s450 is performed.
    The process step s450 includes the step of reducing in an additional suitable step a prevailing setpoint for an idle speed of the motor 230. After the process step s450, a process step s440 is performed again.
    Method step s460 includes the step of restoring a current reduced idle speed setpoint of the engine to the RPM * setpoint by ramping. When the current reduced idle speed setpoint of the engine is reset to the RPM * setpoint, the procedure is terminated.
    Referring to Figure 5, there is shown a diagram of an embodiment of a device 500. The controllers 200 and 210 described with reference to Figure 2 may in one embodiment include the device 500. The device 500 includes a non-volatile memory 520, a data processing unit 510, and a read / write memory 550. The non-volatile memory 520 has a first memory portion 530 in which a computer program, such as an operating system, is stored to control the operation of the device 200. Further, the device 500 includes a bus controller, a serial communication port , I / O means, an A / D converter, a time and date input and transfer unit, an event counter and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.
    A computer program P is provided which includes routines for influencing the slipping of wheels of a motor vehicle according to the innovative method. The program P includes routines for determining whether a slip state Slip of at least one wheel 250a-d of the vehicle 100; 110 is available.
    The program P includes routines for, where applicable, reducing a setpoint RPM * for a speed of the engine 230 of said vehicle 100; 110 to cancel the slip condition of the at least one wheel, in accordance with the innovative method. The program P can be stored in an executable manner or in a compressed manner in a memory 560 and / or in a read / write memory 550.
    When it is described that the data processing unit 510 performs a certain function, it is to be understood that the data processing unit 510 performs a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.
    The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. the data processing unit 510 via a data bus 514. To the data port 599, e.g. links 215, 235 and 245 are connected (see Figure 2).
    The read / write memory 550 is arranged to communicate with When data is received on the data port 599 it is temporarily stored in the other 540. When the data processing unit 510 is arranged to perform execution of code on the memory part received input data is temporarily stored, a mode as described above. According to one embodiment, signals received at the data port 599 include information about the prevailing speed rpm of the vehicle wheels.
    According to one embodiment, signals received at the data port 599 include information about the prevailing peripheral speeds of the vehicle wheels. The received signals on the data port 599 can be used by the device 500 to affect the slip of wheels of a motor vehicle. Parts of the methods described herein may be performed by the device 500 by means of the data processing unit 510 running the program stored in the memory 560 or the read / write memory 550. When the device 500 runs the program, the methods described herein are executed.
    The foregoing description of the preferred embodiments of the present invention has been provided for the purpose of illustrating and describing the invention. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments were selected and described to best explain the principles of the invention and its practical applications, thereby enabling those skilled in the art to understand the invention for various embodiments and with the various modifications appropriate to the intended use.
    权利要求:
    Claims (22)
    [1]
    A method of influencing the slip of wheels (250a-d) of a motor vehicle (100; 110), comprising the step of: - determining whether a slip condition (Slip) of at least one wheel (250a-d) of the vehicle (100; 110) ) is characterized by the step of: - where applicable, reducing a setpoint (RPM *) for a speed of the engine (230) of said vehicle (100; 110).
    [2]
    A method according to claim 1, wherein said reduction of said setpoint (RPM *) takes place in a predetermined manner.
    [3]
    A method according to claim 1 or 2, wherein said reduction of said setpoint (RPM *) takes place in a substantially instantaneous step corresponding to an engine speed within the range [50, 250] rpm, for example 100 rpm.
    [4]
    A method according to any one of the preceding claims, wherein said reduction of said setpoint (RPM *) takes place in an arbitrary number of steps each preceded by an evaluation of whether said slip state (Slip) has ceased or not.
    [5]
    A method according to any one of the preceding claims, comprising the step of: - where applicable, in an arbitrary number of steps, restoring said reduced setpoint (RPM *) of the engine speed to the pre-stored setpoint (RPM *).
    [6]
    A method according to any one of the preceding claims, wherein the method is activated at start from idle speed. stationary at idle speed or when driving on 10 15 20 25 30 19
    [7]
    A method according to any one of the preceding claims, wherein said setpoint (RPM *) for the engine speed is a pre-stored setpoint (RPM *) for idle speed of the engine (230).
    [8]
    A method according to any one of the preceding claims, wherein the reduction of said setpoint (RPM *) for said engine speed is limited downwards by a minimum setpoint (RPM * min) for said engine speed.
    [9]
    A method according to any one of the preceding claims, wherein said reduction of said setpoint (RPM *) for the engine speed takes place in driving cases where a prevailing speed of the engine (230) is higher than an idle speed of the engine (230).
    [10]
    A device for influencing the slip of wheels (250a-d) of a motor vehicle (100, 110), comprising: - means (200; 210; 500) for determining whether a slip state (Slip) of at least one wheel (250a-d) d) in the vehicle (100; characterized by: 110) there are means - means (200; 210; 500) for reducing, where applicable, a setpoint (RPM *) for a speed of the engine (230) of the vehicle 110; 110).
    [11]
    The device of claim 1, comprising means (200; 210; 500) arranged to reduce said setpoint (RPM *) in a predetermined manner.
    [12]
    Device according to claim 10 or 11, comprising means (200; 210; 500) (RPM *) in instantaneous step corresponding to an engine speed in the range [50, 250] rpm, arranged to reduce said setpoint to a substantially, for example, 100 rpm.
    [13]
    Device according to any one of claims 10-12, comprising means (200; 210; 500) arranged to reduce said setpoint (RPM *) in an arbitrary number of steps each preceded by an evaluation of whether said slip state (Slip) has ceased or not. 10 15 20 25 30 20
    [14]
    Device according to any one of claims 10-13, comprising means (200; 210; 500) arranged to, where applicable, in any number of steps, restore said reduced setpoint for the engine speed to the pre-stored setpoint (RPM *) .
    [15]
    Device according to any one of claims 10-14, comprising means (200; 210; 500) arranged to reduce a setpoint (RPM *) for a speed of the engine (230) of the vehicle (100; 110) when starting from a standstill at idle speed or when driving at idle speed.
    [16]
    Device according to any one of claims 10-15, wherein said setpoint (RPM *) for the engine speed is a pre-stored setpoint (RPM *) for idle speed of the engine (230).
    [17]
    A device according to any one of claims 10-16, wherein said setpoint (RPM *) for said engine speed is limited downwards by a minimum setpoint (RPMmin) for said engine speed.
    [18]
    An apparatus according to any one of claims 10 to 17, comprising means (200; 210; 500) arranged to reduce said setpoint (RPM *) of the engine speed in a driving case where a prevailing engine speed is higher than an idle engine speed (230) .
    [19]
    A motor vehicle (100; 110) comprising a device according to any one of claims 10-18.
    [20]
    The motor vehicle (100; 110) according to claim 19, wherein the motor vehicle is something of a truck, bus or passenger car.
    [21]
    A computer program (P) for influencing the slippage of wheels (250a-d) of a motor vehicle (100, 110), said computer program (P) comprising program code 21 stored on a computer-readable medium for causing a electronic control unit (200; 500) or another computer (210; 500) connected to the electronic control unit (200; 500) to perform the steps according to any one of claims 1-9.
    [22]
    A computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-9, when said computer program is run on an electronic control unit (200; 500) or another computer (210; 500) connected to the electronic control unit (200; 500).
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    EP2485912B1|2019-12-18|
    EP2485912A1|2012-08-15|
    EP2485912A4|2018-05-02|
    WO2011043729A1|2011-04-14|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE19548286C1|1995-12-22|1997-03-27|Mtu Friedrichshafen Gmbh|Anti-skid protection method for regulating vehicle engine speed during skid|
    JP3564863B2|1996-02-16|2004-09-15|日産自動車株式会社|Vehicle driving force control device|
    DE19644231A1|1996-10-24|1998-04-30|Teves Gmbh Alfred|Drive slip limiter for motor vehicle|
    DE19837521B4|1998-08-19|2013-05-23|Robert Bosch Gmbh|Method and device for traction control|
    JP2002322923A|2001-04-26|2002-11-08|Jatco Ltd|Traction control device of vehicle|
    DE102006058194A1|2006-10-07|2008-04-10|Luk Lamellen Und Kupplungsbau Beteiligungs Kg|Operation control method for clutch in vehicle drive line, involves lowering target engine speed when detected driven wheel slip is over given threshold|
    US8099229B2|2008-03-03|2012-01-17|GM Global Technology Operations LLC|Method and apparatus for limiting wheel slip|DE102014214652A1|2014-07-25|2016-01-28|Siemens Aktiengesellschaft|Method and arrangement for monitoring the driving state of a vehicle and vehicle with such an arrangement|
    US10189472B2|2016-04-13|2019-01-29|Ford Global Technologies, Llc|Smart trailer classification system|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE0950739A|SE534948C2|2009-10-08|2009-10-08|Apparatus and method for influencing the slip of wheels of a motor vehicle|SE0950739A| SE534948C2|2009-10-08|2009-10-08|Apparatus and method for influencing the slip of wheels of a motor vehicle|
    PCT/SE2010/051078| WO2011043729A1|2009-10-08|2010-10-06|Device and method for influencing slippage of wheels of a motor vehicle|
    EP10822326.4A| EP2485912B1|2009-10-08|2010-10-06|Device and method for influencing slippage of wheels of a motor vehicle|
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