• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    SUMMARY The present invention relates to a permanent basis for assessing and correcting driving behavior when driving a vehicle, wherein the vehicle comprises at least one wheeled axle and at least one wheeled support axle, the axle shaft being slidable to be retracted and engaged. with the carriage for the said standwheel. The method comprises the step of determining (S410) axle pressure of said at least one axle. The system further comprises the steps of: comparing (S420) said predetermined axle load with a predetermined axle load as a basis for determining whether there is a need to have the stand wheels in engagement with the carriage; and continuously determining (S430) the time during which said standwheel is engaged with the carriage without the need being present. The present invention also relates to a system for determining the basis for judging and correcting driver behavior when driving a vehicle, and a motor vehicle comprising such a system. The present invention also relates to a computer program and a computer program product.
    公开号:SE1450127A1
    申请号:SE1450127
    申请日:2014-02-07
    公开日:2015-08-08
    发明作者:Tobias Öberg；Jesper Nordqvist
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The invention relates to a procedure for determining the basis for the assessment and correction of the invention in preparation for the preparation of the preparation for the preparation of the vehicle. also to a system for establishing a basis for assessment and correction of forerunner behavior when driving vehicles. The invention also relates to a motor vehicle.
    The invention also relates to a computer program and a computer program.
    BACKGROUND In addition to at least one drive wheel equipped with a drive wheel, some notary vehicles also include a support shaft provided with a support wheel, where the support shaft can be raised and lowered, whereby the support shaft in the lowered position reduces the axle load on the drive shaft and can be used for heavily loaded vehicles and / bridges with limitation for axle load.
    One problem is that such vehicles are sometimes driven with a lowered axle axle, so this is not required, which includes medical & unnecessary tire wear and increased fuel consumption.
    OBJECT OF THE INVENTION An object of the present invention is to provide a method and a system for determining the basis for assessing and correcting 2 driving behavior in the driving of vehicles which enables reduced fuel consumption and reduced tire wear.
    SUMMARY OF THE INVENTION These and other objects, which will be apparent from the following description, are accomplished by a method, system, motor vehicle, computer program, and computer program product of the type initially indicated and further having the features set forth in the dependent subsection of the appended independent patent. Preferred embodiments of the method and system are defined in the appended dependent claims.
    According to the invention, the objects are achieved by a method for determining the basis for assessing and correcting forerunner behavior when driving a vehicle, where the vehicle comprises at least one wheeled axle true at least one wheeled standing axle shaft, where the standing axle is raised and lowered to be brought out. respectively in engagement with the carriage for said support wheels, comprising the step of: determining axle pressure of said at least one axle, further comprising the steps of: comparing said determined axle pressures with a predetermined axle pressure as a basis for determining whether there is a need to have the support wheels in engagement with the carriage ; and continuously determining the time during which said standwheel is engaged with the carriage without the need being present. This makes it possible to improve the driver's improved behavior in that the driver can be informed if the vehicle is driven with the stand wheels brought into engagement with the carriage without the need having been present and then correct the driver's behavior so that the vehicle is driven to a greater extent with the stand wheels brought out of engagement with the carriage. reduced tire wear. By taking the time into account, a more correct assessment is made possible, so that, for example, driving with the stand wheels brought into engagement with 3 carriages without the need being present for a relatively shorter time does not result in a poor reward rating.
    According to an embodiment of the procedure, a fixed time is taken during which said standwheel is in engagement with the carriage without the need being present as a basis for said assessment and correction. This enables improved driver behavior in that the driver is judged for his driving behavior and if the vehicle is driven with the support wheels brought into engagement with the carriage without the need having been present, the driver is encouraged to correct the driver behavior so that the vehicle is driven in the vehicle. reduced fuel consumption and reduced tire wear.
    According to one embodiment, the method further comprises the step of continuously determining the speed of the vehicle during the time during which said standwheel is in engagement with the carriage without the need being present. By taking speed 15 into account, a more correct assessment is possible, so that, for example, driving with the stand wheels brought into engagement with the carriage at low speed without the need for a relatively low speed, for example within a load area when the vehicle is driven to another loading dock for loading, not results in a poor assessment / a poor grade.
    According to an embodiment of the method, a determined speed is taken during which time during which said standwheel is in engagement with the carriage without the need being present as a basis for said assessment and correction. As a result, the preparatory work is improved with a more correct assessment.
    According to one embodiment, the method comprises the step of giving indication to the driver of the vehicle in the event that the vehicle is driven with said standwheel in engagement with the carriage without the need being present for a predetermined period of time. This enables further improved forerunner behavior in that the driver is alerted and can correct incorrect behavior while driving. According to an embodiment of the method, the said indication is given to the driver of the vehicle provided that the average speed of the vehicle during said time period has exceeded a predetermined speed. As a result, only an indication is given when such is packaged, whereby unnecessary indication is avoided so that the driver is not disturbed in the onOdan.
    According to an embodiment of the method, consideration is given to environmental factors when considering the need to have the said support wheels in engagement with the carriage without the need being present. This does not mean driving the vehicle with the support wheels brought into engagement with the carriage without the need for axle weight such as poor driving behavior due to external factors such as poor calves, poor road conditions or the like which justifies driving with the standing wheels brought into engagement with the vehicle.
    According to an embodiment of the method, said axle is constituted by a drive axle of the vehicle.
    The embodiments of the system have the same advantages as the corresponding embodiments of the procedure mentioned above.
    DESCRIPTION OF THE DRAWINGS The present invention will be better understood by reference to the following detailed description 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 of The invention; Fig. 2a schematically shows a system according to an embodiment of the present invention arranged in a motor vehicle; Figs. 2b and 2c schematically show the different layers of the drive shaft support wheels and the drive shaft drive wheels of motor vehicles; Fig. 3 schematically shows a block diagram of a system for determining the basis for judging and correcting driver behavior when driving a vehicle according to an embodiment of the present invention; Fig. 4 schematically shows a block diagram of a method for determining the basis for judging and correcting driver behavior when driving a vehicle according to an embodiment of the present invention; and Fig. 5 schematically illustrates a computer according to an embodiment of the present invention.
    DESCRIPTION OF EMBODIMENTS This refers to the term "link" of a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, for example a radio or microwave line.
    Referring to Figure 1, a side view of a vehicle 1 is shown. The exemplary vehicle 1 consists of a heavy vehicle in the form of a truck. The vehicle can alternatively be a bus or a person car. The vehicle consists of a heavy vehicle such as a truck with a front axle and a rear drive axle and a rear support axle, of which the left front wheel LF for the front axle, the left drive wheel LD for the drive axle and the left support wheel LS for the stand axle are shown.
    Fig. 2a schematically shows a system I for determining the basis for judging and correcting the driving behavior when driving a vehicle according to an embodiment of the present invention arranged in an air-suspended motor vehicle 1 comprising an air suspension system, wherein said air suspension system is at least partially covered by said system I to establish a basis for the assessment and correction of preparatory behavior when driving a vehicle.
    The motor vehicle comprises a vehicle trunk 2, 3 and a front axle X1 with opposite front wheels RF, LF including clack, a rear drive axle X2 with 5 opposing drive wheels RD, LD including clack and a rear stub axle X3 with opposing stub wheels RS, LS including clack. The rear drive shaft X2 and the rear drive shaft X3 form a so-called bogie.
    The air suspension system of the motor vehicle comprises a bellows configuration B1, B2, B3, B4, B5, B6, B7 comprising a number of bellows units B1-B6 arranged in connection with the respective axes X1, X2, X3. Respective bale units B1-B6 are arranged between the vehicle frame 2, 3 and the respective axle, whereby the vehicle can be raised and lowered by regulating air in bellows units. Load transfer between drive shaft X2 and drive shaft X3 is also possible by regulating air in bellows units. The bellows configuration further comprises a bellows unit B7 arranged in connection with the standing shaft X3 to raise and lower it.
    The bellows configuration includes means for determining axle loads of axes X1, X2, X3. The system I consequently comprises means for determining the axle pressure of the axes X1, X2, X3.
    The bellows units B1 and B2 are arranged in connection with the front axle X1 and comprise means for determining the axle pressure of the front axle X1. The bellows units B3 and B4 are arranged in connection with the drive shaft X2 and comprise means for determining the drive shaft pressure. The bellows units B5 and B6 are arranged in connection with the pillar shaft X3 and comprise means for determining the pillar shaft pressure.
    System I includes an air valve configuration 100 according to an embodiment of the present invention. The air valve configuration 100 is connected to the bellows configuration B1, B2, B3, B4, B5, B6, B7 and arranged to regulate the air pressure in the respective bellows units B1, B2, B3, B4, B5, B6, B7 of the bellows configuration. The bellows unit B7 is arranged to raise and lower the pillar shaft X3 by regulating air in the bellows unit B7. The air valve configuration 100.
    System I further includes an air pressure head 110 for supplying the air valve configuration 100 with air. The air valve configuration 100 according to one embodiment comprises air valve units not shown including valve means with an air intake connected to a compressed air head, a vent outlet and a supply outlet, and valve means arranged for regulating the air pressure in each bellows.
    System I includes an electronic control unit 200 for determining the basis 10 for assessing and correcting driver behavior when driving vehicles.
    The electronic control unit 200 comprises stored information concerning a predetermined axle load, the predetermined axle pressure including a predetermined axle pressure of the drive shaft X2. According to a variant, the predetermined axle load of the drive axle X2 constitutes the permissible axle pressure of the drive axle X2 when driving the vehicle with the support wheels LS, RS out of engagement with the carriage.
    The electronic control unit 200 is connected to the bellows unit B7 of the bellows configuration, and is arranged to receive signals representing data concerning the position of the shaft X3.
    The electronic control unit 200 is connected to the bellows configuration, and arranged to receive signals representing data concerning the shaft pressure of the shafts, specifically the drive shaft pressure of the drive shaft X2.
    The electronic control unit 200 is connected to the air valve configuration 100 and arranged to send signals to the air valve configuration 100 representing data concerning the desired air pressure of the bellows configuration B1 - B7.
    The electronic control unit 200 is arranged to compare said predetermined drive axle pressure with the predetermined axle pressure as a basis for determining whether there is a need to have the support wheels LS, RS in engagement with the carriage.
    The electronic control unit 200 is arranged to continuously determine the time during which the said standwheel LS, RS is engaged with the carriage without the need being present. Determined time during which the said standwheel LS, RS engages with the carriage without the need exists is arranged to be taken as a basis for the said assessment and correction.
    The air valve configuration 100 together with the bellows unit B7 according to this embodiment constitutes a control unit 100, B7 for controlling the bearing of the axle shaft X3 to 10 out of and in engagement with the carriage for said standwheel LS, RS of the motor vehicle, where the driver according to a variant controls the axle shaft X3 shown actuator connected to the control unit 100, B7. The control unit for controlling the bearing of the drive shaft X3 is consequently arranged to steer the drive shaft X3 between a raised bearing in which the support wheels LS, RS are separated from the vehicle's carriage so that the load is absorbed by the drive shaft X2 with a relatively higher axle load of the drive shaft X2. in which the support wheels LS, RS are brought into contact with the carriage so that the load is distributed between the support shaft X3 and the drive shaft X2 with a relatively lower axle pressure of the drive shaft X2.
    According to this embodiment, the bellows configuration B1-B7 constitutes a means for determining shaft pressure, including a means B1-B6 for determining drive shaft pressure.
    Fig. 2b schematically shows a sunken bearing of the support shaft X3, where the support shaft LS of the support shaft engages with 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 save.
    Fig. 2c schematically shows a raised bearing of the support shaft X3, where the support shaft LS support wheel is out of engagement with the carriage s6 that only drive wheels LD have contact with the carriage G so that load is taken up by the drive shaft X2 and not the support shaft X3, 9 whereby the drive shaft pressure is relatively higher than the support shaft X3 is in a lowered position according to Fig. 3a.
    Fig. 3 schematically shows a block diagram of a system 11 for determining the basis for judging and correcting driver behavior when driving a vehicle according to an embodiment of the present invention. System II is described below for a vehicle with a drive shaft LD, RD provided with a drive shaft and a support shaft X3 provided with a support wheel LS, RS in accordance with the vehicle illustrated in Fig. 2a.
    The system II comprises an electronic control unit 300 arranged to establish a basis for judging and correcting forerunner behavior when driving a vehicle, the vehicle comprising at least one drive shaft X2 provided with drive wheels LD, RD for example according to Figs. 2a-c and at least one with stand wheels LS, RS fitted support shaft X3 for example according to Figs. 2a-c.
    The system II comprises means 310 for determining the axle pressure of the drive axle of a vehicle, such as the drive axle X2 of the vehicle in Fig. 2. The means 310 for determining the axle pressure of the drive axle X2 may be constituted by any highly suitable means such as one or more pressure sensors arranged in connection to the drive shaft X2. The means 310 for determining the axle pressure of the drive shaft X2 is according to a variant of a means for determining the axle pressure of the drive shaft X2 according to the embodiment described with reference to Fig. 2a.
    The system comprises means 320 for determining the position of the support shaft X3 for determining thus whether the support wheels LS, RS are brought into engagement with the carriage. The means for determining the position of the support shaft X3 may include any suitable sensor means for sensing the position of the support shaft as well as a suitable position sensor.
    System II includes means 300 for comparing axle load of axle of the vehicle with a predetermined axle load. The means 300 is arranged to compare the predetermined axle pressure of the drive axle X2 with a predetermined axle pressure as a basis for determining whether there is a need to have the support wheels LS, RS I engaged with the carriage. The means 300 for comparing shaft pressure is included according to a variant of the electronic control unit 300.
    The electronic control unit 300 consequently comprises stored information concerning a predetermined axle load, the predetermined axle pressure including a predetermined axle pressure of the drive shaft X2. According to a variant, the predetermined axle load of the drive axle X2 is the permissible axle load of the drive axle X2 when driving the vehicle with the support wheels LS, RS out of engagement with the carriage.
    The electronic control unit 300 is arranged to compare said predetermined drive axle pressure with the predetermined axle pressure as a basis for determining whether there is a need to have the support wheels LS, RS in engagement with the carriage. The electronic control unit 300 is arranged that, in case the support wheels LS, RS are brought into engagement with the carriage, determine what the axle pressure on the drive shaft X2 would be in the event that the support wheels were brought out of engagement with the carriage by raising the support shaft X3.
    System II comprises means 300 for continuously determining the time during which said support wheel LS, RS engages with the carriage without the need being present. The means 300 for continuously determining the time during which said standwheel LS, RS is in engagement with the carriage without the need being present is included according to a variant of the electronic control unit 300.
    The electronic control unit 300 is consequently arranged to continuously determine the time during which the said standwheel LS, RS engages with the carriage without the need being present. A fixed time during which the stand wheels LS, RS are in engagement with the carriage without the need being provided is arranged to be taken as a basis for the said assessment and correction.
    System II includes means 330 for continuously determining the speed of the vehicle. The means 330 for continuously determining the speed of the vehicle can be constituted by any suitable sensor means. The means 330 for continuously determining the speed of the vehicle according to a variant 11 includes the speed feeder of the vehicle. System II comprises means 300, 330 for continuously determining the speed of the vehicle during the time during which said support wheel LS, RS is in engagement with the carriage without the need being present.
    According to a variant, the system II comprises means 340 for giving an indication to the driver of the vehicle in the event that the vehicle is driven with said support wheel LS, RS in engagement with the carriage without the need being present for a predetermined period of time. The means for giving indication to the driver of the vehicle in the event that the vehicle is driven with said standwheel in engagement with the carriage without the need being present for a predetermined period of time includes a display unit, and / or an audio unit arranged to emit an audio signal, and / or a light unit. to emit a flashing or continuous light signal. The means for giving indication is preferably arranged in connection with the operator / driver of the vehicle.
    The means 340 for giving indication is arranged to give said indication to the driver of the vehicle provided that the average speed of the vehicle during said time period has exceeded a predetermined speed. The electronic control unit 300 is hereby arranged to compare time during which the vehicle is driven with the stand wheels in engagement with the carriage without the need being present for a predetermined period of time. The electronic control unit is further arranged to compare the average speed of the vehicle during said time period with the predetermined speed. In the event that the time period exceeds the predetermined time lapse and the unit speed of the vehicle during said time period exceeds the predetermined speed, the means for giving an indication is arranged to give the indication.
    System II comprises means 350 for determining environmental factors for male consideration of the environmental factors when assessing the need to have the stand wheels in engagement with the carriage without the need being present. The system II here comprises means 300, 350 for taking into account environmental factors when assessing the need to have the said support wheel LS, RS in engagement with the carriage without the need being present. The means 300, 350 for observing environmental factors comprises the means 350 for determining environmental factors and the electronic control unit 300. The means 300, 350 for observing environmental factors are consequently intended to take into account environmental factors which may prevent the vehicle from moving forward. safe driving of the vehicle despite the fact that it has been established that the need to have the stand wheels in engagement with the carriage does not exist with regard to axle pressure of the drive axle. Such environmental factors may include weather conditions such as precipitation, ambient temperature, wind speed, etc., road conditions, road conditions or the like.
    Consequently, if any of these conditions are racier, no further rating shall be given despite the driver driving the vehicle with the stub axle lowered so that the stod wheels are brought into engagement with the carriage.
    The means 350 for determining environmental factors includes means 352 for determining current weather conditions. The means 352 for determining current weather conditions comprises weather forecast means for providing updated weather forecast for weather conditions. The means 352 for determining current weather conditions comprises suitable sensor means for determining the downboard, temperature, humidity, wind speed and any other weather conditions which may affect the driving of the vehicle.
    The means 350 for determining environmental factors comprises, according to a variant, navigation means 354 for determining the position of the vehicle and providing information, inter alia, about carriageways and permissible axle pressures thereon. The navigation means 354 is further arranged according to a variant to provide information on the nature of carriageways, for example if the carriageway surface consisted of gravel or asphalt or another type of carriageway surface.
    The means 350 for determining environmental factors comprises, according to a variant, camera means 356 for sensing the surroundings for judging whether the radiating situation involves driving the vehicle with the support wheels brought into engagement with the carriage. Emerging situation may include vagrancy, traffic situation, vagrancy conditions, etc.
    The system II comprises or is connected to a maneuvering means 360 for controlling the bearing of the supporting shaft X3 to and out of engagement with the carriage for said support wheels, respectively. According to a variant, the actuating means is included in the means for giving an indication. According to an alternative variant, the actuator 360 constitutes a separate unit. An operator / driver can consequently control the drive shaft X3 by means of the actuator 360. An operator / driver can consequently control the drive shaft X3 by means of the operating means 360 based on the given indication by means of the means for giving indication. Said actuator 360 is preferably arranged in connection with the operator / driver of the vehicle.
    The system II further comprises means 370 for receiving and presenting information concerning the assessment of driver behavior when driving the vehicle, in particular driver behavior regarding handling position of axle axle X3.
    The means 370 comprises a vehicle display unit 372 arranged in the instrument cluster in the vehicle for information to the driver on the assessment of the current course so that the driver can directly take part in his preparatory behavior when driving the vehicle during a course and after the course.
    The means 370 comprises a separate receiving unit 374 for receiving and registering assessment of preparatory behavior regarding handling of position of the axle shaft during a travel process. This may include the reception unit of the akeriagare to be able to see the results of the assessment of the driver behavior.
    The means 340 for giving indication is included according to a variant of the means 370 for receiving and presenting information concerning assessment, and more specifically by the display unit 372. The electronic control unit 300 is signal connected to the means 310 for determining the axle pressure of the drive shaft X2 via a link 31 The electronic control unit 300 is arranged via the line 31 to receive a signal from the means 310 representing axle pressure data for the current axle pressure of the drive shaft.
    The electronic control unit 300 is signal connected to the means 320 for determining position of the shaft shaft X3 via a shaft 32. The electronic control unit 300 is arranged via the shaft 32 to receive a signal Than means 320 representing position data for the current bearing of the shaft axis X3.
    The electronic control unit 300 is signal connected to the means 330 for continuously determining the speed of the vehicle via a link 33. The electronic control unit 300 is arranged via the line 33 to receive a signal from the means 330 representing speed data for vehicle speed.
    The electronic control unit 300 is signal connected to the means 340 for giving indication to the driver of the vehicle in the event that the vehicle is driven with said support wheel in engagement with the carriage without the need being present via a lane 34. The electronic control unit 300 is arranged via the lane 34 to receive a signal Than means 340 representative data concerning the performance of with said stand wheels in engagement with the carriage without the need being present for a predetermined period of time.
    The electronic control unit 300 is signal connected to the means 350 for determining environmental factors for consideration of the environmental factors when addressing the need to have the stand wheels in engagement with the carriage without the need being present via a link 35. The electronic control unit 300 is arranged via the link 35 to receive a signal from the mean 350 representing data for environmental factors including one or more of the environmental factors weather conditions such as precipitation, ambient temperature, wind speed, etc., road conditions, road conditions or the like.
    The electronic controller 300 is signal connected to the means 352 for determining current weather conditions via a link 35a. The electronic control unit 300 is arranged via the line 35a to receive a signal Than means 352 representing weather data for current weather conditions which may affect the performance of the vehicle. The electronic control unit 300 is signal connected to the navigation means 354 to determine the vehicle's position and provide information to axle pressure on these via a long 35b. The electronic control unit 300 is arranged via the line 35b to receive a signal representing the vehicle position data as well as data relating to the permissible axle pressure in the vicinity of the vehicle.
    The electronic control unit 300 is signal-connected to said camera means 356 for sensing the environment for judging whether the radiating situation involves driving the vehicle with the support wheels brought into engagement with the carriage via a lane 35c. The electronic control unit 300 is arranged via the lane 35c to receive a signal from the said camera means 356 representing ambient data for judging whether the radiating situation involves driving the vehicle with the stand wheels brought into engagement with the carriage.
    According to a variant, the electronic control unit 300 is signal-connected to the actuating means 360 for controlling the bearing of the support shaft X3 from and respectively in engagement with the carriage for said support wheel via a link 36a. The electronic control unit 300 is arranged via the line 36a to receive a signal Than the actuator 360 representing position data for the requested position has the supporting axis X3.
    According to a variant, the electronic control unit 300 is signal-connected to the support shaft X3 for controlling the bearing of the support shaft X3 from and in engagement with the carriage for the said support wheel via a link 36b. The electronic control unit 300 is arranged via the line 36b to send a signal to the stand axle X3 representing position data for the requested position of the stand axle X3 in order to control the position of the stand axle X3 in or out of engagement with the carriage for the stand wheels.
    According to a variant, the actuating means 360 is signal-connected to the support shaft X3 for controlling the bearing of the support shaft X3 to and out of engagement with the carriage 5 for said support wheels via a link 36c. The electronic control unit 300 is arranged via the line 36c to send a signal to the support shaft X3 representing position data for the requested position of the support shaft X3 for controlling the position of the support shaft X3 in or out of engagement with the carriage for the support wheels.
    According to a variant (not shown), the actuator 360 is signal-connected to a separate control unit for controlling the position of the supporting shaft.
    The electronic control unit 300 is signal connected to the means 370 for receiving and presenting information concerning the assessment of driver behavior when driving the vehicle via a lane 37. The electronic control unit 300 is arranged via the lane 37 to send a signal to the means 370 representing assessment data.
    The electronic control unit 300 is a signal connected to the vehicle display unit 372 via a lane 37. The electronic control unit 300 is arranged via the lane 37a to send a signal to the vehicle display unit 372 representing assessment data for assessing the current course so that the driver can take part in the vehicle in front of the vehicle. after the voyage.
    The electronic control unit 300 is signal-connected to the receiving unit 374 for receiving and recording driving behavior for handling position of the axle shaft during a travel process via a loop 37b. The electronic control unit 300 is arranged via the line 37b to send a signal to the receiving unit 374 representing assessment data so that, for example, farmers can see the result of the assessment of the preparatory behavior. The electronic control unit 300 is arranged to process said drive axle pressure data and data for predetermined axle pressure by comparing said data and consequently comparing the determined drive axle pressure with the predetermined axle pressure as a basis for determining whether there is a need to have drive wheels with LS, RS .
    The electronic control unit 300 is arranged to process said position data in order to determine the current position of the shaft X3.
    The electronic control unit 300 is arranged to continuously determine the time during which the said support wheels LS, RS are engaged with the carriage without the need being present, based on the position of the support shaft and the need to have the support wheels in engagement. The electronic control unit is arranged to determine assessment data based on the determined time during which the support wheels LS, RS are in engagement with the carriage without the need being present, where the determined time during which the support wheels LS, RS is in engagement with the carriage without the need exists is consequently arranged to be taken as a basis for assessment and correction.
    The electronic control unit 300 is arranged to process said speed data in order to determine the speed of the vehicle during the time during which said standwheel is in engagement with the carriage without the need being present. The electronic control unit is arranged to determine assessment data based on the determined time during which the support wheels LS, RS are in engagement with the carriage without the need being present, where the driver behavior is judged as common provided that the vehicle's average speed during said period exceeds a predetermined speed. Determined speed during which time during which the said standwheel is in engagement with the carriage without the need being present, consequently a sound basis is also taken for the said emphasis and correction.
    The electronic control unit 300 is arranged to process said data for environmental factors including said weather data and / or said vehicle position data / data concerning permissible axle pressure in the vehicle's vicinity 18 and / or said ambient data when determining said judgment data. The electronic control unit is arranged to determine assessment data based on the determined time during which the support wheels LS, RS are in engagement with the carriage without the need to take into account environmental factors, where the driving behavior is judged as common provided that the environmental factors do not interfere with the front wheels. fardvagen.
    The electronic control unit 300 is arranged to send a signal to the means 370 for receiving and presenting information concerning the assessment of driving behavior when driving the vehicle representing assessment data determined by means of the electronic control unit 300 as above.
    Fig. 4 schematically shows a block diagram of a method for determining the basis for assessing and correcting driver behavior when driving a vehicle according to an embodiment of the present invention.
    According to one embodiment, the method for determining the basis for driving and correcting for driving behavior when driving a vehicle comprises a first step S410. In this step, the axle load of the at least one axis X2 is determined.
    According to one embodiment, the method for determining the basis for bedrinning and correction of forerunner behavior when driving a vehicle comprises a second step S420. In this step, the said determined axle load is compared with a predetermined axle load as a basis for determining whether there is a need to have the stand wheels in engagement with the carriage.
    According to one embodiment, the method for determining the basis for assessing and correcting driving behavior when driving a vehicle comprises a third step S430. In this step, the continuous time during which the said standwheel is in engagement with the carriage is determined without the need being present. The vehicle described above in connection with Figs. 1 and 2a has a front axle X1, a drive axle X2 and a stand axle X3. However, the invention is applicable to any vehicle with a propeller shaft provided with multi-wheel drive, for example four-wheel drive with front and rear drive axles; two front axles, one drive shaft and one shaft; or vehicles with additional wheel axles such as ten or twelve wheel axles with operation on one or more axles; vehicles with more than one axle. Above, the bogie with drive shaft X2 and height-adjustable support shaft X3 has been described. AxeIn X3 could according to a variant be a non-driving shaft, for example if the front axle X1 constitutes a driving shaft. In this case, the shaft pressure of the non-driving shaft X2 is determined in accordance with the present invention.
    Above, in connection with Fig. 2, an air suspension system has been described, which includes axle pressure determining means for determining axle pressure as well as drive axle pressure of the vehicle, as well as vehicle weight determining means. The vehicle may alternatively have any suitable suspension system.
    According to a variant, the suspension system consists of a leaf suspension system, wherein said leaf suspension system according to a variant comprises said means for determining axle pressure 310.
    The means for determining the axle pressure of the drive shaft X2 may be any lampable means such as one or more pressure sensors arranged in connection with the drive shaft X2.
    According to a variant, one or more drive shafts can also be raised and lowered, whereby when raising such a shaft, the drive is arranged to be disengaged.
    Referring to Fig. 5, there is shown a diagram of an embodiment of a device 500. The controllers 200; 300 as described with reference to Fig. 2a and Fig. 3 may in one embodiment comprise the device 500. The device 500 comprises a non-volatile memory 520, a data processing unit 510 and a read / write memory 550. The non-volatile memory 520 has a first memory portion 530 of a computer program, such as an operating system, is stored to control the operation of the device 500. Further, the device 500 includes a bus controller, a serial communication port, I / O means, an ND converter, a timing and date input and transfer unit, a trade calculator and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.
    A computer program P is provided which includes routines for establishing evidence for assessing and correcting driver behavior when driving vehicles according to the innovative procedure. The program P comprises routines for determining the axle pressure of the at least one axle. The program P includes routines for comparing said determined axle loads with a predetermined axle load as a basis for determining whether there is a need to have the stand wheels in engagement with the carriage. The program P includes routines for continuously determining the time during which said standwheel is in engagement with the carriage without the need being present. The program P can be stored in an executable manner or in a compressed manner in a memory 560 and / or in a read / write memory 550.
    When it is described that the data processing unit 510 performs a certain function, it should be understood that the data processing unit 510 performs a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.
    The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. Read / the write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 514. To the data port 599, Lex can. the links connected to the control units 200; 300 connected.
    When data is received on the data port 599, it is temporarily stored in the second memory part 540. Once the received input data has been temporarily stored, the data processing unit 510 is ready to perform code execution in a manner described above. The received signals on the data port 599 may be used by the device 500 to determine the shaft pressure of the at least one shaft. The received signals on the data port 599 can be used by the device 500 to compare said predetermined axle pressure with a predetermined axle pressure as a basis for determining whether there is a need to have the stand wheels in engagement with the carriage. The received signals on the data port 599 can be used by the device 500 to continuously determine the time during which said standwheel is engaged with the carriage without the need being present.
    Parts of the methods described herein may be performed by the device 500 by means of the data processing unit 510 running the program stored in the memory 560 or the read / write memory 550. After the device 500 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 is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments have been selected and described in order to best explain the principles of the invention and its practical applications, and to enable one skilled in the art to understand the invention for various embodiments and with the various modifications which are applicable to the intended use. 22
    权利要求:
    Claims (19)
    [1]
    Determine (S410) axle load of said at least one axle (X2), characterized by the steps of: - comparing (S420) said predetermined axle load with a predetermined axle load as a basis for determining whether there is a need to have the support wheels (LS, RS) in intervention with the carriage is available; and 2. continuously determining (S430) the time during which said standwheel (LS, RS) engages the carriage without the need being present.
    [2]
    Method according to claim 1, wherein a determined time during which said standwheel (LS, RS) is in engagement with the carriage without the need being present is taken as a basis for said assessment and correction.
    [3]
    A method according to claim 1 or 2, further comprising the step of continuously determining the speed of the vehicle during the time during which said standwheel wheel (LS, RS) is engaged with the carriage without the need being present.
    [4]
    A method according to claim 3, wherein a determined speed during which time during said standwheel (LS, RS) is in engagement with the carriage without the need being present is taken as a basis for said assessment and correction.
    [5]
    A method according to any one of claims 1-4, comprising the step of giving an indication to the driver of the vehicle in the event that the vehicle is driven with said standwheel in engagement with the carriage without the need being present during a predetermined time lapse. 23
    [6]
    A method according to claim 5, wherein said indication for the driver of the vehicle is given provided that the average speed of the vehicle during said time period exceeds a predetermined speed.
    [7]
    A method according to any one of claims 1-6, wherein the consideration is given to 5 environmental factors when assessing the need to have said standwheel in engagement with the carriage without the need being present.
    [8]
    A method according to any one of claims 1-7, wherein said axle (X2) is constituted by a drive axle (X2) of the vehicle.
    [9]
    9. A system (I; II) for determining the basis for throttling and correction of the driving behavior when driving a vehicle, the vehicle comprising at least one wheeled axle (LD, RD) (X2) and at least one with support wheels (LS, RS) provided axle (X3), where the axle is raised and lowered to be brought out and into engagement with the carriage for said idler, respectively, comprising means (310) for determining axle pressure of said at least one axle (X2), jugged by means (300) to compare said predetermined axle load with a predetermined axle load as a basis for determining whether there is a need to have the support wheels (LS, RS) in engagement with the carriage; and means (300) for continuously determining the time during which said standwheel is engaged with the carriage without the need being present.
    [10]
    A system according to claim 9, wherein a fixed time during which said support wheel (LS, RS) is in engagement with the carriage without the need exists is arranged to be taken as a basis for said assessment and correction.
    [11]
    A system according to claim 9 or 10, further comprising means (300, 330) for continuously determining the speed of the vehicle during the time during which said standwheel (LS, RS) engages the carriage without the need being present.
    [12]
    A system according to claim 11, wherein a determined speed during which time during which said standwheel is in engagement with the carriage without the need 24 being present is arranged to be taken as a basis for said assessment and correction.
    [13]
    A system according to any one of claims 9-12, comprising means (340) for giving an indication to the driver of the vehicle in the event that the vehicle is driven with said support wheel (LS, RS) in engagement with the carriage without the need being present for a predetermined period of time.
    [14]
    A system according to claim 13, wherein the means (340) for giving indication is arranged to give said indication to the driver of the vehicle provided that the average speed of the vehicle during said time period exceeds a predetermined speed.
    [15]
    A system according to any one of claims 9-14, comprising means (350) for male consideration of external factors in assessing the need to have said standwheel in engagement with the carriage without the need being present.
    [16]
    A system according to any one of claims 9-15, wherein said axle (X2) is constituted by a drive axle (X2) of the vehicle.
    [17]
    Motor vehicle comprising a system (I; II) according to any one of claims 9-16.
    [18]
    Computer program (P) for determining the basis for the assessment and correction of preparatory behavior when driving a vehicle, a wheeled axle (LD, RD) (X2) and at least one standing axle (X3) fitted with castors (LS, RS), where the stub axle is raised and lowered to be brought out of and respectively into engagement with the carriage for the said stub wheel, where the said computer program (P) comprises program code which, when
    [19]
    A computer program product comprising a digital storage medium that stores the computer program according to claim 18.
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    同族专利:
    公开号 | 公开日
    EP3103108A1|2016-12-14|
    SE538354C2|2016-05-24|
    EP3103108A4|2017-10-11|
    WO2015119561A1|2015-08-13|
    EP3103108B1|2018-12-19|
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    EP2812232A4|2012-02-10|2015-11-04|Michelin Rech Tech|Improvement of vehicle fuel economy by optimizing effective tire rolling resistance|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450127A|SE538354C2|2014-02-07|2014-02-07|Procedure and system for establishing supporting documents for assessment and correction of driver behavior in vehicle driving|SE1450127A| SE538354C2|2014-02-07|2014-02-07|Procedure and system for establishing supporting documents for assessment and correction of driver behavior in vehicle driving|
    EP15746219.3A| EP3103108B1|2014-02-07|2015-02-04|Method and system for determining a basis for assessing and correcting driver behavior during driving of a vehicle|
    PCT/SE2015/050119| WO2015119561A1|2014-02-07|2015-02-04|Method and system for determining a basis for assessing and correcting driver behavior during driving of a vehicle|
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