• 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 present invention relates to a method for determining a status of a compressor clutch, wherein a compressor (203) is selectively connectable to a first motor (101) by utilizing a clutch (202). The method comprises, when a signal regarding the engagement of said compressor (203) is emitted: - detecting a speed change of said first motor (101), and - by using said detected speed change determining a status of said compressor engagement.Fig. 3
    公开号:SE1450006A1
    申请号:SE1450006
    申请日:2014-01-08
    公开日:2015-07-09
    发明作者:Ricard Käld；Andreas Lundström
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    10 l5 20 25 and likewise e.g. suspension systems be compressed air controlled.
    Compressed air can e.g. also used to open / close doors, such as bus doors.
    Such compressed air systems are thus often very important for the vehicle's function, and a loss of compressed air often means that the vehicle's service braking system is deactivated, with a stationary vehicle as a result.
    However, the compressed air requirement is not normally such that continuous operation of the compressor is required, but the compressor can be switched off for long periods, especially at e.g. highway driving, when the use of compressed air consuming systems is often small.
    At the same time as the selective connection thus brings advantages, it is, as will be understood, important that the connection functions as intended.
    SUMMARY OF THE INVENTION It is an object of the present invention to provide a method for determining a status of a compressor connection at e.g. vehicle. This object is achieved with a method according to claim 1.
    The present invention relates to a method for determining a status of a compressor clutch, wherein a compressor is selectively connectable to a first motor by utilizing a clutch. The method comprises, when a signal concerning the switching on of said compressor is emitted: - detecting a change of speed of said first motor, and - by utilizing said detected change of speed, determining a status of said compressor switching on. Said signal for switching on said compressor may consist of a request for a connection or a request for a disconnection of said compressor. Furthermore, said status of said compressor connection can e.g. constitute a status of said connection.
    Regarding e.g. vehicle, it is important that the compressor connection works correctly in order to be able to drive the vehicle in a safe way, since a malfunctioning connection, such as e.g. due to a malfunctioning clutch, will result in a loss of compressed air with the consequence that the vehicle's service brake system is deactivated. The coupling usually consists of a lamella coupling, where the lamellaes wear over time. If the slats become completely worn out, this will mean that the compressor cannot be activated, whereby such a situation results in a pressureless compressed air system, with stationary vehicles and salvage to the workshop as a result.
    According to the present invention, the status of the compressor connection can be determined, whereby e.g. a coupling wear or potential leakage can be determined, and a signal can be generated if necessary. For example. an error code can be activated, and / or the driver is asked to consult a workshop.
    According to the invention, a change in speed of the motor is detected, and by utilizing the detected change in speed, the status of the compressor is determined. A representation of the compressor on or off time when the said compressor is switched on and / or off can be determined, the status being determined based on this representation.
    The connection time will depend on the movement performed by the clutch slats, where this movement will be longer the more the clutch wears. In addition, wear results in longer stroke and deteriorated lever for the clutch spring, which further prolongs the time the clutch slips. Thus, the time it takes to connect the compressor will become longer as the connection wears out.
    Said representation of the switch-on or switch-off time can e.g. consists of a measured time, the time from the time the switch-on signal is output until the speed change is detected can be used to determine the status of the compressor switch-on. For example. this time can be compared with a first time, whereby a status of said compressor connection can be determined based on said comparison. If e.g. the switch-on time exceeds a first time, a signal can be generated, which e.g. may constitute activation of an error code or to alert the driver of the vehicle that control / service of the compressor connection is required.
    The representation of the compressor's switch-on time can alternatively e.g. determined based on a derivative of the engine speed change when the compressor is switched on, whereby the derivative can be compared with an expected value, or a previously determined derivative, to determine the status of the compressor connection.
    Furthermore, a plurality of representations of said switch-on and / or switch-off time can be determined, whereby the status of said compressor switch-on can be determined based on said plurality of representations. For example. a trend for changes with the time of said plurality of representations of switch-on and / or switch-off time can be determined, and based on which status of the compressor switch-on can be determined, e.g. by comparing an established trend with an expected trend.
    Coupling of said compressor by means of said coupling is preferably arranged to be controlled by a control unit. Furthermore, the method can be arranged to output the switch-on signal for switching on or off said compressor, and thus determine when the status of the compressor switch-on is to be determined.
    Additional features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments and the accompanying drawings.
    Brief Description of the Drawings Fig. 1A shows a driveline in a vehicle in which the present invention can be used to advantage.
    Fig. 1B shows a control unit in a vehicle control system.
    Fig. 2 schematically shows a compressor system to which the present invention can be applied.
    Fig. 3 schematically shows an exemplary method according to an embodiment of the present invention.
    Fig. 4 shows an example of a disconnection and connection of a compressor, respectively.
    Detailed Description of Preferred Embodiments The present invention will be exemplified in the following for a vehicle. However, the invention is also applicable to other types of means of transport, such as e.g. watercraft, as long as the means of transport comprises a compressor which can be connected by means of a coupling to an engine, where the compressor is arranged to be driven by the engine.
    Fig. 1A schematically shows a driveline in a vehicle 100 according to an embodiment of the present invention. The vehicle 100 schematically shown in Fig. 1A comprises a driveline with an internal combustion engine 101, which is connected in a conventional manner, via a shaft outgoing on the internal combustion engine 101, usually via a flywheel 102, to a gearbox 103.
    The internal combustion engine 101 is controlled by the control system of the vehicle 100 via a control unit 115.
    A shaft 107 emanating from the gearbox 103 drives drive wheels 113, 114 in a conventional manner via an end gear 108, such as e.g. a conventional differential, and drive shafts 104, 105 connected to said final gear 108.
    The example shown in Fig. 1A does not show the gearing system specifically, but this can be of any applicable type, such as of a type with automatically shifted manual gearboxes, manually shifted gearboxes, dual clutch gearboxes, conventional automatic gearboxes, etc. The invention is equally applicable to all types of vehicles in which an engine is used, regardless of the type of engine, as long as a compressor can be selectively connected to said engine.
    Fig. 1A further shows a compressor 203 which can be connected to the combustion engine 101 for generating compressed air, where generated compressed air is accumulated in an accumulator tank 204. Switching on and off the compressor 203 is controlled by a control unit 205. The system for switching on the compressor is described in more detail in Fig. 2.
    The connection of the compressor is thus controlled by the control unit 205, and vehicles of the type shown usually comprise a control system for controlling the various functions of the vehicle.
    According to the present invention, a status of the compressor connection is determined, where this status can be constituted by a connection wear or the presence or non-occurrence of a leak in the connection system. The method according to the invention can be arranged to be performed by any control unit present in the control system of the vehicle, and can e.g. be arranged to be performed by the control unit 205 or alternatively another applicable control unit existing at the vehicle, such as e.g. motor control unit l0 l5 20 25 30 ll5. The control unit can thus consist of some applicable existing control unit in the vehicle's control system. The invention can also be implemented in a control unit dedicated to the present invention.
    In general, such control systems consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), or controllers, and various components arranged on the vehicle 100. Such a control system can thus comprise a large number of control units, and the responsibility for a specific function can be divided into more than one control unit. For the sake of simplicity, Fig. 1A shows only a very limited number of control units, and in practice the number of control units can be substantially larger than in the present example.
    The function of the control unit 205 (or the control unit (s) to which the present invention is implemented) according to the present invention may e.g. may depend on signals from different sensors, such as a sensor for emitting the combustion engine speed. Furthermore, the function according to the invention may depend on signals from one or more other control units. For example. For example, data regarding the speed of the internal combustion engine can be received from the control unit 115. Furthermore, the invention can be implemented in a control unit separate from the control unit 205, wherein the control unit in which the invention is implemented can receive a signal regarding the compressor connection, such as a request for a switching on or off of the compressor.
    Furthermore, the control is often performed by programmed instructions.
    These programmed instructions typically consist of a computer program, which when executed in the control unit causes the control unit to perform the desired control, such as method steps according to the present invention.
    The computer program is usually part of a computer program product, wherein the computer program product comprises an applicable storage medium 121 (see Fig. 1B) with the computer program stored on said storage medium 121. Said digital storage medium 121 may e.g. consists of someone from the group: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc., and be arranged in or in connection with the control unit, the computer program being executed by the control unit. By changing the instructions of the computer program, the behavior of the vehicle in a specific situation can thus be adapted.
    An exemplary control unit (control unit 205) is shown schematically in Fig. 1B, wherein the control unit may in turn comprise a calculation unit 120, which may consist of e.g. any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC). The computing unit 120 is connected to a memory unit 121, which provides the computing unit 120 e.g. the stored program code and / or the stored data calculation unit 120 need to be able to perform calculations, e.g. to determine whether an error code should be activated. The calculation unit 120 is also arranged to store partial or final results of calculations in the memory unit 121.
    Furthermore, the control unit is provided with devices 122, 123, 124, 125 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input signals 122, 125 may be detected as information for processing the computing unit 120. The output signals 123, 124 are provided. converting calculation results from the calculation unit 120 into output signals for transmission to other parts of the vehicle control system and / or the component (s) for which the signals are intended. Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may consist of one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport), or any other bus configuration; or by a wireless connection.
    The present invention provides a method for diagnosing the status of the compressor connection so that malfunction and / or lamella wear can be detected. Fig. 2 shows the compressor system in more detail. The figure shows a gear transmission 201 connected to the output shaft of the internal combustion engine 101, where this e.g. may be connected to the internal combustion engine 101 via the flywheel 102 or otherwise rotationally connected to the internal combustion engine 101. The gear transmission 201 drives a first part of a clutch 202, said first clutch part being brought into rotation via the gear transmission 201 when the internal combustion engine is in operation, and for said coupling part in relation to the rotational speed of the internal combustion engine can thus be adapted by appropriate gearing via the gear transmission 201.
    The coupling 202 also comprises a second coupling part, connected to the compressor 203 in a rotationally fixed manner. Thus, when said first and second coupling parts, respectively, are brought together, the compressor 203 is brought into rotation by the internal combustion engine 101 when it is started. The compressor 203 compresses air which accumulates in the compressed air tank 204, this compressed air, as mentioned above, e.g. be used by the vehicle's service braking system, air suspension, level control, etc.
    When the compressor 203 is connected to the internal combustion engine 101, it thus constitutes an internal combustion engine load with associated energy / fuel demand. Continuous operation of the compressor when the internal combustion engine 101 is running usually results in larger amounts of compressed air being generated than the vehicle consumes, thus giving rise to unnecessary energy consumption, and thus fuel consumption in the internal combustion engine, as a result.
    For this reason, the compressor 203 is switched off by opening the coupling 202 when the accumulator tank 204 has been pressurized to the desired first pressure, whereby the compressor 203 can be switched on again when the pressure in the accumulator tank 204 has dropped to some applicable second pressure.
    Switching on / off of the compressor 203 is controlled by the control unit 205, which based on e.g. pressure signals from the accumulator tank 204 and / or other applicable position in the compressed air system control the connection of the compressor by opening / closing the coupling 202. The coupling 202 shown consists of a compressed air controlled coupling, which is controlled by the compressed air compressor 203. Furthermore, the coupling 202 is of such a type that in the pressure-relieved state by e.g. a spring force is kept closed, whereby it can be ensured that the compressor 203 always starts when the internal combustion engine l1l is started so that the required compressed air build-up can be ensured at the start of the vehicle.
    When the coupling 202 is to be opened, e.g. so that the pressure in the accumulator tank has reached a desired pressure, the control unit 205 emits a control signal to a valve unit 206, which l1 l5 opens a passage 207 for supplying compressed air to the coupling 202, whereby the spring force which keeps the coupling closed can be overcome by the air pressure and the coupling are opened. As long as the pressure is maintained, the coupling is also kept open. Conversely, when the coupling is to be closed, a signal is sent from the control unit 205 to the valve unit 206 (alternatively another applicable valve unit) for pressure relief of the coupling 202.
    An exemplary method 300 according to the invention is shown in Fig. 3, and the method starts in step 301 where it is determined whether the status of the compressor connection is to be determined. In that case, the process proceeds to step 302. The transition from step 301 to step 302 may be arranged to satisfy any applicable condition. For example. a condition may be that the vehicle l00 is stationary with the internal combustion engine l0l at idle.
    Alternatively, the condition may be that the vehicle 100 is driven at a constant speed and thus at a uniform internal combustion engine speed. However, a vehicle normally spends a large proportion of the time with the internal combustion engine idling, e.g. when stationary at red lights, unloading / loading etc., therefore it may be advantageous to carry out the method according to the invention in such situations.
    Furthermore, an alternative or in combination with the above, may be that the accumulator tank 204 is pressurized to some applicable pressure, such as e.g. the maximum pressure the accumulator tank 204 is normally pressurized to.
    Alternatively, the condition may be that the process according to the invention is carried out when the accumulator tank 204 is empty, i.e. in principle immediately after the start of an internal combustion engine.
    In general, the switch-on time for the compressor 203 will depend on the back pressure prevailing for the compressor 203 during the switch-on, ie. the pressure the compressor 203 operates against at the connection. This pressure can vary from atmospheric pressure in a pressureless system up to the maximum pressure of the compressed air circuit. If the back pressure is small, the compressor will reach speed faster due to the lower resistance of the lower back pressure, while, conversely, if the back pressure is high, it will take longer for the compressor to reach speed, with the result that the clutch will also slip for a longer time, ie. the compressor connection will take a longer time. The switch-on time for switching on the compressor is thus dependent on the prevailing back pressure, so according to one embodiment the condition for the invention to be carried out can be that the compressor back pressure amounts to some applicable back pressure, whereby determinations can always be arranged at a certain back pressure.
    According to one embodiment, however, determinations are performed at different backpressures, but where a conversion factor, compensation factor, is applied in the determination to compensate for differences at different backpressures, where this compensation factor e.g. can be a function of the back pressure, or an empirically determined factor for different back pressures.
    The invention can also be arranged to be carried out at different conditions, where several determinations for the respective prevailing conditions can be arranged to be carried out, whereby measurement results thus obtained for different conditions can be used when determining the status of the compressor connection. Furthermore, the transition from step 301 to step 302 may be arranged to be performed only if a certain time has elapsed since the previous time the status of the connection was determined, such as a week or a month. According to one embodiment, however, the status is determined every time the right conditions exist, and according to one embodiment, the determination is performed as often as possible. The transition from step 301 to step 302 may also be arranged to be forced if diagnosis has not been made within a certain time.
    Thus, if the conditions for transition from step 301 to step 302 are met, the process proceeds to step 302, where it is determined whether the compressor coupling is open. If not, the procedure proceeds to step 303, where the compressor coupling is opened by appropriate control of the valve assembly 206, otherwise the procedure proceeds directly to step 304. According to one embodiment, no opening of the coupling is actively performed, but instead monitoring when the coupling is open and a signal for closing the coupling is detected, the method being performed in such situations.
    Vehicles of the type shown often include a function for compensating for torque changes in order to reduce differences in internal combustion engine speeds. In step 304 a deactivation of this function is requested, and in step 305 it is determined whether the function has been deactivated. Disabling this feature facilitates the detection of speed changes according to the present invention, but the invention is applicable even without such features being disabled. According to one embodiment, therefore, the method is performed with such a function engaged. Such functions are generally used to request an extra torque from the internal combustion engine while new loads are engaged in order to avoid changes in speed due to the changed load.
    In step 306, a connection of the compressor 203 is requested by sending a control signal to the valve 206 for pressure relief of the coupling 202. At the same time a timer tl = 0 is set. The procedure then proceeds to step 307, where the combustion engine speed is monitored and an expected speed change is detected . As long as the expected speed change has not been detected, the process remains in step 307 while the timer t1 is counting up. When the expected change in speed is detected, the timer t1 is stopped, and in step 308 the switch-on time of the compressor is set th * = tl.
    When the compressor 203 is switched on, this will result in an increase in the load of the internal combustion engine 101, with the result that the speed of the internal combustion engine 101 will decrease before compensation is given for the increased load. An example of a compressor connection is shown in Fig. 4.
    In Fig. 4, the x-axis represents time and the y-axis represents the speed of the internal combustion engine. Until time two, the vehicle is driven with the compressor switched on, which is indicated by line 401. At time two, the compressor is switched off, e.g. based on a request according to step 303. This results in an internal combustion engine speed increase due to the reduced load. When the speed of the internal combustion engine has stabilized, at time t1, connection of the compressor is requested, step 306, i.e. a closure of the coupling is requested, whereby the time tl thus begins to be counted from the time ti.
    From the time the connection of the compressor 203 is requested, a certain time will elapse before the actual connection of the compressor takes place due to the compressed air in the coupling being evacuated so that the spring force overcomes the force from the compressed air and thus can compress the coupling. In addition, the coupling lamella, or the usually multiple lamellae, performs a movement when closing the coupling. The connection of the compressor begins at the time tm, where the speed of the internal combustion engine begins to decrease when the clutch blades begin to engage the compressor. At the time t is the compressor fully switched on, ie. the entire compressor load has been applied to the internal combustion engine, the speed control of the internal combustion engine regulating the speed up to idle speed. According to the present invention, the switch-on time is determined by performing the applicable determination based on the change in speed of the internal combustion engine. In the example shown in Fig. 4, the switch-on time th * is determined at a time tß where the speed has dropped to a minimum speed and then rises again to any applicable speed, in the present example 497 rpm. The switch-on time th * can in this example thus be determined as t - ti, this switch-on time being stored in step 308.
    The switch-on time will become longer as the switch lamellae wear, and in step 309 it is then determined whether th * exceeds any applicable limit value thh, and if so, in step 310 a signal can be generated. The type of signal generated may be arranged to depend on the magnitude of th *. For example. an error code can be activated if th * is within a certain interval, where this interval can represent a wear that is not immediately critical but which should be examined at a subsequent visit. If the time th * exceeds this interval, an indication to the driver of the vehicle can be generated, e.g. as an invitation to visit a workshop.
    Conversely, if it is determined in step 309 that th * is below the limit value thh, the procedure may return to step 301 for new determination.
    The coupling 202 usually consists of a lamella coupling where the lamellae will wear over time to eventually become completely worn out. Since completely worn out slats will mean that the coupling cannot be engaged, such a situation will result in a pressureless compressed air system, at least when accumulated compressed air has been consumed, with a stationary vehicle as a result.
    The method shown in Fig. 3 can thus be arranged to be carried out regularly, whereby a trend for the switch-on time th * can be determined. For example. a curve of the change-in of the switch-on time 10 15 20 25 30 16 can be generated, whereby e.g. a service technician can determine the status of the coupling based on this curve. For example. the curve will have a certain appearance where the engagement time will initially change (rise) faster due to initial coupling wear and then stabilize and be more linear. Furthermore, different couplings can have different wear characteristics, whereby the characteristics can be determined for a certain type of coupling, e.g. by performing forced tests until the clutch is worn out, whereby changes in this curve can be used as an indication of rescuing clutch wear.
    According to one embodiment, the determined switching time th * is converted into a corresponding movement of the coupling slats, a certain length of movement indicating a certain wear and whereby a certain switching time can be considered to represent worn coupling and a signal can be generated at any applicable, compared to the switching time tnk, shorter limit value time.
    Furthermore, in Fig. 4, the switch-on time has been determined at a time when the speed of the internal combustion engine has risen to a certain speed. However, this determination can be performed for arbitrary speed determination, such as at time t where the derivative of the speed changes characters, or by determining the derivative of the speed between the time tn and t , respectively, where this derivative will change as the coupling wears. In this case, the derivative thus constitutes a representation of the compressor's switch-on time. Furthermore, switch-on times can be compared with each other, e.g. by determining a trend, where a sudden deviation from the trend, ie. if the switch-on time suddenly changes, may indicate other types of faults. For example. For example, some type of blockage can cause the pressure reduction during pressure relief of the coupling to take place more slowly, with the result that the connection time becomes longer. Thus, a deviating behavior can be detected whereby a signal representing e.g. need for service or activation of an error code can be generated / performed. According to one embodiment, e.g. the number of activations of the compressor is taken into account when estimating clutch wear.
    Furthermore, according to one embodiment, a corresponding determination can be performed when the compressor is switched off. As mentioned above, the compressor is disengaged by pressurizing the clutch 202.
    By determining the time it takes before a speed increase is detected, where this speed increase can be determined in any applicable way corresponding to the above stated methods for the speed reduction, it can be determined whether the disconnection takes place at an expected time or if the time deviates. If it e.g. If a leak occurs, the pressure build-up to overcome the spring force will take longer, whereby such a leak can thus be detected. Furthermore, such a leak can cause the pressure in the coupling to be so low that a certain coupling slip will occur, with markedly increased wear and thus shortened coupling life as a result.
    Further embodiments of the method and system according to the invention are found in the appended claims. It should also be noted that the system can be modified according to various embodiments of the method according to the invention (and vice versa) and that the present invention is not in any way limited to the above-described embodiments of the method according to the invention, but relates to and includes all embodiments within the appended independent the scope of protection of the requirements. For example. the engine does not have to be an internal combustion engine, but the engine can be any other applicable type of engine, such as an electric motor, etc.
    权利要求:
    Claims (1)
    [1]
    A method for determining the status of a compressor clutch, wherein a compressor (203) is selectively connectable to a first motor (101) by using a clutch (202), characterized in that the method comprises, when a signal regarding the switching on of said compressor (203) is emitted: - detecting a change in speed of said first motor (101), and - by using said detected speed change determining a status of said compressor switching on. The method of claim 1, wherein said signal regarding the engagement of said compressor (203) is a request for an engagement or a request for a disconnection of said compressor (203). A method according to claim 1 or 2, further comprising determining by utilizing said detected speed change a representation of a switch-on and / or switch-off time when switching on and / or switching off said compressor. The method of claim 3, further comprising: - comparing said representation of a switch-on and / or switch-off time (Tnw) with a first time (Tnm), and - determining a status of said compressor switch-on based on said comparison. A method according to claim 3 or 4, further comprising: - generating a signal if said switch-on and / or switch-off time exceeds a first time. A method according to any one of claims 1-5, further comprising, when said signal regarding the switching on of said compressor (203) is output: - determining a first time (Tha) from the output of said signal regarding switching on said compressor (203) for said detecting said speed change of said motor (101), and - determining a status of said compressor engagement based on said first time (Tmk). A method according to claim 6, wherein said speed change consists of at least one of the group: - a speed reduction to a first speed of said motor after issuing said signal regarding the engagement of said compressor (203); - a minimum engine speed of said engine after outputting said signal regarding the engagement of said compressor (203); an achieved engine speed of said engine after the engine speed has been passed during the engagement of said compressor (203). A method according to any one of the preceding claims, wherein the status of said compressor connection is determined at least in part based on a derivative for said speed change. A method according to any one of the preceding claims, further comprising determining a representation of a switch-on and / or switch-off time when switching on and / or switching off said compressor in a plurality of switching on or off of said compressor, and - determining a status of said compressor switch-on based on said plurality of representations of said switch-on and / or switch-off time. The method of claim 9, further comprising determining said representations of engagement and / or disengagement when the pressure at which said compressor operates is constituted by a first press. A method according to any one of the preceding claims, further comprising outputting said signal regarding engagement of said compressor (203). A method according to any one of the preceding claims, wherein said status of said compressor engagement is a status of said engagement (202). A method according to claim 12, wherein said status of said coupling constitutes a coupling wear. A method according to any one of the preceding claims, wherein said coupling (202) consists of a compressed air controlled coupling (202). A method according to claim 14, wherein said status of said compressor connection refers to the occurrence of a leakage at said compressor connection. A method according to any one of the preceding claims, further comprising that, before said signal regarding the engagement of said compressor (203) is emitted: - deactivating functionality for compensating for torque changes when engaging and / or disengaging a load to said motor. A method according to any one of the preceding claims, wherein said compressor is arranged in a vehicle, further comprising: - performing said method when said vehicle (100) is stationary with the internal combustion engine 10l at idle. A method according to any one of the preceding claims, further comprising controlling the engagement of said compressor (203) by means of a control unit. A computer program comprising program code, 21 which, when said program code is executed in a computer, causes said computer to perform the method according to any one of claims 1-18. A computer program product comprising a computer readable medium and a computer program according to claim 19, wherein said computer program is included in said computer readable medium. System for determining a status of a compressor connection, wherein a compressor (203) is selectively connectable to a first motor (101) by using a coupling (202), characterized in that the system comprises means for, when a signal regarding the connection of said compressor (203) is emitted: - detecting a change in speed of said first motor (101), and - by using said detected speed change determining a status of said compressor connection. Vehicle (100), characterized in that it comprises a system according to claim 21.
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450006A|SE541829C2|2014-01-08|2014-01-08|Method and system for determining the status of a compressor connection|SE1450006A| SE541829C2|2014-01-08|2014-01-08|Method and system for determining the status of a compressor connection|
    PCT/SE2014/051511| WO2015105447A1|2014-01-08|2014-12-16|Method and system to determine status for a compressor engagement|
    EP14877900.2A| EP3092409B1|2014-01-08|2014-12-16|Method and system to determine status for a compressor engagement|
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