WO2007102777A1 - Réglage automatique de la hauteur d'un dispositif d'attelage - Google Patents

Réglage automatique de la hauteur d'un dispositif d'attelage Download PDF

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Publication number
WO2007102777A1
WO2007102777A1 PCT/SE2007/050111 SE2007050111W WO2007102777A1 WO 2007102777 A1 WO2007102777 A1 WO 2007102777A1 SE 2007050111 W SE2007050111 W SE 2007050111W WO 2007102777 A1 WO2007102777 A1 WO 2007102777A1
Authority
WO
WIPO (PCT)
Prior art keywords
elevation
coupling arrangement
vehicle
trailer
coupling
Prior art date
Application number
PCT/SE2007/050111
Other languages
English (en)
Inventor
Magnus GRANSTRÖM
Roine Reimdal
Original Assignee
Scania Cv Ab (Publ)
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab (Publ) filed Critical Scania Cv Ab (Publ)
Priority to DE112007000554.8T priority Critical patent/DE112007000554B4/de
Publication of WO2007102777A1 publication Critical patent/WO2007102777A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D53/00—Tractor-trailer combinations; Road trains
    • B62D53/04—Tractor-trailer combinations; Road trains comprising a vehicle carrying an essential part of the other vehicle's load by having supporting means for the front or rear part of the other vehicle
    • B62D53/08—Fifth wheel traction couplings
    • B62D53/0807—Fifth wheel traction couplings adjustable coupling saddles mounted on sub-frames; Mounting plates therefor
    • B62D53/0821—Lifting saddles, i.e. to lift the trailer front
    • 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
    • B60G17/005—Suspension locking arrangements
    • 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
    • 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
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/027—Mechanical springs regulated by fluid means
    • B60G17/0275—Mechanical springs regulated by fluid means the mechanical spring being a leaf spring
    • 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
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/052—Pneumatic spring characteristics
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60S—SERVICING, CLEANING, REPAIRING, SUPPORTING, LIFTING, OR MANOEUVRING OF VEHICLES, NOT OTHERWISE PROVIDED FOR
    • B60S9/00—Ground-engaging vehicle fittings for supporting, lifting, or manoeuvring the vehicle, wholly or in part, e.g. built-in jacks
    • B60S9/02—Ground-engaging vehicle fittings for supporting, lifting, or manoeuvring the vehicle, wholly or in part, e.g. built-in jacks for only lifting or supporting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60S—SERVICING, CLEANING, REPAIRING, SUPPORTING, LIFTING, OR MANOEUVRING OF VEHICLES, NOT OTHERWISE PROVIDED FOR
    • B60S9/00—Ground-engaging vehicle fittings for supporting, lifting, or manoeuvring the vehicle, wholly or in part, e.g. built-in jacks
    • B60S9/02—Ground-engaging vehicle fittings for supporting, lifting, or manoeuvring the vehicle, wholly or in part, e.g. built-in jacks for only lifting or supporting
    • B60S9/10—Ground-engaging vehicle fittings for supporting, lifting, or manoeuvring the vehicle, wholly or in part, e.g. built-in jacks for only lifting or supporting by fluid pressure
    • B60S9/12—Ground-engaging vehicle fittings for supporting, lifting, or manoeuvring the vehicle, wholly or in part, e.g. built-in jacks for only lifting or supporting by fluid pressure of telescopic type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D53/00—Tractor-trailer combinations; Road trains
    • B62D53/04—Tractor-trailer combinations; Road trains comprising a vehicle carrying an essential part of the other vehicle's load by having supporting means for the front or rear part of the other vehicle
    • B62D53/08—Fifth wheel traction couplings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D53/00—Tractor-trailer combinations; Road trains
    • B62D53/04—Tractor-trailer combinations; Road trains comprising a vehicle carrying an essential part of the other vehicle's load by having supporting means for the front or rear part of the other vehicle
    • B62D53/08—Fifth wheel traction couplings
    • B62D53/0857—Auxiliary semi-trailer handling or loading equipment, e.g. ramps, rigs, coupling supports
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/04—Trailers
    • B60G2300/042—Semi-trailers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/38—Low or lowerable bed vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/20—Stationary vehicle
    • B60G2800/203—Stationary vehicle lowering the floor for loading/unloading
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/20—Stationary vehicle
    • B60G2800/204—Stationary vehicle adjusting floor height to the loading ramp level

Definitions

  • the present invention relates generally to elevation adjustment of vehicle elements, for instance coupling arrangements of trai- ler trucks. More particularly the invention relates to a control system according to the preamble of claim 1 and a motor vehicle according to claim 5. The invention also relates to a method of adjusting an elevation of a tow vehicle according to the preamble of claim 8, a computer program product according to claim 13 and a computer readable medium according to claim 14.
  • the tow vehicle's coupling arrangement When disengaging trailers, semitrailers and other types of trailer cars from a tow vehicle, or a tractor, it is common practice to first manually control the tow vehicle's coupling arrangement to an elevation, which is expected to result in a desired trailer Ie- veling (e.g. being parallel with the ground). Then, the trailer's support legs are lowered, such that the trailer can be supported by them instead of the tow vehicle. Subsequently, the trailer is disengaged, and the tow vehicle is driven away. Normally, the coupling arrangement must be elevated to a level being some- what higher than the support legs in order to allow a proper engagement of the support legs. Therefore, before driving away the tow vehicle, it is necessary to lower its coupling arrangement to match the length of the support legs.
  • US, 6,921 ,100 describes an axle weight distribution system, wherein an optimum position of the axle group on a trailer is calculated in consideration of measurements from the air suspen- sion. The axle group is then moved to, and locked at, this optimal position by means of rails and locking pins respectively. Hence, the road train obtains safe driving characteristics. However, the disengagement of the trailer from the truck is not facili- tated, or by other means improved.
  • EP, 0 529 544 discloses a solution for a tractor-semitrailer combination, wherein a motor-powered drive is used to engage a support leg prior to disengaging the semitrailer from the tractor.
  • the pick-up plate of the tractor vehicle is vertically adjusted with respect to the axle height of the rear axle assembly of the frame, such that the pickup plate is adjusted on a level with the support leg.
  • This adjustment reduces the risk that the tractor "hops up” when the semitrailer is disengaged. Nevertheless, it may still be the case that the tractor "hangs on” the semitrailer, such that upon disengagement, the tractor falls down from the trailer coupling. Of course, this is highly undesirable, since it may result in material damages on both the tow vehicle and the trailer. Personal injuries may also occur.
  • the object of the present invention is therefore to provide a solution, which alleviates the problems above, and thus offers an elevation control that prepares a tow vehicle for a failsafe and smooth disengagement from a trailer.
  • the object is achieved by the initially described system, wherein the control unit is further adapted to produce the control signal such that after that the coupling arrangement has reached the reference elevation, a fluid pressure in a fluid chamber of the level control mecha- nism is lowered until a lowering of the coupling arrangement is detected. Thereafter, the coupling arrangement is re-elevated to a level, which is equal to the reference elevation.
  • An important advantage attained by this system is that, when returning to the reference elevation level, it can be ensured that no vertical forces are bridged between the tow vehicle and the trailer via the coupling arrangement. Thus, at this point in time, the trailer can be disengaged without risking that the tow vehicle hops up or falls down with respect to the trailer.
  • control unit is adapted to produce the control signal in such a manner that the coupling arrangement is adjusted to an elevation being a predetermined distance above the reference elevation before engaging the at least one support leg.
  • a desired trailer elevation can be obtained (after having disengaged the trailer from the tow vehicle).
  • this initial adjustment may involve lowering the coupling arrangement as well as elevating the same.
  • the control unit is adapted to receive a signal indicative of whether or not the vehicle is coupled to a trailer.
  • the control unit is adapted to produce the control signal in such a manner that the elevation of the coupling arrangement is adjus- ted to a drive position, preferably after fulfillment of an additional condition, e.g. upon expiry of a timer.
  • the coupling arrangement elevation may not be the optimal elevation for driving the vehicle, especially not if the entire vehicle frame is elevated together with the coupling arran- gement.
  • the control unit in response to a registered disengagement of the trailer from the vehicle, is adapted to measure a velocity of the vehicle. When the velocity exceeds a threshold va- lue, the control unit is adapted to adjust the elevation to the drive position. This is desirable because velocity, say over 10 km/h, is a highly relevant criterion for the drive position.
  • the object is achieved by a motor vehicle, which includes the above-proposed sys- tern.
  • the vehicle is also equipped with a coupling ar- rangement of fifth-wheel type having at least one upper coupling flange and at least one lower coupling flange.
  • the coupling flanges are configured, such that when a trailer is coupled thereto, an engagement member of the trailer is positioned between the upper and lower coupling flanges.
  • the coupling flanges are configured such that at least one cooperating flange of an engagement member of the trailer is vertically movable between the upper and lower coupling flanges during a phase in which the minimal pressure level is attained.
  • the vehicle includes a frame element with respect to which the coupling arrangement is fixated. Furthermore, the level control mechanism is adapted to influence the elevation of the frame element relative to the supporting surface, i.e. the elevation of the coupling arrangement is adjusted by elevating/lowering the entire frame element. Hence, a stabile reliable, and yet flexible, coupling between the tow vehicle and the trailer is accomplished.
  • the object is achieved by the method described initially, wherein after having rea- ched the reference elevation, a fluid pressure in a fluid chamber of the level control mechanism is lowered until a lowering of the coupling arrangement below the reference elevation is detected. Thereafter, the coupling arrangement is again elevated to a level being equal to the reference elevation.
  • the object is achieved by a computer program product directly loadable into the internal memory of a computer, comprising software for controlling the above proposed method when said program is run on the computer.
  • the object is achieved by a computer readable medium, having a program recorded thereon, where the program is to make a computer control the above proposed method.
  • Figure 1 schematically depicts a road train, wherein the tow vehicle includes a system according to one embodiment of the invention during an initial phase of the proposed procedure
  • Figure 2 shows the road train of figure 1 after that the tow vehicle has been disengaged from the trailer
  • Figures 3a-b show diagrams which illustrate how a pressure level and a coupling arrangement elevation respectively are varied over time according to one embodiment of the invention
  • Figure 5 shows a flow diagram illustrating the general method according to the invention.
  • FIG. 1 shows a schematic image of a road train 100 including a tow vehicle 1 10 (e.g. a trailer truck) and a trailer 120.
  • vehicle 1 10 includes a system according to one embodiment of the invention.
  • the trailer 120 is connected to the vehicle 1 10 via a coupling arrangement 1 1 1 , whose elevation h is adjustable above a surface 150 on which the vehicle 1 10 is situated.
  • the trailer 120 has at least one support leg 122 (preferably arranged in a pair) adapted to, when in an engaged position on the surface 150, allow a stand-alone parking of the trailer 120. I .e. whenever the support legs 122 have been lowered to the ground, these legs offer the support otherwise being provided by the vehicle 1 10.
  • the system includes a fluid operated level control mechanism 1 12; 1 14, a height sensor means 1 18, a pressure sensor 1 13 and a control unit 1 17.
  • the level control mechanism is here rep- resented by an expandable fluid chamber 1 12 and a lever arm arrangement 1 14 which is pivotally connected to a frame element 1 19. Thereby, the level control mechanism is adapted to influence the elevation h of the coupling arrangement in response to a control signal C.
  • the fluid in the chamber 1 12 may either be a gas (e.g. air), or a liquid depending on whether the chamber 1 12 forms part of a pneumatic or a hydraulic control system.
  • the height sensor means 1 18 is adapted to register a height parameter indicative of the elevation h, and report the height para- meter (or the elevation h) to the control unit 1 17.
  • the means 1 18 may employ any known technique to determine the elevation h, such as transmission of ultrasonic waves, and/or various forms of electromagnetic signals in the thermal, radio frequency and/or light range of the spectrum.
  • the means 1 18 and the coupling arrangement 1 1 1 must have a fixed and well-defined positional interrelationship. However, the exact location of the means 1 18 is essentially irrelevant. Of course, it is preferable if the means 1 18 is located where it is relatively protected from physical damages and dirt.
  • the pressure sensor 1 13 is adapted to register a fluid pressure in a fluid chamber 1 12 of the level control mechanism, and report the fluid pressure to the control unit 1 17.
  • the control unit 1 17 is adapted to receive the height parameter, and in response thereto, produce the control signal C such that after engagement of the at least one support leg 122, the elevation h of the coupling arrangement 1 1 1 is lowered to a constant elevation h SL , i.e. an elevation being determined by a respective length of the support legs 122. If the surface 150 is flat, or essentially flat, and if the support legs 122 are represented by a pair of legs mounted at the same longitudinal position on the trailer 120, these legs will have the same length.
  • the control unit 1 17 is adapted to store the constant elevation h SL as a preliminary value of a reference elevation for the coupling arrangement 1 1 1 . The elevation h is repeatedly logged thereafter.
  • control unit 1 17 is adapted to produce the control signal C such that after having reached the reference elevation, the fluid pressure in the fluid chamber 1 12 is continued to be lowered.
  • the coupling arrangement 1 1 1 will be lowered somewhat (in the order of millimetres) due to this pressure decrease.
  • an elevation value for the coupling arrangement 1 1 1 is registered.
  • the control unit 1 17 is adapted to assign a reference elevation, h ref , repre- senting an elevation of the coupling arrangement 1 1 1 a short time before the registering of said lowering.
  • the reference elevation, h r ⁇ f will be almost identical to the constant elevation h SL .
  • h r ⁇ f due to a possible compression of the support legs 122 and/or a compression of the surface 150 underneath the support legs 122, there may be a minor difference between h r ⁇ f and h SL .
  • the control unit 1 17 is adapted to produce such a control signal C that the pressure decrease ceases. Somewhat later, the pressure in the fluid chamber 1 12 stabilizes at a level, which preferably is registered by the control unit 1 17. Thereafter, the control unit 1 17 is adapted to produce the con- trol signal C, such that the coupling arrangement 1 1 1 is again elevated to a level being equal to the reference elevation, h ref .
  • the control unit 1 17 includes, or is associated with, a computer readable medium 1 17m (e.g. a memory module) ha- ving a program recorded thereon, where the program is adapted to make the control unit 1 17 control the proposed procedure.
  • Figure 2 shows the road train 100 of figure 1 when the trailer 120 stands on the support legs 122, the tow vehicle 1 10 has been disengaged from the trailer 120, and the vehicle 100 is dri- ven away along a direction D.
  • Figure 3a shows a diagram, which illustrates the pressure level P in the fluid chamber 1 12 as a function over time t according to one embodiment of the inven- tion.
  • Figure 3b shows a diagram illustrating how the elevation h of the coupling arrangement 1 1 1 is varied over time t in response to the pressure variations P shown in Figure 3a.
  • the control unit 1 17 is adapted to produce the control signal C in such a manner that the coupling arrangement 1 1 1 is initially adjusted to an elevation h ref + ⁇ being a predetermined distance above the reference elevation h r ⁇ f .
  • control unit 1 17 produces the control signal C, such that the elevation h of the coupling arrangement 1 1 1 is lowered. In connection therewith, the pressure level P in the fluid chamber 1 12 decreases.
  • the support legs 122 make contact with the surface 150, and therefore start to receive load from the trailer 120, which up until this point in time t-, has been placed exclusively on the vehicle 1 10.
  • the control unit 1 17 produces the control signal C, such that the pressure level P in the fluid chamber 1 12 is further lowered.
  • a lowering h min of the coupling arran- gement 1 1 1 below the reference elevation h r ⁇ f is detected. This lowering is an effect of the pressure decrease, and is enabled by a vertical play, or free motion margin, between a trailer engagement member and cooperating members of the coupling arrangement 1 1 1 .
  • the difference between h SL and h min lies in the order of a number of millimetres.
  • the control unit 1 17 starts to produce the control signal C, such that the coupling arrangement 1 1 1 is re-elevated until it reaches the reference elevation h ref .
  • this occurs at t t 5 .
  • the pressure level P should be essen- tially constant, although slightly increasing. Nevertheless, it is desirable that the pressure P be monitored also during the period t 4 to t 5 .
  • the coupling flanges A and B are configured, such that when the engagement member 121 is coupled thereto, at least one flange of the mem- ber 121 is positioned between the upper and lower coupling flanges A and B respectively. Moreover, the coupling flanges A and B are configured such that at least one cooperating flange of the engagement member 121 is vertically movable between the upper and lower coupling flanges A and B during a phase (during t 2 to t 3 ) in which the minimal pressure level P A is attained.
  • Figure 4c illustrates this period. In a subsequent phase t 3 to t 4 , the pressure P levels out on the minimal pressure level P A .
  • the coupling arrangement 1 1 1 is positioned at the constant elevation level h min .
  • the pressure P is typically close to, however not necessarily identical to, the primary pressure level P 6 .
  • the fluid chamber 1 12 has such a pressure level that the vehicle 1 10 can be disengaged and driven away D from the trailer 120 without risking to hop up or fall down from the trailer 120.
  • Figure 4e illustrates this situation.
  • the control unit 1 17 is adapted to receive a signal indicative of whether or not the vehicle 1 10 is coupled to a trailer 120. In response to a registered disengagement of the trailer 120 from the vehicle 1 10, the control unit 1 17 is adapted to produce the control signal C in such a manner that the elevation h of the coupling arrangement 1 1 1 is adjusted to a so-called drive position.
  • the control unit 1 17 is specifically adapted to measure a velocity of the vehicle 1 10, and when the velocity exceeds a threshold value, the control unit 1 17 is adapted to adjust the elevation h to the drive position. Typically this means that the coupling arrangement 1 1 1 is raised somewhat from the disengagement level.
  • All of the process steps, as well as any sub-sequence of steps, described with reference to the figure 5 above may be controlled by means of a programmed computer apparatus.
  • the embodiments of the invention described above with reference to the drawings comprise computer apparatus and processes performed in computer apparatus, the invention thus also extends to computer programs, particularly computer programs on or in a carrier, adapted for putting the invention into practice.
  • the program may be in the form of source code; object code, a code intermediate source and object code such as in partially compiled form, or in any other form suitable for use in the implementation of the process according to the invention.
  • the carrier may be any entity or device capable of carrying the program.
  • the carrier may comprise a storage medium, such as a Flash memory, a ROM (Read Only Memory), for example a CD (Compact Disc) or a semiconductor ROM, an EPROM (Erasable Programmable Read-Only Memory), an EEPROM (Electrically Erasable Programmable Read-Only Memory), or a magnetic recording medium, for example a floppy disc or hard disc.
  • the carrier may be a transmissible carrier such as an electrical or optical signal which may be conveyed via electrical or optical cable or by radio or by other means.
  • the carrier may be constituted by such cable or device or means.
  • the carrier may be an integrated circuit in which the program is embedded, the integrated circuit being adapted for performing, or for use in the performance of, the relevant processes.

Abstract

La présente invention concerne le réglage automatique du dispositif d'attelage (111) d'un véhicule tracteur (110), de façon à ce qu'on puisse détacher une remorque (120) du véhicule tracteur (110) avec le moins d'à-coups possible. Après l'enclenchement d'au moins un pied support (122) de la remorque (120), un mécanisme de commande de niveau (112, 114) fonctionnant hydrauliquement abaisse le dispositif d'attelage (111) jusqu'à ce que ce dispositif atteigne une hauteur de référence (hréf), qui est déterminée par la longueur dudit ou desdits pieds support (122). Après qu'ait été atteinte la hauteur de référence (hréf), on continue à faire baisser la pression hydraulique (P) dans la chambre à fluide hydraulique (112) du mécanisme de commande de niveau jusqu'à ce qu'on détecte un abaissement du dispositif d'attelage (111) en dessous de la hauteur de référence (hréf). Par la suite, on rehausse le dispositif d'attelage (111) à un niveau égal à la hauteur de référence (hréf). À cet instant, on peut détacher la remorque (120) du véhicule (110) sans risque que le véhicule (110) s'affaisse ou remonte brusquement.
PCT/SE2007/050111 2006-03-08 2007-02-23 Réglage automatique de la hauteur d'un dispositif d'attelage WO2007102777A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112007000554.8T DE112007000554B4 (de) 2006-03-08 2007-02-23 Automatische Höheneinstellung einer Kupplungsanordnung

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0600523A SE528771C2 (sv) 2006-03-08 2006-03-08 Automatisk höjdjustering av en kopplingsanordning
SE0600523-5 2006-03-08

Publications (1)

Publication Number Publication Date
WO2007102777A1 true WO2007102777A1 (fr) 2007-09-13

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE2007/050111 WO2007102777A1 (fr) 2006-03-08 2007-02-23 Réglage automatique de la hauteur d'un dispositif d'attelage

Country Status (3)

Country Link
DE (1) DE112007000554B4 (fr)
SE (1) SE528771C2 (fr)
WO (1) WO2007102777A1 (fr)

Cited By (12)

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WO2012174788A1 (fr) * 2011-06-22 2012-12-27 长沙中联重工科技发展股份有限公司 Procédé et système pour l'extension et le nivellement de stabilisateurs de véhicule de chantier
CN102937813A (zh) * 2012-09-27 2013-02-20 北京航天发射技术研究所 一种平台中心四点调平方法及调平系统
CN104454799A (zh) * 2014-12-01 2015-03-25 北京机械设备研究所 一种基于位移反馈的液压装置调平速度同步方法
CN105736906A (zh) * 2016-01-20 2016-07-06 阿特拉斯科普柯(南京)建筑矿山设备有限公司 凿岩台车自动支撑调平方法
WO2018054525A1 (fr) * 2016-09-21 2018-03-29 Wabco Gmbh Procédé permettant de détecter et/ou de commander une opération d'attelage entre un véhicule tracteur et une remorque de véhicule
CN109141343A (zh) * 2018-07-25 2019-01-04 北京电子工程总体研究所 一种可自动调节的野外高精度承载平台和调平方法
DE102019007662A1 (de) 2018-11-27 2020-05-28 Scania Cv Ab Verfahren und Steuerungsanordnung zum Einstellen der Kupplungshöhe eines Fahrzeugs
DE102020121497A1 (de) 2020-08-17 2022-02-17 Zf Cv Systems Global Gmbh Verfahren zum Ankoppeln eines Aufliegers an ein Zugfahrzeug, Ankoppel-Steuereinrichtung und Fahrzeug
DE102021106979A1 (de) 2021-03-22 2022-09-22 Zf Cv Systems Global Gmbh Verfahren zum automatisierten Ankoppeln eines Aufliegers an ein Zugfahrzeug, Ankoppel-Anordnung und Fahrzeug
WO2023235411A1 (fr) * 2022-05-31 2023-12-07 Robotic Research Opco, Llc Systèmes et procédés pour des supports de remorque autonomes
DE102022123801A1 (de) 2022-09-16 2024-03-21 Zf Cv Systems Global Gmbh Verfahren zum Steuern eines Fahrzeug-Gespanns und Fahrzeug-Gespann
US11951790B2 (en) 2018-06-01 2024-04-09 Paccar Inc. Systems and methods for determining a height of an object above a vehicle

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DE102022123801A1 (de) 2022-09-16 2024-03-21 Zf Cv Systems Global Gmbh Verfahren zum Steuern eines Fahrzeug-Gespanns und Fahrzeug-Gespann
WO2024056496A1 (fr) 2022-09-16 2024-03-21 Zf Cv Systems Global Gmbh Procédé de commande d'une combinaison de véhicules, et combinaison de véhicules

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