• 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 Method (600) and system (700) for controlling load transfer on a vehicle (200) comprising a bogie (220) having at least one front axle (230-1) and one rear axle (230-2). The method (600) comprises determining (601) the vehicle ratio of the vehicle, determining (602) a load transfer configuration for the vehicle (200), based on the vehicle determined (601) basket ratio, by controlling the driver control (300) in the color of the load transfer configuration (configuration), a control unit (710), operable by the driver control (300), to control the load transfer configuration according to the control (602) made by the driver control (300), sending (604) the generated (603) control signal from the control unit (710) to a control mechanism (720) for the load transfer located adjacent to the bogie (220), and control (605) of the load transfer on the bogie (220) via the control mechanism (720) in accordance with the control (602) made by the driver controlled control (300).
    公开号:SE1351279A1
    申请号:SE1351279
    申请日:2013-10-29
    公开日:2014-04-30
    发明作者:Ines Kasumovic；Tobias Riggo
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The invention relates to a method and a system in a vehicle. More particularly, the invention provides a mechanism for controlling load transfer in a vehicle comprising a bogie having at least one front axle and one rear axle.
    BACKGROUND Vehicles with bogie and / or triple bogie are becoming more common in today's vehicle fleet, partly due to the passability and due to the load capacity. These vehicles are used in different applications and have different accessibility needs as well as different needs for how they use the load transfer.
    Vehicles in this context refer to, for example, truck, truck, flatbed truck, transport vehicle, truck, motorhome, pickup, work car, passenger car, emergency vehicle, vehicle, van, quad bike, forwarder, excavator, car, crane truck, tanker, motorcycle, wheel loader, moped, snowmobile , limousine, sports car, race car, radio car, flatbed, bat wagon, lawn mower, tank, snowmobile, snOvessla, caravan, terrain car, tracked vehicle, tractor, go-kart, bus, combine harvester, agricultural machine or similar manned or unmanned means of transport, adapted for land-based geographical movement.
    Bogie is the device that sits, usually under the rear part under a wagon or vehicle with 2, 3, 4, 5 etc. axles in order to spread the vehicle's load on more axles and thereby reduce the axle load, Increase the load shape and also 2 distribute the wheel pressure towards the road, which, for example, wears less on the road surface and tears up less gravel when the vehicle is driven on a gravel road.
    Trucks and similar vehicles are often built with bogies, especially when they are to be used for heavy transport. A bogie has at least two axles, which have a center distance of less than 2 meters. In cases where a vehicle is built with three axles, and the distance between the first and third axles is not less than four meters, this is often not meant as a bogie, but as a "triple axle".
    A truck bogie Or is usually not rotatable like the Or for rals vehicles, which causes some tire wear. In order to eliminate or at least reduce this tire wear, the wheels of one axle are sometimes rotatable, so that with the front wheel rotation they turn out and follow the radius of rotation.
    A triple bogie is the name given to the special case of a bogie axle with three axles. Each axle shaft can have one or more wheels. The wheel axles that engage in a bogie axle can be either driving, and are then called drive axles, or just roll with, and are called cid standing axles. A bogie can consist of only drive shafts, or of a combination of at least one drive shaft and one or more support shafts. If operation occurs on more than one of the axles, the structures are sometimes called tandem and tridem, respectively.
    When performing a load transfer on a vehicle with a triple bogie, see Figure 1A, which has a support shaft and two drive shafts according to prior art, you first transfer the weight from the support shaft to the two drive shafts, see Figure 1B. 3 Then the load is transferred from one drive shaft to the other drive shaft, see figure IC. The reason why such a load transfer is possible may be to increase the pressure against the surface in order to increase the friction and thereby provide better rock grip. According to existing technology Or it is predetermined via parameters from which drive shaft the weight is to be transferred, usually from the front drive shaft to the rear drive shaft. This means that the user does not have the opportunity to adapt the load transfer to his needs. It is only possible to select all 10 bogie axles to be engaged, or to load transfer to a certain predetermined drive shaft.
    In summary, there is a need to improve the steering and control of load transfer in vehicles with bogie axles.
    SUMMARY It is therefore an object of this invention to be able to adapt and control the load transfer in a vehicle with a bogie axle with two or more axles, in order to solve at least some of the above problems and thereby achieve an improved vehicle.
    According to a first aspect of the invention, this object is achieved by a method for controlling load transfer on a vehicle comprising a bogie with at least one front axle and one rear axle. The method involves determining the cross-section of the vehicle. Furthermore, the method includes determining the load transfer configuration of the vehicle, based on the determined cross-sectional condition of the vehicle, by controlling a driver-controlled control for selecting the load transfer configuration. The method also includes generating a control signal in a control unit, actuatable by the driver-controlled control, to control the load transfer configuration according to the control made by the driver-controlled control. The method further comprises also sending the generated control signal from the control unit to a control mechanism for the load transfer located adjacent to the bogie. In addition, the method comprises controlling the load transfer on the bogie via the control mechanism in accordance with the control made by the driver-controlled control.
    According to a second aspect of the invention, this grinding is achieved by a system in a vehicle. The system includes a bogie with at least one front axle and one rear axle, to regulate load transfer on the vehicle. The system includes driver control controls for load transfer configuration, based on the vehicle's determined crossover condition. In addition, the system comprises a control unit, which is actuatable by the driver-controlled control and adapted to generate and send a control signal. Furthermore, the system comprises a control mechanism, adapted to receive the control signal and install the load transfer on the bogie in accordance with the control made by the driver-controlled control.
    By making it possible to regulate the load transfer between the drive axles and thereby vary the wheelbase, it becomes possible to adapt the vehicle's characteristics such as turning radius, steering characteristics and axle load, to the actual crank conditions that the driver experiences. This achieves an improvement of the vehicle.
    A variable load transfer between the drive shafts can also make transport more efficient with regard to other aspects such as time, wear and fuel consumption according to certain embodiments.
    Other advantages and additional features will become apparent from the following detailed description of the invention.
    LIST OF FIGURES The invention will now be described in further detail with reference to the accompanying figures, which illustrate embodiments of the invention: Figure 1A is an illustration of load transfer in a vehicle with a triple bogie according to the prior art.
    Figure 1B is an illustration of over load transfer in a vehicle with a triple bogie according to existing technology.
    Figure 1C is an illustration of over load transfer in a vehicle with a triple bogie according to existing technology.
    Figure 2 Or a clear illustration of a vehicle with a triple bogie according to one embodiment.
    Figure 3A is an illustration showing an embodiment of the invention.
    Figure 3B is an illustration showing an embodiment of the invention.
    Figure 4A is an illustration showing an embodiment of the invention.
    Figure 4B is an illustration showing an embodiment of the invention. Figure 5A is an illustration showing an embodiment of the invention.
    Figure 5B is an illustration showing an embodiment of the invention.
    Figure 6 illustrates the flow diagram to illustrate an embodiment of a method.
    Figure 7 is an illustration of a control unit according to an embodiment of the invention.
    DETAILED DESCRIPTION OF THE INVENTION The invention is defined as a method and a system, which can be realized in any of the embodiments described below. However, this invention may be practiced in many different forms and should not be construed as limiting the embodiments described herein, which are intended to illustrate and illustrate various aspects of the invention.
    Further aspects and features of the invention may become apparent from the following detailed description when considered in conjunction with the accompanying figures. The figures are, however, to be considered only as examples of various embodiments of the invention and are not to be construed as limiting the invention, which is limited only by the appended claims. Furthermore, the figures are not necessarily to scale, and Or, unless otherwise specifically indicated, are intended to conceptually illustrate aspects of the invention.
    Figure 2 shows a vehicle 200 adapted for load transfer of a triple bogie. The vehicle 200 has a front wheel axle 2 and 7 a rear bogie 2 which consists of a first drive shaft 2-1, a second drive shaft 2-2 and a stand shaft 2-3. The vehicle 200 is arranged to travel forward in a direction of travel 240. The terms front and rear in this context refer to the direction of travel 240 of the vehicle.
    The set of bogie 220 on the vehicle 200 described above, that is to say a triple bogie, is only an example. The vehicle 200 may, for example, be equipped with a plurality of front wheel axles 210. Furthermore, the vehicle 200 may have a rear bogie 220 which consists of an arbitrary number of axles 230-1, 230-2, 230-3 in certain embodiments; such as two, three, four, four, six, ..., -, etc. The rear bogie shaft can also comprise an arbitrary combination of drive shafts 230-1, 2302 and standing shafts 230-3 in different embodiments. For example, all shafts 230-1, 230-2, 230-3 in the bogie 220 may be drive shafts 230-1, 230-2 in certain embodiments. In other embodiments, all axes 230-1, 230-2, 230-3 in the bogie 220, except one axle, may be of axle axes 230-3.
    This can also be expressed: n = k + in days n> 1 and k> 0, 20 days: n = number of axles in the bogie 220, k = number of drive shafts 2301, 230-2, and i = number of standing axles 230-3.
    In some embodiments, the shafts 230-1, 230-2, 230-3 of the bogie 220 may be suspended in suspension units (At least some of these have a resilient attachment with adjustable rigidity. Thereby, the pressure can be distributed between the shafts 230-1, 230- 2, 230-3.
    In some embodiments, the resilient attachment with adjustable rigidity may be pneumatically or hydraulically manoeuvrable, for example including air suspension including 8 air supply and control valves to regulate the air supply.
    The vehicle 200, or perhaps rather its driver, may sometimes want the load weight distributed on all axles 230-1, 230-2, 230-3 in the bogie 220. Thereby it is possible to maximize the payload size as the load weight is thereby distributed on all wheel axles 230 -1, 230-2, 230-3. An example of this will be discussed later and discussed in connection with the description of Figure 3A and Figure 3B. However, the driver of the vehicle, for example when cornering on slippery surfaces, can carry load transfer from the front drive shaft 230-1 to the rear drive shaft 230-2 according to what is damaged and discussed in connection with the description of Figure 4A and Figure 4B. Vehicles 200 which drive on a content of 15 surfaces may in some cases prefer to only relieve the standing axle 230-3 and overload that weight on the drive axles 230-1, 230-2 for accessibility reasons. The axle shaft 230-3 can either continue to roll on the roadway, but with reduced or no load; alternatively, the city shaft 230-3 can be raised. 20 However, it can also occur, especially for vehicles 200 that drive in front where it is cramped and / or do not want to tear up the road, want as short a wheelbase as possible to improve the turning radius. It is deadly and undesirable to perform load transfer from the shaft 230-2 and the rear drive shaft 230-2 to the front drive shaft 230-1, as shown in Figure 5A and Figure 5B.
    With this type of load transfer, the turning radius becomes better, but the stability of the vehicle 200, and its passability on slippery surfaces becomes significantly worse than when the load transfer 30 is made to the rear drive shaft 230-2. Also in this alternative 9, the support shaft 230-3 can either continue to roll on the carriageway, but with reduced or no load; alternatively, the stand shaft 230-3 can be raised.
    The present invention also relates to configurations in which the support shaft 230-3 can be lifted, also the drive shaft 230-1 in the bogie can be lifted. This configuration option provides both configurations with a liftable support shaft 230-3 as a liftable drive shaft 230-1 and that load transfer can be made between the respective shafts 230-1, 230-2 and 230-3. This means more combination possibilities for the load transfer function in that the wheelbase and the turning radius of the wheels can be adjusted depending on the crank ratio. For example, the load transfer is made from the front drive axle 230-1 to the rear drive axle 230-2 and the front drive axle 230-1 raises the pressure on the rear drive axle 230-2 and thus provides longer wheelbase and better stability on normal road leveling. You do not need to lift the axles (230-1 and / or 230-3) to get a better radius of constraint, it can be enough to transfer load from any of them to the driving shaft 230-02 and if so, you can also lift 230 -01 and / or 230-13.
    It is not uncommon for all of these different configurations disassembled in Figure 3-5 of the axles 230-1, 230-2, 230-3 in the bogie 220 to be needed on one and the same vehicle 200. An example of such a vehicle 200 is milk trucks. In order not to tear up the yard unnecessarily much, and also to be able to turn with as small a turning radius as possible, it is an advantage for the vehicle 200 to be able to choose to transfer load to the front drive shaft 230-1, in the vehicle's bogie 220. When navigating the yard. on vehicles 200 which may need to have a reduced radius of advantage, vehicles 200 which need to be driven in cramped spaces such as garages; emergency vehicles such as fire engines and the like that need to navigate near the fire, forest vehicles that need to navigate between tracts, etc.
    However, during road transport, it may be advantageous to instead drive the vehicle 200 with a load offset 5 to the rear drive shaft 230-2, especially at slippery road conditions, for improved steering, stability and firmness.
    Since the vehicle 200 has a load, such as milk in the case where the vehicle 200 is a milk truck, it can be an advantage to distribute the load on several axles, or even all wheel axles 230-1, 230-2, 230-3 in the bogie 220.
    The activation of the function can be released with a control 300, for example in the form of, or comprising a knob 3 or a three-layer control which allows the operator to choose between the different load transfers, in certain embodiments, as illustrated in Figures 3B, 4B and 5B.
    The design of this control 300 in the figures is to be considered as an example only. For example, the slider 300 may be provided with a prompt for the various alternatives, such as, for example, "small turning radius necessary", "heavy load", 20 and / or "motorway", or corresponding texts. Furthermore, the control 300 may be designed as a power switch, a number of pushbuttons, a pull control, a software button or the like.
    This gives the driver the opportunity to adapt the load transfer of the vehicle 25 to the cross situation, the wobble and the load, which leads to an embittered vehicle 200, with improved cornering properties, especially in situations with a small turning radius or an advantage. Figure 6 illustrates an example of an embodiment of the invention. The flow chart of Figure 6 illustrates a method 600 for controlling load transfer on a vehicle 200, comprising a bogie 220 having at least one front axle 230-1 and one rear axle 230-2. The bogie 220 may comprise at least two drive shafts 230-1, 230-2 and at least one support shaft 230-3 in some embodiments. The bogie 220 may comprise a triple bogie, quadruple bogie, quintuple bogie, sextupel bogie, septupelboggi, octupelboggi and / or nonupelboggi etc. in different embodiments.
    In order to be able to control the load transfer on the vehicle 200 in a correct manner, the method 600 may comprise a number of steps 601-605. It should be noted, however, that some of the steps described have only been included in certain alternative embodiments of the invention. Furthermore, the described steps 601-605 can be performed in a slightly different chronological order On what the number order suggests and that some of them can be performed in parallel with each other. Method 600 comprises the following steps: Step 601 The vehicle's driving condition is determined.
    This established cross-sectional relationship, which may be existing or undesirable, may include: reduced range of contractions, improved steering characteristics and cradle grip, and / or load maximization. This condition can be determined, or determined by the driver of the vehicle. The driver can, based on prevailing environmental conditions and / or vehicle-related information, determine the said driving conditions himself. Ambient conditions include that the ferret takes into account, for example, radiating vagal conditions, geographical position and / or weather conditions. But the driver also takes into account vehicle-related information such as the vehicle's load and / or the vehicle's driving characteristics. By the vehicle's driving characteristics is meant, for example, if the vehicle is cranking or if there are different brake grips on different wheels or if it hits the steering wheel. The determination is made in connection with the operation of the vehicle and based on vehicle-related information. In this way, the regulation of the load transfer can be made dependent on the prevailing road conditions, geographical position, weather conditions, but also on information on the vehicle's driving characteristics and / or the vehicle's load. In some cross situations, it can be an advantage to distribute the load on several axles, or even all wheel axles in the bogie, in order to maximize the size of the payload.
    According to an alternative embodiment, the driver is informed of saving ambient conditions and / or vehicle-related information via the communication module 740 and the driver can determine the vehicle driving condition.
    The communication module 740 is adapted to receive ambient signals from the control unit 710 representing radiating ambient conditions but also vehicle related information such as information on the vehicle load and information on the vehicle characteristics. The ambient signals (not shown in the figure) represent, for example, information concerning friction between the vehicle and the roadway, geographical position obtained via a positioning system, and / or radar conditions. The control unit receives data from internal vehicle systems and sensors to generate ambient signals and vehicle-related information. Examples of in-vehicle systems and sensors are tilt sensors, gyros, accelerometers, steering wheel angle sensors, yaw-rate sensors, temperature sensors, rain sensors, load sensing sensors, but information from, for example, brake systems and stability systems can also be used. Based on the information in the 13 ambient environment conditions and vehicle-related information, the driver can determine the vehicle's cross-sectional condition and in this way the load transfer can be regulated.
    Step 602 A load transfer configuration for the vehicle 200 is determined, based on the vehicle's determined 601 cross-sectional condition, by controlling a driver-controlled control 300 for selecting the load transfer configuration. Thus, the load transfer configuration of the vehicle 200 is determined based on the driving conditions of the driver. If, for example, the driver considers that he will drive the vehicle in an environment with slippery road conditions, the driver, via a driver-controlled control 300, regulates the load TRANSFER function which is best lit for radiating ambient conditions.
    The forward-controlled control 300 is adjustable to a load transfer configuration consisting of: load distribution on all axles 230-1, 230-2 included in the bogie 220, load transfer to the rear axle 230-2 in the bogie 220, and load transfer to the front axle 230-1 in the bogie 220 .
    The load transfer configuration determination can be made so that load transfer to the front axle 230-1 in the bogie 220 can be done when the driver wants a reduced turning radius. Furthermore, load transfer to the rear axle 230-2 in the bogie 220 can be done as the driver wants improved steering characteristics and cradle grip.
    Load distribution can also be done on all axles 230-1, 230-2 which are included in the bogie 220 and load maximization is desired, according to certain embodiments. Step 603 A control signal is generated in a control unit 710, payable to the driver controller 300, to control the load transfer configuration according to the control 602 made in the driver controller 300.
    The installation of the load transfer from the first load transfer configuration cidr load distribution is done on all axles 230-1, 230-2, 230-3 which are in the bogie 220, to either the front axle 230-1 or the rear axle 230-2 in the bogie 220, according to certain embodiments. Such an installation of the load transfer can be initiated by making a load transfer from the support shaft 230-3 to the drive shafts 230-1, 230-2, according to certain embodiments.
    Step 604 The generated 603 control signal is sent from the control unit 710 to a load transfer control mechanism 720 located adjacent the bogie 220.
    This control signal can be sent via a branch, which can be a wireless interface in some embodiments, but can also be a wired interface. The wireless interface can be made of radio transmitters based on wireless communication technology such as 3rd Generation Partnership Project (3GPP) Long Term Evolution (LIE), LTEAdvanced, Evolved Universal Terrestrial Radio Access Network (E-1JTRAN), Universal Mobile Telecommunications System (UMTS), Global System for Mobile Communications / Enhanced Data rate for GSM Evolution (GSM / EDGE), Wideband Code DivisionMultipleAccess (WCDMA), World-Wide Interoperability for Microwave Access (WiMax), Wireless 30 Local Area Network (WLAN) Ultra Mobile Broadband (UMB), Bluetooth (BT) or infrared sanders to name just a few conceivable examples of wireless communication.
    In some embodiments, the communication can be made via a communication bus. Such a communication bus may be arranged to interconnect a number of electronic control units (ECIJs), or controllers, and various components arranged on the vehicle 200.
    Step 60 The load transfer on the bogie 220 is controlled via the control mechanism 10 720 in accordance with the control 602 made by the driver-controlled control 300.
    Figure 7 illustrates an embodiment of a system 700 in a vehicle 200, which system 700 includes a bogie 220 having at least one front axle 230-1 and a rear axle 230-2, for controlling load experience on the vehicle 200. The bogie 220 includes at least two drive shafts 230-1, 230-2 and at least one support shaft 230-3.
    The system 700 includes a driver controlled control 300 for selecting load transfer configuration, based on the vehicle 20 fixed roof condition. This fixed basket condition, which may be existing or desired, may include: reduced turning radius, improved steering characteristics and cradle grip, and / or load maximization. This cross-section can be determined, or determined by the driver of the vehicle. Further, the system 700 includes a controller 710, which is actuated by the motion controlled controller 300 and adapted to generate and send a control signal to control the load transfer. The system 700 also includes a control mechanism 720, adapted to receive the control signal and set the load transfer on the bogie 220 in accordance with the control made by the driver controlled control 300.
    In order to correctly generate and send the control signal for regulating the load transfer, said control unit 710 comprises a number of components, which are described in more detail in the following text. Some of the described subcomponents occur in some, but not necessarily all embodiments. There may also be additional electronics in the control unit 710, which is not entirely necessary to understand the operation of the control unit 710 according to the invention.
    The controller 710 includes a processor circuit 730, a communication module 7 and, in some embodiments, a memory 750.
    The communication module 740 is adapted to receive signals from the driver-controlled control 300. These signals can be received over a wireless or wired interface from the control 300. Furthermore, the communication module 740 is arranged to send instructions to the control mechanism 720, which control mechanism 720 in turn affects the vehicle lastOverfOring.
    The communication module 740 Or according to an embodiment adapted to receive ambient signals and / or vehicle-related information from the control unit 7 represents different ambient conditions and vehicle-related information. The control unit 710 receives data from in-vehicle systems and sensors to be able to generate ambient signals and vehicle-related information.
    The communication module 740 may in some embodiments be a separate device transmitter and receiver.
    The communication module 740 may in some embodiments be a sand receiver, or transceiver, which is adapted to transmit and receive radio signals, and where parts of the structure, such as the antenna, are common to the sanders and receivers. Furthermore, the communication module 740 may be adapted for wireless information transmission, via a wireless interface, such as: radio transmitters based on wireless communication technology such as 3rd Generation Partnership Project (3GPP) Long Term Evolution (LTE), LTE-Advanced, Evolved Universal Terrestrial Radio Access Network (E-UTRAN), Universal Mobile Telecommunications System (UMTS), Global System for Mobile Communications / Enhanced Data rate for GSM Evolution (GSM / EDGE), Wideband Code Division Multiple Access (WCDMA), World-Wide Interoperability for Microwave Access (WiMax), Wireless Local Area Network ( WLAN) Ultra Mobile Broadband (UMB), Bluetooth (BT) or infrared true to name just a few conceivable examples of wireless communication.
    However, in some embodiments the communication module 740 may be specially adapted for wired information exchange with the control 300, with control mechanism 720 and / or with the vehicle data bus or communication bus. Such communication bus is arranged to interconnect a number of electronic control units (ECUs), or controllers, and various. components 220 of the vehicle. The communication bus of the vehicle may be one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented Systems 18 Transport), or any other bus configuration; or by a wireless connection, for example according to any of the technologies listed above.
    The aforementioned processor circuit 730 may be, for example, one or more Central Processing Unit (CPU), microprocessor or other logic designed to interpret and execute instructions and / or to read and write data. The processor circuit 730 may handle data for inflow, outflow or data processing of data including the buffering of data, control functions and the like.
    In some alternative embodiments, the controller 710 includes a memory unit 750, which constitutes a data storage medium. The memory unit 750 can be, for example, a memory card, flash memory, USB memory, hard disk or other similar data storage device, for example any group: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), etc. in various embodiments.
    Furthermore, the invention comprises a computer program for controlling load transfer on a vehicle 200 comprising a bogie 220 with at least one front axle 230-1 and a rear axle 230-2. The computer program is arranged to perform the method 600 according to at least some of the previously described steps 601-605, and the computer program is executed in a processor circuit 730 in the control unit 710.
    The method according to steps 601-605 for adapting a control algorithm to a passenger's stress level may be implemented by one or more processor circuits 730 in the control unit 710, together with computer program code for performing any, some, some or all of the steps 601-605 described above. Thereby, a computer program including instructions for performing steps 601-605 when the computer program is loaded with the processor circuit 710.
    Some embodiments of the invention also include a vehicle 200, which includes the system 700 described above.
    权利要求:
    Claims (6)
    [1]
    A method (600) for controlling load transfer on a vehicle (200) comprising a bogie (220) having at least one front axle (230-1) and a rear axle (230-2), characterized by: determining (601) the vehicle body position , determination (602) of a load transfer configuration for the vehicle (200), based on the determined car ratio of the vehicle (601), by controlling a driver-controlled control (300), selecting a load transfer configuration, generating (603) a control signal in a control unit (710) , actuable by the driver-controlled control (300), to control the load transfer configuration according to the control (602) made by the driver-controlled control (300), sending (604) the generated (603) control signal from the control unit (710) to a control mechanism ( 720) for the load transfer located adjacent to the bogie (220), and 21 regulating (605) the load transfer on the bogie (220) via the control mechanism (720) in accordance with the control (602) made by the driver-controlled control (300) where the determination (602) of load transfer configuration is made so that load transfer to the front axle (230-1) in the bogie (220) is done when the driver wants reduced radius of load, load transfer to the rear axle (230-2) in the bogie (220) is done when The driver wants improved steering characteristics and cradle grip, and that load distribution is done on all axles 10 (230-1, 230-2) that are included in the bogie (220) cid 'load maximization is desired and where the bogie (220) comprises at least two drive axles (230-1, 230-2) and at least one support shaft (230-3) and where the installation (603) of the load transfer from the load transfer configuration where load distribution is made 15 on all shafts (230-1, 230-2, 230-3) which enter the bogie (220) , to either the front axle (230-1) or the rear axle (230-2) of the bogie (220), begins by transferring the 9-Ors load from the axle shaft (230-3) to the drive shafts (230-1, 230-) 2).
    [2]
    Method (600) according to claim 1, (The driver-controlled control (300) is installable to the load TRANSFER configuration configured by: load distribution on all axles (230-1, 230-2) engaging the bogie (220), load transfer to the rear axle (230-2) bogie (220), and load transfer to the front axle (230-1) in the bogie (220).
    [3]
    The method (600) of claim 1 or claim 2, wherein the determined (601) cross conditions include: reduced turning radius, improved steering characteristics and weight grip, and load maximization.
    [4]
    A system (700) in a vehicle (200), the system (700) comprising a bogie (220) having at least one front axle (230-1) and a rear axle (230-2), for controlling load transfer on the vehicle (200), characterized by: a driver control knob (300) for selecting the load transfer configuration, based on the determined vehicle ratio of the vehicle, a control unit (710) operable by the driver controlled knob (300) and adapted to generate and send a control mechanism, and adapted to receive the control signal and the load transmission on the bogie (220) in accordance with the regulation made by the driver-controlled control (300) and the bogie (220) comprises at least two drive shafts (230-1, 230-2) and Atminstone and stOdaxel (230-3).
    [5]
    Vehicle (200) comprising the system (700) according to claim 4, adapted for controlling load transfer according to the method (600) according to claims 1-3.
    [6]
    Computer programs for controlling load transfer on a vehicle (200) comprising a bogie (220) having at least one front axle (230-1) and a rear axle (230-2), characterized by: 23 that the method (600) according to any of claims 1-3 is performed when the computer program is executed in a processor circuit (730) a control unit (710). 1 /
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    SE1450817A1|2015-06-30|Choice of driving mode in a vehicle
    SE537714C2|2015-10-06|Planning of route in navigation unit in vehicle related event
    同族专利:
    公开号 | 公开日
    WO2014070083A1|2014-05-08|
    SE537724C2|2015-10-06|
    BR112015009035B1|2021-08-31|
    DE112013004820T5|2015-08-13|
    BR112015009035A2|2017-07-04|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US6240339B1|1999-02-26|2001-05-29|Freightliner Llc|Vehicle rear axle load relief method and system|
    SE529962C2|2004-10-18|2008-01-15|Volvo Lastvagnar Ab|Axle load control system and method for a load-carrying truck|
    SE529218C2|2005-10-26|2007-06-05|Volvo Lastvagnar Ab|System and method for controlling the axle load distribution ratio of a vehicle with two front axles|
    DE102007012242A1|2006-05-06|2007-11-22|Wabco Gmbh|Method of reducing the turning circle of commercial vehicles|
    DE102008054044A1|2008-06-27|2009-12-31|Wabco Gmbh|articulated lorry|
    SE534890C2|2009-05-06|2012-02-07|Scania Cv Ab|Device for operating a suspension level system in a vehicle|
    SE534921C2|2010-06-28|2012-02-14|Scania Cv Ab|Device and method of load transfer in a bogie|SE539017C2|2015-07-06|2017-03-21|Scania Cv Ab|Method and system for load transfer in a vehicle|
    US11124233B1|2018-12-10|2021-09-21|Amazon Technologies, Inc.|Drive train and suspension for an autonomous ground vehicle|
    DE102020004067A1|2020-07-07|2022-01-13|Daimler Ag|Drive device for a motor vehicle, in particular for a motor vehicle|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1251213|2012-10-29|
    SE1351279A|SE537724C2|2012-10-29|2013-10-29|Procedure and system for load transfer in a vehicle|SE1351279A| SE537724C2|2012-10-29|2013-10-29|Procedure and system for load transfer in a vehicle|
    PCT/SE2013/051259| WO2014070083A1|2012-10-29|2013-10-29|Method and system for load transfer in a vehicle|
    BR112015009035-4A| BR112015009035B1|2012-10-29|2013-10-29|PROCESS AND SYSTEM FOR CARGO TRANSFER IN A VEHICLE|
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