Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
  • B60W30/18—Propelling the vehicle
  • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
  • B60W30/1884—Avoiding stall or overspeed of the engine
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
  • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
  • B60W40/1005—Driving resistance
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D48/00—External control of clutches
  • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2510/00—Input parameters relating to a particular sub-units
  • B60W2510/06—Combustion engines, Gas turbines
  • B60W2510/0657—Engine torque
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/30—Wheel torque
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/10—System to be controlled
  • F16D2500/11—Application
  • F16D2500/1107—Vehicles
  • F16D2500/1112—Heavy vehicle
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/30—Signal inputs
  • F16D2500/306—Signal inputs from the engine
  • F16D2500/3065—Torque of the engine
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/30—Signal inputs
  • F16D2500/308—Signal inputs from the transmission
  • F16D2500/30806—Engaged transmission ratio
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/50—Problem to be solved by the control system
  • F16D2500/508—Relating driving conditions
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/50—Problem to be solved by the control system
  • F16D2500/512—Relating to the driver
  • F16D2500/5122—Improve passengers comfort
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/70—Details about the implementation of the control system
  • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
  • F16D2500/70422—Clutch parameters
  • F16D2500/70424—Outputting a clutch engaged-disengaged signal

Definitions

• the present invention relates to a method for automatic disconnection of a motor vehicle's propulsion by means of a clutch in a power train of the vehicle.
• the invention relates also to a computer programme product containing programme code for a computer to implement a method according to the invention.
• the invention relates also to a device for automatic disconnection of a motor vehicle's propulsion by means of a clutch in a power train of the vehicle and to a motor vehicle which is equipped with the device.
• a control system is adapted to opening a clutch in the vehicle's power train in driving situations where a prevailing engine speed goes below a predetermined level.
• This predetermined engine speed is usually lower than an idling speed of the vehicle.
• an idling speed is set at 500 rpm
• the predetermined engine speed for disconnection might for example be 475 rpm.
• Said automatic disconnection is for example desirable to prevent stalling of the engine.
• a running routine which is relevant here is a so-called off-road mode. This routine generally chooses lower gears of the vehicle than usual.
• relatively large driving forces may occur before disconnection takes place, particularly when a vehicle which has a relatively powerful engine is run in low gears, which the driver may find unpleasant.
• US 2001049576 describes a method for a motor vehicle when it is inching. In this case a clutch of the vehicle's transmission is partly disconnected for a certain amount of time during braking of the vehicle, after which time the clutch is disconnected completely.
• WO 03089264 describes a method for being able to regulate a vehicle's speed steplessly at low speeds whereby a lowest gear step of its transmission is engaged by disconnecting the engine from the gearbox to different extents.
• WO 2007030044 describes a system in a motor vehicle whereby disconnection of the propulsion takes place on the basis of a braking force of the vehicle.
• An object of the present invention is to propose a novel and advantageous method for automatic disconnection of a motor vehicle's propulsion.
• Another object of the invention is to propose a novel and advantageous device and a novel and advantageous computer programme for automatic disconnection of a motor vehicle's propulsion.
• a further object of the invention is to propose a method, a device and a computer programme for effecting an alternative automatic disconnection of a motor vehicle's propulsion.
• a further object of the invention is to propose a method, a device and a computer programme for effecting automatic disconnection of a motor vehicle's propulsion whereby said disconnection is more predictable and independent of chosen gear steps in a transmission of the vehicle.
• a further object of the invention is to propose a method, a device and a computer programme for achieving improved performance of a motor vehicle. These objects are achieved with a method for automatic disconnection of a motor vehicle's propulsion by means of a clutch in a power train of the vehicle, according to claim 1 .
• An aspect of the invention proposes a method for automatic disconnection of a motor vehicle's propulsion by means of a clutch in a power train of the vehicle.
• the method comprises the steps of - continuously determining a prevailing driving force for the vehicle's propulsion, and
• Said driving force may with advantage be calculated continuously in an accurate and robust way. It may be a calibrated driving force which can be continuously determined in any suitable way. It may be the engine's component of a prevailing driving force of the vehicle and therefore not a force resultant which acts against the surface on which the vehicle's powered wheels run.
• a method is thus achieved for automatic disconnection of a motor vehicle's propulsion by means of the clutch in the vehicle's power train, which method is more predictable than in prior art whereby disconnection is based on a prevailing engine speed.
• a method is also thus achieved for automatic disconnection of a motor vehicle's propulsion by means of the clutch in the vehicle's power train, which method is independent of any calibration of the vehicle's engine.
• a method is also thus achieved for automatic disconnection of a motor vehicle's propulsion by means of a clutch in a power train of the vehicle, which method takes account of the vehicle's whole power train configuration.
• the innovative method is applicable on vehicles which have a final gear. It is applicable on vehicles which have a transfer gearbox. It is applicable on vehicles which do not have a transfer gearbox.
• the result is a versatile method for automatic disconnection of a motor vehicle's propulsion by means of a clutch in its power train.
• the method is also applicable on vehicles which have two conventional gearboxes in their power train. It is also applicable on vehicles which use hybrid operation, i.e. vehicles equipped with various types of energy store, e.g. batteries, for their propulsion.
• the present invention is advantageous where the vehicle applies a so-called off-road mode for its propulsion. This generally involves using lower gears than normal for the propulsion.
• the method may further comprise the step of
• a prevailing torque of the vehicle may also be determined by continuous calculations in a control unit of the vehicle, resulting in an inexpensive solution according to the invention in that no expensive sensors or components are required for determining said prevailing engine torque.
• the method may further comprise the step of
• Determining the driving force on the basis of a gear ratio of a gearbox of the vehicle pertaining to a current gear, a gear ratio of a transfer gearbox of the vehicle, a gear ratio of a final gear of the vehicle and a wheel radius makes it possible to achieve a very accurate method according to the invention, since these parameters are known at each given point in time. These parameters are constant, so said determination of said driving force involves no great computing load.
• the result is an inexpensive solution according to the invention in that no expensive sensors or components are required for determining said parameters.
• the method may alternatively comprise the step of
• Said predetermined amount of time may be within a range of 1 -5 seconds. It might be shorter than 1 second. It might be longer than 5 seconds, e.g. 10 seconds.
• Said predetermined amount of time may be zero (0) seconds, resulting in a method which can in a distinct way open the vehicle's clutch. This may be advantageous in certain safety-critical applications and driving situations where the clutch needs to be opened immediately when the driving force exceeds said predetermined value.
• Said predetermined value may be within a range of 15-25 kN (kilonewtons). This range may be applicable on trucks or buses. According to an example, said predetermined value is 20 kN.
• Said predetermined value may be within a range of 1500-2500 N (newtons). This range may be applicable on cars.
• said predetermined threshold value may be any suitable value. It might be greater than 25 kN. It might be smaller than 15 kN.
• the method is easy to implement in existing motor vehicles.
• Software for automatic disconnection of a motor vehicle's propulsion by means of a clutch in a power train of the vehicle may be installed in a control unit of the vehicle during the manufacture of the vehicle. A purchaser of the vehicle may thus have the possibility of selecting the function of the method as an option.
• software which contains programme code for applying the innovative method may be installed in a control unit of the vehicle on the occasion of upgrading at a service station, in which case the software may be loaded into a memory in the control unit.
• Implementing the innovative method is therefore cost-effective, particularly as no further sensors or other components need be installed in the vehicle according to an aspect of the invention. Relevant hardware is currently already provided in the vehicle. The invention therefore represents a cost-effective solution to the problems indicated above.
• Software containing programme code for automatic disconnection of a motor vehicle's propulsion by means of a clutch in a power train of the vehicle is easy to update or replace. Different parts of the software containing programme code for applying the innovative method may also be replaced independently of one another. This modular configuration is advantageous from a maintenance perspective.
• An aspect of the invention proposes a device for automatic disconnection of a motor vehicle's propulsion by means of a clutch in a power train of the vehicle.
• the device comprises means for continuously determining a prevailing driving force for the vehicle's propulsion, and means for automatically opening said clutch when said driving force exceeds a predetermined value, in order to disconnect the propulsion.
• the device may further comprise
• the device may further comprise
• the device may alternatively comprise
• the device may further comprise
• Said predetermined amount of time may be zero seconds. It may be within a range of 1 -5 seconds. Said predetermined value may be within a range of 15-25 kN.
• the above objects are also achieved with a motor vehicle which is provided with the device.
• the vehicle may be a truck, bus or car.
• the motor vehicle may be a wheeled loader, a forestry machine or a vehicle adapted to operating in a mine.
• An aspect of the invention is a proposed computer programme for automatic disconnection of a motor vehicle's propulsion by means of the clutch in its power train, which programme contains programme code stored on a computer-readable medium for causing an electronic control unit or another computer connected to the electronic control unit to perform steps according to any one of claims 1 -7.
• An aspect of the invention is a proposed computer programme for automatic disconnection of a motor vehicle's propulsion by means of the clutch in its power train, which programme contains programme code for causing an electronic control unit or another computer connected to the electronic control unit to perform steps according to any one of claims 1 -7.
• An aspect of the invention is a proposed computer programme product containing a programme code stored on a computer-readable medium for performing method steps according to any one of claims 1 -7 when said programme is run on an electronic control unit or another computer connected to the electronic control unit.
• Figure 1 illustrates schematically a vehicle according to an embodiment of the invention
• Figure 2 illustrates schematically a subsystem for the vehicle depicted in Figure 1 , according to an embodiment of the invention
• Figure 3a is a schematic flowchart of a method according to an embodiment of the invention.
• Figure 3b is a more detailed schematic flowchart of a method according to an embodiment of the invention.
• Figure 4 illustrates schematically a computer according to an embodiment of the invention.
• FIG. 1 depicts a side view of a vehicle 100.
• the vehicle exemplified comprises a tractor unit 1 10 and a semitrailer 1 12.
• the vehicle may be a heavy vehicle, e.g. a truck or a bus.
• the vehicle may alternatively be a car.
• the term "link" refers herein to a communication link which may be a physical line such as an opto-electronic communication line, or a non-physical line such as a wireless connection, e.g. a radio link or microwave link.
• Figure 2 depicts a subsystem 299 of the vehicle 100.
• the subsystem is situated in the tractor unit 1 10.
• the tractor unit may be equipped with a two- pedal system for operating the vehicle.
• the subsystem comprises a combustion engine 230 which may be a diesel engine.
• the engine 230 has an output shaft 235 connected to a clutch 240 which may be a suitable automatic clutch of friction type, e.g. comprising two discs.
• a clutch actuator (not depicted) is provided to act upon the clutch 240 in such a way that a desirable torque is transferred through the clutch in the vehicle's power train to propel said vehicle.
• the clutch actuator is adapted to setting the clutch to being fully open, partly closed (clutch slipping) or fully closed.
• the clutch 240 has an output shaft 245 connected to a gearbox 250.
• the gearbox has an output shaft connected to a transfer gearbox 280.
• the transfer gearbox has an output shaft connected to a final gear 285.
• the final gear is connected to two powered wheels 260a and 260b via respective driveshafts 255a and 255b.
• Torque generated by the engine 230 can be transferred via the shaft 235, the clutch 240, the shaft 245, the gearbox 250, the transfer gearbox 280 and the final gear 285 to the powered wheels 260a and 260b.
• the vehicle lacks said transfer gearbox 280.
• Said gearbox 250 and transfer gearbox 280 are adapted to having a number of different selectable gear ratios Igb and Itg respectively which are described in more detail below.
• the final gear 285 has a gear ratio Idg.
• Said powered wheels 260a and 260b have a certain wheel radius Rw which may for example be 0.5 m. They might have a suitable wheel radius
• the vehicle may be equipped with a number of pairs of powered wheels and not necessarily only one pair as in the embodiment example depicted in Figure 2.
• the vehicle 100 might for example be equipped with two or three pairs of powered wheels.
• a first control unit 200 is arranged for communication with the engine 230 via a link 231 .
• the first control unit is arranged for communication with the clutch 240 via a link 241 .
• the first control unit is thus enabled to apply a degree of closure to the clutch 240 by means of said clutch actuator.
• the first control unit is arranged for communication with the gearbox 250 via a link 251 .
• the first control unit is adapted to controlling the operation of the engine 230.
• the first control unit is adapted to controlling the operation of the clutch 240, i.e. by applying a degree of closure of the clutch actuator in a desirable way.
• the first control unit is adapted to controlling the operation of the gearbox 250, e.g. by applying a gear ratio of the gearbox.
• the first control unit 200 is adapted to controlling the operation of the transfer gearbox 280, e.g. by applying a gear ratio of the transfer gearbox.
• the first control unit is signal- connected for this purpose to the transfer gearbox via a
• the first control unit 200 has a number of running routines for the vehicle's propulsion stored in one or more memories.
• One such routine refers to so- called off-road driving. According to this routine it is for example possible to choose lower gear steps of the vehicle's gearbox than normal.
• Said routine for off-road driving may be advantageous where the running surface is uneven, e.g. in the form of hills or valleys.
• Said routine may be advantageous where the running surface is slippery, e.g. on winter roads or muddy roads.
• Said routine may be advantageous on loose running surfaces, e.g. gravel roads or sand.
• Said routine may be advantageous where the running surface is uneven through being, for example, stony.
• Said routine may be advantageous where there are objects on the running surface, e.g. loose tree branches.
• Said routine may be advantageous in off-road conditions, e.g. in cases where the vehicle is a forestry machine or a utility vehicle such as a wheeled loader. Said routine may in
• the first control unit 200 is adapted to continuously determining a prevailing driving force for propulsion of the vehicle 100 and to automatically opening the clutch 240 when said driving force exceeds a predetermined value, in order to disconnect the vehicle's propulsion.
• the first control unit is adapted to continuously determining a prevailing driving force of the vehicle on the basis of the following parameters: the engine's torque Me, a gear ratio Igb of the vehicle's gearbox 250 pertaining to a current gear, a gear ratio Itg of the vehicle's transfer gearbox 280, a gear ratio Idg of a final gear 285 of the vehicle, and a wheel radius Rw of the vehicle's powered wheels 260a and 260b.
• the first control unit is alternatively adapted to continuously determining a prevailing driving force of the vehicle on the basis of the following parameters: the engine's torque Me, a gear ratio Igb of the vehicle's gearbox 250 pertaining to a current gear, a gear ratio Idg of a final gear 285 of the vehicle, and a wheel radius Rw of the vehicle's powered wheels 260a and 260b.
• Said engine torque Me may be the engine's flywheel torque, which can be continuously determined (calculated) in known ways.
• the prevailing gear ratio Igb of the gearbox may be any discrete value within a predetermined range, e.g. 1 -16.
• Each vehicle is provided with a set of discrete predetermined gear ratios which does of course depend on the configuration of the power train.
• the prevailing gear ratio Itg of the transfer gearbox 280 may be any discrete value within a predetermined range, e.g. 0.5-3. Each vehicle is provided with a set of discrete predetermined gear ratios Itg which does of course depend on the configuration of the power train.
• the gear ratio Idg of the final gear 285 may be any discrete value within a predetermined range, e.g. 1 -5.
• the radius Rw of the powered wheels is a constant, e.g. 0.5 m.
• the first control unit 200 is adapted to calculating the driving force Fdriv on the basis of the following parameters: the engine's torque Me, a gear ratio Igb of a gearbox of the vehicle pertaining to a current gear, and a wheel radius Rw of the vehicle's powered wheels.
• the driving force Fdriv may be calculated in suitable ways. In one version it is calculated on the basis of a torque of an electrical machine (not depicted) which may for example be powered by an energy store, for propulsion of the vehicle.
• a second control unit 210 is arranged for communication with the first control unit 200 via a link 201 .
• the second control unit 210 may be detachably connected to the first control unit 200.
• the second control unit 210 may be a control unit external to the vehicle 100.
• the second control unit may be adapted to effecting the innovative method steps according to the invention.
• the second control unit 210 may be used to cross-load software to the first control unit 200, particularly software for applying the innovative method.
• the second control unit 210 may alternatively be adapted to communication with the first control unit 200 via an internal network on board the vehicle.
• the second control unit 210 may for example be adapted to performing substantially similar functions to the first control unit 200, e.g. continuously determining a prevailing driving force for propulsion of the vehicle and automatically opening the clutch when the driving force exceeds a predetermined value, in order to disconnect the propulsion.
• the subsystem 299 comprises a two-pedal system comprising a conventional acceleration control 270, e.g. an accelerator pedal, and a brake pedal.
• the acceleration control is signal-connected to the first control unit 200 via a link 271 .
• the driver can use the acceleration control to demand a desired clutch torque Req T.
• the vehicle's propulsion can by means of the acceleration control be controlled by the driver on the basis of a clutch torque demanded by the driver by mobilisation of power.
• Figure 3a is a schematic flowchart of a method for automatic disconnection of a motor vehicle's propulsion by means of a clutch in a power train of the vehicle, according to an embodiment of the invention.
• the method comprises a first step s301 comprising the steps of - continuously determining a prevailing driving force for propulsion of the vehicle, and
• step s301 automatically opening said clutch when said driving force exceeds a predetermined value, in order to disconnect the propulsion.
• Figure 3b is a more detailed schematic flowchart of a method for automatic disconnection of a motor vehicle's propulsion by means of a clutch in a power train of the vehicle, according to an embodiment of the invention.
• the method comprises a first step s310 comprising the step of continuously determining a prevailing driving force for propulsion of the vehicle.
• Said prevailing driving force may for example be determined on the basis of the following parameters: the engine's torque Me, a gear ratio Igb of a gearbox 250 of the vehicle pertaining to a current gear, a gear ratio Itg of a transfer gearbox 280 of the vehicle, a gear ratio Idg of a final gear 285 of the vehicle, and a wheel radius Rw of powered wheels 260a and 260b of the vehicle.
• Step s310 is followed by a step s320.
• Method step s320 comprises the step of automatically opening said clutch when said driving force exceeds a predetermined value THforce, in order to disconnect the vehicle's propulsion.
• Said predetermined threshold value THforce may be any suitable value. It may be greater than 25 kN. It may be smaller than 15 kN. It may be within a range of 15-25 kN.
• Said predetermined amount of time THtime may be within a range of 1 -5 seconds. It might be shorter than 1 second. It might be longer than 5 seconds, e.g. 10 seconds.
• the method ends after step s320.
• FIG 4 is a diagram of a version of a device 400.
• the control units 200 and 210 described with reference to Figure 2 may in a version comprise the device 400.
• the device 400 comprises a non-volatile memory 420, a data processing unit 410 and a read/write memory 450.
• the non-volatile memory 420 has a first memory element 430 in which a computer programme, e.g. an operating system, is stored for controlling the function of the device 400.
• the device 400 further comprises a bus controller, a serial communication port, I/O means, an A/D converter, a time and date input and transfer unit, an event counter and an interruption controller (not depicted).
• the non-volatile memory 420 has also a second memory element 440.
• a proposed computer programme P comprises routines for automatic disconnection of a motor vehicle's propulsion by means of a clutch in a power train of the vehicle.
• the programme P comprises routines for continuously determining a prevailing driving force Fdriv for propulsion of the vehicle 100.
• the programme P comprises routines for automatically opening the vehicle's clutch 240 when said driving force Fdriv exceeds a predetermined value THforce, in order to disconnect the vehicle's propulsion.
• the programme P comprises routines for continuously determining said prevailing driving force Fdriv on the basis of the engine's torque Me.
• the programme P comprises routines for continuously determining said prevailing driving force Fdriv on the basis of a gear ratio Igb of a gearbox 250 of the vehicle pertaining to a current gear, a gear ratio Itg of a transfer gearbox 280 of the vehicle, a gear ratio Idg of a final gear 285 of the vehicle and a wheel radius Rw.
• the programme P alternatively comprises routines for continuously determining said prevailing driving force Fdriv on the basis of a gear ratio Igb of a gearbox 250 of the vehicle pertaining to a current gear, a gear ratio Idg of a final gear 285 of the vehicle and a wheel radius Rw.
• the programme P may be stored in an executable form or in compressed form in a memory 460 and/or in a read/write memory 450.
• the data processing unit 410 is described as performing a certain function, it means that the data processing unit 410 effects a certain part of the programme which is stored in the memory 460, or a certain part of the programme which is stored in the read/write memory 450.
• the data processing device 410 can communicate with a data port 499 via a data bus 415.
• the non-volatile memory 420 is intended for communication with the data processing unit 410 via a data bus 412.
• the separate memory 460 is intended to communicate with the data processing unit 410 via a data bus 41 1 .
• the read/write memory 450 is adapted to communicating with the data processing unit 410 via a data bus 414.
• the data port 499 may for example have the links 201 , 231 , 241 , 251 and 271 connected to it (see Figure 2).
• the data processing unit 410 is prepared to effect code execution as described above.
• Parts of the methods herein described may be effected by the device 400 by means of the data processing unit 410 which runs the programme stored in the memory 460 or the read/write memory 450. When the device 400 runs the programme, methods herein described are executed.
• the data processing unit 410 which runs the programme stored in the memory 460 or the read/write memory 450.
• the device 400 runs the programme, methods herein described are executed.

Applications Claiming Priority (2)

Publications (2)

Family

ID=47914674

Family Applications (1)

Country Status (6)

Family Cites Families (9)

• 2011
  • 2011-09-21 SE SE1150860A patent/SE536014C2/sv unknown
• 2012
  • 2012-09-13 IN IN1847DEN2014 patent/IN2014DN01847A/en unknown
  • 2012-09-13 CN CN201280046090.7A patent/CN103827534A/zh active Pending
  • 2012-09-13 BR BR112014005764A patent/BR112014005764B8/pt active IP Right Grant
  • 2012-09-13 WO PCT/SE2012/050966 patent/WO2013043104A1/en unknown
  • 2012-09-13 EP EP12833405.9A patent/EP2758688A4/de not_active Withdrawn

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