• 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:
    23 Summary Method and control unit for load transfer in a vehicle with an air suspension system comprising a first set of air bellows arranged at a first wheel axle of the vehicle, and a second set of air bellows arranged at a second wheel axle of the vehicle. By first opening and then closing an air flow between a first flow circuit with the first set of air bellows and a second flow circuit with the second set of air bellows, pressure data can be determined which enables Ora load transfer without having pressure sensors for each air bellows or flow circuit. Only one pressure sensor in one of the flow circuits is sufficient. (Fig. 1)
    公开号:SE1450479A1
    申请号:SE1450479
    申请日:2014-04-23
    公开日:2015-10-24
    发明作者:Tobias Öberg
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION The present invention relates to a control unit and a method for cargo transfer. The invention also relates to a vehicle comprising the control unit for load transfer, as well as a program and a computer program product for performing the load transfer method.
    Background of the Invention There are motor vehicles equipped with various types of air charging systems to improve the cornering properties of the vehicles, and to reduce vibration between axles and chassis. A common type of suspension system includes air springs. Air suspension is used, for example, in commercial vehicles such as trucks, vans, fire trucks and buses. Even construction vehicles, i.e. Vehicles that are designed to be propelled in harsh environments such as mines or quarries, may preferably be equipped with an air suspension system.
    An air suspension system can e.g. include two air bellows per axle. The axles can be drive axles of the vehicle. The air bellows are arranged at these axles to adjust the height of the vehicle. An air pressure of each pair of air bellows can be controlled manually by a driver of the vehicle with an actuator in a driver's cab of the vehicle. The actuators are connected to a control unit of the vehicle which is arranged to control valve packages in the air suspension system to regulate the air pressure of each pair of air bellows depending on the manual action of the actuators.
    An air suspension system of a vehicle as above may be provided for load transfer. Load transfer meant that the load of the vehicle can be distributed between the wheel axles of the vehicle in an unobstructed manner by affecting the air suspension system. Cargo transfer can, for example, be used when a vehicle is stuck in the ground. By redistributing the load between the wheel axles, an improved grip between the wheels of the vehicle and the ground can be achieved. A 2 control unit of the vehicle can be arranged to automatically handle a load transfer function.
    There are many different types of air suspension systems adapted for motor vehicles. WO2007050014A1 describes a system and method for controlling the load distribution and the theoretical wheelbase of a motor vehicle. For example, having a small theoretical wheelbase and thus a small turning radius can be advantageous under certain driving conditions. The load is sensed with sensors arranged on each shaft.
    WO2010120235A1 discloses an air suspension system having a first set of air bellows arranged at a primary wheel axle, and a second set of air bellows arranged at a secondary wheel axle. A first valve package is arranged to regulate the air flow between the first and the second set of air bellows. A second valve package is arranged to allow air flow between the first and second sets of air bellows in a first state, and in a second condition to prevent air flow between the first and second sets of air bellows. The system also includes means for selecting the first or second state based on state information associated with a load transfer function. Load transfer can be done by increasing the bellows pressure on one wheel axle compared to the other. During load transfer, the pressure was measured with the help of pressure sensors in each set of air bellows.
    It is an object of the invention to provide an alternative load transfer method in comparison with the methods described above.
    Summary of the invention According to one aspect, the object is achieved at least in part by a method for load transfer in a vehicle with an air suspension system. The air suspension system comprises a first set of air bellows arranged at a first wheel axle of the vehicle, and a second set of air bellows arranged at a second wheel axle of the vehicle; a valve arrangement arranged to regulate pressure of the first set of air bellows and the second set of air bellows and to regulate an air flow between a first flow circuit comprising the first set of air bellows and a second flow circuit comprising the second set of air bellows. The method includes: receiving first pressure data representing air pressure of the first set of air bellows and the second set of air bellows when air flow is allowed between the first and second flow circuits; determining a parameter mtot indicating the combined weight of the first and second wheel axles based on the first pressure data; prevent air flow between the first and second flow circuits; and while preventing the flow of air: changing the distribution of the load between the first wheel axle and the second wheel axle; receiving other pressure data representing the air pressure of the first set of air bellows; - determine a parameter mi which indicates the weight of the first wheel axle based on the second pressure data; compare the parameter mi with a predetermined maximum value M —l_max for the weight of the first wheel axle; adjust the pressure on the first wheel axle and / or the second wheel axle based at least on the result of the comparison.
    By saving the total weight of the bogie before the load transfer is carried out and then connecting the river circuits, the weight m2 for the other wheel axle can be estimated when needed. Air pressure in the air bellows is used as a basis for the calculations. Shaft pressure is regulated by legal requirements in the unit kg. Shaft pressure is estimated today through a function in which bellows pressure is fed and then converted to weight in kg. Through the method it is possible to Ora load transfer with pressure sensor only on one wheel axle. In this way, the number of components can be reduced.
    According to one embodiment, comparing that if mi is smaller than M calculates a parameter m2 indicating the weight of the second wheel axle based on the parameter mi and the parameter mtot, and regulating the pressure based also on the size 4 m2. In this way, no pressure parameters in the second river circuit need be determined.
    According to one embodiment, changing the distribution of the load includes increasing the pressure in the first set of air bellows. In this way, the first wheel axle is lifted up first, which facilitates the load transfer because the chassis does not collapse immediately. In addition, it facilitates the paging of snake chains.
    According to one embodiment, comparing includes determining a current height hreal for the vehicle chassis; compare the actual height hreal for the vehicle chassis with a height criterion; after which the pressure on the first wheel axle and / or the second wheel axle is regulated based at least on the result of the comparison. This way you avoid the chassis sinking too much.
    According to one embodiment, regulating the pressure on the first wheel axle and / or the second wheel axle comprises regulating the pressure until the maximum weight m -1_max of the first wheel axle is reached. In this way, maximum pressure is achieved on the first wheel axle and good grip against the road, etc.
    According to one embodiment, the valve arrangement is arranged to allow air flow between the first flow circuit and the second flow circuit in a first state, and arranged in a second condition to prevent air flow between the first flow circuit and the second flow circuit, the method comprising continuing the valve arrangement in the first valve arrangement. or the second condition based on whether the air flow is to be allowed or prevented.
    According to a second aspect, the purpose is achieved at least in part by a control unit for load transfer in a vehicle with an air suspension system. The air suspension system comprises a first set of air bellows arranged at a primal. ' wheel axle of the vehicle, and a second set of air bellows arranged at a secondary wheel axle of the vehicle. The control unit is further arranged to control a valve arrangement sonn is arranged to regulate pressure of the first set of air bellows and the second set of air bellows true to regulate an air flow between a first flow circuit comprising the first set of air bellows and a second flow circuit comprising the second set of air bellows. The control unit is further arranged to: - receive first pressure data representing the air pressure of the first set of air bellows and the second set of air bellows when air flow is allowed between the first and the second flow circuit; - determine a parameter mtot indicating the combined weight of the first and second wheel axles based on the first pressure data; prevent air flow between the first and second river circuits; and while preventing the flow of air: changing the distribution of the load between the first wheel axle and the second wheel axle; receiving other pressure data representing the air pressure of the first set of air bellows; determining a parameter m1 indicating the weight of the first wheel axle based on the second pressure data; jannfora the paranneter mi nned one predetermined nnaxinnalt was M -l_max for the weight of the first wheel axle; - regulate the pressure on the first wheel axle and / or the second wheel axle based at least on the result of the comparison.
    The method can be used, for example, on an air suspension system shown in WO2010120235A1, but with a reduced number of pressure sensors.
    According to one embodiment, the valve arrangement is arranged to allow air flow between the first flow circuit and the second flow circuit in a first state, and arranged in a second state to prevent air flow between the first flow circuit and the second flow circuit, the control unit being arranged to first or second condition based on whether the air flow is to be allowed or prevented. According to one embodiment, the air suspension system comprises only one pressure sensor which is arranged to supply first pressure data and second pressure data in the first or second river circuit. Only one pressure tendon is needed to be able to perform load transfer.
    According to a third aspect, the purpose is at least partially achieved by a computer program, P, for an air suspension system of a vehicle. Air suspension systems comprise a first set of air bellows arranged at a primary wheel axle of the vehicle, and a second set of air bellows arranged at a second wheel axle of the vehicle, a valve arrangement arranged to regulate air flow of the first set of air bellows and the second set of air bellows between comprising the first set of air bellows and a second circuit comprising the second set of air bellows, said computer program, P, comprising program code stored on a computer readable non-volatile medium, to cause a controller or other computer connected to the controller to perform the method steps as described herein.
    According to a fourth aspect, at least in part, the object is achieved by a computer program product comprising a program code stored on a computer-readable non-volatile medium for having a vehicle in an air suspension system.
    The air suspension system comprises a first set of air bellows arranged at a primary wheel axle of the vehicle, and a second set of air bellows arranged at a secondary wheel axle of the vehicle; and a valve arrangement arranged to regulate pressure of the first set of air bellows and the second set of air bellows, and to regulate air flow between a first flow circuit comprising the first set of air bellows and a second flow circuit comprising the second set of air bellows, perform the method steps described in the said program. on the control unit or other computer connected to the control unit.
    According to a fifth aspect, the object is achieved at least in part by a vehicle with an air suspension system comprising a first set of air bellows arranged at a primary wheel axle of the vehicle, and a second set of air bellows arranged at 7 a second wheel axle of the vehicle and a valve arrangement arranged to regulate pressure of the first the set of air bellows and the second set of air bellows and regulate air flow between a first river circuit comprising the first set of air bellows and a second river circuit comprising the second set of air bellows, the vehicle further comprising a control unit described herein.
    According to one embodiment, the first drive shaft is a primary drive shaft. According to one embodiment, the second drive shaft is a secondary drive shaft. According to one embodiment, at least one of the first and the second wheel axles, respectively, is drive axles. According to another embodiment, both the first and the second wheel axle are drive axles.
    Preferred embodiments are described in the dependent claims and in the detailed description.
    Brief description of the accompanying figures The invention will be described below with reference to the accompanying figures, of which: Fig. 1 shows a vehicle with a bogie with two wheel axles.
    Fig. 2 illustrates a partial systene to the vehicle son shown in Fig. 1.
    Fig. 3 illustrates another subsystem of the vehicle shown in Fig. 1.
    Fig. 4 shows a flow chart according to an aspect of the invention.
    Fig. 5 shows a flow chart according to a further aspect of the invention.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION Fig. 1 shows a vehicle 1 with three wheel axles 4, 5, 6 of which the two rearmost wheel axles 5, 6 are part of a bogie. A bogie means that two or more axles in a vehicle have a distance within the interior that is less than a predetermined distance, usually between 1-2 meters. Depending on the permissible bearing capacity class for each cradle section and the distance between the wheel axles on board, the permissible bogie pressure varies, ie the pressure that the bogie affects the cradle path via the wheels. In Fig. 1 the bogie pressure is illustrated with Pg. A bogie can be part of the vehicle's chassis 3. 8 Vehicle 1 can be a heavy vehicle, such as a truck, bus or other work vehicle, or a car.
    Each wheel axle 5, 6 affects the carriageway with a wheel axle pressure P1, P2. The total wheel axle pressure is thus called bogie pressure PB, and consists in the vehicle 1 in Fig. 1 of the sum of the pressures P1 and P2. The wheel axle pressures can be varied between the different wheel axles to achieve load transfer or axle load distribution between the wheel axles. Load transfer is regulated by a control unit 2 which is schematically illustrated in Fig. 1.
    Wheel axle pressure or axle pressure is a term that indicates how high the pressure from one of a vehicle's wheel axles is against the ground. Bogie pressure is a designation that indicates how high the pressure -Iran one of the vehicle's bogies is against the ground. Shoulder pressure and bogie pressure are measured by weight (kg). Shoulder pressure is sometimes also called shoulder weight. Bogie pressure is sometimes also called bogie weight.
    The control unit 2 for load transfer can, for example, operate through an air suspension system with air bellows. Fig. 2 shows schematically how air bellows in an air suspension system can be arranged. The air suspension system can be arranged in the vehicle 1. The vehicle is further provided with a shaft 15 which is arranged to the first drive shaft 5 and the second drive shaft 6, which are thus the two rear wheel axles 5, 6 in Fig. 1, in order to transmit a torque generated by an engine (not shown) of the vehicle 1. The first drive shaft 5 is provided with a first drive wheel 7 and a second drive wheel 8. The second drive shaft 6 is also provided with a first drive wheel 9 and a second drive wheel 10.
    At the first drive shaft 5 a first air bellows 11 is arranged between the shaft 15 and the first drive wheel 7. At the first drive shaft 5 a second air bellows 12 is also arranged between the shaft 15 and the second drive wheel 8. At the second drive shaft 6 a third air bellows 13 arranged between the shaft 15 and the first drive wheel 9. At the second drive shaft 6 a fourth air bellows 14 is also arranged between the shaft 15 and the second drive wheel 10. The first, second, third and fourth air bellows 11, 12, 13, 14 an air suspension system which is described in further detail with reference to Fig. 3. The first air bellows 11 and the second air bellows 12 are arranged to adjust a height of the vehicle 1 depending on the air pressure in the respective air bellows. According to one embodiment, the first air bellows 11 and the second air bellows 12 have substantially the same air pressure at any time to achieve balance between these air bellows as far as a normal plane of a frame of the vehicle 1 is concerned. The third air bellows 13 and the fourth air bellows 14 are arranged to adjust a height of the vehicle 1 depending on the air pressure in the respective air bellows. According to one embodiment, the third air bellows 13 and the fourth air bellows 14 harden substantially the same air pressure at any time to achieve balance between these air bellows as a normal plane of a frame of the vehicle 1.
    The first and second air bellows 11, 12 of the first drive shaft 5 constitute a first set of air bellows 11, 12. The third and fourth air bellows 13, 14 of the second drive shaft 6 constitute a second set of air bellows 13, 14. An air pressure of the first set of air bellows 11, 12 may be equal to the air pressure of the second set of air bellows 13, 14. The air pressure of the first set of air bellows 11, 12 may instead be lower than the air pressure of the second set of air bellows 13, 14. The air pressure of the first the set of air bellows 11, 12 may alternatively be higher than the air pressure of the second set of air bellows 13, 14. The air pressures of the first and second set of air bellows 11, 12, 13, 14 may be controllable. By second the first air pressure of the first set of air bellows 11, 12 and / or the second air pressure of the second set of air bellows 13, 14, an axle pressure distribution can be achieved. This load transfer can be handled by the control unit 2 of the vehicle 1.
    Fig. 3 illustrates an air suspension system of the vehicle 1. The air suspension system comprises an air-cooled zone 20 arranged to supply pressurized air in the air suspension system. The air source 20 can be of any volume suitable for the breath. The air source 20 is connected via a passage 27 to a valve arrangement comprising a first valve package 21 and a second valve package 22. The first valve package 21 is arranged to supply air to the second valve package 10 22 via a passage 36. The valve arrangement also comprises a third valve package 41 .
    By "passage" is meant a passage in which a medium such as air can be transported. According to one embodiment, the air suspension system can instead use a different fluid, for instance another arbitrary gaseous substance. Physically, a passage can be a rudder or a pipe made of any material such as plastic, aluminum or stainless steel.
    The first valve package 21 may comprise a plurality of valves, for example two 2/2 valves and one 2/3 valve. The first valve package 21 is arranged to supply air to the first air bellows 11 via a passage 23. The first valve package 21 is further arranged to supply air to the second air bellows 12 via a passage 24.
    The second valve package 22 may comprise a plurality of valves, for example two 2/2 valves and a 2/3 valve, which are arranged in a suitable manner. The second valve package 22 is arranged to supply air to the third air bellows 13 via a passage 30. The second valve package 22 is further arranged to supply air to the fourth air bellows 14 via a passage 28.
    The third valve package 41 is arranged between the passage 24 at the second air bellows 12 and the passage 28 at the fourth air bellows 14. A passage 42 is arranged between the third valve package 41 and the passage 24. A passage 43 is arranged between the third valve package 41 and the passage 28 The third valve package 41 is tipped in a first condition. In the first state, air is allowed to flow between a first flow circuit with the first set of air bellows 11, 12 and a second flow circuit with the second set of air bellows 13, 14. The first state implies that load transfer cannot take place. In the second state, air is not allowed to flow between the first flow circuit with the first set of air bellows 11, 12 and the second flow circuit with the second set of air bellows 13, 14. The third valve package 41 is closed at the second state. The second condition involves load transfer. The control unit 112 is arranged to open and close the third valve package 40. According to one embodiment, the third valve package comprises a 2/2 valve. The first river circuit comprises the passages 23 and 24 and the air bellows 11 and 12, and the first valve package 21. The second river circuit comprises the passages 28 and 30 and the air bellows 13 and 14, and the second valve package 22. According to one embodiment, the first river circuit is divided into two sub-circuits with an air bellows 11 or 12 in the selected sub-circuit, with an independent air flow in each sub-circuit. According to another embodiment, the second river circuit is divided into two sub-circuits with an air bellows 13 or 14 in each sub-circuit, with an independent air flow in each sub-circuit.
    The control unit 2 is arranged to control the air suspension system. The control unit 2 can be an air suspension control unit. Alternatively, the control unit 2 may be any existing control unit in the vehicle, such as an engine control unit, which has software stored therein to control the air suspension system.
    The control unit 2 is arranged for communication with the first valve package 21 via a line 33. The control unit 2 is arranged to control the first valve package 21 in such a way that the air pressure of the first and the second air bellows 11, 12 can be regulated. This meant that the air pressure of the first air bellows 11 and the air pressure of the second air bellows 12, respectively, can be increased or decreased.
    The control unit 2 is arranged for communication with the second valve package 22 via a line 29. The control unit 2 is arranged to control the second valve package 22 in such a way that the air pressure of the third and the fourth air bellows 13, 14 can be regulated. This meant that the air pressure of the third air bellows 13 and the air pressure of the fourth air bellows 14, respectively, can be increased or decreased.
    The control unit 2 is arranged for communication with the third valve package 41 via a line 43. The control unit 2 is arranged to control the third valve package 41 in such a way that air flow between the first valve package 21 is allowed in the first state, and is not allowed in the second state . By a "link" is meant a communication link which may be a physical line, such as an optoelectronic line, or a non-physical line such as a wireless connection, for example a radio or microwave line.
    According to one embodiment, the vehicle 1 at the first river circuit has arranged a pressure sensor 16. The pressure sensor 16 is arranged to detect an air pressure in the first river circuit and to send the detected air pressure in the first river circuit to the control unit 2. The pressure sensor 2 is arranged with the control unit 16. via a link (not shown). A detected air pressure is called hari pressure data.
    The air pressure in the first river circuit can be used to determine the axle pressure on the wheel axle 5 by converting the air pressure to axle pressure by a function. The total axle load on wheel axles 5, 6 is called bogie pressure Pg. Since the third valve package 41 is in the first state, the air pressure in the first river circuit is equal to the air pressure in the second river circuit. It is then sufficient to detect the air pressure in the air bellows, i.e. in a flow circuit on a drive shaft, for example with the pressure sensor 16 on the first drive shaft, to determine the total bogie pressure.
    The vehicle 1 has at one wheel axle, for example a primal. ' wheel axle, arranged a level sensor 18. The level sensor 18 is arranged to detect a level of the chassis of the vehicle 1 relative to the ground. The level sensor 18 is arranged to transmit information including detected level on the wheel axle to the control unit 2. The level sensor 18 is arranged for communication with the control unit 2 via a link (not shown).
    The control unit 2 is arranged to receive signals from the level sensor 18 with a detected level. The control unit 2 is also arranged to receive signals Than the pressure sensor 16. The control unit 2 is arranged to control the air suspension system on the basis of the received signals, and to regulate load transfer between the wheel axles 5, 6 in the bogie. The control unit 2 is further arranged for communication with an actuator 44 via a line 45. The actuator 44 is arranged to enable a driver of the vehicle 1 to activate and deactivate the load transfer of the air charging system. The actuator 44 may comprise a display screen such as a touch screen, a keypad, such as e.g. a keyboard, or any device to enable a driver to initiate the load transfer. The actuator 44 is also arranged to enable a driver to set an unwanted load distribution between the various wheel axles 5, 6 in the bogie.
    By the second pressure in the first and / or the second set of air bellows, load transfer between the wheel axles 5, 6 can thus be regulated. By initially determining the total axle pressure Pg for the driven drive shafts 5, 6, only pressure supply needs to be made at one of the drive shafts 5, 6. In this way, the number of components in the vehicle 1 can be reduced. The control unit 2 is further arranged to receive the first pressure data representing the air pressure of the first set of air bellows 11, 12 and the second set of air bellows 13, 14 when air flow is allowed between the first river circuit and the second river circuit. The first pressure data is detected when the third valve package 41 in the air suspension system is in the second condition. The control unit 2 is configured to allow air flow between the first and second flow circuits by continuing the third valve package 41 in the second state. The control unit 2 is further arranged to determine a parameter mtot which indicates the combined weight of the first and the second wheel axle 5, 6 based on the first pressure data. This can be done with an appropriate candle function.
    The control unit 2 is further configured to prevent air flow between the first and the second flow circuit by providing the third valve package 411 with the first condition. When air flow between the circuits is prevented, load transfer can take place. While the air flow is prevented, the control unit 2 is configured to change the distribution of the load between the first wheel axle 5 and the second wheel axle 6. To change the distribution of the load includes, for example, increasing the pressure on the first wheel axle 5. Then the control unit 2 closes the third valve package 41 and takes against other pressure data representing the air pressure of the first set 14 air bellows 11, 12 when air flow between the circuits is prevented. Through a function, a parameter m1 can be determined which indicates the weight of the first wheel axle 5 based on the second pressure data. Thereafter, the control unit 2 is configured to compare the parameter m1 with a predetermined maximum value M -1 lmax for the weight of the first wheel axle and to regulate the pressure on the first wheel axle 5 and / or the second wheel axle 6 based at least on the result of the comparison.
    As shown in Fig. 3 sa, the control unit 2 comprises a processor unit 34 and a memory unit 35 with a computer program P stored therein. The computer program P comprises program code for causing the control unit 2, or another computer connected to the control unit 2, to control load transfer between the wheel axles 5, 6. in the bogie the vehicle has 1A, 1 B. The memory unit 34 comprises a non-volatile memory such as a flash memory. The processor unit 34 and the memory unit 35 can, for example, communicate with each other via a data bus (not shown).
    The control unit 2 is arranged to use the processor unit 34 to run the program stored in the memory unit 35. When the control unit 2 runs the program P, the steps are executed according to the main method shown by the flow chart in Fig. 4, and can now be explained with reference to this figure. In a first stage, the first pressure data representing air pressure is received having the first set of air bellows 11, 12 and the second set of air bellows 13, 14 when air flow is allowed between the first and second flow circuits (A1). This assumes that the third valve package 41 in the air suspension system is in the second state when pressure data from the pressure sensors is detected. Then a parameter is determined which indicates the combined weight of the first and second wheel axles 5, 6 based on the first pressure data (A2). The parameter mtot can be determined by a function of the first pressure data, for example: mtot = rn (P_1) + m (P_2) (1) where P_1 is the air pressure in the first set of air bellows, and P_2 is the air pressure in the second set of air bellows. m (P) is an already known function for converting air pressure to weight in kg.
    In a further step, air flow between the first and the second flow circuit (A3) is prevented. This can be done by continuing the third valve package 41 in the air suspension system in the first condition. While preventing airflow, steps A4-A8 are performed as follows: First, the load between the first wheel axle 5 and the second wheel axle 6 (A4) is changed. For example, changing the distribution of the load means increasing the air pressure in the first river circuit, i.e. increasing the pressure in the first set of air bellows 11, 12 on the first wheel axle 5. This meant that the first wheel axle 5 was raised in relation to the second wheel axle 6.
    Alternatively, changing the distribution of the load involves reducing the air pressure in the first river circuit, i.e. reducing the pressure in the first set of air bellows 11, 12 on the first wheel axle 5. This meant that the first wheel axle 5 sank in relation to the second wheel axle 6. Alternatively the load can be changed by increasing or decreasing the air pressure in the second set of air bellows (11, 12). In a further step, second pressure data is received which represents the air pressure of the first set of air bellows 11, 12 (A5). Other pressure data thus represent the pressure in the first set of air bellows 11, 12 after the pressure has been increased in it. Then there was a parameter m1 indicating the weight of the first wheel axle 5 based on the second pressure data (A6): = m (P_1) (2) Then the parameter is compared below a predetermined maximum value mi_max for the weight of the first wheel axle (A7), and the pressure on the first wheel axle 5 and / or the second wheel axle 6 is regulated based at least on the result of the comparison (A8).
    The method returns to step A4 until one or more conditions are met. A condition may, for example, be to regulate the pressure on the first wheel axle 5 and / or the second wheel axle 6 until the maximum weight mi max of the first wheel axle is reached.
    The flow chart shown in Fig. 5 shows a number of different embodiments of the main method in Fig. 4, which will now be explained with reference to Fig. 5. The flow chart in Fig. 5 begins after method step A3 in Fig. 4. As already explained, 16 step A4 meant to increase the air pressure in the first river circuit. The air pressure can, for example, be increased by a predetermined pressure. Alternatively, the pressure can be increased by a pressure related to the current pressure. The air pressure can instead be changed in relation to a time aspect, a percentage or the like. Then, like the main method, in step A5 the second pressure data is received, and in step A6 it is determined mi which indicates the weight of the first wheel axle 5. Then in a test "TEST 1" the parameter mi is compared with a predetermined maximum value mi max for First wheel axle weight (A7). If mi is greater than the maximum permissible weight mi _max for the first wheel axle 5, then the pressure in the first river circuit is reduced in a step A71. Then the method returns to step A5 whereby second pressure data is received to then in step A6 again determine the weight mi on the first wheel axle 5.! If mi is equal to the maximum permissible weight ml max for the first wheel axle a tolerance, then it means that the maximum permissible axle weight on the second wheel axle 5 is reached and the load transfer is final (A81). ! if mi is less than mi_max, then the air pressure in the second river circuit (A72) is reduced. Then other pressure data are received which represent the air pressure of the first set of air bellows 11, 12, and so determined mi according to equation (2) (A73). Then a parameter m2 is calculated which indicates the weight of the second wheel axle 6 based on the parameter m saint parameter mtot (A73). For example, m2 can be calculated according to: m2 = mtot - m1 (3) In this way, no new pressure needs to be determined for the second set of air bellows 13, 14. After m2 has been determined, a test "TEST 2" is performed in which a number of conditions are met. ! case mi = ± tolerance so at the maximum permissible axle weight on the first wheel axle 5 am reached and the load transfer is final (A81). Similarly, if m2 is less than or equal to the minimum desired weight m2 min on the other wheel axle 6, then the load transfer 17 is considered to be final (A81). If m2 is larger than m2 mm then it is possible to remove less weight from the second wheel axle 6. The method then returns to step A4, and the pressure is increased in the first river circuit. According to one embodiment, it is also checked if the vehicle 1 has collapsed too much during the load distribution. This can be done by determining a current height real for the vehicle chassis 3 and comparing the current height real for the vehicle chassis 3 with a height criterion. The height hreal can be sensed using the level sensor 18. For example, if the condition: hreal <hcont hmaxdev (4) is met in "TEST 2" then return the method to step A4 and reduce the air pressure in the first river circuit. Darmed hojs chassit tan marken. hoar has the desired chassis height and hmaxdev is a maximum allowable height deviation.
    The present invention is not limited to the embodiments described above. Various alternatives, modifications and equivalents can be used. Therefore, the above-mentioned embodiments do not limit the scope of the invention, which is defined by the appended claims. 18
    权利要求:
    Claims (16)
    [1]
    Receiving first pressure data representing the air pressure of the first set of air bellows (11, 12) and the second set of air bellows (13, 14) when air flow is allowed between the first and second flow circuits;
    [2]
    2. determine a parameter mtot indicating the combined weight of the first and second wheel axles (5, 6) based on the first pressure data;
    [3]
    3. Prevent air flow between the first and second flow circuits; and while preventing airflow:
    [4]
    4. change the distribution of the load between the first wheel axle (5) and the second wheel axle (6);
    [5]
    Receiving second pressure data representing the air pressure of the first set of air bellows (11, 12) - determining a parameter mi indicating the weight of the first wheel axle (5) based on the second pressure data;
    [6]
    6. compare the parameter mi with a predetermined maximum value m -l_max for the weight of the first wheel axle;
    [7]
    7. adjust the pressure on the first wheel axle (5) and / or the second wheel axle (6) based at least on the result of the comparison.
    [8]
    The control unit (2) according to claim 7, wherein the air suspension system comprises only a pressure sensor which is arranged to supply first pressure data and second pressure data in the first or second river circuit.
    [9]
    The control unit (2) according to claim 7 or 8, wherein comparing comprises that if mi is less than mimax, calculating a parameter m2 indicating the weight of the second wheel axle (6) based on the parameter mi and the parameter mtot, and regulating the pressure based even on the size of m2. 21
    [10]
    The control unit (2) according to any one of claims 7 to 9, wherein changing the distribution of the load comprises increasing the pressure in the first set of air bellows (11, 12).
    [11]
    The control unit (2) according to any one of claims 7 to 10, wherein comparing comprises 1. determining a current height hreal for the vehicle chassis (3); 2. compare the actual height hreal of the vehicle chassis (3) with a height criterion; after which the pressure on the first wheel axle (5) and / or the second wheel axle (6) is regulated based at least on the result of the comparison.
    [12]
    The control unit (2) according to any one of claims 7 to 11, wherein regulating the pressure on the first wheel axle (5) and / or the second wheel axle (6) comprises regulating the pressure until the maximum weight of the first wheel axle ml max is reached.
    [13]
    The control unit (2) according to any one of claims 7 to 12, wherein the valve arrangement (21, 22, 40) is arranged to allow air flow in a first state from the first flow circuit and the second flow circuit, and arranged to prevent air flow in a second condition between the first flow circuit and the second flow circuit, the control unit (2) being arranged to move the valve arrangement (21, 22, 40) in any of the first or the second state based on whether the air flow is to be allowed or prevented.
    [14]
    A computer program, P, for an air suspension system of a vehicle (1), the air suspension system comprising a first set of air bellows (11, 12) arranged at a primary wheel axle (5) of the vehicle (1), and a second set of air bellows (13, 14) arranged at one second (6) wheel axle of the vehicle (1); a valve arrangement (21, 22, 40) arranged to regulate air flow of the first set of air bellows (11, 12) and the second set of air bellows (13, 14) and regulate air flow between a first flow circuit comprising the first set of air bellows (11, 12) and a second river circuit comprising the second set of air bellows (13, 14), said computer program, P, comprising 22 program code stored on a computer readable non-volatile medium, to cause a control unit (2) or other computer connected to the control unit (2) to perform the method steps according to any one of claims 1 to 6.
    [15]
    A computer program product comprising a program code stored on a computer readable non-volatile medium for use in an air suspension system of a vehicle (1), said air suspension system comprising a first set of air bellows (11, 12) arranged at a primary wheel axle (5) of the vehicle (1), and a second set of air bellows (13, 14) arranged at a second (6) wheel axle of the vehicle (1); and a valve arrangement (21, 22, 40) arranged to regulate pressure of the first set of air bellows (11, 12) and the second set of air bellows (13, 14), and to regulate air flow between a first flow circuit comprising the first set of air bellows (11, 12) and a second river circuit comprising the second set of air bellows (13, 14), performing the method steps according to any one of claims 1 to 6, when said program code is crossed on the control unit (2) or another computer connected to the control unit (2).
    [16]
    A vehicle (1) below an air suspension system comprising a first set of air bellows (11, 12) arranged at a primary wheel axle (5) of the vehicle (1), and a second set of air bellows (13, 14) arranged at a secondary wheel axle ( 6) of the vehicle (1) and a valve arrangement (21, 22, 40) arranged to regulate pressure of the first set of air bellows (11, 12) and the second set of air bellows (13, 14) and to regulate air flow between a first flow circuit comprising the the first set of air bellows (11, 12) and a second circuit comprising the second set of air bellows (13, 14), the vehicle (1) further comprising a control unit (2) according to any one of claims 7 to 13. 1/4 PB
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    同族专利:
    公开号 | 公开日
    WO2015163807A1|2015-10-29|
    SE539447C2|2017-09-26|
    DE112015001339B4|2020-06-18|
    DE112015001339T5|2016-12-01|
    引用文献:
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    DE102018123098A1|2018-09-20|2020-03-26|Wabco Gmbh|Method for determining the pressure in the bellows of an axle assembly for a multi-axle vehicle|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450479A|SE539447C2|2014-04-23|2014-04-23|Control unit and method of load transfer in vehicles fitted with air suspension system|SE1450479A| SE539447C2|2014-04-23|2014-04-23|Control unit and method of load transfer in vehicles fitted with air suspension system|
    DE112015001339.3T| DE112015001339B4|2014-04-23|2015-04-15|Control unit and method for load transfer|
    PCT/SE2015/050438| WO2015163807A1|2014-04-23|2015-04-15|Control unit and method for load transfer|
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