• 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:
    The method involves providing driving wheels (LD,RD) with drive shaft (X2). The support wheels (LS,RS) are provided with respect to supporting axis (X3). The position of the supporting axis is changed and driving force applied to the drive shaft is reduced when the sliding state of vehicle (1) is determined. The support wheels are lifted from the roadway (G) so as to increase the pressure of the drive shaft. The driving force exerted by the motor (12) to the drive shaft is increased, when the required pressure of the drive shaft is reached. Independent claims are included for the following: (1) system for improving transportation capacity of motor vehicle; (2) motor vehicle; (3) computer program for improving transportation capacity of motor vehicle; and (4) computer program product for improving transportation capacity of motor vehicle.
    公开号:SE1150589A1
    申请号:SE1150589
    申请日:2011-06-27
    公开日:2012-12-28
    发明作者:Tony Sandberg
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    1PROCEDURE AND SYSTEM FOR IMPROVING THE MOTIVITY OF A MOTOR VEHICLETECHNICAL FIELDThe invention relates to a method for improving accessibility.The body of a motor vehicle according to the preamble of claim 1. The invention also relates to a system for improving the passability of a motor vehicle according to the preamble of claim 5. The invention furthermore relates to a motor vehicle. The invention also relates to a computerprograms and a computer software product.
    BACKGROUNDIn heavy vehicles such as trucks, the engines tend to get stronger and stronger. In the case of rock layers with low friction, for example in the event of slipperiness or rain, there is a riskvehicles, such as such powerful vehicles, to slip so that the vehicle dropsdriving force. To reduce slimming, vehicles are often equipped with anti-spin systems, so-called Traction Control, to regulate the engine's drive of the drive shaft to thus reduce slippage. In the case of a downhill slope, for example a motorway speed, in combination with a rocker layer with low friction, such downregulation canof the engine driving the drive shaft means that the vehicle does not start.
    OBJECT OF THE INVENTIONAn object of the present invention is to provide a method for improving the passability of a motor vehicle during slimming of the vehicle.2A further object of the present invention is to provide a system for improving the maneuverability of notary vehicles in slimming the vehicle.
    SUMMARY OF THE INVENTIONThese and other objects, which will become apparent from the following description, are accomplished by means of a method, system, motor vehicle, computer program and computer program product of the kind initially indicated and further having the features set forth in the illustrative portion of FIG.attached independent claims 1, 5, 9, 10 and 11. Preferred embodimentsforms of the process and system are defined in appended dependent claims 2-4 and 6-8.
    According to the invention, the objects are achieved with a method for improving the passability of a motor vehicle, wherein the vehicle comprisesat least one with drive wheels provided with drive wheels and at least one with stand wheelsprovided axle, comprising the steps of: by means of the vehicle's anti-spin system: determining whether sliming occurs, and in the case of established sliming reducing it by down-regulating the drive of the vehicle's engine of said drive shaft, comprising the steps of:connection to said downregulation, initiate control of said stodaxelactuated to bring said standwheel out of engagement with the carriage for the purpose of increasing the axle pressure of said drive axle; and up-regulating the motor drive of said drive shaft at the well-reached shaft pressure of said drive shaft. This improves the accessibility capacity of the vehicle in that the risk ofthat the vehicle should not come into motion, for example on an uphill slope and / or atroad surface that defends progress is reduced. Then control and regulationoccurs automatically, the driver is relieved of manual torque in critical situations.
    According to an embodiment of the method, the step of up-regulating the motor drive of said drive shaft substantially takes place as the shaft pressure of3the said drive shaft increases. This further improves the passability of the vehicle.
    According to an embodiment of the method, the step of upregulating the motor drive of said drive shaft takes place in a ramp step.
    According to one embodiment of the method, said ramp step is performed depending oncourse of the extent of the observed slippage. This enables the vehicle to be thinned out of the passability shape in that the degree of sliming is taken into account when adjusting the engine's drive of the drive shaft.
    According to the invention, the objects are achieved with a system for improvingThe accessibility vehicle has a motor vehicle, the vehicle comprising at least one drive shaft provided with drive wheels and at least one support shaft provided with support wheels, comprising means for determining by means of the vehicle's anti-spin system: slimming, and means for reducing the vehicle by reduced slimming.motor drive of said drive shaft, comprising: means for, in the event of ascertained slimming, in connection with said downregulation, initiating control of the position of said support shaft to bring said support wheels out of engagement with the carriage for the purpose of increasing the axle pressure of said drive shaft; and means for upregulating the motor drive of said drive shaft when salunda is reachedaxle load of said drive shaft. This improves accessibility.m6gan for the vehicle in that the risk of the vehicle not coming into motion, for example on an uphill slope and / or on a road surface that defends travel, is reduced. Since the control and regulation takes place automatically by means of the said control element, the current elements are relieved in critical situations.
    According to an embodiment of the system, said means are for upregulatingthe motor drive of said drive shaft is arranged to up-regulate the motor drive substantially as the axle pressure of said drive shaft increases.
    This further improves the accessibility of the vehicle.4According to an embodiment of the system, said means for upregulating the drive of the nnotor by said drive shaft are arranged to upregulate the drive of the notor in a ramp step.
    According to an embodiment of the system, said ramp step is arranged to be performeddepending on the course of the extent of the observed slippage. This makes it possible to optimize the passability of the vehicle in that the degree of sliming is taken into account when adjusting the drive's drive of the drive shaft.
    DESCRIPTION OF FIGURESThe present invention will be better understood by reference to the following detailed description of the drawings taken in conjunction with the accompanying drawings, in which like reference numerals appear in like manner throughout the many views, and in which:Fig. 1 schematically illustrates a motor vehicle, according to an embodiment ofthe invention;Fig. 2a schematically illustrates a system according to an embodiment of the present invention arranged in a motor vehicle;Figs. 2b and 2c schematically illustrate different layers of the stand axle support wheels anddrive shaft drive wheels of motor vehicles;Fig. 3 schematically illustrates a block diagram of a system for improving vehicle performance according to an embodiment of the present invention;Fig. 4 schematically illustrates a process according to an embodiment of the present invention;Fig. 5 schematically shows a block diagram of a method according to aembodiment of the present invention.
    DESCRIPTION OF EMBODIMENTSIn this case, the term "lank" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or anon-physical wiring, such as a wireless connection, such as a radio ormicrowave slim.
    Referring to Figure 1, a side view of a vehicle 1 is shown. The exemplary vehicle 1 is a heavy vehicle in the form of a truck. The vehicle can alternatively be a bus or a car. The vehicle consists of a heavy vehiclesuch as a truck with a front axle and a rear drive axle and a rear stand axle showing Niger front wheel RF for front axle, Niger drive wheel RD for drive axle and right stand wheel RS for stand axle.
    Fig. 2a schematically shows a system I for improving the passability of a motor vehicle according to an embodiment of the present invention.arranged in a motor vehicle 1 provided with air suspension comprising aair suspension systems, wherein said air suspension system is at least partially included by said system I to improve accessibility.
    The motor vehicle comprises a vehicle frame 2, 3 and a front axle X1 with opposite front wheels RF, LF including clack, a rear drive axle X2 with 20 opposing drive wheels RD, LD including clack and a rear stand axle X3 with opposing support wheels RS, LS including clack.
    The motor vehicle comprises a drive line 10 comprising a motor 12 and a transmission configuration 14 connected to the motor 12, the drive line being arranged to transmit power to the drive shaft X2 for driving the vehicle.
    The system includes a motor control means 20 connected to the drivelineto regulate the drive of the drive shaft X2 by the motor 12.
    The air suspension system of the motor vehicle comprises a bellows configuration comprising a number of bellows units (not shown) arranged in connection with6respective axes X1, X2, X3 for raising and lowering the vehicle by regulating air in the same. The bellows configuration further comprises a bellows unit B arranged in connection with the stand axle X3 to raise and lower it in order to bring the stand wheels out of and into engagement with the carriage.
    The system comprises drive shaft pressure determining means 30 arranged in connectionto the drive shaft X2 to determine the drive shaft pressure of the vehicle. According to a variant, the drive shaft pressure determining means 30 is included in the bellows configuration.
    System I further comprises an air valve configuration 100 according to an embodiment of the present invention. The air valve configuration 100 is connectedwith the bellows configuration and arranged to regulate the air pressure in bellows unitsincluding the bellows assembly B shown in the bellows configuration. The bellows unit B is arranged to raise and lower the standing shaft X3 by regulating air in the bellows unit B from the air valve configuration 100.
    System I further includes an air pressure head 110 for supplythe air valve configuration 100 with air. The air valve configuration 100 includesaccording to one embodiment, air valve units not shown, including valve means with an air inlet connected to a compressed air head, a vent outlet true a supply outlet, and valve means arranged for regulating the air pressure in bellows units of the bellows configuration.
    The system includes a slip determining means 40 arranged to determinewhether the drive wheels of the vehicle slip, where the slip determining means comprises wheel speed sensor and / or tire friction determining means. According to one embodiment, the slip determining means is included in the brake control unit of the vehicle.
    System I comprises an electronic control unit 200 arranged to improvethe accessibility capacity of the motor vehicle.
    The electronic control unit 200 is connected to the bellows unit B of the bellows configuration, and is arranged to receive signals representing data concerning the position of the pillar shaft X3.7The electronic control unit 200 is connected to the drive shaft pressure determining means 30, and arranged to receive signals representing data concerning drive shaft pressure of the drive shaft X2.
    The electronic control unit 200 is connected to the air valve configuration100 and arranged to transmit signals to the air valve configuration 100representative data concerning the desired air pressure of the bellows configuration B.
    The electronic control unit 200 is arranged to determine by means of the slip control means 40 whether sliming occurs, and when slimming is detected send a signal to the motor control means 20 thatreduce slippage by downgrading the engine 12 of the vehiclesaid drive shaft X2, and in connection with said downregulation, arranged to send a signal to the air valve configuration to through said control of air in the bellows unit B control said thrust shaft X3 position to bring said throttle wheel LS, RS out of engagement with the carriage in order to increase the axle pressure of saiddrive shaft X2; wherein the electronic control unit is arranged to sand onesignal to the motor control means 20 to upregulate the drive of the drive shaft of the drive shaft X2 by the motor 10 when the increasing shaft pressure of said drive shaft X2 is thus reached.
    The electronic control unit 200, said slip determining means 40 and said motor control means 20 constitute the vehicle anti-spin system.
    According to this embodiment, the air valve configuration 100 together with the bellows unit B constitutes a support shaft control unit for controlling the position of said support shaft X3 out of and in engagement with the carriage for said support wheels LS, RS of the motor vehicle. The pivot shaft control unit is consequently arranged to steerthe support shaft X3 between a raised bearing in which the support wheels LS, RS are separatedfrom the vehicle's carriageway so that the load is absorbed by the drive axle X2 with a relatively higher axle pressure of the drive axle X2, and a submerged bearing in which the support wheels LS, RS are brought into contact with the carriage so that the load is distributed between the drive axle X3 and drive axle X2 with a relatively lower axle pressure.at the drive shaft X2.8Fig. 2b schematically shows a submerged bearing of the support shaft X3, where the support shaft LS of the support shaft engages the carriage G so that drive wheels LD and support wheels LS have contact with the carriage G so that load is distributed between drive shaft X2 and support shaft X3, whereby consequently the drive shaft pressure is relative lagre an dathe pillar shaft X3 is in a raised position as shown in Fig. 2c.
    Fig. 2c schematically shows a raised bearing of the stand axle X3, where the stand axle LS stands out of engagement with the carriage so that only drive wheels LD have contact with the carriage G so that load is taken up by drive axle X2 and not stand axle X3, consequently the drive axle pressure is relatively higher an da stodaxeln X3 är isubmerged layer according to Fig. 2a.
    Fig. 3 schematically shows a block diagram of a system II for improving the accessibility of a motor vehicle according to an embodiment of the present invention. System II comprises an electronic control unit arranged that in a motor vehicle comprising at least one with drive wheelsLD, RD provided drive shaft X2 for example according to Figs. 2a-c and at least onewith support wheel LS, RS provided support axle X3, for example according to Figs. 2a-c, control said support axle X3 to actuate in and out of engagement with the carriage for said support wheel LS, RS, and regulate the vehicle's engine drive of the drive shaft X2 depending on vehicle parameters.
    The system includes a slip determination means 310 arranged to determinestem whether the drive wheels LD, RD of the vehicle slip.
    The slip determining means 310 comprises a wheel speed determining means 312 arranged to determine the rotational speed of said drive wheels LD, RD. The wheel speed determining means 312 comprises according to a variantunits to determine the speed of the respective drive wheels, in which casethe different drive wheels LD, RD would differ.
    The slip determining means 310 comprises tire friction determining means 316 arranged to determine the friction between the carriage surface and the tire of the drive wheels so as to determine whether the drive wheel is slipping.9The system comprises an engine control means 320 arranged to control the drive of the notary by the drive shaft X2 of the vehicle. The motor control means is consequently arranged to control the drive torque of the drive shaft X2.
    System II comprises a standing shaft control unit 330 arranged to control the saidstodaxels X3 make to ur respectively in engagement with the carriage for the saidstand wheels LS, RS, wherein said stand axle control unit 330 is arranged to control said stand axle X3 by air control, wherein said stand axle control unit 330 according to a variant is comprised of an air suspension system of a motor vehicle. The steering of the support shaft between a raised bearing where the support wheels LS, RS isbrought out of engagement with the carriage and a sunken bearing where the castors LS,RS are brought into engagement with the carriage, consequently taking place with a certain inertia, where said steering takes place more slowly than said up-and-down regulation of the vehicle's motor drive of the drive shaft by means of the motor-regulating means 320.
    System II includes a drive shaft pressure determining means 340 arranged todetermine the drive shaft pressure of the drive shaft X2 of a vehicle. Named drive shaftpressure determining means 340 can be constituted by any suitable means such as one or more pressure sensors arranged in connection with the drive shaft X2. The drive shaft pressure determining means 340 is constituted according to a variant of a drive shaft pressure determining means according to the embodiment described with reference toFig. 2.
    According to a variant, the system II comprises a vehicle weight determining means 350. The vehicle weight determining means 350 can be constituted by any suitable means for feeding the weight of the vehicle.
    According to a variant, the system II comprises a navigation system 360 fordetermine the position of the vehicle true provide information includingscales and permissible axle loads and vehicle weights thereon. The navigation system 360 is furthermore according to a variant arranged to provide information about the nature of carriages, for instance if the carriageway consists of gravel or asphalt or another type of carriageway.
    The electronic control unit 300 is signal-connected to the slip control means 310 via lanes 311, 315. The electronic control unit 300 is arranged via the lanes 311, 315 to receive signals representing drive wheel slip data on whether drive wheels LD, RD slip and to what extent.
    According to this embodiment, the electronic control unit 300 is signaled.connected to the wheel speed determining means 312 via a link 311. The electronic control unit 300 is arranged via the line 311 to receive a signal representing wheel speed data for rotational speed of drive wheels LD, RD.
    According to this embodiment, the electronic control unit 300 is signaled.connected to the tire friction determining means 316 via a lane 315. The electronic control unit 300 is arranged via the lane 315 to receive a signal representing friction data for friction between clack of drive wheels LD, RD and ground.
    The electronic control unit 300 is signal-connected to the motor controlthe means 320 via a link 321. The electronic control unit 300 is arranged via the line 321 to receive a signal representing the computer data concerning the motor drive of the drive shaft.
    The electronic control unit 300 is signal-connected to the standing shaft control unit330 via and 331 long. The electronic control unit 300 is via the link 331arranged to receive a signal from the pivot shaft control unit 330 representing the low axis pivot shaft X3.
    The electronic control unit 300 is signal connected to the drive shaft pressure determining means 340 via a link 341. The electronic control unit 300is arranged via the lane 341 to receive a signal from the drive shaft pressurethe drive means 340 representing drive shaft pressure data.
    The electronic control unit 300 is arranged to determine, based on said wheel speed data, vehicle speed data and / or friction data, whether sliming is present and degree of sliming of drive wheels LD, RD.11The electronic control unit 300 is signal connected to the motor control means 320 via a line 322. The electronic control unit 300 is arranged via the line 322 to transmit a signal representing motor data concerning desired control of the motor drive of the drive shaft based on whether and inthe degree to which slimming of the drive wheels LD, RD occurs.
    The electronic control unit 300 is signal connected to the stand shaft control unit 330 via a 332 link. The electronic control unit 300 is arranged via the line 332 to send a signal to the support shaft control unit 330 representing the desired drive shaft pressure and consequently the desired position of the support shaft X3 based onwhether and to what extent slimming of the drive wheels LD, RD occurs.
    The electronic control unit 300 is arranged to compare the degree of sliming, drive shaft pressure and drive torque of the drive shaft. The electronic control unit 300 is arranged that, if the degree of slimming exceeds a predetermined value and the drive shaft pressure exceeds a certain value, it sends a signal tothe engine control means to upregulate the engine's drive of the vehicle's drive shaftX2 to increase the driving torque and thus improve the vehicle's maneuverability.
    According to a variant, the electronic control unit 300 is signal-connected to the navigation system 360 via a link 361. The electronic control unit 300am via the link 361 arranged to receive a signal from the navigation system360 representing vehicle position data as well as data regarding permissible axle pressure in the vehicle's vicinity.
    The electronic control unit 300 is signal connected to the vehicle weight determining means 350 via a link 351. The electronic control unit 300arranged via the lane 351 to receive a signal from the vehicle weightthe determining means 350 representing vehicle weight data including vehicle load.
    The electronic control unit 300 is arranged to compare said data concerning permissible axle pressure with said current drive axle pressure data in order to12thus determining whether the drive axle pressure of the vehicle exceeds the permissible drive axle pressure on the current roadway / planned roadway. The said jam - Weise can take place by means of permissible axle pressures on the vehicle's intended carriageway and alternative carriageways.
    The electronic control unit 300 is arranged to compare the said currentdrive axle pressure data with data representing the vehicle's technically permissible drive axle pressure so as to determine whether the drive axle pressure of the vehicle exceeds the technically permissible drive axle pressure.
    The electronic control unit 300 is signal-connected to the standing shaft control unit330 via a link 332. The electronic control unit 300 is via the link 332arranged to send a signal representing data concerning an indication of the outcome of the comparison between the permitted drive axle pressure for the carriage and the vehicle's current drive axle pressure, and / or the comparison between the technically permissible drive axle pressure and the vehicle's current drive axle pressure.
    The pivot shaft control unit 330 is arranged to control the pivot shaft according to a variantX3 engage the vehicle if the current drive axle pressure of the vehicle exceeds the permissible drive axle pressure for the vehicle and / or the technically permissible drive axle pressure for the vehicle.
    The electronic control unit 300 is according to a variant arranged to, atidentified sliming and where the X3 bearing of the axle shaft is identified to be inintervention with the carriage; if the expected / estimated drive axle pressure of the vehicle for the stand axle in the team out of engagement with the carriage for the said standwheel LS, RS exceeds the permissible drive axle pressure for the carriage and / or the technically permissible drive axle pressure for the vehicle, send a signal to the stand axle control unit330 to allow the stand axle to remain in engagement with the carriage for the said stand wheelLS, RS, and send a signal to the engine control means 320 to downregulate the engine drive of the drive shaft to reduce the driving torque of the drive wheels LD, RD to reduce / eliminate the slip of the vehicle passability.13If the electronic control unit 300, during down-regulated motor drive of the drive shaft saint of the stub axle X3 in engagement with the said stub wheel LS, RS, via information from the slip determining means 310 identifies that the vehicle is still slipping and / or if the electronic control unit 300 via exampleThe vehicle speed determining means 314 identifies that the vehicle is ondue to the proposed drive torque not moving sufficiently to get going, the electronic control unit 300 is arranged to send a signal to the stub axle control unit 330 to bring the stub axle X3 standwheel bearing out of engagement with the carriage in order to increase the drive axle pressure,technically exceeds the permissible drive shaft pressure or the permitted drive shaft pressure on the currentand send a signal to the engine control means 320 to upregulate the engine drive of the drive shaft to thereby facilitate the passability of the vehicle. As soon as the vehicle speed and / or other vehicle parameters are possible to drive the vehicle with the X3 of the axle shaftstandwheel LS, RS brought into engagement with the carriage is the electronicthe control unit 300 arranged to send a signal to the stand axle control unit 330 to bring the bearing of the stand axle X3 into engagement with the carriage for the said stand wheel LS, RS.
    The electronic control unit 300 is according to a variant arranged to, atidentified sliming and dam stodaxelns X3 lage am identified to be inengagement with the carriageway if the expected / estimated drive axle pressure of the vehicle for the stub axle in the team from engagement with the carriage does not exceed the permissible drive axle pressure for the carriage and the technically permissible drive axle pressure for the vehicle, send a signal to the stand axle control unit 330X3 disengage the carriage for said standwheel LS, RS to balance the drive shaft pressure, and send a signal to the engine control means 320 to lower the engine drive of the drive shaft to reduce the driving torque of the drive wheels LD, RD to reduce / eliminate the slip of the vehicle passability. and sending a signal to the motor control means 320 thatupregulate the motor drive of the drive shaft when the drive shaft pressure exceeds eftpredetermined value and / or the degree of sliming is less than a predetermined value.14According to a variant, the electronic control unit 300 is also arranged to compare said data concerning permissible vehicle weight with said current vehicle weight data in order thus to determine whether the vehicle weight exceeds the permissible vehicle weight on the current roadway / planned roadway.
    The said comparison can be made by means of permitted vehicle weights on the vehicleintended carriageway and alternative carriageways.
    The electronic control unit 300 and the support shaft control unit 380 are comprised of control means for controlling said support shaft X3 bearing out of and in engagement with the carriage for said support wheel LS, RS, respectively.
    The electronic control unit 300, the slip determining means 310 andthe engine control means 320 is comprised of the vehicle's anti-spin system.
    Fig. 4 schematically illustrates a process according to an embodiment of the present invention, where the degree of slimming, driving torque of the driving shaft, standing shaft pressure and driving shaft pressure are shown over time. Harvid shows that da slimingarises, the drive torque is reduced by down-regulating the engine drive offthe drive shaft at the same time as the drive axle pressure is increased by controlling the thrust of the throttle shaft to bring the throttle wheels out of engagement with the carriage, reducing the throttle axle pressure, which due to the air suspension system takes longer than the downregulation of engine drive of the drive shaft. When the drive shaft pressure is increasedinitiated, when the slip has been eliminated, ramped up-regulation of the vehicle's driveof the drive shaft to thereby increase the vehicle's ability to get going.
    Fig. 5 schematically shows a block diagram of a method according to an embodiment of the present invention.
    According to one embodiment, the method for improving the passability of a motor vehicle comprises a first step S510. In this step, the vehicle's anti - spin system examines whether sliming occurs.
    According to one embodiment, the method for improving the accessibility of a motor vehicle comprises a second stage S520. In this step is determinedwhether slimming occurs, whereby if slimming does not occur, the said examination in step S510 takes place again.
    According to one embodiment, the method for improving the passability of a motor vehicle comprises a third step, which is performed on slimmingOccurs, including substages S530a and S530b. In this step, S530a, sliming is reduced by down-regulating the drive shaft drive of the vehicle engine, and, S530b, steering of the thrust shaft bearing is initiated to bring the throttle wheels out of engagement with the carriage in order to increase the axle pressure of the drive shaft. The down-regulation of the vehicle's engine's drive of the drive shaft is fasterthe control of the stand of the stand axle to bring the stand wheels out of engagement withthe carriage, in that this is done by means of an air suspension system such as a bale unit, by regulating air for raising the shaft.
    According to one embodiment, the method for improving the passability of a motor vehicle comprises a fourth step S540. In this step is examinedwhether drive shaft pressure for drive has been reached. If the drive shaft pressure has not been reachedthe examination is repeated whether drive shaft pressure for drive has been reached. The drive shaft pressure increases as the bearing of the stand axle is brought out of engagement with the carriage for the stand wheels.
    If the drive shaft pressure has been reached, a fifth step S550 is performed according to the method for improving the passability of a motor vehicle. In this step, the motor drive of said drive shaft is upregulated at the well-reached increasing shaft pressure of said drive shaft.
    According to an embodiment of the present invention, the method for improving the passability of a motor vehicle comprises a sixth step S560.
    In this step, it is examined whether the drive shaft pressure is too high. According to a variantthis is determined by comparison between the current drive axle pressure of the vehicle and by means of a navigation system the permitted axle pressure provided for the current carriageway and / or the technically permissible drive axle pressure of the vehicle. According to a variant, when the standing shaft is lifted, the current driving shaft pressure is continuously adjustedthe vehicle with the permissible axle load provided by means of a navigation system16the current carriageway and / or technically permissible drive axle load has the vehicle, the standing axle being lifted until the limit of some of the permissible axle load for the carriageway or technically permissible axle load is reached. According to a variant, it is examined before the bearing of the stand axle is brought out of engagement with the carriage for the stand wheels whether aEstimated drive axle pressure has the vehicle when bringing out of engagement with the carriage for the drive axle's support wheels would exceed the permitted drive axle pressure on the current carriageway and / or the technically permissible drive axle pressure of the vehicle. This can be achieved by comparing the current vehicle weight / load with a -bottom-determined vehicle weight / load.
    If the drive shaft pressure is too high, perform according to the procedure to improveaccessibility of a motor vehicle a seventh stage S570. In this step, control of the position of the stub axle is initiated to bring the stub wheels into engagement with the carriage, or the position of the stub axle remains brought into engagement with the carriage of the stand wheels.
    The vehicle described above in connection with Figs. 1 and 2a has a front axle X1, adrive shaft X2 and a standing shaft X3. However, the invention is applicable to which son is suitable for multi-wheel drive vehicles equipped with a stand axle, for example four-wheel drive with front and rear drive axles; two front axles, a drive axle and a standing axle; or vehicles with additional wheel axles such as ten ortwelve wheel axles with operation on one or more axles; vehicles with more than one axle.
    Referring to Fig. 6, there is shown a diagram of an embodiment of a device 600. The controllers 200; 300 as described with reference to Fig. 2a and Fig. 3 may in one embodiment comprise the device 600. The device 600 comprises a non-volatile memory 620, a data processing unit 610 and a read / write device.memory 650. The non-volatile memory 620 has a first memory portion 630 van in onecomputer programs, such as an operating system, are stored to control the operation of the device 600. Furthermore, the device 600 includes a bus controller, a serial communication port, I / O means, an ND converter, a time and date input and transfer unit. , a trade calculator and ainterrupt controller (not shown). The non-volatile memory 620 also has onesecond nninnesdel 640.17A computer program P is provided which includes routines for improving the maneuverability of a notary vehicle according to the innovative procedure. The program P includes routines for determining whether slimming occurs by means of the vehicle's anti-spin system. Program P includes routines forto reduce it in the case of ascertained sliming by down-regulating the drive of the said engine shaft of the vehicle engine. The program P comprises routines for initiating control of said stand axle bearing in connection with said slimming, in connection with said downregulation, to bring said stand wheels out of engagement with the carriage in order to increase the axle pressure of said drive axle.
    Program P includes routines for upregulating engine operationsaid drive shaft when the increasing shaft pressure of said drive shaft is thus achieved. The program P can be stored in an executable manner or in a compressed manner in a memory 660 and / or in a read / write memory 650.
    When it is described that the data processing unit 610 performs a certain functionit should be understood that the data processing unit 610 performs a certain part ofthe program which is stored in the memory 660, or a certain part of the program which is stored in the read / write memory 650.
    The data processing device 610 may communicate with a data port 699 via a data bus 615. The non-volatile memory 620 is for communication.with the data processing unit 610 via a data bus 612. The separate memory 660 is intended to communicate with the data processing unit 610 via a data bus 611. The read / write memory 650 am arranged to communicate with the data processing unit 610 via a data bus 614. To the data port 699 Lex can. connected to the control units 200; 300 connected.
    When data is received on data port 699, the tin pore type is stored in the otherthe memory part 640. When the received input data has been temporarily stored, the data processing unit 610 is ready to execute code execution in a manner described above. The received signals on the data port 699 can be used by the device 600 to by means of the vehicle's anti-spin systemdetermine whether sliming occurs. The received signals on the data port 699 can be used by the device 600 to detect18sliming reduce the same by downgrading the vehicle's engine drive of said drive shaft. The received signals on the data port 699 can be used by the device 600 in order to initiate control of the position of said support shaft in connection with said downregulation, in connection with said downregulation.bring said standwheel out of engagement with the carriage in order to increase the axle loadat said drive shaft. The received signals at the data port 699 may be used by the device 600 to upregulate the motor drive of said drive shaft when the increasing shaft pressure of said drive shaft is thus achieved.
    Portions of the nodes described in the methods may be performed by the device 600 with the aid of the data processing unit 610 which views the program stored in the memory 660 or the read / write memory 650. When the device 600 runs the program, the methods described are executed.
    The above description of the preferred embodiments of the present invention has been provided for illustrative and descriptive purposes. It isnot 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 have been selected and described in order to best explain the principles of the invention and its practical applications, and thereby make it possible for one skilled in the art to understand the invention.for different embodiments and with the various modifications that are appropriatefor the intended use.19
    权利要求:
    Claims (11)
    [1]
    1. determine (S510, S520) whether sliming occurs, and 2. in case of detected sliming reduce (S530a) the same by down-regulating the drive of said engine (10) of the vehicle's drive shaft (X2), characterized by the steps of: 3. in case of detected sliming, in connection with said downregulation, initiate steering (S530b) of said support shaft (X3) bearing to cause said support wheels (LS, RS) out of engagement with the carriage in order to increase the axle pressure of said drive shaft (X2); and - upregulating (S550) the motor drive of said drive shaft (X2) at the resulting unbound axle pressure of said drive shaft (X2).
    [2]
    A method according to claim 1, wherein the step of upregulating the drive of said drive shaft (X2) of the motor (10) substantially takes place as the shaft pressure of said drive shaft (X2) increases.
    [3]
    A method according to claim 2, wherein the step of upregulating the drive of said motor shaft (X2) of the motor (10) takes place in a ramp step.
    [4]
    A method according to claim 3, wherein said ramp step is performed depending on the course of the extent of the ascertained slip.
    [5]
    A system (I; II) for improving the passability of a motor vehicle, the vehicle comprising at least one drive shaft (X2) provided with drive wheels (LD, RD) and at least one support shaft (X3) provided with support wheels (LS, RS), comprising means for determining by means of the anti - spin system of the vehicle (20, 40, 200; 300, 310, 320): 1. determining whether sliming occurs, and - means (20, 200; 300; 320) for reducing it in the case of observed sliming by down-regulating the vehicle's motor (10) drive of said drive shaft (X2), characterized by: - means (B, 100, 200; 300; 330) for initiating, in connection with said slimming, in connection with said downregulation, the position of said stock shaft (X3) to disengage said standwheel wheel (LS, RS) with the carriage for the purpose of increasing the axle load of said drive axle (X2); and - means (20, 200; 300; 320) for regulating the motor drive of said drive shaft (X2) at the resulting achieved shaft pressure of said drive shaft (X2).
    [6]
    A system according to claim 5, wherein said means (20, 200; 300; 320) for regulating the motor drive of said drive shaft (X2) is arranged to up-regulate the motor drive substantially as the axle pressure of said drive shaft (X2) increases.
    [7]
    A system according to claim 6, wherein said means (20, 200; 300; 320) for upregulating the motor drive of said drive shaft (X2) is arranged to upregulate the drive of the motor in a ramp step.
    [8]
    A system according to claim 7, wherein said ramp step is arranged to be performed depending on the course of the extent of the observed slippage.
    [9]
    Motor vehicle comprising a system according to any one of claims 5-8.
    [10]
    10. Computer programs (P) improve the maneuverability of a motor vehicle, where the vehicle comprises at least one drive shaft (L2, RD) provided with drive shaft (X2) true atnninstone a support shaft (X, RS) equipped with support wheels (LS, RS), where said computer program (P ) includes program code which, when generated by an electronic controller (200; 300; 600) or another computer (600) connected to the electronic controller (200; 300; 600), shapes the electronic controller to perform the steps of claim 1-4. 21
    [11]
    A computer program product comprising a digital storage medium which stores the computer program according to claim 10. 1/1; 11 LFLD LS
    类似技术:
    公开号 | 公开日 | 专利标题
    US8395491B2|2013-03-12|Method for controlling driving stability
    CN104736401B|2017-09-15|Vehicle speed control system
    CN107472082A|2017-12-15|Driving moment distribution method, system and the electric automobile of four-drive electric car
    JP2007505782A|2007-03-15|Steering system for agricultural or industrial utility vehicles and method for operating a steering system
    CN105683018A|2016-06-15|Improvements in vehicle speed control
    CN104583031A|2015-04-29|Vehicle speed control system and method with external force compensation
    US9950702B2|2018-04-24|Method for stabilizing the driving behavior of a tractor-trailer combination and vehicle movement dynamics control device
    JP2001511740A|2001-08-14|Method and apparatus for detecting rollover tendency of vehicle
    US8478484B2|2013-07-02|Control of vehicle rollover
    JP6377162B2|2018-08-22|Vehicle control system and method
    CN103010294B|2016-04-13|ESC-MDPS composite control apparatus and method thereof
    WO2017109615A1|2017-06-29|Wheelie controller and control method thereof
    US6466857B1|2002-10-15|Drive wheel traction control during vehicle stability enhancement events
    US20070032938A1|2007-02-08|Temperature dependent trigger control for a traction control system
    EP2585321B1|2018-12-19|Device and method for load transfer in a bogie
    CN111655346A|2020-09-11|Remote control vehicle
    SE539254C2|2017-05-30|Procedure and system for adjusting a vehicle's speed when cornering
    US11148498B2|2021-10-19|Method for controlling wheel axle suspension of a vehicle
    RU2481979C2|2013-05-20|Method and system for control over working machine and working machine
    SE534902C2|2012-02-07|Method and system to compensate for lack of driving ability due to reduced tire pressure of a motor vehicle
    US10023186B2|2018-07-17|Two-wheeled vehicle having a drive and brake power restriction on the basis of spring travel, as well as associated control unit
    EP2414213B1|2019-09-18|A steerable vehicle and a method for controlling the same
    CN111051160A|2020-04-21|Brake system
    SE1150589A1|2012-12-28|Procedures and systems for improving the accessibility of a motor vehicle
    US20170326987A1|2017-11-16|Vehicular torque control device and torque control method
    同族专利:
    公开号 | 公开日
    SE537722C2|2015-10-06|
    DE102012010407A1|2012-12-27|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    2021-10-05| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1150589A|SE537722C2|2011-06-27|2011-06-27|Procedures and systems for improving the accessibility of a motor vehicle|SE1150589A| SE537722C2|2011-06-27|2011-06-27|Procedures and systems for improving the accessibility of a motor vehicle|
    DE201210010407| DE102012010407A1|2011-06-27|2012-05-25|Method for improving transportation capacity of motor vehicle e.g. truck, involves increasing driving force exerted by the motor to the drive shaft, when the required pressure of the drive shaft is reached|
    [返回顶部]