SE1550014A1 - Method and system for improving control of the traction of a vehicle - Google Patents
Method and system for improving control of the traction of a vehicle Download PDFInfo
- Publication number
- SE1550014A1 SE1550014A1 SE1550014A SE1550014A SE1550014A1 SE 1550014 A1 SE1550014 A1 SE 1550014A1 SE 1550014 A SE1550014 A SE 1550014A SE 1550014 A SE1550014 A SE 1550014A SE 1550014 A1 SE1550014 A1 SE 1550014A1
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- Sweden
- Prior art keywords
- vehicle
- traction
- ground
- drive wheels
- slippery area
- Prior art date
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
- B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle
- B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle responsive to, or preventing, skidding of wheels
- B60K28/165—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle responsive to, or preventing, skidding of wheels acting on elements of the vehicle drive train other than the propulsion unit and brakes, e.g. transmission, clutch, differential
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- 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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/40—Coefficient of friction
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Description
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OBJECTS OF THE INVENTION
An object of the present invention is to provide a method for improving
control of the traction of a vehicle which facilitates further improving the
traction control of the vehicle.
Another object of the present invention is to provide a system for improving
control of the traction of a vehicle which facilitates further improving the
traction control of the vehicle.
SUMMARY OF THE INVENTION
These and other objects, apparent from the following description, are
achieved by a method, a system, a vehicle, a computer program and a
computer program product as set out in the appended independent claims.
Preferred embodiments of the method and the system are defined in
appended dependent claims.
Specifically an object of the invention is achieved by a method for improving
control of the traction of a vehicle. The method comprises the step of
determining the characteristics of the ground ahead of the vehicle as a basis
for traction control. The step of determining the characteristics of the ground
ahead of the vehicle comprises the step of determining the position of a
slippery area on the ground of the route of the vehicle ahead of the vehicle
and relative to the vehicle. The method further comprises the step of
adapting the control of the traction of the vehicle to a reduced traction
determined to exist between the drive wheels of the vehicle and said slippery
area by redistributing the torque between the drive wheels. Hereby the
traction control of the vehicle may be improved in that traction may be
proactively directed to the wheels not interfering with the slippery area prior
to or in connection to when that wheel interferes.
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According to an embodiment of the method the step of adapting the control of
the traction of the vehicle to said reduced traction determined to exist
between the drive wheels of the vehicle and said slippery area of the ground
comprises the step of redistributing the torque between the drive wheels
based on the distance between the respective drive wheel axles of the
vehicle in the longitudinal direction of the vehicle. Hereby traction control may
be further improved in that traction control can be activated such that traction
may be proactively directed to the wheels not interfering with the slippery
area prior to or in connection to when that wheel interferes and redirected
when a wheel on a following drive axle interferes with the slippery surface.
According to an embodiment the method comprises the step of determining
the slope of the ground in association with said slippery area on the ground
of the route of the vehicle ahead of the vehicle, wherein the step of adapting
the control of the traction of the vehicle to said reduced traction determined to
exist between the drive wheels of the vehicle and said slippery area (A, B, C)
of the ground comprises the step of redistributing the torque between the
drive wheels based on the thus determined slope of the ground in association
with said slippery area. Hereby traction control will be further improved. For
example the control may differ if the slope is a downhill slope where the risk
for the vehicle slipping is reduced.
According to an embodiment the method comprises the step of determining
the curvature of the route in association with said slippery area on the ground
of the route of the vehicle ahead of the vehicle, wherein the step of adapting
the control of the traction of the vehicle to said reduced traction determined to
exist between the drive wheels of the vehicle and said slippery area (A, B, C)
of the ground comprises the step of redistributing the torque between the
drive wheels based on the thus determined curvature of the ground in
association with said slippery area. Hereby traction control will be further
improved.
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According to an embodiment of the method the step of adapting the control of
the traction of the vehicle to a reduced traction determined to exist is
performed prior to the contact between the drive wheels and the slippery
area. Hereby the traction is proactiveiy directed to the wheels not interfering
with the slippery area prior to or in connection to when that wheel interferes
thus improving the traction control of the vehicle.
Specifically an object of the invention is achieved by a system a method for
improving control of the traction of a vehicle adapted to perform the methods
as set out above.
The system according to the invention has the advantages according to the
corresponding method claims.
BRIEF DESCRIPTION OF THE DRAWINGS
For a better understanding of the present invention reference is made to the
following detailed description when read in conjunction with the
accompanying drawings, wherein like reference characters refer to like parts
throughout the several views, and in which:
Fig. 1 schematically illustrates a side view of a vehicle according to the
present invention;
Fig. 2a schematically illustrates a side view of a vehicle determining the
characteristics of the ground ahead of the vehicle according to the present
inven?on;
Fig. 2b schematically illustrates a plan view of a vehicle determining the
characteristics of the ground ahead of the vehicle according to the present
invenüon;
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Fig. 3 schematically illustrates a system for improving control of the traction
of a vehicle according to an embodiment of the present invention;
Fig. 4 schematically illustrates a block diagram of a method for improving
control of the traction of 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.
DETAILED DESCRIPTION
Hereinafter the term “link” refers to a communication link which may be a
physical connector, such as an optoelectronic communication wire, or a non-
physical connector such as a wireless connection, for example a radio or
microwave link.
Hereinafter the term “traction arrangement of a vehicle” refers to any suitable
arrangement/system for controlling traction of a vehicle having the ability to
distribute torque between the drive wheels.
Hereinafter the term “slippery surface” refers to any kind of slippery surface
on the ground along a route of a vehicle where traction of the vehicle is
impaired, i.e. where reduced traction exists, such as a muddy surface, an icy
surface, a surface of sand/grovel, an oily surface or the like.
Fig. 1 schematically illustrates a side view of a vehicle 1 according to the
present invention. The exemplified vehicle 1 is a heavy vehicle in the shape
of a truck, here a dump truck. The vehicle according to the present invention
could be any suitable vehicle. The vehicle comprises a system for controlling
driveability of a vehicle.
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Fig. 2a schematically illustrates a side view of a vehicle 2 determining the
Characteristics of the ground G ahead of the vehicle 2 according to the
present invention.
The vehicle 2 comprises a front drive wheel axle X1 and a rear drive wheel
axel X2 at a distance L1 from the front drive wheel axel. The vehicle is
arranged with means 110, here a camera unit, for determining the
characteristics of the ground G ahead of the vehicle 2.
The camera unit 110 for determining the characteristics of the ground G
ahead of the vehicle 2 is configured to determine the position of an expected
slippery area A of the ground G of the route R of the vehicle 2 ahead of the
vehicle and relative to the vehicle. The vehicle 2 comprises an electronic
control unit operably connected to the camera unit 110 via a link 10.
The camera unit 110 is thus arranged to detect the expected slippery area A
and the position of the slippery area A including the distance L2 to the
slippery area and whether the slippery area will interfere with the left and/or
the right wheels of the vehicle 2. The electronic control unit 100 is arranged
to receive information about the characteristics of the ground G ahead of the
vehicle 2 including the distance L2 to the slippery area A.
The electronic control unit 100 comprises/ has access to information about
the distance L1 between the front drive wheel axle X1 and the rear drive
wheel axel X2 of the vehicle in the longitudinal direction of the vehicle. The
electronic control unit 100 is arranged to process the information about the
distance to the slippery surface A and based on the speed of the vehicle 2
and the distance L1 between the wheel axles X1, X2 of the drive wheels
determine when the front drive wheel RW and the rear drive wheel RW will
interfere with the slippery surface. The electronic control unit 100 is thus
arranged to determine when there will be reduced traction on the front drive
wheel RW and when there will be reduced traction on the rear drive wheel
RW.
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The control of the traction arrangement of the vehicle 2 is adapted to the
detected slippery area A such that in connection to when the front drive
wheel FW determined to interfere with the slippery area A interferes, i.e. gets
in contact with the slippery area A, the drive torque is distributed to the other
wheels of the vehicle not being in contact with the slippery surface.
Thus, the control of the traction of the vehicle 2 is adapted to the detected
slippery area A such that in connection to when the front drive wheel FW
determined to interfere with the slippery area A interferes, i.e. gets in contact
with the slippery area A, the drive torque is distributed to the other wheels of
the vehicle not being in contact with the slippery surface.
Further, when the front wheel FW has passed the slippery area A the control
of the traction arrangement of the vehicle 2 is adapted to the detected
slippery area A such that in connection to when the rear drive wheel RW
determined to interfere with the slippery area A interferes, i.e. gets in contact
with the slippery area A, the drive torque is distributed to the other wheels of
the vehicle not being in contact with the slippery surface A.
Thus, when the front wheel FW has passed the slippery area A the control of
the traction arrangement of the vehicle 2 is adapted to the detected slippery
area A such that in connection to when the rear drive wheel RW determined
to interfere with the slippery area A interferes, i.e. gets in contact with the
slippery area A, the drive torque is distributed to the other wheels of the
vehicle not being in contact with the slippery surface A.
Thus the control of the traction of the vehicle 2 is adapted to a reduced
traction determined to exist between the drive wheels of the vehicle and said
slippery area by redistributing the torque between the drive wheels.
Fig. 2b schematically illustrates a plan view of a vehicle 3 determining the
characteristics of the ground ahead G of the vehicle 3 according to the
present invention.
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The vehicle 3 comprises a front drive wheel axle X1 with left and right front
drive wheels LF, RF, an intermediate drive wheel axle X2 with intermediate
drive wheels LD, RD and a rear drive wheel axel X3 with rear drive wheels
LR, RR. The front drive wheel axle X1 is at a distance L1a from the
intermediate drive wheel axle X2 and at a distance L1 from the rear drive
wheel axle X3. The intermediate drive wheel axle X2 is at a distance L1b
from the rear drive wheel axel X3. The vehicle 3 is also arranged with means
110, here a camera unit, for determining the Characteristics of the ground G
ahead of the vehicle 3.
The vehicle 3 comprises a traction arrangement TA arranged to provide
traction control for the vehicle 3. The traction arrangement comprises or is
connected to the electronic control unit 100. The traction arrangement TA
comprises the drive wheels of the vehicle or is connected to the drive wheels
of the vehicle. The traction arrangement TA is controllable such that torque
may be distributed between the drive wheels of the vehicle.
The camera unit 110 for determining the characteristics of the ground G
ahead of the vehicle 3 is configured to determine the position of expected
slippery areas A, B, C of the ground G of the route R of the vehicle 3 ahead
of the vehicle and relative to the vehicle. The camera unit 110 determines in
this case that the left drive wheels LF, LD and LR will come in contact
/interfere with the slippery surface A and the slippery surface C, and the right
drive wheels RF, RD, RR will come in contact/ interfere with the slippery
surface B. The vehicle 3 comprises an electronic control unit operably
connected to the camera unit 110 via a link 10.
The electronic control unit 100 is arranged to receive information about the
characteristics of the ground G ahead of the vehicle 3 including the distance
L2a to the slippery area A the distance L2b to the slippery area B and the
distance L2c to the slippery area C.
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The electronic control unit 100 comprises/ has access to information about
the distance L1 between the front drive wheel axle X1 and the rear drive
wheel axel X3, the distance L1a between the front drive wheel axle X1 and
the intermediate drive wheel axel X2, and the distance L1b between the
intermediate drive wheel axle X2 and the rear drive wheel axel X3 of the
vehicle in the longitudinal direction of the vehicle 3. The electronic control unit
100 is arranged to process the information about the distances L2a, L2b, L2c
to the slippery surfaces A, B, C and based on the speed ofthe vehicle 2 and
the distance L1, L1a, L1b between the wheel axles X1, X2, X3 of the drive
wheels determine when the front drive wheel RW and the rear drive wheel
RW will interfere with the slippery surface.
The control of the traction arrangement of the vehicle 3 is adapted to the
detected slippery areas A, B, C such that in connection to when a drive wheel
determined to interfere with a slippery area interferes, i.e. gets in contact with
the slippery area, the drive torque is distributed to the other wheels of the
vehicle not being in contact with the slippery surface. lf two or more drive
wheels are in contact with a slippery area the torque will be to the other
wheels of the vehicle not being in contact with a slippery surface. Here e.g.
the front left drive wheel LF could be in contact with the slippery surface C at
the same time as the intermediate drive wheel LD is in contact with the
slippery surface A, and in another position the intermediate left drive wheel
LD could be in contact with the slippery surface C at the same time as the
rear right drive wheel is in contact with the slippery surface B.
Thus the control of the traction of the vehicle 3 is adapted to a reduced
traction determined to exist between the drive wheels of the vehicle and said
slippery area by redistributing the torque between the drive wheels.
The vehicle 3 could alternatively have two of the three axles being drive
axles, e.g. the front axle X1 and the intermediate axle X2.
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Fig. 3 schematically illustrates a system I for improving control of the traction
of a vehicle according to an embodiment of the present invention.
The system I comprises means 110 for determining the Characteristics of the
ground ahead of the vehicle as a basis for traction control.
The means 110 for determining the characteristics of the ground ahead of the
vehicle comprises means 110a for determining the position of an expected
slippery area of the ground of the route of the vehicle ahead of the vehicle
and relative to the vehicle. The means 110 for determining the characteristics
of the ground ahead of the vehicle comprises detection means 112
comprising at least one camera unit. The detection means 112 is arranged to
detect characteristics of the road on which the vehicle is travelling comprising
possible slippery areas. The detection means 112, e.g. the camera unit, is
arranged to determine the position of an expected slippery area including the
distance to the slippery are ahead of the vehicle and the position of the
slippery area relative to the route of the drive wheels of the vehicle. The
detection means 112 comprises according to an embodiment a 3D camera
such as a so called Time-of-Flight camera and/or a laser scanner.
The system I comprises means 120 for adapting the control of the traction of
the vehicle to a reduced traction determined to exist between the drive
wheels of the vehicle and said slippery area by redistributing the torque
between the drive wheels. The means 120 comprises adapting the control of
the traction of the vehicle to the expected interference between the drive
wheels of the traction arrangement and the expected slippery area of the
ground. The means 120 for adapting the control of the vehicle to a reduced
traction determined to exist between the drive wheels of the vehicle and said
slippery area by redistributing the torque between the drive wheels comprises
means 122 for distributing the drive torque from the drive wheel/drive wheels
determined to interfere with the slippery surface to the drive wheels
determined not to interfere with the slippery surface at a certain time period.
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The means 120 for adapting the control of the vehicle to a reduced traction
determined to exist between the drive wheels of the vehicle and said slippery
area by redistributing the torque between the drive wheels comprises means
124 for redistributing the torque between the drive wheels based on the
distance between the respective drive wheel axles of the vehicle in the
longitudinal direction of the vehicle.
The means 120 for adapting the control of the traction of the vehicle to a
reduced traction determined to exist is configured to be performed prior to the
contact between the drive wheels and the slippery area.
The system I comprises means 130 for determining the slope of the ground
in association with said expected slippery area on the ground of the route of
the vehicle ahead of the vehicle. The means 130 for determining the
expected slope of the ground in association with said expected slippery area
on the ground of the route of the vehicle ahead of the vehicle comprises
detection means 132 comprising at least one camera unit. The detection
means 132 is arranged to detect the slope of the road along which the
vehicle is travelling in order to know the slope where a slippery area is
present. The detection means 132 comprises according to an embodiment a
3D camera such as a so called Time-of-Flight camera and/or a laser scanner.
The means 130 for determining the expected slope of the ground in
association with said expected slippery area of the ground of the route of the
vehicle ahead of the vehicle comprises according to an embodiment means
for receiving information from another vehicle via a so called vehicle-to-
vehicle communication arrangement and/or means for receiving information
from the infrastructure via a so called vehicle-to-infrastructure arrangement.
The means 130 for determining the expected slope of the ground in
association with said expected slippery area of the ground of the route of the
vehicle ahead of the vehicle comprises according to an embodiment a map
information unit comprising map data comprising slope of the ground in
association with said expected slippery area of the ground of the route of the
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vehicle, and means for determining the position of the vehicle comprising a
global positioning system, GPS, for continuously determining the position of
the vehicle along the route.
The means 120 for adapting the control of the traction of the vehicle to said
reduced traction determined to exist between the drive wheels of the vehicle
and said slippery area of the ground comprises means for redistributing the
torque between the drive wheels based on the thus determined slope of the
ground in association with said slippery area.
The system I comprises means 140 for determining the expected curvature
of the route in association with said expected slippery area on the ground of
the route of the vehicle ahead of the vehicle. The means 140 for determining
the expected curvature of the route in association with said expected slippery
area on the ground of the route of the vehicle ahead of the vehicle comprises
detection means 142 comprising at least one camera unit. The detection
means 142 is arranged to detect the trajectory of the road, i.e. the shape of
the extension of the road comprising curves of the road and/or road marks in
order to thus determine the trajectory of the road along which the vehicle is
travelling in order to know the curvature where a slippery area is present. The
detection means 112 comprises according to an embodiment a 2D camera
and/or a 3D camera and/or a laser scanner and/or a radar unit and/or a sonar
unit. The means 140 for determining the expected curvature of the route in
association with said expected slippery area of the ground of the route of the
vehicle ahead of the vehicle comprises according to an embodiment means
for receiving information from another vehicle via a so called vehicle-to-
vehicle communication arrangement and/or means for receiving information
from the infrastructure via a so called vehicle-to-infrastructure arrangement.
The means 140 for determining the expected curvature of the route in
association with said expected slippery area of the ground of the route of the
vehicle ahead of the vehicle comprises according to an embodiment a map
information unit comprising map data comprising curvature of the route in
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association with said expected slippery area of the ground of the route of the
vehicle, and means for determining the position of the vehicle comprising a
global positioning system, GPS, for continuousiy determining the position of
the vehicle along the route.
The means 120 for adapting the control of the traction of the vehicle to said
reduced traction determined to exist between the drive wheels of the vehicle
and said slippery area of the ground comprises means for redistributing the
torque between the drive wheels based on the thus determined curvature of
the ground in association with said slippery area.
The detection means 112, 132 and/or 142 may be the same detection means
or different detection means.
The system I comprises means 150 for determining the speed of the vehicle.
The means 150 for determining the speed of the vehicle comprises the
speedometer of the vehicle.
The electronic control unit 100 is operably connected to the means 110 for
determining the characteristics of the ground ahead of the vehicle via a link
10. The electronic control unit 100 is via the link 10 arranged to receive a
signal from said means 110 representing data for characteristics of the
ground ahead of the vehicle.
The electronic control unit 100 is operably connected to the means 110a for
determining the position of an expected slippery area on the ground of the
route of the vehicle ahead of the vehicle and relative to the vehicle via a link
10a. The electronic control unit 100 is via the link 10a arranged to receive a
signal from said means 110a representing data for position of an expected
slippery area of the ground of the route of the vehicle ahead of the vehicle
and relative to the vehicle.
The electronic control unit 100 is operably connected to the detection means
112 via a link 12. The electronic control unit 100 is via the link 12 arranged to
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receive a signal from said detection means 112 representing data for
Characteristics of the ground ahead of the vehicle comprising data for
position of an expected slippery area of the ground of the route of the vehicle
ahead of the vehicle and relative to the vehicle.
The electronic control unit 100 is operably connected to the means 120 for
adapting the control of the traction of the vehicle to a reduced traction
determined to exist between the drive wheels of the vehicle and said slippery
area by redistributing the torque between the drive wheels via a link 20. The
electronic control unit 100 is via the link 20 arranged to send a signal to said
means 120 representing data for characteristics of the ground ahead of the
vehicle comprising data for position of an expected slippery area of the
ground of the route of the vehicle ahead of the vehicle and relative to the
vehicle.
The electronic control unit 100 is operably connected to the means 122 for
distributing the drive torque from the drive wheel/drive wheels determined to
interfere with the slippery surface to the drive wheels determined not to
interfere with the slippery surface at a certain time period via a link 22. The
electronic control unit 100 is via the link 22 arranged to send a signal to said
means 122 representing data for distributing the drive torque from the drive
wheel/drive wheels determined to interfere with the slippery surface to the
drive wheels determined not to interfere with the slippery surface.
The electronic control unit 100 is operably connected to the means 124 for
considering the distance between the respective drive wheel axles of the
vehicle in the longitudinal direction of the vehicle via a link 24. The electronic
control unit 100 is via the link 24 arranged to send a signal to said means 124
representing data for distance between the drive wheel axles of the vehicle.
The electronic control unit 100 is operably connected to the means 130 for
determining the slope of the ground in association with said expected
slippery area on the ground of the route of the vehicle ahead of the vehicle
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via a link 30. The electronic control unit 100 is via the link 30 arranged to
receive a signal from said means 130 representing data for slope of the
ground in association with said expected slippery area on the ground of the
route of the vehicle ahead of the vehicle.
The electronic control unit 100 is operably connected to the detection means
132 is arranged to detect the slope of the road along which the vehicle is
travelling via a link 32. The electronic control unit 100 is via the link 32
arranged to receive a signal from said means 132 representing data for
detected slope of the road along which the vehicle is travelling.
The electronic control unit 100 is via the link 20 arranged to send a signal to
said means 120 representing data for slope of the ground in association with
said expected slippery area on the ground of the route of the vehicle ahead
of the vehicle, wherein the means 120 is arranged for redistributing the
torque between the drive wheels based on the thus determined slope of the
ground in association with said slippery area.
The electronic control unit 100 is operably connected to the means 140 for
determining the expected curvature of the route in association with said
expected slippery area on the ground of the route of the vehicle ahead of the
vehicle via a link 40. The electronic control unit 100 is via the link 40
arranged to receive a signal from said means 140 representing data for
expected curvature of the route in association with said expected slippery
area on the ground of the route of the vehicle ahead of the vehicle.
The electronic control unit 100 is operably connected to the detection means
142 via a link 40. The electronic control unit 100 is via the link 40 arranged to
receive a signal from said means 142 representing data for detected
trajectory of the road along which the vehicle is travelling.
The electronic control unit 100 is via the link 20 arranged to send a signal to
said means 120 representing data for expected curvature of the route in
association with said expected slippery area on the ground of the route of the
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vehicle ahead of the vehicle, wherein the means 120 is arranged for
redistributing the torque between the drive wheels based on the thus
determined curvature of the ground in association with said slippery area.
The electronic control unit 100 is operably connected to the means 150 for
determining the speed of the vehicle via a link 50. The electronic control unit
100 is via the link 50 arranged to receive a signal from said means 150
representing data current speed of the vehicle.
The electronic control unit 100 is arranged to process the data for
characteristics of the ground ahead of the vehicle comprising data for
position of an expected slippery area of the ground of the route of the vehicle
ahead of the vehicle and relative to the vehicle, data for expected slope, data
for expected curvature and data for speed of the vehicle to determine
required adaption of the control of the traction of the vehicle and send the
determined information to the means 120 for adapting the control. The
means 120 for adapting the control is arranged to control the traction based
on the information by adapting the distribution of the torque of the drive
wheels of the vehicle.
Fig. 4 schematically illustrates a block diagram of a method for improving
control of the traction of a vehicle according to an embodiment of the present
invention; and
According to the embodiment the method for improving control of the traction
of a vehicle comprises a step S1. ln this step the characteristics of the
ground ahead of the vehicle is determined as a basis for traction control.
The step S1 of determining the characteristics of the ground ahead of the
vehicle comprises the step S1a of determining the position of a slippery area
on the ground of the route of the vehicle ahead of the vehicle and relative to
the vehicle.
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According to the embodiment the method for improving control of the traction
of a vehicle comprises a step S2. ln this step the control of the traction of the
vehicle is adapted to a reduced traction determined to exist between the
drive wheels of the vehicle and said expected slippery area by redistributing
the torque between the drive wheels.
According to an embodiment the step S2 of adapting the control of the
traction of the vehicle to said reduced traction determined to exist betvveen
the drive wheels of the vehicle and said expected slippery area of the ground
comprises the step of redistributing the torque between the drive wheels
based on the distance between the respective drive wheel axles of the
vehicle in the longitudinal direction of the vehicle.
According to an embodiment the method comprises the step of determining
the slope of the ground in association with said slippery area of the ground of
the route of the vehicle ahead of the vehicle, wherein the step of adapting the
control of the traction of the vehicle to said reduced traction determined to
exist between the drive wheels of the vehicle and said slippery area of the
ground comprises the step of redistributing the torque between the drive
wheels based on the thus determined slope of the ground in association with
said slippery area.
According to an embodiment the method comprises the step of determining
the curvature of the route in association with said slippery area of the ground
of the route of the vehicle ahead of the vehicle, wherein the step of adapting
the control of the traction of the vehicle to said reduced traction determined to
exist between the drive wheels of the vehicle and said slippery area of the
ground comprises the step of redistributing the torque between the drive
wheels based on the thus determined curvature of the ground in association
with said slippery area.
According to an embodiment of the method the step of adapting the control of
the traction of the vehicle to a reduced traction determined to exist is
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performed prior to the contact between the drive wheels and the slippery
area. Hereby the traction is proactively directed to the wheels not interfering
with the slippery area prior to or in connection to when that wheel interferes
thus improving the traction control of the vehicle.
With reference to figure 5, a diagram of an apparatus 500 is shown. The
control unit 100 described with reference to fig. 2 may according to an
embodiment comprise apparatus 500. Apparatus 500 comprises a non-
volatile memory 520, a data processing device 510 and a read/write memory
550. Non-volatile memory 520 has a first memory portion 530 wherein a
computer program, such as an operating system, is stored for controlling the
function of apparatus 500. Further, apparatus 500 comprises a bus controller,
a serial communication port, I/O-means, an A/D-converter, a time date entry
and transmission unit, an event counter and an interrupt controller (not
shown). Non-volatile memory 520 also has a second memory portion 540.
A computer program P is provided comprising routines for improving control
of the traction of a vehicle. The program P comprises routines for determining
the characteristics of the ground ahead of the vehicle as a basis for traction
control. The program P comprises routines for determining the position of a
slippery area on the ground of the route of the vehicle ahead of the vehicle
and relative to the vehicle. The program P comprises routines for adapting
the control of the traction of the vehicle to a reduced traction determined to
exist between the drive wheels of the vehicle and said slippery area by
redistributing the torque between the drive wheels. The program P comprises
routines for redistributing the torque between the drive wheels based on the
distance between the respective drive wheel axles of the vehicle in the
longitudinal direction of the vehicle by adapting the control. The program P
comprises routines for determining the slope of the ground in association with
said slippery area on the ground of the route of the vehicle ahead of the
vehicle, wherein the routines for adapting the control of the traction of the
vehicle to said reduced traction determined to exist between the drive wheels
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of the vehicle and said slippery area of the ground comprises routines for
redistributing the torque between the drive wheels based on the thus
determined slope of the ground in association with said slippery area. The
program P comprises routines for determining the curvature of the route in
association with said slippery area of the ground of the route of the vehicle
ahead of the vehicle, wherein the routines for adapting the control of the
traction of the vehicle to said reduced traction determined to exist between
the drive wheels of the vehicle and said slippery area of the ground
comprises routines for redistributing the torque between the drive wheels
based on the thus determined curvature of the ground in association with
said slippery area. The routines for adapting the control of the traction of the
vehicle to a reduced traction determined to exist is performed prior to the
contact between the drive wheels and the slippery area. The computer
program P may be stored in an executable manner or in a compressed
condition in a separate memory 560 and/or in read/write memory 550.
When it is stated that data processing device 510 performs a certain function
it should be understood that data processing device 510 performs a certain
part of the program which is stored in separate memory 560, or a certain part
of the program which is stored in read/write memory 550.
Data processing device 510 may communicate with a data communications
port 599 by means of a data bus 515. Non-volatile memory 520 is adapted
for communication with data processing device 510 via a data bus 512.
Separate memory 560 is adapted for communication with data processing
device 510 via a data bus 511. Read/write memory 550 is adapted for
communication with data processing device 510 via a data bus 514. To the
data communications port 599 e.g. the links connected to the control unit 100
may be connected.
When data is received on data port 599 it is temporarily stored in second
memory portion 540. When the received input data has been temporarily
stored, data processing device 510 is set up to perform execution of code in
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a manner described above. The signals received on data port 599 can be
used by apparatus 500 for determining the Characteristics of the ground
ahead of the vehicle as a basis for traction control. The signals received on
data port 599 can be used by apparatus 500 for of determining the position of
a slippery area on the ground of the route ofthe vehicle ahead of the vehicle
and relative to the vehicle. The signals received on data port 599 can be
used by apparatus 500 for adapting the control of the traction of the vehicle
to a reduced traction determined to exist between the drive wheels of the
vehicle and said expected slippery area by redistributing the torque between
the drive wheels. The signals received on data port 599 can be used by
apparatus 500 for redistributing the torque between the drive wheels based
on the distance between the respective drive wheel axles of the vehicle in the
longitudinal direction of the vehicle by adapting the control. The signals
received on data port 599 can be used by apparatus 500 for determining the
slope of the ground in association with said slippery area on the ground of
the route of the vehicle ahead of the vehicle, wherein the adapting the control
of the traction of the vehicle to said reduced traction determined to exist
between the drive wheels of the vehicle and said slippery area of the ground
comprises redistributing the torque between the drive wheels based on the
thus determined slope of the ground in association with said slippery area.
The signals received on data port 599 can be used by apparatus 500 for
determining the curvature of the route in association with said slippery area
of the ground of the route of the vehicle ahead of the vehicle, wherein
adapting the control of the traction of the vehicle to said reduced traction
determined to exist between the drive wheels of the vehicle and said slippery
area of the ground comprises redistributing the torque between the drive
wheels based on the thus determined curvature of the ground in association
with said slippery area. Adapting the control of the traction of the vehicle to a
reduced traction determined to exist is performed prior to the contact
between the drive wheels and the slippery area.
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Parts of the methods described herein can be performed by apparatus 500
by means of data processing device 510 running the program stored in
separate memory 560 or read/write memory 550. When apparatus 500 runs
the program, parts of the methods described herein are executed.
The foregoing description of the preferred embodiments of the present
invention has been provided for the purposes of illustration and description. lt
is not intended to be exhaustive or to limit the invention to the precise forms
disclosed. Obviously, many modifications and variations will be apparent to
practitioners skilled in the art. The embodiments were chosen and described
in order to best explain the principles of the invention and its practical
applications, thereby enabling others skilled in the art to understand the
invention for various embodiments and with the various modifications as are
suited to the particular use contemplated.
Claims (13)
1. A method for improving control of the traction of a vehicle (1; 2; 3), comprising the step of determining (S1) the characteristics of the ground ahead of the vehicle (1; 2; 3) as a basis for traction control, characterized in that the step of determining the characteristics of the ground ahead of the vehicle (1; 2; 3) comprises the step of determining (S1a) the position of a slippery area (A, B, C) on the ground of the route (R) of the vehicle ahead of the vehicle and relative to the vehicle; the method further comprising the step of: - adapting (S2) the control of the traction to a reduced traction determined to exist between the drive wheels of the vehicle and said slippery area by redistributing the torque between the drive wheels.
2. A method according to claim 1, wherein the step of adapting the control of the traction of the vehicle to said reduced traction determined to exist between the drive wheels of the of the vehicle and said slippery area (A, B, C) of the ground comprises the step of redistributing the torque between the drive wheels based on the distance between (L1, L1a, L1b) the respective drive wheel axles (X1, X2, X3) of the vehicle (1) in the longitudinal direction of the vehicle.
3. A method according to claim 1 or 2, comprising the step of determining the slope of the ground in association with said slippery area on the ground of the route of the vehicle ahead of the vehicle, wherein the step of adapting the control of the traction of the vehicle to said reduced traction determined to exist between the drive wheels of the vehicle and said slippery area (A, B, C) of the ground comprises the step of redistributing the torque between the drive wheels based on the thus determined slope of the ground in association with said slippery area.
4. A method according to any of claims 1-3, comprising the step of determining the curvature of the route in association with said slippery area 10 15 20 25 23 on the ground of the route of the vehicle ahead of the vehicle, wherein the step of adapting the control of the traction of the vehicle to said reduced traction determined to exist between the drive wheels of the vehicle and said slippery area (A, B, C) of the ground comprises the step of redistributing the torque between the drive wheels based on the thus determined curvature of the ground in association with said slippery area.
5. A method according to any preceding claims, wherein the step of adapting (S2) the control of the traction of the vehicle to a reduced traction determined to exist is performed prior to the contact between the drive wheels and the slippery area (A, B, C).
6. A system (I) for improving control of the traction of a vehicle (1; 2; 3), comprising means (110) for determining the characteristics of the ground (G) ahead of the vehicle (1; 2; 3) as a basis for traction control, characterized in that the means (110) for determining the characteristics of the ground ahead of the vehicle comprises means (110a) for determining the position of a slippery area (A, B, C) on the ground (G) of the route (R) of the vehicle (1; 2; 3) ahead of the vehicle and relative to the vehicle (1; 2; 3); comprising means (120) for adapting the control of the traction of the vehicle to a reduced traction determined to exist between the drive wheels of the vehicle and said slippery area (A, B, C) by redistributing the torque between the drive wheels.
7. A system according to claim 6, wherein the means (120) for adapting the control of the traction of the vehicle to said reduced traction determined to exist between the drive wheels of the vehicle and said slippery area (A, B, C) of the ground comprises means (124) for redistributing the torque between the drive wheels based on the distance (L1, L1a, L1b) between the respective drive wheel axles (X1, X2, X3) of the vehicle in the longitudinal direction of the vehicle.
8. A system according to claim 6 or 7, comprising means (130) for determining the slope of the ground in association with said slippery area (A, 10 15 20 25 24 B, C) on the ground (G) of the route (R) of the vehicle (1; 2; 3) ahead of the vehicle, wherein the means (120) for adapting the control of the traction of the vehicle to said reduced traction determined to exist between the drive wheels of the vehicle and said slippery area (A, B, C) of the ground comprises means for redistributing the torque between the drive wheels based on the thus determined slope of the ground in association with said slippery area.
9. A system according to any of claims 6-8, comprising means (140) for determining the curvature of the route in association with said slippery area on the ground (G) of the route (R) of the vehicle (1; 2; 3) ahead of the vehicle, wherein the means (120) for adapting the control of the traction of the vehicle to said reduced traction determined to exist between the drive wheels of the vehicle and said slippery area (A, B, C) of the ground comprises means for redistributing the torque between the drive wheels based on the thus determined curvature of the ground in association with said slippery area.
10. A system according to any of claims 6-9, wherein the means (120) for adapting (S2) the control of the traction of the vehicle to a reduced traction determined to exist is configured to be performed prior to the contact between the drive wheels and the slippery area (A, B, C).
11. A vehicle (1) comprising a system (I) according to any of claims 6-10.
12. A computer program (P) for improving control of the traction of a vehicle, said computer program (P) comprising program code which, when run on an electronic control unit (100) or another computer (500) connected to the electronic control unit (100), causes the electronic control unit to perform the steps according to claim 1-5.
13. A computer program product comprising a digital storage medium storing the computer program according to claim 12.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE1550014A SE538781C2 (sv) | 2015-01-09 | 2015-01-09 | Method and system for improving control of the traction of a vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE1550014A SE538781C2 (sv) | 2015-01-09 | 2015-01-09 | Method and system for improving control of the traction of a vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| SE1550014A1 true SE1550014A1 (sv) | 2016-07-10 |
| SE538781C2 SE538781C2 (sv) | 2016-11-22 |
Family
ID=56557933
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| SE1550014A SE538781C2 (sv) | 2015-01-09 | 2015-01-09 | Method and system for improving control of the traction of a vehicle |
Country Status (1)
| Country | Link |
|---|---|
| SE (1) | SE538781C2 (sv) |
-
2015
- 2015-01-09 SE SE1550014A patent/SE538781C2/sv unknown
Also Published As
| Publication number | Publication date |
|---|---|
| SE538781C2 (sv) | 2016-11-22 |
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