SE537722C2 - Procedures and systems for improving the accessibility of a motor vehicle - Google Patents

Procedures and systems for improving the accessibility of a motor vehicle Download PDF

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Publication number
SE537722C2
SE537722C2 SE1150589A SE1150589A SE537722C2 SE 537722 C2 SE537722 C2 SE 537722C2 SE 1150589 A SE1150589 A SE 1150589A SE 1150589 A SE1150589 A SE 1150589A SE 537722 C2 SE537722 C2 SE 537722C2
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Sweden
Prior art keywords
drive
vehicle
drive shaft
shaft
motor
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SE1150589A
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Swedish (sv)
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SE1150589A1 (en
Inventor
Tony Sandberg
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Scania Cv Ab
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Priority to SE1150589A priority Critical patent/SE537722C2/en
Priority to DE201210010407 priority patent/DE102012010407A1/en
Publication of SE1150589A1 publication Critical patent/SE1150589A1/en
Publication of SE537722C2 publication Critical patent/SE537722C2/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/18—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D61/00—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern
    • B62D61/12—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with variable number of ground engaging wheels, e.g. with some wheels arranged higher than others, or with retractable wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0165—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18172—Preventing, or responsive to skidding of wheels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • 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
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/12—Trucks; Load vehicles
    • B60W2300/125—Heavy duty trucks
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/30—Wheel torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B60Y2200/142—Heavy duty trucks
    • B60Y2200/1422—Multi-axle trucks

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • General Engineering & Computer Science (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

SAMMAN DRAG Foreliggande uppfinning hanfor sig till ett forfarande for att forbattra frannkonnlighetsfornnagan hos ett nnotorfordon, dar fordonet innefattar atminstone en med drivhjul (LD, RD) forsedd drivaxel (X2) sannt atminstone en med stodhjul (LS, RS) forsedd stodaxel (X3), innefattande stegen att medelst fordonets antispinnsystem: bestamma (S510, S520) huruvida sliming forekommer, och vid konstaterad sliming reducera (S530a) densamma genom nedreglering av fordonets motors (10) drivning av namnda drivaxel (X2), innefattande stegen att: vid konstaterad sliming, i anslutning till namnda nedreglering, initiera styrning (S530b) av namnda stodaxels (X3) lage till att bringa namnda stodhjul (LS, RS) ur ingrepp med fardvagen i syfte att Oka axeltrycket hos namnda drivaxel (X2); och uppreglera (S550) motorns drivning av namnda drivaxel (X2) vid salunda uppnatt okande axeltryck hos namnda drivaxel (X2). FOreliggande uppfinning hanfor sig ocksa till ett system kir att fOrbattra framkomlighetsformagan hos ett motorfordon, saint ett motorfordon. Foreliggande uppfinning hanfor sig ocksa till ett datorprogram och en datorprog ram prod u kt. SUMMARY The present invention relates to a method for improving the maneuverability of a motor vehicle, wherein the vehicle comprises at least one drive shaft (X2) provided with drive wheels (LD, RD) and at least one support shaft (X3) provided with support wheels (LS, RS). comprising the steps of: by means of the vehicle's anti-spin system: determining (S510, S520) whether sliming occurs, and in the case of ascertained sliming reducing (S530a) the same by down-regulating the drive of the said motor shaft (X2) of the vehicle (10), comprising the steps of: in connection with said downregulation, initiating control (S530b) of said support shaft (X3) bearing to bring said support wheels (LS, RS) out of engagement with the carriage in order to increase the axle pressure of said drive shaft (X2); and regulating (S550) the motor drive of said drive shaft (X2) at the resulting unbound shaft pressure of said drive shaft (X2). The present invention also relates to a system for improving the passability of a motor vehicle, such as a motor vehicle. The present invention also relates to a computer program and a computer program.

Description

FORFARANDE OCH SYSTEM FOR KIT FORBATTRA FRAMKOMLIGHETSFORMAGAN HOS ETT MOTORFORDON TEKNISKT OMRADE Uppfinningen hanfor sig till ett forfarande f6r aft forbattra framkomlighets- formagan hos ett motorfordon enligt ingressen till patentkrav 1. Uppfinningen hanfor sig ocks6 till ett system for aft forbattra framkomlighetsformagan hos ett motorfordon enligt ingressen till patentkrav 5. Uppfinningen hanfor sig dessutom till ett motorfordon. Uppfinningen hanfor sig dessutom till ett dator- program och en datorprogramprodukt. TECHNICAL FIELD The invention relates to a method for improving the accessibility performance of a motor vehicle according to the preamble of claim 1. The invention furthermore relates to a motor vehicle. The invention also relates to a computer program and a computer program product.

BAKGRUND Hos tunga fordon sasom lastbilar tenderar motorerna att bli starkare och starkare. Vid vaglag med lag friktion, till exempel vid halka eller regn, riskerar fordon, exempelvis dylika motorstarka fordon, aft slira sa aft fordonet tappar drivkraft. F6r aft reducera sliming är fordon ofta utrustade med antispinnsystem, sa kallad Traction Control, for aft reglera ner motorns drivning av drivaxeln for aft salunda reducera slirandet. Vid motlut, exempelvis motorvagspafart, i kombination med vaglag med lag friktion kan dylik nedreglering av motorns drivning av drivaxeln medfora aft fordonet inte kommer ivag. BACKGROUND In heavy vehicles such as trucks, the engines tend to get stronger and stronger. In the case of rock layers with low friction, for example in the event of slipperiness or rain, vehicles, such as such motor-powered vehicles, risk slipping so that the vehicle loses propulsion. To reduce slimming, vehicles are often equipped with anti-spin systems, so-called Traction Control, to regulate the engine's drive of the drive shaft to reduce slipping. In the case of a downhill slope, for example motorway speed, in combination with low-friction rocker layers, such down-regulation of the engine's drive of the drive shaft can lead to the vehicle not coming into motion.

SYFTE MED UPPFINNINGEN Ett syfte med foreliggande uppfinning är aft astadkomma ett forfarande for aft forbattra framkomlighetsformaga hos ett motorfordon vid sliming hos 25 fordonet. 1 Ett ytterligare syfte med fOreliggande uppfinning är att astadkomma ett system for att forbattra framkomlighetsformagan hos motorfordon vid sliming hos fordonet. OBJECT OF THE INVENTION An object of the present invention is to provide a method for improving the passability of a motor vehicle when slimming the vehicle. A further object of the present invention is to provide a system for improving the passability of motor vehicles during slimming of the vehicle.

SAMMANFATTNING AV UPPFINNINGEN Dessa och andra syften, vilka framgar av nedanstaende beskrivning, astadkommes medelst ett forfarande, ett system, ett motorfordon, ett datorprogram och en datorprogramprodukt av inledningsvis angivet slag och som vidare uppvisar sardragen angivna i den kannetecknande delen av bifogade sjalvstandiga patentkrav 1, 4, 7, 8 och 9. Foredragna utf6rings- former av forfarandet och systemet är definierade i bifogade osjalvstandiga patentkrav 2-3 och 5-6. SUMMARY OF THE INVENTION These and other objects, which will become apparent from the following description, are accomplished by a method, system, motor vehicle, computer program, and computer program product of the kind initially indicated and further having the features set forth in the characterizing portion of the appended independent patent. 4, 7, 8 and 9. Preferred embodiments of the method and system are defined in the appended dependent claims 2-3 and 5-6.

Enligt uppfinningen uppnas syftena med ett forfarande far att forbattra framkomlighetsformagan hos ett motorfordon, dar fordonet innefattar atminstone en med drivhjul f6rsedd drivaxel samt atminstone en med stodhjul forsedd stodaxel, innefattande stegen att medelst fordonets antispinnsystem: bestamma huruvida sliming forekommer, och vid konstaterad sliming reducers densamma genom nedreglering av fordonets motors drivning av namnda drivaxel, innefattande stegen att: vid konstaterad sliming, i anslutning till namnda nedreglering, initiera styrning av namnda stodaxels [age till att bringa namnda stadhjul ur ingrepp med fardvagen i syfte att Oka axeltrycket hos namnda drivaxel; och uppreglera motorns drivning av namnda drivaxel vid salunda uppnatt okande axeltryck hos namnda drivaxel. Harigenom forbattras framkomlighetsformagan for fordonet i det att risken for all fordonet inte skall komma ivag, exempelvis i en uppforsbacke och/eller vid vagunderlag som forsvarar framfart reduceras. Da styrningen och regleringen sker automatiskt avlastas foraren manuella moment i kritiska situationer. According to the invention, the objects are achieved by a method for improving the passability of a motor vehicle, the vehicle comprising at least one drive shaft provided with drive wheels and at least one support shaft provided with support wheels, comprising the steps of determining by means of the vehicle anti-spin system: by down-regulating the drive of said vehicle shaft of said drive shaft, comprising the steps of: in the event of sliming, in connection with said down-regulation, initiating control of said drive shaft [age to bring said city wheel out of engagement with the carriage in order to increase the axle pressure of said drive shaft; and up-regulating the motor drive of said drive shaft at the well-reached shaft pressure of said drive shaft. This improves the accessibility capacity of the vehicle in that the risk for all the vehicle will not start, for example on an uphill slope and / or on road surfaces that defend driving. As the steering and regulation take place automatically, the driver is relieved of manual steps in critical situations.

Vidare innefattar forfarandet att steget att uppreglera motorns drivning av namnda drivaxel vasentligen sker i takt med att axeltrycket hos namnda 2 drivaxel 6kar. Harigenom forbattras framkomlighetsformagan hos fordonet ytterligare. Furthermore, the method comprises that the step of upregulating the motor drive of said drive shaft substantially takes place as the axle pressure of said 2 drive shaft 6car. This further improves the passability of the vehicle.

Enligt en utforingsform av forfarandet sker steget att uppreglera motorns drivning av namnda drivaxel i ett rampsteg. According to an embodiment of the method, the step of upregulating the motor drive of said drive shaft takes place in a ramp step.

Enligt en utforingsform av forfarandet utfors namnda rampsteg i beroende av farlopp hos den konstaterade slirningens omfattning. Harigenom mojliggors optimering av framkomlighetsformagan hos fordonet i det att graden av sliming beaktas vid uppreglering av motorns drivning av drivaxeln. According to an embodiment of the method, said ramp step is performed depending on the course of the extent of the ascertained slip. This makes it possible to optimize the passability of the vehicle in that the degree of sliming is taken into account when adjusting the engine's drive of the drive shaft.

Enligt uppfinningen uppnas syftena med ett system for att forbattra framkomlighetsformagan hos ett motorfordon, dar fordonet innefattar atminstone en med drivhjul forsedd drivaxel samt atminstone en med stodhjul f6rsedd stodaxel, innefattande medel f6r att medelst fordonets antispinnsystem: bestamma huruvida sliming forekommer, och medel for att vid konstaterad sliming reducera densamma genom nedreglering av fordonets motors drivning av namnda drivaxel, innefattande: medel for att, vid konstaterad sliming, i anslutning till namnda nedreglering, initiera styrning av namnda stodaxels lage till att bringa namnda stodhjul ur ingrepp med fardvagen i syfte att oka axeltrycket hos namnda drivaxel; och medel for att uppreglera motorns drivning av namnda drivaxel vid salunda uppnatt okande axeltryck hos namnda drivaxel. Harigenom forbattras framkomlighets-formagan for fordonet i det att risken f6r att fordonet inte skall komma ivag, exempelvis i en uppforsbacke och/eller vid vagunderlag som forsvarar framfart reduceras. Dá styrningen och regleringen sker automatiskt medelst namnda styrmedel avlastas Waren manuella moment i kritiska situationer. According to the invention, the objects are achieved with a system for improving the passability of a motor vehicle, wherein the vehicle comprises at least one drive shaft provided with drive wheels and at least one support shaft provided with support wheels, comprising means for determining by means of the vehicle's anti-spin system: slimming and means for ascertained sliming reduce it by down-regulating the drive of said vehicle shaft of said drive shaft, comprising: means for, in case of ascertaining sliming, in connection with said down-regulation, initiating control of said stand axle bearing to bring said stand-wheels out of engagement with the carriage in order to increase axle pressure with said drive shaft; and means for upregulating the engine drive of said drive shaft at the well-reached increasing shaft pressure of said drive shaft. This improves the accessibility capacity of the vehicle in that the risk of the vehicle not coming into motion, for example on an uphill slope and / or on a road surface that defends travel, is reduced. When the control and regulation takes place automatically by means of the said control means, the goods are relieved of manual steps in critical situations.

Vidare innefattar systemet att namnda medel for att uppreglera motorns drivning av namnda drivaxel är anordnat att uppreglera motorns drivning vasentligen i takt med att axeltrycket hos namnda drivaxel akar. Harigenom forbattras framkomlighetsformagan hos fordonet ytterligare. 3 Enligt en utforingsform av systemet är namnda medel for att uppreglera motorns drivning av namnda drivaxel anordnat all uppreglera motoms drivning i ett rampsteg. Furthermore, the system comprises that said means for up-regulating the motor drive of said drive shaft is arranged to up-regulate the drive of the motor substantially as the axle pressure of said drive shaft increases. This further improves the passability of the vehicle. According to an embodiment of the system, said means for upregulating the motor drive of said drive shaft are arranged all upregulating the drive of the motor in a ramp step.

Enligt en utforingsform av systemet ãr narrinda rampsteg anordnat all utf6ras i beroende av forlopp hos den konstaterade slirningens omfattning. Harigenom mojliggors optimering av framkomlighetsformagan hos fordonet i det all graden av sliming beaktas vid uppreglering av motorns drivning av drivaxeln. According to an embodiment of the system, the narrative ramp steps arranged are all performed depending on the course of the extent of the observed slippage. This makes it possible to optimize the passability of the vehicle, taking into account all the degree of sliming when adjusting the engine's drive of the drive shaft.

FIGURBESKRIVNING Foreliggande uppfinning kommer all forstas battre med hanvisning till foljande detaljerade beskrivning last tillsammans med de bifogade ritningarna, dar lika hanvisningsbeteckningar hanfor sig till lika delar genomgaende i de manga vyerna, och i vilka: Fig. 1 schematiskt illustrerar ett motorfordon, enligt en utforingsform av uppfinningen; Fig. 2a schematiskt illustrerar ett system enligt en utforingsform av foreliggande uppfinning anordnat hos ett motorfordon; Fig. 2b och 2c schematiskt illustrerar olika lagen hos stOdaxels stodhjul samt drivaxels drivhjul hos motorfordon; Fig. 3 schematiskt illustrerar ett blockschema av ett system far all forbattra fordonsprestanda enligt en utf6ringsforma av foreliggande uppfinning; Fig. 4 schematiskt illustrerar ett fOrlopp enligt en utforingsform av foreliggande uppfinning; Fig. 5 schematiskt visar ett blockschema av ett forfarande enligt en utforingsform av foreliggande uppfinning. 4 BESKRIVNING AV UTFORINGSFORMER Hari hanfor sig termen "lank" till en kommunikationslank som kan vara en fysisk ledning, sasom en opto-elektronisk kommunikationsledning, eller en icke-fysisk ledning, sasom en tradlos anslutning, till exempel en radio- eller mikrovagslank. DESCRIPTION OF THE DRAWINGS The present invention will be better understood by reference to the following detailed description when taken in conjunction with the accompanying drawings, in which like reference numerals appear in like manner throughout the many views, and in which: Fig. 1 schematically illustrates a motor vehicle, according to an embodiment of the invention; Fig. 2a schematically illustrates a system according to an embodiment of the present invention arranged in a motor vehicle; Figs. 2b and 2c schematically illustrate the different layers of the drive axle support wheels and the drive shaft drive wheels of motor vehicles; Fig. 3 schematically illustrates a block diagram of a system for improving vehicle performance according to an embodiment of the present invention; Fig. 4 schematically illustrates a process according to an embodiment of the present invention; Fig. 5 schematically shows a block diagram of a method according to an embodiment of the present invention. DESCRIPTION OF EMBODIMENTS The term "lank" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, for example a radio or microwave line.

Med hanvisning till figur 1 visas en sidovy av ett fordon 1. Det exemplifierade fordonet 1 utgors av ett tungt fordon i form av en lastbil. Fordonet kan alternativt vara en buss eller en personbil. Fordonet utgors av ett tungt fordon sasom en lastbil med en framre axel och en bakre drivaxel och en bakre stodaxel varav visas hoger framhjul RF far framre axel, Niger drivhjul RD far drivaxel och h6ger stodhjul RS f6r stodaxel. Referring to Figure 1, a side view of a vehicle 1 is shown. The exemplary vehicle 1 consists of a heavy vehicle in the form of a truck. The vehicle can alternatively be a bus or a car. The vehicle consists of a heavy vehicle such as a truck with a front axle and a rear drive axle and a rear stand axle, of which right front wheel RF is shown for front axle, Niger drive wheel RD has drive axle and right stand wheel RS for stand axle.

Fig. 2a visar schematiskt ett system I far aft forbattra framkomlighetsformaga hos ett motorfordon enligt en utforingsform av foreliggande uppfinning anordnat hos ett med luftfjadring forsett motorfordon 1 innefattande ett luftfjadringssystem, dar namnda luftfjadringssystem atminstone delvis innefattas av namnda system I for att forbattra framkomlighetsformaga. Fig. 2a schematically shows a system for improving the accessibility shape of a motor vehicle according to an embodiment of the present invention arranged in an air suspension motor vehicle 1 comprising an air suspension system, said air suspension system being at least partially included by said system I for improving accessibility shape.

Motorfordonet innefattar en fordonsram 2, 3 samt en framre axel X1 med motstaende framhjul RF, LF inbegripande clack, en bakre drivaxel X2 med 20 motsthende drivhjul RD, LD inbegripande clack samt en bakre stodaxel X3 med motstaende stodhjul RS, LS inbegripande clack. The motor vehicle comprises a vehicle frame 2, 3 and a front axle X1 with opposite front wheels RF, LF including clack, a rear drive axle X2 with 20 opposite drive wheels RD, LD including clack and a rear stand axle X3 with opposing standwheel RS, LS including clack.

Motorfordonet innefattar en drivlina 10 innefattande en motor 12 och en med motorn 12 forbunden transmissionskonfiguration 14, varvid drivlinan ar anordnad att overfora kraft till drivaxeln X2 far drivning av fordonet. The motor vehicle comprises a drive line 10 comprising a motor 12 and a transmission configuration 14 connected to the motor 12, the drive line being arranged to transmit power to the drive shaft X2 for driving the vehicle.

Systemet innefattar ett med drivlinan forbundet motorregleringsorgan 20 far att reglera motorns 12 drivning av drivaxeln X2. The system comprises a motor control means 20 connected to the driveline for regulating the drive of the drive shaft X2 of the motor 12.

Luftfjadringssystemet hos motorfordonet innefattar en balgkonfiguration innefattande ett antal icke visade balgenheter anordnade i anslutning till respektive axel X1, X2, X3 far hojning och sankning av fordonet genom reglering av luft i desamma. Balgkonfigurationen innefattar vidare en balgenhet B anordnad i anslutning till stodaxeln X3 aft hoja och sanka densamma far att bringa stodhjulen ur och i ingrepp med fardvagen. The air suspension system of the motor vehicle comprises a bellows configuration comprising a number of bellows units (not shown) arranged in connection with the respective axes X1, X2, X3 for raising and lowering the vehicle by regulating air therein. The bellows configuration further comprises a bellows unit B arranged in connection with the stand axle X3 for hoisting and lowering the same father to bring the stand wheels out of and into engagement with the carriage.

Systemet innefattar drivaxeltrycksbestamningsorgan 30 anordnat i anslutning till drivaxeln X2 far all bestamma drivaxeltryck hos fordonet. Enligt en variant inbegrips drivaxeltrycksbestamningsorganet 30 i balgkonfigurationen. The system comprises drive shaft pressure determining means 30 arranged in connection with the drive shaft X2 for determining all drive shaft pressures of the vehicle. According to a variant, the drive shaft pressure determining means 30 is included in the bellows configuration.

Systemet I innefattar vidare en luftventilkonfiguration 100 enligt en utforingsform av foreliggande uppfinning. Luftventilkonfigurationen 100 är forbunden med balgkonfigurationen och anordnad att reglera lufttrycket i balgenheter inkluderande den visade balgenheten B hos balg-konfigurationen. BaIgenheten B är anordnad aft hoja och sanka stodaxeln X3 genom reglering av luft i balgenheten B frAn luftventilkonfigurationen 100. System I further comprises an air valve configuration 100 according to an embodiment of the present invention. The air valve configuration 100 is connected to the bellows configuration and arranged to regulate the air pressure in bellows units including the bellows unit B shown in the bellows configuration. The bellows unit B is arranged by raising and lowering the shaft X3 by regulating air in the bellows unit B from the air valve configuration 100.

Systemet I innefattar vidare en lufttryckskalla 110 for aft forsorja luftventilkonfigurationen 100 med luft. Luftventilkonfigurationen 100 innefattar enligt en utforingsform icke visade luftventilenheter inbegripande ventilorgan med ett med en tryckluftskalla fifwbundet luftintag, ett avluftningsutlopp samt eft fOrsorjningsutlopp, samt ventilorgan anordnade for reglering av lufttrycket i balgenheter hos balgkonfigurationen. System I further includes an air pressure head 110 for supplying the air valve configuration 100 with air. The air valve configuration 100 comprises, according to one embodiment, air valve units (not shown) including valve means with a pneumatic air inlet, a vent outlet and after supply outlet, and valve means arranged to regulate the air pressure in bellows units of the bellows configuration.

Systemet innefattar ett slirningsbestamningsorgan 40 anordnat aft bestamma huruvida drivhjul hos fordonet slirar, dar slirningsbestamningsorganet innefattar hjulhastighetssensor och/eller dackfriktionsbestamningsorgan. Enligt en utforingsform innefattas slirningsbestamningsorganet i fordonets bromsstyrenhet. The system includes a slip determining means 40 arranged to determine whether the drive wheels of the vehicle slip, where the slip determining means comprises wheel speed sensor and / or tire friction determining means. According to one embodiment, the slip determining means is included in the brake control unit of the vehicle.

Systemet I innefattar en elektronisk styrenhet 200 anordnad aft forbattra framkomlighetsformagan hos motorfordonet. System I comprises an electronic control unit 200 arranged to improve the passability of the motor vehicle.

Den elektroniska styrenheten 200 är forbunden med balgenheten B hos balgkonfigurationen, och anordnad aft mottaga signaler representerande data r6rande lage hos stodaxeln X3. 6 Den elektroniska styrenheten 200 är forbunden med drivaxeltryckbestamningsorganet 30, och anordnad att mottaga signaler representerande data rorande drivaxeltryck hos drivaxeln X2. The electronic control unit 200 is connected to the bellows unit B of the bellows configuration, and is arranged to receive signals representing data relating to the bearing of the supporting shaft X3. The electronic control unit 200 is connected to the drive shaft pressure determining means 30, and arranged to receive signals representing drive shaft pressure data of the drive shaft X2.

Den elektroniska styrenheten 200 är forbunden med luftventilkonfigurationen 100 och anordnad att sanda signaler till luftventilkonfigurationen 100 representerande data rorande onskat lufttryck hos balgkonfigurationen B. The electronic control unit 200 is connected to the air valve configuration 100 and arranged to send signals to the air valve configuration 100 representing data concerning the desired air pressure of the bellows configuration B.

Den elektroniska styrenheten 200 är anordnad att medelst slirningsbestamningsorganet 40 bestamma huruvida sliming forekommer, och vid konstaterad sliming sanda en signal till motorregleringsorganet 20 aft reducera slirningen genom nedreglering av fordonets motors 12 drivning av namnda drivaxel X2, och i anslutning till namnda nedreglering, anordnad att sanda en signal till luftventilkonfigurationen att genom reglering av luft i balgenheten B styra namnda stodaxels X3 lage till aft bringa namnda stodhjul LS, RS ur ingrepp med fardvagen i syfte att Oka axeltrycket hos namnda drivaxel X2; varvid den elektroniska styrenheten är anordnad all sanda en signal till motorregleringsorganet 20 aft uppreglera motorns 10 drivning av namnda drivaxel X2 vid s6lunda uppn6tt okande axeltryck hos namnda drivaxel X2. The electronic control unit 200 is arranged to determine by means of the slip control means 40 whether slimming occurs, and when slimming is detected send a signal to the engine control means 20 to reduce the slippage by down-regulating the drive of said motor shaft 12 of the vehicle motor 12, and in connection with said down-regulation, arranged to sand a signal to the air valve configuration to, by regulating air in the bellows unit B, control said bearing of said support shaft X3 to bring said support wheels LS, RS out of engagement with the carriage in order to increase the axle pressure of said drive shaft X2; wherein the electronic control unit is provided with a true signal to the motor control means 20 to up-regulate the drive of the motor shaft 10 of said drive shaft X2 when the increasing shaft pressure of said drive shaft X2 is thus achieved.

Den elektroniska styrenheten 200, namnda slirningsbestamningsorgan 40 20 och namnda motorregleringsorgan 20 utgOr fordonet antispinnsystem. The electronic control unit 200, said slip determining means 40 and said motor control means 20 constitute the vehicle anti-spin system.

Luftventilkonfigurationen 100 tillsammans med balgenheten B utgor enligt denna utfOringsform en stodaxelstyrenhet f6r att styra namnda stodaxels X3 lage till ur respektive i ingrepp med fardvagen for narrinda stodhjul LS, RS hos motorfordonet. Stodaxelstyrenheten är foljaktligen anordnad aft styra stodaxeln X3 mellan ett upphojt lage i vilket stodhjulen LS, RS ar atskilda fran fordonets fardvag sá aft belastningen upptas av drivaxeln X2 med ett relativt hogre axeltryck hos drivaxeln X2, och ett nedsankt lage i vilket stodhjulen LS, RS är bringade i kontakt med fardvagen s6 aft belastningen fordelas mellan stodaxel X3 och drivaxel X2 med eft relativt lagre axeltryck hos drivaxeln X2. 7 Fig. 2b visar schematiskt ett nedsankt lage hos stodaxeln X3, dar stodaxelns stodhjul LS är i ingrepp med fardvagen G sa att drivhjul LD och stodhjul LS har kontakt med fardvagen G sa att last fordelas mellan drivaxel X2 och stodaxel X3, varvid foljaktligen drivaxeltrycket är relativt lagre an da stodaxeln X3 är i upphojt 'age sasom visas i fig. 2c. According to this embodiment, the air valve configuration 100 together with the bellows unit B constitutes a support shaft control unit for controlling the position of said support shaft X3 out of and in engagement with the carriage for narcissant support wheels LS, RS of the motor vehicle. The stub axle control unit is consequently arranged to steer the stub axle X3 between a raised bearing in which the stub wheels LS, RS are separated from the vehicle carriage so that the load is absorbed by the drive axle X2 with a relatively higher axle pressure of the drive axle X2, brought into contact with the carriage s6 after the load is distributed between the stub axle X3 and the drive axle X2 with a relatively lower axle pressure of the drive axle X2. Fig. 2b schematically shows a sunken bearing of the stub axle X3, where the stub axle standwheel LS engages the carriage G so that drive wheels LD and standwheel LS have contact with the carriage G so that load is distributed between drive axle X2 and stand axle X3, whereby consequently the drive axle pressure is relatively lower than the support shaft X3 is in elevation as shown in Fig. 2c.

Fig. 2c visar schematiskt ett upph6jt lage hos stodaxeln X3, dar stodaxelns stodhjul LS är ur ingrepp med fardvagen sa att endast drivhjul LD har kontakt med fardvagen G sa att last tas upp av drivaxel X2 och inte stodaxel X3, varvid foljaktligen drivaxeltrycket är relativt hogre an dá stodaxeln X3 är i nedsankt lage enligt fig. 2a. Fig. 2c schematically shows a raised bearing of the stand axle X3, where the stand axle support wheel LS is out of engagement with the carriage so that only drive wheels LD have contact with the carriage G so that load is taken up by drive axle X2 and not stand axle X3, whereby consequently the drive axle pressure is relatively higher then the shaft X3 is in a lowered position according to Fig. 2a.

Fig. 3 schematiskt visar ett blockschema av ett system II for att forbattra framkomlighetsformagan hos ett motorfordon enligt en utforingsforma av foreliggande uppfinning. Systemet II innefattar en elektronisk styrenhet anordnad att hos ett motorfordon innefattande atminstone en med drivhjul LD, RD forsedd drivaxel X2 exempelvis enligt fig. 2a-c samt atminstone en med stodhjul LS, RS forsedd stodaxel X3 exempelvis enligt fig. 2a-c, styra namnda stodaxels X3 !age till ur respektive i ingrepp med fardvagen for namnda stodhjul LS, RS, samt reglera fordonets motors drivning av drivaxeln X2 i beroende av fordonsparametrar. Fig. 3 schematically shows a block diagram of a system II for improving the passability of a motor vehicle according to an embodiment of the present invention. The system II comprises an electronic control unit arranged to steer in a motor vehicle comprising at least one drive shaft X2 provided with drive wheels LD, RD, for example according to Figs. 2a-c and at least one support shaft X3 provided with support wheels LS, RS, for example according to Figs. 2a-c, stand axle X3! age to ur respectively in engagement with the carriage for the said stand wheel LS, RS, and regulate the vehicle's engine drive of the drive axle X2 in dependence on vehicle parameters.

Systemet innefattar ett slirningsbestamningsorgan 310 anordnat att bestamma huruvida drivhjul LD, RD hos fordonet slirar. The system includes a slip determining means 310 arranged to determine whether drive wheels LD, RD of the vehicle slip.

Slirningsbestamningsorganet 310 innefattar ett hjulhastighetsbestamningsorgan 312 anordnat att bestamma rotationshastigheten hos namnda drivhjul LD, RD. Hjulhastighetsbestamningsorganet 312 innefattar enligt en variant enheter f6r att bestamma respektive drivhjuls hastighet, for det fall hastig- heten hos olika drivhjul LD, RD skulle skilja sig at. The slip determining means 310 comprises a wheel speed determining means 312 arranged to determine the rotational speed of said drive wheels LD, RD. According to a variant, the wheel speed determining means 312 comprises units for determining the speed of the respective drive wheels, in case the speed of different drive wheels LD, RD should differ.

Slirningsbestamningsorganet 310 innefattar dackfriktionsbestamningsorgan 316 anordnat att bestamma friktionen mellan vagunderlag och drivhjulens clack for att saledes bedorna huruvida drivhjulet slirar. 8 Systemet innefattar ett motorregleringsorgan 320 anordnat aft reglera motorns drivning av fordonets drivaxel X2. Motorregleringsorganet är foljaktligen anordnat aft reglera drivmomentet hos drivaxeln X2. The slip determining means 310 comprises tire friction determining means 316 arranged to determine the friction between the carriage surface and the clack of the drive wheels so as to determine whether the drive wheel is slipping. The system comprises an engine control means 320 arranged to control the engine drive of the vehicle's drive shaft X2. The motor control means is consequently arranged to regulate the drive torque of the drive shaft X2.

Systemet II innefattar en stodaxelstyrenhet 330 anordnad aft styra namnda 5 stodaxels X3 !age till ur respektive i ingrepp med fardvagen for namnda stodhjul LS, RS, dar namnda stodaxelstyrenhet 330 är anordnat all styra namnda stodaxel X3 genom reglering av luft, dar namnda stodaxelstyrenhet 330 enligt en variant innefattas av ett luftfjadringssystem hos ett motorfordon. Styrningen av stodaxeln mellan eft upphojt lage dar stodhjulen LS, RS är 10 bringade ur ingrepp med fardvagen och ett nedsankt lage där stodhjulen LS, RS ar bringade i ingrepp med fardvagen sker foljaktligen med en viss troghet, dar namnda styrning sker langsammare an namnda upp- och nedreglering av fordonets motors drivning av drivaxeln medelst motorregleringsorganet 320. System II comprises a stub axle control unit 330 arranged to steer the said stub axle X3! a variant is comprised of an air suspension system of a motor vehicle. The steering of the standing shaft between the raised wheels where the standing wheels LS, RS are brought out of engagement with the carriage and a lowered position where the standing wheels LS, RS are brought into engagement with the carriage consequently takes place with a certain inertia, where said steering is slower than said and down-regulating the drive of the vehicle's motor by the motor control means 320.

Systemet II innefattar ett drivaxeltryckbestamningsorgan 340 anordnat all bestamma drivaxeltrycket hos drivaxeln X2 hos ett fordon. Namnda drivaxeltryckbestamningsorgan 340 kan utgOras av vilket som heist lampligt organ sasom en eller flera trycksensorer anordnade i anslutning till drivaxeln X2. Drivaxeltryckbestamningsorganet 340 utgOrs enligt en variant av ett drivaxeltryckbestamningsorgan enligt utforingsformen beskriven med hanvisning till fig. 2. The system II comprises a drive shaft pressure determining means 340 arranged to determine all the drive shaft pressure of the drive shaft X2 of a vehicle. Said drive shaft pressure determining means 340 may be constituted by any suitable means such as one or more pressure sensors arranged in connection with the drive shaft X2. The drive shaft pressure determining means 340 is constituted according to a variant of a drive shaft pressure determining means according to the embodiment described with reference to Fig. 2.

Systemet II innefattar enligt en variant eft fordonsviktsbestamningsorgan 350. Fordonsviktsbestamningsorganet 350 kan utgoras av vilket som heist lampligt organ for matning av fordonets vikt. The system II comprises, according to a variant, a vehicle weight determining means 350. The vehicle weight determining means 350 can be constituted by any suitable means for feeding the weight of the vehicle.

Systemet II innefattar enligt en variant ett navigationssystem 360 for aft bestamma fordonets position samt tillhandahalla information bland annat om fardvagar och tillatna axeltryck och fordonsvikter pa dessa. Navigationssystemet 360 är vidare enligt en variant anordnat aft tillhandahalla information om fardvagars beskaffenhet, exempelvis om vagunderlaget utgors av grus eller asfalt eller annan typ av vagunderlag. 9 Den elektroniska styrenheten 300 ãr signalansluten till slirnings-bestamningsorganet 310 via lankar 311, 315. Den elektroniska styrenheten 300 är via lankarna 311, 315 anordnad all mottaga signaler representerande drivhjulsslirningsdata huruvida drivhjul LD, RD slirar och i vilken grad. According to a variant, the system II comprises a navigation system 360 for determining the position of the vehicle and providing information, among other things, about carriageways and permissible axle loads and vehicle weights thereon. The navigation system 360 is furthermore according to a variant arranged to provide information on the nature of carriages, for example if the carriageway consists of gravel or asphalt or another type of carriageway. The electronic control unit 300 is signal connected to the slip control means 310 via lanes 311, 315. The electronic control unit 300 is arranged via the lanes 311, 315 all received signals representing drive wheel slip data, whether drive wheels LD, RD slip and to what extent.

Den elektroniska styrenheten 300 är enligt denna utfOringsform signal- ansluten till hjulhastighetsbestamningsorganet 312 via en lank 311. Den elektroniska styrenheten 300 är via lanken 311 anordnad aft mottaga en signal representerande hjulhastighetsdata for rotationshastighet hos drivhjul LD, RD. According to this embodiment, the electronic control unit 300 is signal-connected to the wheel speed determining means 312 via a line 311. The electronic control unit 300 is arranged via the line 311 to receive a signal representing wheel speed data for rotational speed of drive wheels LD, RD.

Den elektroniska styrenheten 300 är enligt denna utforingsform signal- ansluten till dackfriktionsbestamningsorganet 316 via en lank 315. Den elektroniska styrenheten 300 är via lanken 315 anordnad att mottaga en signal representerande friktionsdata for friktion mellan clack hos drivhjul LD, RD och underlag. According to this embodiment, the electronic control unit 300 is signal-connected to the tire friction determining means 316 via a lane 315. The electronic control unit 300 is arranged via the lane 315 to receive a signal representing friction data for friction between clack of drive wheels LD, RD and ground.

Den elektroniska styrenheten 300 är signalansluten till motorreglerings- organet 320 via en lank 321. Den elektroniska styrenheten 300 är via lanken 321 anordnad all mottaga en signal representerande motordata rorande motorns drivning av drivaxeln. The electronic control unit 300 is signal-connected to the motor control means 320 via a line 321. The electronic control unit 300 is arranged via the line 321 to receive a signal representing motor data concerning the motor drive of the drive shaft.

Den elektroniska styrenheten 300 är signalansluten till stodaxelstyrenheten 20 330 via en 331 lank. Den elektroniska styrenheten 300 är via lanken 331 anordnad all mottaga en signal fran stodaxelstyrenheten 330 representerande lage hos stoclaxeln X3. The electronic control unit 300 is signal-connected to the standing shaft control unit 330 via a 331 link. The electronic control unit 300 is arranged via the lane 331 to receive a signal from the shaft axis control unit 330 representing the bearing of the shaft axis X3.

Den elektroniska styrenheten 300 är signalansluten till drivaxeltryckbestamningsorganet 340 via en lank 341. Den elektroniska styrenheten 300 25 är via lanken 341 anordnad aft mottaga en signal fran drivaxeltryckbestamningsorganet 340 representerande drivaxeltryckdata. The electronic control unit 300 is signal connected to the drive shaft pressure determining means 340 via a line 341. The electronic control unit 300 is arranged via the line 341 to receive a signal from the drive shaft pressure determining means 340 representing drive shaft pressure data.

Den elektroniska styrenheten 300 är anordnad all baserat pa namnda hjulhastighetsdata, fordonshastighetsdata och/eller friktionsdata bestamma huruvida sliming foreligger och grad av sliming hos drivhjul LD, RD. The electronic control unit 300 is arranged all based on said wheel speed data, vehicle speed data and / or friction data determining whether sliming is present and degree of sliming of drive wheels LD, RD.

Den elektroniska styrenheten 300 är signalansluten till motorregleringsorganet 320 via en lank 322. Den elektroniska styrenheten 300 är via lanken 322 anordnad aft sanda en signal representerande motordata r6rande onskad reglering av motorns drivning av drivaxeln baserat pa huruvida och i vilken grad sliming av drivhjulen LD, RD forekommer. The electronic control unit 300 is signal connected to the motor control means 320 via a line 322. The electronic control unit 300 is arranged via the line 322 to send a signal representing motor data concerning desired control of the motor drive of the drive shaft based on whether and to what extent slimming of the drive wheels LD, RD occurs.

Den elektroniska styrenheten 300 är signalansluten till stodaxelstyrenheten 330 via en 332 lank. Den elektroniska styrenheten 300 är via lanken 332 anordnad all sanda en signal till stodaxelstyrenheten 330 representerande onskat drivaxeltryck och foljaktligen onskat !age hos stodaxeln X3 baserat pa huruvida och i vilken grad sliming av drivhjulen LD, RD forekommer. The electronic control unit 300 is signal connected to the stand shaft control unit 330 via a 332 link. The electronic control unit 300 is arranged via the line 332 all true a signal to the drive shaft control unit 330 representing the desired drive shaft pressure and consequently the desired drive of the drive shaft X3 based on whether and to what extent slimming of the drive wheels LD, RD occurs.

Den elektroniska styrenheten 300 ar anordnad aft jamfora graden av sliming, drivaxeltryck och drivmoment hos drivaxeln. Den elektroniska styrenheten 300 ãr anordnad aft, om graden av sliming underskrider ett forutbestamt varde och drivaxeltrycket overskrider ett visst varde, sanda en signal till motorregleringsorganet att uppreglera motorns drivning av fordonets drivaxel X2 for aft oka drivmomentet och salunda forbattra fordonets framkomlighetsformaga. The electronic control unit 300 is arranged according to the degree of sliming, drive shaft pressure and drive torque of the drive shaft. The electronic control unit 300 is arranged to, if the degree of sliming falls below a predetermined value and the drive shaft pressure exceeds a certain value, send a signal to the engine control means to upregulate the engine drive of the vehicle's drive shaft X2 to decrease the torque and thus improve vehicle maneuverability.

Den elektroniska styrenheten 300 är enligt en variant signalansluten till navigationssystemet 360 via en lank 361. Den elektroniska styrenheten 300 är via lanken 361 anordnad aft mottaga en signal fran navigationssystemet 360 representerande fordonspositionsdata samt data r6rande tillatet axeltryck i fordonets naromrade. According to a variant, the electronic control unit 300 is signal-connected to the navigation system 360 via a lane 361. The electronic control unit 300 is arranged via the lane 361 to receive a signal from the navigation system 360 representing vehicle position data and data concerning permissible axle pressure in the vehicle area.

Den elektroniska styrenheten 300 är signalansluten till fordonsviktsbestamningsorganet 350 via en lank 351. Den elektroniska styrenheten 300 är via lanken 351 anordnad aft mottaga en signal fran fordonsviktsbestamningsorganet 350 representerande fordonsviktdata inbegripande fordonslast. The electronic control unit 300 is signal connected to the vehicle weight determining means 350 via a lane 351. The electronic control unit 300 is arranged via the lane 351 to receive a signal from the vehicle weight determining means 350 representing vehicle weight data including vehicle load.

Den elektroniska styrenheten 300 är anordnad aft jamfora namnda data rorande tillatet axeltryck med namnda aktuella drivaxeltryckdata f6r aft 11 saledes bestamma huruvida drivaxeltrycket has fordonet overskrider det tillatna drivaxeltrycket pa aktuell fardvag/ planerad fardvag. Namnda jamforelse kan ske medelst tillatna axeltryck pa fordonets avsedda fardvag samt alternativa fardvagar. The electronic control unit 300 is arranged to compare said data concerning the permissible axle pressure with said current drive axle pressure data in order 11 to thus determine whether the drive axle pressure has the vehicle exceeds the permissible drive axle pressure on the current roadway / planned roadway. The said comparison can take place by means of permissible axle loads on the vehicle's intended carriageway and alternative carriageways.

Den elektroniska styrenheten 300 är anordnad att jamfora namnda aktuella drivaxeltryckdata med data representerande for fordonet tekniskt tillatet drivaxeltryck for att saledes bestamma huruvida drivaxeltrycket hos fordonet overskrider det tekniskt tillatna drivaxeltrycket. The electronic control unit 300 is arranged to compare said current drive axle pressure data with data representing the technically permissible drive axle pressure for the vehicle so as to determine whether the drive axle pressure of the vehicle exceeds the technically permissible drive axle pressure.

Den elektroniska styrenheten 300 är signalansluten till stodaxelstyrenheten 330 via en lank 332. Den elektroniska styrenheten 300 är via lanken 332 anordnad att sanda en signal representerande data rorande indikation pa uffallet pa jamforelsen mellan tillatet drivaxeltryck for fardvagen och fordonets aktuella drivaxeltryck, och/eller jamforelsen mellan tekniskt tillatet drivaxeltryck och fordonets aktuella drivaxeltryck. The electronic control unit 300 is signal connected to the stand axle control unit 330 via a line 332. The electronic control unit 300 is arranged via the line 332 to send a signal representing data concerning the result of the comparison between the permitted drive axle pressure for the vehicle and the vehicle's current drive axle pressure. technically permissible drive shaft pressure and the vehicle's current drive shaft pressure.

Stodaxelstyrenheten 330 är anordnad att enligt en variant styra stodaxelns X3 !age till i ingrepp med fardvagen om det aktuella drivaxeltrycket has fordonet overskrider det tillatna drivaxeltrycket for fardvagen och/eller det tekniskt tillatna drivaxeltrycket for fordonet. The stub axle control unit 330 is arranged to control, according to a variant, the thrust of the stub axle X3!

Den elektroniska styrenheten 300 är enligt en variant anordnad att, vid identifierad sliming och dar stodaxelns X3 lage är identifierat att vara i ingrepp med fardvagen; om forvantat/uppskattat drivaxeltryck hos fordonet far stodaxeln i laget ur ingrepp med fardvagen for namnda stadhjul LS, RS overskrider det tillatna drivaxeltrycket far fardvagen och/eller det tekniskt tillatna drivaxeltrycket far fordonet, sanda en signal till stodaxelstyrenheten 330 att rata stodaxeln vara kvar i ingrepp med fardvagen for namnda stadhjul LS, RS, samt sanda en signal till motorregleringsorganet 320 att nedrelgera motorns drivning av drivaxeln for att minska drivmomentet hos drivhjulen LD, RD for att reducera/eliminera slirningen for fordonets framkomlighet. 12 Om den elektroniska styrenheten 300, vid nedreglerad motordrivning av drivaxeln samt stadaxelns X3 lage i ingrepp for namnda stodhjul LS, RS, via information fran slirningsbestamningsorganet 310 identifierar att fordonet fortfarande slirar och/eller om den elektroniska styrenheten 300 via exempel- vis fordonshastighetsbestamningsorganet 314 identifierar att fordonet pa grund av far lagt drivmoment inte rot- sig tillrackligt for att komma ivag är den elektroniska styrenheten 300 anordnad att sanda en signal till stadaxelstyrenheten 330 att bringa stodaxelns X3 stodhjuls lage ur ingrepp med fardvagen for att salunda Oka drivaxeltrycket, aven om drivaxeltrycket da averskrider tekniskt tillatet drivaxeltryck eller tillatet drivaxeltryck pa aktuell fardvag, och sanda en signal till motorregleringsorganet 320 att uppreglera motorns drivning av drivaxeln for all harigenom majliggora fordonets framkomlighetsformaga. SA snart fordonets hastighet och/eller andra fordonsparametrar mojliggor framforande av fordonet med stadaxelns X3 stodhjul LS, RS bringat i ingrepp med fardvagen är den elektroniska styrenheten 300 anordnad att sanda en signal till stadaxelstyrenheten 330 all bringa stadaxelns X3 lage i ingrepp med fardvagen for namnda stodhjul LS, RS. The electronic control unit 300 is arranged according to a variant that, in the case of identified sliming and where the bearing of the pivot shaft X3 is identified to be in engagement with the carriage; if the expected / estimated drive axle pressure of the vehicle causes the stub axle in the team out of engagement with the carriage for said city wheel LS, RS exceeds the permissible drive axle pressure for the carriage and / or the technically permissible drive axle pressure for the vehicle, send a signal to the stub axle control unit 330 with the carriage for said city wheels LS, RS, and send a signal to the engine control means 320 to downregulate the engine drive of the drive shaft to reduce the driving torque of the drive wheels LD, RD to reduce / eliminate the slip of the vehicle passability. If the electronic control unit 300, in the event of down-regulated motor drive of the drive shaft and the shaft of the drive shaft X3 in engagement with said standwheel LS, RS, via information from the slip determining means 310 identifies that the vehicle is still slipping and / or if the electronic control unit 300 identifies the vehicle speed determining means 314 that the vehicle does not rotate sufficiently to get started due to the applied torque, the electronic control unit 300 is arranged to send a signal to the city axle control unit 330 to bring the stand axle X3 standwheel bearing out of engagement with the carriage to balance the drive axle pressure, technically exceeds the permissible drive axle pressure or permitted drive axle pressure on the current carriageway, and sends a signal to the engine control means 320 to upregulate the engine's drive of the drive axle for all thereby enabling the vehicle's passability. As soon as the vehicle speed and / or other vehicle parameters make it possible to drive the vehicle with the city axle X3 standwheel LS, RS engaged with the carriage, the electronic control unit 300 is arranged to send a signal to the city axle controller 330 to bring the city axle X3 into engagement with the standing wheel carriage LS, RS.

Den elektroniska styrenheten 300 är enligt en variant anordnad att, vid identifierad sliming och dar stadaxelns X3 lage ar identifierat att vara i ingrepp med fardvagen om forvantat/uppskattat drivaxeltryck hos fordonet for stodaxeln i laget ur ingrepp med fardvagen inte overskrider det tillatna drivaxeltrycket for fardvagen och det tekniskt tillatna drivaxeltrycket for fordonet, sanda en signal till stodaxelstyrenheten 330 att bringa stodaxelns X3 lage ur ingrepp med fardvagen for namnda stadhjul LS, RS for att salunda Oka drivaxeltrycket, samt sanda en signal till motorregleringsorganet 320 all nedrelgera motorns drivning av drivaxeln for att minska drivmomentet hos drivhjulen LD, RD for att reducera/eliminera slimingen for fordonets framkomlighet, samt sanda en signal till motorregleringsorganet 320 all upprelgera motorns drivning av drivaxeln dá drivaxeltrycket overskrider ett forutbestamt varde och/eller graden av sliming underskrider ett forutbestamt värde. 13 Enligt en variant är den elektroniska styrenheten 300 aven anordnad att jamfora namnda data rorande tillaten fordonsvikt med namnda aktuella fordonsviktsdata for att saledes bestamma huruvida fordonsvikten overskrider den tillatna fordonsvikten pa aktuell fardvag/ planerad fardvag. The electronic control unit 300 is arranged according to a variant that, at identified slimming and where the bearing of the city axle X3 is identified to be in engagement with the carriage if the expected / estimated drive axle pressure of the vehicle for the axle in the team from the carriage does not exceed the technically permissible drive shaft pressure for the vehicle, send a signal to the drive shaft control unit 330 to disengage the drive shaft X3 from the carriage for said city wheel LS, RS to reduce the drive shaft pressure, and send a signal to the engine control means 320 to reduce engine drive of the drive shaft to reduce the drive torque of the drive wheels LD, RD to reduce / eliminate the slimming for the passability of the vehicle, and send a signal to the engine control means 320 to regulate the engine drive of the drive shaft when the drive shaft pressure exceeds a predetermined value and / or the degree of slimming falls below a predetermined value. According to a variant, the electronic control unit 300 is also arranged to compare said data concerning permissible vehicle weight with said current vehicle weight data in order thus to determine whether the vehicle weight exceeds the permissible vehicle weight on the current roadway / planned roadway.

Namnda jamforelse kan ske medelst tillatna fordonsvikter pa fordonets avsedda fardvag samt alternative fardvagar. The said comparison can take place by means of permitted vehicle weights on the vehicle's intended route and alternative routes.

Den elektroniska styrenheten 300 och stodaxelstyrenheten 380 innefattas av styrmedel for styrning av namnda stoclaxels X3 lage till ur respektive i ingrepp med fardvagen for namnda stodhjul LS, RS. The electronic control unit 300 and the stand axle control unit 380 are comprised of control means for controlling said stoke axles X3 in and out of engagement with the carriage for said stand wheels LS, RS, respectively.

Den elektroniska styrenheten 300, slirningsbestamningsorganet 310 och motorregleringsorganet 320 innefattas av fordonets antispinnsystem. The electronic control unit 300, the slip determining means 310 and the motor control means 320 are comprised of the vehicle anti-spin system.

Fig. 4 illustrerar schematiskt ett forlopp enligt en utforingsform av foreliggande uppfinning, dar grad av sliming, drivmoment hos drivaxeln, stoclaxeltryck och drivaxeltryck visas aver tiden. Harvid framgar att da sliming uppstar, drivmomentet reduceras genom att nedreglera motorns drivning av drivaxeln samtidigt som drivaxeltrycket okas genorn att styra stodaxelns lage till att bringa stodhjulen ur ingrepp med fardvagen, reducerande stoclaxeltrycket, vilket pa grund av luftfjadringssystemet tar langre tid an nedregleringen av motorns drivning av drivaxeln. Nar drivaxeltrycket iikas initieras, da slirningen eliminerats, rampad uppreglering av fordonets drivning av drivaxeln for all darigenom Oka fordonets formaga att komma ivag. Fig. 4 schematically illustrates a process according to an embodiment of the present invention, in which degree of sliming, driving torque of the driving shaft, stock shaft pressure and driving shaft pressure are shown over time. This shows that when sliming occurs, the driving torque is reduced by down-regulating the engine's drive of the drive shaft while at the same time increasing the drive shaft pressure by controlling the thrust of the thrust shaft to bring the throttle wheels into engagement with the carriage, reducing thrust shaft pressure, which due to air suspension system takes longer. of the drive shaft. When the drive shaft pressure is equalized, when the slip has been eliminated, ramped up-regulation of the vehicle's drive of the drive shaft is initiated, thereby increasing the vehicle's ability to get going.

Fig. 5 visar schematiskt ett blockschema av ett forfarande enligt en utforingsform av foreliggande uppfinning. Fig. 5 schematically shows a block diagram of a method according to an embodiment of the present invention.

Enligt en utforingsform innefattar forfarandet for att fOrbattra framkomlighets25 formaga hos ett motorfordon ett forsta steg S510. I detta steg undersoks medelst fordonets antispinnsystem huruvida sliming farekommer. According to one embodiment, the method for improving the maneuverability of a motor vehicle comprises a first step S510. In this step, the vehicle's anti - spin system examines whether sliming is dangerous.

Enligt en ufforingsform innefattar forfarandet for att forbattra framkomlighetsformaga hos ett motorfordon ett andra steg S520. I detta steg bestams 14 huruvida sliming forekommer, varvid om sliming ej forekommer, namnda undersokning i steg S510 sker igen. According to one embodiment, the method for improving the passability of a motor vehicle comprises a second stage S520. In this step 14 it is determined whether sliming occurs, whereby if sliming does not occur, said examination in step S510 takes place again.

Enligt en utforingsform innefattar forfarandet far aft forbattra framkomlighetsfOrmaga hos ett motorfordon eft tredje steg, som utfors om sliming forekommer, inbegripande substeg S530a och S530b. I detta steg, S530a, reduceras sliming genom nedreglering av fordonets motors drivning av drivaxeln, samt, S530b, initieras styrning av stodaxelns lage till att bringa stodhjulen ur ingrepp med fardvagen i syfte att oka axeltrycket hos drivaxeln. Nedregleringen av fordonets motors drivning av drivaxeln sker snabbare an styrningen av stodaxelns [age till aft bringa stodhjulen ur ingrepp med fardvagen, i det aft detta sker medelst ett luftfjadringssystem sasom en balgenhet, genom reglering av luft fOr hojning av stodaxeln. According to one embodiment, the method comprises further improving the passability of a third stage motor vehicle, which is performed if slimming occurs, including sub-steps S530a and S530b. In this step, S530a, sliming is reduced by down-regulating the drive shaft drive of the motor shaft, and, S530b, control of the thrust shaft bearing is initiated to bring the thrust wheels out of engagement with the carriage in order to increase the axle pressure of the drive shaft. The down-regulation of the vehicle's engine's drive of the drive axle takes place more quickly than the control of the stand's shaft to bring the stand wheels out of engagement with the carriage, in that this takes place by means of an air suspension system such as a bale unit, by regulating air for raising the stand axle.

Enligt en utforingsform innefattar forfarandet for att forbattra framkomlighetsfOrmaga hos ett motorfordon ett fjarde steg S540. I detta steg undersoks huruvida drivaxeltryck for drivning uppnatts. Om drivaxeltrycket ej uppnatts upprepas undersokningen huruvida drivaxeltryck for drivning uppnatts. Drivaxeltrycket akar i takt med aft stodaxlens lage bringas ur ingrepp med fardvagen for stodhjulen. According to one embodiment, the method for improving the passability of a motor vehicle comprises a fourth step S540. In this step, it is examined whether the drive shaft pressure for driving has been reached. If the drive shaft pressure has not been reached, the examination is repeated whether the drive shaft pressure for drive has been reached. The drive axle pressure increases as the thrust of the throttle shaft is brought out of engagement with the carriage for the throttle wheels.

Om drivaxeltrycket uppnatts utfors enligt forfarandet for aft forbattra 20 framkomlighetsformaga hos ett motorfordon ett femte steg S550. I detta steg uppregleras motorns drivning av namnda drivaxel vid salunda uppnatt okande axeltryck hos namnda drivaxel. If the drive shaft pressure is reached, a fifth step S550 is performed according to the procedure for improving the passability of a motor vehicle. In this step, the drive of the motor by said drive shaft is regulated up at the well-reached shaft pressure of said drive shaft.

Enligt en utforingsform av foreliggande uppfinning innefattar forfarandet f6r aft fOrbattra framkomlighetsfOrmaga hos eft motorfordon ett sjatte steg S560. According to an embodiment of the present invention, the method for improving the passability of a motor vehicle comprises a sixth step S560.

I detta steg unders6ks huruvida drivaxeltrycket ãr for Mgt. Enligt en variant bestams detta genom jamforelse mellan aktuellt drivaxeltryck hos fordonet och medelst navigationssystem tillhandahallet tillatet axeltryck for aktuell fardvag och/eller tekniskt tillatet drivaxeltryck hos fordonet. Enligt en variant jamfOrs, vid lyftande av stodaxeln, kontinuerligt aktuellt drivaxeltryck hos fordonet med medelst navigationssystem tillhandahallet tillatet axeltryck far aktuell fardvag och/eller tekniskt tillatet drivaxeltryck hos fordonet, varvid stodaxeln lyfts tills gransen far nagot av tillatet axeltryck for fardvagen eller tekniskt tillatet axeltryck uppnas. Enligt en variant undersoks innan stodaxelns lage bringas ur ingrepp med fardvagen for stOdhjulen huruvida ett uppskattat drivaxeltryck hos fordonet vid bringande ur ingrepp med fardvagen for stOdaxelns stodhjul skulle overskrida tillatet drivaxeltryck pa aktuell fardvag och/eller tekniskt tillatet drivaxeltryck hos fordonet. Detta kan astadkommas genom att jamfOra aktuell fordonsvikt/last med en forutbestamd fordonsvikt/last. In this step, it is examined whether the drive shaft pressure is too Mgt. According to a variant, this is determined by comparing the current drive axle pressure of the vehicle and by means of a navigation system the permissible axle pressure for the current carriageway and / or the technically permissible drive axle pressure of the vehicle. According to a variant, when lifting the stub axle, continuously the current drive axle pressure of the vehicle with the permitted axle pressure provided by means of a navigation system is compared to the current carriageway and / or technically permissible drive axle pressure of the vehicle. . According to a variant, it is examined before the thrust of the stub axle is brought out of engagement with the carriage for the drive wheels whether an estimated drive axle pressure of the vehicle when engaging the carriage for the stub axle would stand exceeding the permissible drive axle pressure on the current carriage and / or technically permissible drive axle pressure of the vehicle. This can be achieved by comparing the current vehicle weight / load with a predetermined vehicle weight / load.

Om drivaxeltrycket är for h6gt utfors enligt fOrfarandet fOr att forbattra framkomlighetsformaga hos ett motorfordon ett sjunde steg S570. I detta steg initieras styrning av stodaxelns lage till all bringa stodhjulen i ingrepp med fardvagen, eller later stodaxelns lage forbli bringat i ingrepp med fardvagen far stodhjulen. If the drive shaft pressure is too high, a seventh step S570 is performed according to the procedure for improving the passability of a motor vehicle. In this step, control is initiated of the thrust of the stub axle to all bring the stand wheels in engagement with the carriage, or let the thrust of the stand axle remain brought into engagement with the carriage of the stand wheels.

Fordonet beskrivet ovan i anslutning till fig. 1 och 2a har en framaxel X1, en drivaxel X2 och en stodaxel X3. Emellertid är uppfinningen applicerbar pa vilket som heist lampligt med stodaxel forsett fordon med flerhjulsdrift, exempelvis fyrhjulsdrift med framre och bakre drivaxel; tva framaxlar, en drivaxel och en stodaxel; eller fordon med ytterligare hjulaxlar sasom tio eller tolv hjulaxlar med drift pa en eller flera axlar; fordon med mer an en stodaxel. The vehicle described above in connection with Figs. 1 and 2a has a front axle X1, a drive axle X2 and a stand axle X3. However, the invention is applicable to any vehicle equipped with a stub axle with multi-wheel drive, for example four-wheel drive with front and rear drive axles; two front axles, a drive axle and a standing axle; or vehicles with additional wheel axles such as ten or twelve wheel axles with operation on one or more axles; vehicles with more than one axle.

Med hanvisning till fig. 6, visas ett diagram av ett utforande av en anordning 600. Styrenheterna 200; 300 som beskrivs med hanvisning till fig. 2a och fig. 3 kan i ett utforande innefatta anordningen 600. Anordningen 600 innefattar ett icke-flyktigt minne 620, en databehandlingsenhet 610 och ett las/skriv- minne 650. Det icke-flyktiga minnet 620 har en forsta minnesdel 630 van i ett datorprogram, sa som ett operativsystem, är lagrat for att styra funktionen hos anordningen 600. Vidare innefattar anordningen 600 en buss-controller, en seriell kommunikationsport, 1/0-organ, en AID-omvandlare, en tids- och datum inmatnings- och Overforingsenhet, en handelseraknare och en avbrytningscontroller (ej visade). Det icke-flyktiga minnet 620 har ocksa en andra minnesdel 640. 16 Det tillhandahalles ett datorprogram P som innefattar rutiner for aft forbattra framkomlighetsformaga hos ett motorfordon enligt det innovativa fi5rfarandet. Programmet P innefattar rutiner for aft medelst fordonets antispinnsystem bestamma huruvida sliming forekommer. Programmet P innefattar rutiner for aft vid konstaterad sliming reducera densamma genom nedreglering av fordonets motors drivning av namnda drivaxel. Programmet P innefattar rutiner for aft vid konstaterad sliming, i anslutning till namnda nedreglering, initiera styrning av namnda stodaxels lage till aft bringa namnda stodhjul ur ingrepp med fardvagen i syfte all Oka axeltrycket hos namnda drivaxel. Referring to Fig. 6, a diagram of an embodiment of a device 600 is shown. The controllers 200; 300 as described with reference to Fig. 2a and Fig. 3 may in one embodiment comprise the device 600. The device 600 comprises a non-volatile memory 620, a data processing unit 610 and a read / write memory 650. The non-volatile memory 620 has a first memory portion 630 of a computer program, such as an operating system, is stored to control the operation of the device 600. Further, the device 600 includes a bus controller, a serial communication port, I / O means, an AID converter, a time and date input and transfer unit, a trade calculator and an interrupt controller (not shown). The non-volatile memory 620 also has a second memory portion 640. A computer program P is provided which includes routines for improving the maneuverability of a motor vehicle according to the innovative method. The program P includes routines for determining by means of the vehicle's anti-spin system whether sliming occurs. The program P includes routines for reducing, in the event of established sliming, the same by down-regulating the drive of the vehicle's motor of said drive shaft. The program P comprises routines for initiating, in connection with said downregulation, in connection with said down-regulation, initiating control of said stand of said stand axle to bring said stand-out wheel out of engagement with the carriage in order to increase the axle pressure of said drive axle.

Programmet P innefattar rutiner for all uppreglera motorns drivning av namnda drivaxel vid salunda uppnatt okande axeltryck hos namnda drivaxel. Programmet P kan vara lagrat pa ett exekverbart vis eller pa komprimerat vis i ett minne 660 och/eller i ett las/skrivminne 650. The program P comprises routines for all up-regulating the motor drive of said drive shaft at the thus obtained increasing shaft pressure of said drive shaft. The program P can be stored in an executable manner or in a compressed manner in a memory 660 and / or in a read / write memory 650.

Nar det ãr beskrivet att databehandlingsenheten 610 utior en viss funktion 15 ska det forstas aft databehandlingsenheten 610 uffor en viss del av programmet vilket am lagrat i minnet 660, eller en viss del av programmet som är lagrat i las/skrivminnet 650. When it is described that the data processing unit 610 performs a certain function 15, it should be understood that the data processing unit 610 has a certain part of the program which is stored in the memory 660, or a certain part of the program which is stored in the read / write memory 650.

Databehandlingsanordningen 610 kan kommunicera med en dataport 699 via en databuss 615. Det icke-flyktiga minnet 620 am avsett for kommunikation med databehandlingsenheten 610 via en databuss 612. Det separata minnet 660 är avsett aft kommunicera med databehandlingsenheten 610 via en databuss 611. Las/skrivminnet 650 är anordnat aft kommunicera med databehandlingsenheten 610 via en databuss 614. Till dataporten 699 kan t.ex. lankarna forbundna med styrenheterna 200; 300 anslutas. The data processing device 610 can communicate with a data port 699 via a data bus 615. The non-volatile memory 620 is intended for communication with the data processing unit 610 via a data bus 612. The separate memory 660 is intended to communicate with the data processing unit 610 via a data bus 611. Read / write memory 650 is arranged to communicate with the data processing unit 610 via a data bus 614. To the data port 699, e.g. the links connected to the control units 200; 300 connected.

Nar data mottages pa dataporten 699 lagras det temporart i den andra minnesdelen 640. Nar mottaget indata temporart har lagrats, är databehandlingsenheten 610 iordningstalld aft utfora exekvering av kod pa ett vis som beskrivits ovan. De mottagna signalerna pa dataporten 699 kan anvandas av anordningen 600 for aft medelst fordonets antispinnsystem bestamma huruvida sliming forekommer. De mottagna signalerna pa dataporten 699 kan anvandas av anordningen 600 for aft vid konstaterad 17 sliming reducera densamma genom nedreglering av fordonets motors drivning av namnda drivaxel. De mottagna signalerna pa dataporten 699 kan anvandas av anordningen 600 for aft vid konstaterad sliming, i anslutning till namnda nedreglering, initiera styrning av namnda stodaxels lage till aft bringa namnda stodhjul ur ingrepp med fardvagen i syfte all Oka axeltrycket hos namnda drivaxel. De mottagna signalerna pa dataporten 699 kan anvandas av anordningen 600 for att uppreglera motoms drivning av namnda drivaxel vid salunda uppnatt okande axeltryck hos namnda drivaxel. When data is received at the data port 699, it is temporarily stored in the second memory part 640. Once the received input data has been temporarily stored, the data processing unit 610 is ready to perform code execution in a manner described above. The received signals on the data port 699 can be used by the device 600 to determine by means of the anti-spin system of the vehicle whether sliming is occurring. The received signals on the data port 699 can be used by the device 600 in order to reduce it by ascertained 17 slimming by regulating the drive of the said motor shaft of the vehicle engine. The received signals on the data port 699 can be used by the device 600 to, in the case of ascertained slimming, in connection with said down-regulation, initiate control of said stand axle bearing to bring said stand wheels out of engagement with the carriage for the purpose of increasing the axle pressure of said drive axle. The received signals at the data port 699 may be used by the device 600 to upregulate the motor drive of said drive shaft at the resulting achieved shaft pressure of said drive shaft.

Delar av metoderna beskrivna hail kan utforas av anordningen 600 med hjalp 10 av databehandlingsenheten 610 som Or programmet lagrat i minnet 660 eller las/skrivminnet 650. Nan anordningen 600 Or programmet, exekveras hail beskrivna forfaranden. Parts of the methods described hail can be performed by the device 600 with the aid of the data processing unit 610 which the program stored in the memory 660 or the read / write memory 650. After the device 600 or the program, the hail described procedures are executed.

Beskrivningen ovan av de foredragna utforingsformerna av foreliggande uppfinning har tillhandahallits i illustrerande och beskrivande syfte. Den är inte avsedd all vara uttommande eller begransa uppfinningen till de beskrivna varianterna. Uppenbarligen kommer manga modifieringar och variationer aft framga for fackmannen. Utforingsformerna har valts och beskrivits for aft bast forklara principerna av uppfinningen och dess praktiska tillampningar, och darmed mojliggora for en fackman aft forsta uppfinningen for olika utforingsformer och med de olika modifieringarna som är lampliga for det avsedda bruket. 18 The above description of the preferred embodiments of the present invention has been provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the variants described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments have been selected and described in order to best explain the principles of the invention and its practical applications, thereby enabling one skilled in the art of the first invention to make various embodiments and with the various modifications which are appropriate to the intended use. 18

Claims (9)

PATE NTKRAV 1. Forfarande for att forbattra framkomlighetsformaga hos ett motorfordon, dar fordonet innefattar atminstone en med drivhjul (LD, RD) forsedd drivaxel (X2) samt atminstone en med stodhjul (LS, RS) forsedd stodaxel (X3), innefattande stegen att medelst fordonets antispinnsystem (20, 40, 200; 300, 310, 320): 1. bestamma (S510, S520) huruvida sliming forekommer, och 2. vid konstaterad sliming reducera (S530a) densamma genom nedreglering av fordonets motors (10) drivning av namnda drivaxel (X2), — vid konstaterad sliming, i anslutning till namnda nedreglering, initiera styrning (S530b) av namnda stodaxels (X3) !age till att bringa namnda stodhjul (LS, RS) ur ingrepp med fardvagen i syfte att 6ka axeltrycket hos namnda drivaxel (X2); kannetecknat av stegen att: — uppreglera (S550) motorns drivning av namnda drivaxel (X2) vid salunda uppnatt okande axeltryck hos namnda drivaxel (X2), varvid steget att uppreglera motorns (10) drivning av namnda drivaxel (X2) vasentligen sker i takt med att axeltrycket hos namnda drivaxel (X2) akar. 2. Forfarande enligt krav 1, varvid steget att uppreglera motorns (10) 20 drivning av namnda drivaxel (X2) sker i ett rampsteg. 3. Forfarande enligt krav 2, varvid namnda rampsteg utfors i beroende av forlopp hos den konstaterade slirningens omfattning. 4. System (I; II) f6r att forbattra framkomlighetsformaga hos ett motorfordon, dar fordonet innefattar atminstone en med drivhjul (LD, RD) forsedd drivaxel (X2) samt atminstone en med stodhjul (LS, RS) forsedd stodaxel (X3), innefattande medel far att medelst fordonets antispinnsystem (20, 40, 200; 300, 310, 320):A method for improving the passability of a motor vehicle, wherein the vehicle comprises at least one drive shaft (X2) provided with drive wheels (LD, RD) and at least one support shaft (X3) provided with support wheels (LS, RS), comprising the steps of the vehicle's anti-spin system (20, 40, 200; 300, 310, 320): 1. determine (S510, S520) whether sliming occurs, and 2. at detected sliming reduce (S530a) the same by down-regulating the vehicle's engine (10) driving the said drive shaft (X2), - in the event of sliming, in connection with said downregulation, initiate control (S530b) of said stand axle (X3)! age to bring said stand wheel (LS, RS) out of engagement with the carriage in order to increase the axle pressure of said drive shaft (X2); characterized by the steps of: - up-regulating (S550) the motor drive of said drive shaft (X2) at the resulting unbound axle pressure of said drive shaft (X2), the step of up-regulating the motor (10) driving said drive shaft (X2) substantially in step with that the axle load of said drive shaft (X2) increases. A method according to claim 1, wherein the step of upregulating the drive of said drive shaft (X2) of the motor (10) takes place in a ramp step. A method according to claim 2, wherein said ramp step is performed depending on the course of the extent of the ascertained slip. A system (I; II) for improving the passability of a motor vehicle, wherein the vehicle comprises at least one drive shaft (X2) provided with drive wheels (LD, RD) and at least one support shaft (X3) provided with support wheels (LS, RS), comprising means that by means of the vehicle's anti-spin system (20, 40, 200; 300, 310, 320): 1. bestamma huruvida sliming forekommer, och 191. determine whether sliming occurs, and 19 2. medel (20, 200; 300; 320) for att vid konstaterad sliming reducera densamma genom nedreglering av fordonets motors (10) drivning av namnda drivaxel (X2),Means (20, 200; 300; 320) for reducing, when slimming is detected, by down-regulating the drive of said motor shaft (X2) of the vehicle engine (10), 3. medel (B, 100, 200; 300; 330) for att, vid konstaterad sliming, i anslutning till namnda nedreglering, initiera styrning av namnda stodaxels (X3) lage till att bringa namnda stodhjul (LS, RS) ur ingrepp med fardvagen i syfte att aka axeltrycket hos namnda drivaxel (X2); kannetecknat av:3. means (B, 100, 200; 300; 330) for initiating, in connection with said slimming, in connection with said down-regulation, control of the position of said support shaft (X3) to bring said support wheel (LS, RS) out of engagement with the carriage for the purpose of driving the axle load of said drive shaft (X2); can be drawn by: 4. medel (20, 200; 300; 320) fOr att uppreglera motorns drivning av namnda drivaxel (X2) vid salunda uppn6tt okande axeltryck hos namnda drivaxel (X2), varvid namnda medel (20, 200; 300; 320) tor att uppreglera motorns drivning av namnda drivaxel (X2) är anordnat aft uppreglera motorns drivning vasentligen i takt med att axeltrycket hos namnda drivaxel (X2) akar.Means (20, 200; 300; 320) for up-regulating the engine drive of said drive shaft (X2) at a well-reached increasing shaft pressure of said drive shaft (X2), said means (20, 200; 300; 320) being able to upregulate the motor drive of said drive shaft (X2) is arranged to up-regulate the motor drive substantially as the axle pressure of said drive shaft (X2) increases. 5. System enligt krav 5, varvid namnda medel (20, 200; 300; 320) for aft 15 uppreglera motoms drivning av namnda drivaxel (X2) är anordnat att uppreglera motorns drivning i ett rampsteg.A system according to claim 5, wherein said means (20, 200; 300; 320) for up-regulating the motor drive of said drive shaft (X2) is arranged to up-regulate the drive of the motor in a ramp step. 6. System enligt krav 6, varvid namnda rampsteg är anordnat att utforas i beroende av forlopp hos den konstaterade slirningens omfattning.A system according to claim 6, wherein said ramp step is arranged to be performed depending on the course of the extent of the observed slippage. 7. Motorfordon innefattande ett system enligt nagot av kraven 4-6.Motor vehicle comprising a system according to any one of claims 4-6. 8. Datorprogram (P) for att forbattra framkomlighetsformaga hos ett motorfordon, dar fordonet innefattar atminstone en med drivhjul (LD, RD) forsedd drivaxel (X2) samt 6tminstone en med stodhjul (LS, RS) forsedd stodaxel (X3), dar namnda datorprogram (P) innefattar programkod som, da det kors av en elektronisk styrenhet (200; 300; 600) eller en annan dator (600) ansluten till den elektroniska styrenheten (200; 300; 600), formar den elektroniska styrenheten att utfora stegen enligt krav 1-3.Computer program (P) for improving the accessibility of a motor vehicle, the vehicle comprising at least one drive shaft (X2) provided with drive wheels (LD, RD) and at least one support shaft (X3) provided with support wheels (LS, RS), wherein said computer program (P) includes program code which, when crossed by an electronic control unit (200; 300; 600) or another computer (600) connected to the electronic control unit (200; 300; 600), shapes the electronic control unit to perform the steps according to claim 1-3. 9. Datorprogramprodukt innefattande ett digitalt lagringsmedium som lagrar datorprogrammet enligt krav 8. RF 1/1 ;11 LFLD LS RDA computer program product comprising a digital storage medium which stores the computer program according to claim 8. RF 1/1; 11 LFLD LS RD
SE1150589A 2011-06-27 2011-06-27 Procedures and systems for improving the accessibility of a motor vehicle SE537722C2 (en)

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SE1150589A SE537722C2 (en) 2011-06-27 2011-06-27 Procedures and systems for improving the accessibility of a motor vehicle
DE201210010407 DE102012010407A1 (en) 2011-06-27 2012-05-25 Method for improving transportation capacity of motor vehicle e.g. truck, involves increasing driving force exerted by the motor to the drive shaft, when the required pressure of the drive shaft is reached

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SE537722C2 true SE537722C2 (en) 2015-10-06

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