WO2012138262A1 - Method and system for aerodynamically retarding a vehicle - Google Patents

Method and system for aerodynamically retarding a vehicle Download PDF

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Publication number
WO2012138262A1
WO2012138262A1 PCT/SE2011/000063 SE2011000063W WO2012138262A1 WO 2012138262 A1 WO2012138262 A1 WO 2012138262A1 SE 2011000063 W SE2011000063 W SE 2011000063W WO 2012138262 A1 WO2012138262 A1 WO 2012138262A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
terrain
chassis
cabin
predetermined
Prior art date
Application number
PCT/SE2011/000063
Other languages
French (fr)
Inventor
Anders Eriksson
Christian Oscarsson
Johan Bjernetun
Original Assignee
Volvo Lastavagnar Ab
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 Volvo Lastavagnar Ab filed Critical Volvo Lastavagnar Ab
Priority to PCT/SE2011/000063 priority Critical patent/WO2012138262A1/en
Publication of WO2012138262A1 publication Critical patent/WO2012138262A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D37/00—Stabilising vehicle bodies without controlling suspension arrangements
    • B62D37/02—Stabilising vehicle bodies without controlling suspension arrangements by aerodynamic means
    • 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
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/12—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting otherwise than by retarding wheels, e.g. jet action
    • B60T1/16—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting otherwise than by retarding wheels, e.g. jet action by increasing air resistance, e.g. flaps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D35/00—Vehicle bodies characterised by streamlining
    • B62D35/001—For commercial vehicles or tractor-trailer combinations, e.g. caravans
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D57/00—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders

Definitions

  • the invention relates to a method and a system for aerodynamicaily retarding a vehicle.
  • US 4,611 ,796 A discloses a system for aerodynamicaily braking of a tractor trailer combination a roof mounted aerodynamic faring is controlled in order to selectively expose and conceal the front surface of the trailer. The faring is controlled in conjunction with the braking system.
  • Another object is to provide a mechanical robust system for aerodynamicaily retarding a vehicle.
  • the objects are achieved by the features of the independent claims.
  • the other claims, the drawing and the description disclose advantageous embodiments of the invention.
  • vehicle hardware can be used, for instance an air
  • auxiliary brakes such as a retarder and the like can be supported. The vehicle stability and safety is increased.
  • the vehicle stability can be improved by increasing the drag resistance of the vehicle instead of using the brakes of the vehicle.
  • the driver can choose a retarding strategy for the vehicle for instance whether first selecting auxiliary brakes and then increasing the vehicle's drag resistance, or vice versa, when starting to brake the vehicle.
  • the vehicle may particularly be a truck-trailer combination, a truck-semitrailer combination or a truck without a towed vehicle.
  • the terrain may particularly be a road.
  • the drag resistance may be increased when one or more of the predetermined operating conditions are fulfilled:
  • a downhill slope of the terrain is at least a predetermined value
  • the wear to the vehicle brakes can be reduced and the vehicle stability can be increased.
  • the brake cruise set speed is a speed limit in a cruise control mode of the vehicle above which speed limit the vehicle has to be braked to decelerate the vehicle until it has reached a speed below the brake cruise set speed.
  • the vehicle mass may be above a threshold, such as 20 tons or 25 tons, for instance. With higher vehicle mass, the wear for tires and brakes increases in a nonlinear way so that decelerating the vehicle by increasing the drag resistance is particularly
  • a retarder stalk may indicate that braking is desired, in case the vehicle is not in a brake cruise mode.
  • the predetermined value of the downhill slope of the terrain may be at least 3%, preferably at least 5%.
  • condition (a)-(e) may vary depending on an actually installed auxiliary brake system in the vehicle. For instance, if a retarder is installed being coupled to the driveline of the vehicle, a higher downhill slope may be expedient in condition (a).
  • a high driveline retarder temperature reduces the brake capacity so that it is advantageous to consider the current braking capacity of the retarder.
  • the cabin may be raised chronologically before the chassis is raised.
  • the cabin may be raised alone or in combination with the chassis which is raised after the cabin.
  • the cabin as the foremost part of the vehicle has a large impact on the aerodynamical behaviour of the vehicle. It is also raised with less effort and thereby faster.
  • the drag resistance may be increased based on preview information of a coming topography of the terrain.
  • the function can be improved by considering preview information such as electronic maps, GPS (Global Positioning System) and the like.
  • An advantageous retarding strategy can be developed when the road ahead, particularly coming downhill and uphill slopes, is known.
  • the drag resistance may be increased when one or more of the predetermined operating parameters are fulfilled: (a) a downhill slope of the terrain of at least a predetermined value is determined or estimated;
  • a preset brake cruise speed is determined to be exceeded or is expected to be exceeded.
  • the cabin and/or the chassis may be raised by an actuator.
  • the actuator can be provided for rising the cabin and/or chassis by electrical means, by hydraulic means, by pneumatic means or the like.
  • the cabin and/or the chassis may raised by inflating one or more air bellows of an air suspension of the vehicle.
  • no additional hardware is necessary for raising the cabin and/or the chassis.
  • only a front axle of the chassis may be raised.
  • the increase of the drag resistance can be gradated to establish different increased drag resistances of the vehicle.
  • a retarding system for aerodynamically retarding a vehicle moving on a terrain, employing a method according to any one of the features described above.
  • a control unit is provided for raising the cabin and/or chassis of the vehicle for increasing the drag resistance depending on one or more operating parameters of the vehicle.
  • the control unit can combine operation conditions and parameters of the vehicle in order to provide a proper amount of retardation of the vehicle under given circumstances or can prepare a proper amount of retardation in case preview information of the terrain ahead of the vehicle is available.
  • the control unit can exchange information with other control units arranged at the vehicle for optimizing the inventive method.
  • the control unit may be coupled to an air suspension as well as a brake system of the vehicle.
  • control unit may be connected to a navigation system.
  • preview information about coming terrain conditions can be provided and considered for an expedient retarding strategy.
  • control unit may receive and/or determine preview data of a coming topography of the terrain and/or estimate one or more expected operating parameters of the vehicle in the coming terrain.
  • An optimization of the retarding strategy can be achieved.
  • a computer program comprising a computer program code adapted to perform the inventive method or for use in the inventive method when said program is run on a programmable microcomputer.
  • the computer program may be adapted to be downloadable to a control unit or one of its components when run on a computer which is connected to the internet.
  • updates of the computer program can be made easily and remotely.
  • a computer program product which is stored on a computer readable medium, comprising a program code for use in the inventive method on a computer.
  • the computer program product can be connected to a control unit for providing the inventive method.
  • Fig. 1 a, 1 b an example embodiment of a vehicle comprising a truck and a trailer with a raised cabin for aerodynamically retarding the vehicle (Fig. 1 a), and with a completely raised chassis (Fig. 1 b) according to the invention;
  • Fig. 2 an example embodiment of a control system according to the
  • Fig. 3 a flow diagram for illustrating a method for aerodynamically retarding a vehicle according to the invention.
  • FIG. 1 a and 1 b depicts schematically a vehicle 10 embodied as a vehicle combination comprising a truck as towing vehicle 20 and a semitrailer as towed vehicle 30 moving on a terrain 90 with a downhill slope.
  • the towing vehicle 20 of vehicle 10 comprises a cabin 22 on a chassis 24 and wheel axles 26, for instance front and rear wheel axles 26f, 26r.
  • the towed vehicle 30 has a chassis 34 and wheel axles 36, for instance front and rear wheel axles 36f, 36r.
  • a load carrier 32 such as a container or a swap body or the like, is arranged at the chassis 34.
  • the vehicle 10 is equipped with e.g. an air suspension 40 where the axles 26, 36 are supported by air bellows 44.
  • the air suspension portion of the towed vehicle 30 is coupled to the air suspension 40 when coupled to the towing vehicle 20.
  • Fig. 1 a depicts a situation where the cabin 22 is lifted by inflating the air bellows 44 only of the front axle 26f. This is indicated by an upward pointing bold arrow.
  • Fig. 1 b depicts a situation, where the complete chassis 24, 34 of the vehicle 10 is lifted by inflating all air bellows 44 of the air suspension 40. This is indicated by upward pointing bold arrows on the towing vehicle 20 and the towed vehicle 30. Of course, it is possible to lift only the air bellows 44 assigned to the front axles 26f, 36f of the towing vehicle 20 and the towed vehicle 30.
  • a control system 100 comprising a controller 1 10 is arranged at the towing vehicle 20 and indicated by a dashed rectangular body in the cabin 22.
  • the control system is depicted in more detail in Fig. 2.
  • the controller 1 10 communicates with the air suspension 40 of the vehicle 10 as well as one or more brake systems 50 of the vehicle 10, for instance a wheel brake system and/or an auxiliary brake system such as a retarder system.
  • the controller 1 10 triggers a pressurized air source 42 to inflate or deflate the air bellows 44 of the air suspension.
  • the controller 1 10 can be connected to a navigation system 120 (Fig. 1 a, 1 b) which provides preview information of the terrain 90 ahead of the vehicle 10.
  • a method for aerodynamically retarding the vehicle 10 shown in Figures a, 1 b is characterized by raising the cabin 22 and/or the chassis 24, 34 of the vehicle 10 for increasing the drag resistance depending on one or more operating parameters of the vehicle 10.
  • the drag resistance is increased when one or more of the
  • a downhill slope of the terrain 90 is at least a predetermined value, particularly at least 3%, preferably at least 5%; a vehicle mass exceeds a predetermined limit, for instance exceeds 20 tons, particularly exceeds 25 tons;
  • a braking action is requested, particularly when it is recognized that a brake actuator is activated;
  • a determined maximum vehicle speed exceeds a predetermined speed value, for instance 70 km/h, particularly 80 km/h;
  • a preset brake cruise speed is determined to be exceeded.
  • the brake cruise speed is a certain offset from the cruise set speed, for instance an offset of +5 km/h from the cruise set speed.
  • the drag resistance may be increased when one or more of the predetermined operating parameters PREV PAR are fulfilled under consideration of preview information of the terrain 90 ahead of the vehicle 10:
  • a downhill slope of the terrain 90 of at least a predetermined value is determined or estimated
  • a determined or estimated maximum braking power exceeds or is expected to exceed a predetermined braking power value
  • a determined or estimated maximum vehicle speed exceeds or is expected to exceed a predetermined speed value
  • a preset brake cruise speed is determined to be exceeded or is expected to be exceeded.
  • Fig. 3 illustrates a flow chart of exemplary process steps in the controller 1 10 or triggered by the controller 1 10 according to the inventive method.
  • the procedure starts in step S10.
  • Data are provided in step 12 by e.g. other controllers, electronic maps and/or navigation systems and the like, such as operation conditions OP_PAR of the vehicle 10 and operation parameters PREV_PAR considering preview information.
  • step S14 it is decided whether or not one or more of the operating conditions OP_PAR or operating parameters PREV PAR are within an allowed region (PAR ⁇ lim). If all operating conditions OP_PAR or operating parameters
  • step S16 increases the drag resistance by raising the cabin 22 which is preferably raised chronologically before the chassis 24, 34 is raised (Fig. 1 a).
  • step S18 it is checked whether or not one or more of the operating conditions OP_PAR or operating parameters PREV PAR are within an allowed region (PAR ⁇ lim) after the drag resistance has been increased. If all operating conditions OP_PAR or operating parameters PREV_PAR are within allowed regions (y in the low chart), the procedure jumps back to step S10. If one or more operating conditions OP_PAR or operating parameters PREV_PAR are still not within allowed regions (n in the low chart), the procedure continues with step S20 and increases the drag resistance by additionally raising the chassis 24, 34 (Fig. 1 a) in step S20.
  • step 22 it is checked whether or not one or more of the operating conditions OP_PAR or operating parameters PREV_PAR are bow within an allowed region (PAR ⁇ lim) after the drag resistance has been increased by raising both chassis of the towing and the towed vehicles 20, 30. If all operating conditions OP_PAR or operating parameters PREV_PAR are within allowed regions (y in the low chart), the procedure jumps back to step S10. If one or more operating conditions OP_PAR or operating parameters PREV_PAR are still not within allowed regions (n in the low chart), the procedure continues with step S24 and activates the brake system 50 (Fig. 2), for instance an auxiliary brake.
  • the brake system 50 Fig. 2
  • step S24 can be omitted.
  • the wheel brakes can be active before step S10 and in step S24 a retarder brake is triggered.
  • the retarding system 100 and the inventive method for aerodynamically retarding a vehicle 10 allows for reducing tire and brake wear and for improving vehicle stability and safety.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The invention relates to a system and a method for aerodynamically retarding a vehicle (10) moving in a terrain (90), particularly a commercial vehicle, wherein a drag resistance of the vehicle (10) is temporarily increased. The cabin (22) and/or the chassis (24, 34) of the vehicle (10) is raised for increasing the drag resistance depending on one or more operating parameters of the vehicle (10).

Description

D E S C R I P T I O N
Method and System for Aerodynamicaily Retarding a Vehicle TECHNICAL FIELD
The invention relates to a method and a system for aerodynamicaily retarding a vehicle. BACKGROUND OF THE INVENTION
US 4,611 ,796 A discloses a system for aerodynamicaily braking of a tractor trailer combination a roof mounted aerodynamic faring is controlled in order to selectively expose and conceal the front surface of the trailer. The faring is controlled in conjunction with the braking system.
SUMMARY OF THE INVENTION
It is an object of the invention to provide a robust and improved method for aerodynamicaily retarding a vehicle.
Another object is to provide a mechanical robust system for aerodynamicaily retarding a vehicle. The objects are achieved by the features of the independent claims. The other claims, the drawing and the description disclose advantageous embodiments of the invention.
A method is proposed for aerodynamicaily retarding a vehicle moving in a terrain, particularly a commercial vehicle, more particularly a vehicle combination of a towing and a towed vehicle, wherein a drag resistance of the vehicle is temporarily increased by raising the cabin and/or the chassis of the vehicle for increasing the drag resistance depending on one or more operating parameters of the vehicle. It is of advantage that vehicle hardware can be used, for instance an air
suspension of the vehicle. Moving the cabin and/or the chassis of both the vehicle, particularly a vehicle combination increases the drag resistance and brakes or prevents an undesired acceleration of the vehicle without causing wear to the vehicle brake system. In case the brake system is active at the same time, the brake system can be supported by increasing the drag resistance, thus reducing the brake wear. Further, tire wear may be reduced since normal auxiliary brakes act on the one or more drive axle only which results in a high braking torque.
Further, auxiliary brakes such as a retarder and the like can be supported. The vehicle stability and safety is increased.
In slippery conditions the vehicle stability can be improved by increasing the drag resistance of the vehicle instead of using the brakes of the vehicle. The driver can choose a retarding strategy for the vehicle for instance whether first selecting auxiliary brakes and then increasing the vehicle's drag resistance, or vice versa, when starting to brake the vehicle.
The vehicle may particularly be a truck-trailer combination, a truck-semitrailer combination or a truck without a towed vehicle. The terrain may particularly be a road.
According to a favourable embodiment of the invention, the drag resistance may be increased when one or more of the predetermined operating conditions are fulfilled:
(a) a downhill slope of the terrain is at least a predetermined value;
(b) a vehicle mass exceeds a predetermined limit;
(c) a braking action is requested;
(d) a determined maximum vehicle speed exceeds a predetermined speed value; (e) a preset brake cruise speed is determined to be exceeded.
Anyone of these conditions indicate that the vehicle will reach a high speed downhill and that braking power is desired so that the driver may be desirous to prevent the vehicle from accelerating for maintaining a constant speed or the driver may be desirous to decelerate the vehicle. The wear to the vehicle brakes can be reduced and the vehicle stability can be increased. In case (e), the brake cruise set speed is a speed limit in a cruise control mode of the vehicle above which speed limit the vehicle has to be braked to decelerate the vehicle until it has reached a speed below the brake cruise set speed. In case (b), the vehicle mass may be above a threshold, such as 20 tons or 25 tons, for instance. With higher vehicle mass, the wear for tires and brakes increases in a nonlinear way so that decelerating the vehicle by increasing the drag resistance is particularly
favourable. In case (c) a retarder stalk may indicate that braking is desired, in case the vehicle is not in a brake cruise mode. In case (a), the predetermined value of the downhill slope of the terrain may be at least 3%, preferably at least 5%.
Expediently, the conditions (a)-(e) may vary depending on an actually installed auxiliary brake system in the vehicle. For instance, if a retarder is installed being coupled to the driveline of the vehicle, a higher downhill slope may be expedient in condition (a). A high driveline retarder temperature reduces the brake capacity so that it is advantageous to consider the current braking capacity of the retarder.
According to another favourable embodiment of the invention, the cabin may be raised chronologically before the chassis is raised. The cabin may be raised alone or in combination with the chassis which is raised after the cabin. The cabin as the foremost part of the vehicle has a large impact on the aerodynamical behaviour of the vehicle. It is also raised with less effort and thereby faster. According to another favourable embodiment of the invention, the drag resistance may be increased based on preview information of a coming topography of the terrain. Advantageously, the function can be improved by considering preview information such as electronic maps, GPS (Global Positioning System) and the like. An advantageous retarding strategy can be developed when the road ahead, particularly coming downhill and uphill slopes, is known.
According to another favourable embodiment of the invention, the drag resistance may be increased when one or more of the predetermined operating parameters are fulfilled: (a) a downhill slope of the terrain of at least a predetermined value is determined or estimated;
(b) a determined or estimated maximum braking power exceeds or is expected to exceed a predetermined braking power value;
(c) a determined or estimated maximum vehicle speed exceeds or is expected to exceed a predetermined speed value;
(e) a preset brake cruise speed is determined to be exceeded or is expected to be exceeded.
Expediently, an advantageous retarding strategy can be developed when the road ahead, particularly coming downhill and uphill slopes, is known
According to another favourable embodiment of the invention, the cabin and/or the chassis may be raised by an actuator. The actuator can be provided for rising the cabin and/or chassis by electrical means, by hydraulic means, by pneumatic means or the like.
According to another favourable embodiment of the invention, the cabin and/or the chassis may raised by inflating one or more air bellows of an air suspension of the vehicle. Advantageously, no additional hardware is necessary for raising the cabin and/or the chassis.
According to another favourable embodiment of the invention, only a front axle of the chassis may be raised. The increase of the drag resistance can be gradated to establish different increased drag resistances of the vehicle.
According to another aspect the invention, a retarding system is proposed for aerodynamically retarding a vehicle moving on a terrain, employing a method according to any one of the features described above. A control unit is provided for raising the cabin and/or chassis of the vehicle for increasing the drag resistance depending on one or more operating parameters of the vehicle.
The control unit can combine operation conditions and parameters of the vehicle in order to provide a proper amount of retardation of the vehicle under given circumstances or can prepare a proper amount of retardation in case preview information of the terrain ahead of the vehicle is available. The control unit can exchange information with other control units arranged at the vehicle for optimizing the inventive method. Expediently, the control unit may be coupled to an air suspension as well as a brake system of the vehicle.
According to another favourable embodiment of the invention, the control unit may be connected to a navigation system. In this case, preview information about coming terrain conditions can be provided and considered for an expedient retarding strategy.
According to another favourable embodiment of the invention, the control unit may receive and/or determine preview data of a coming topography of the terrain and/or estimate one or more expected operating parameters of the vehicle in the coming terrain. An optimization of the retarding strategy can be achieved.
According to another aspect the invention, a computer program is proposed comprising a computer program code adapted to perform the inventive method or for use in the inventive method when said program is run on a programmable microcomputer. Expediently, the computer program may be adapted to be downloadable to a control unit or one of its components when run on a computer which is connected to the internet. Favourably, updates of the computer program can be made easily and remotely.
According to another aspect the invention, a computer program product is proposed which is stored on a computer readable medium, comprising a program code for use in the inventive method on a computer. Expediently, the computer program product can be connected to a control unit for providing the inventive method.
BRIEF DESCRIPTION OF THE DRAWINGS The present invention together with the above-mentioned and other objects and advantages may best be understood from the following detailed description of the embodiments, but not restricted to the embodiments, wherein is shown
schematically:
Fig. 1 a, 1 b an example embodiment of a vehicle comprising a truck and a trailer with a raised cabin for aerodynamically retarding the vehicle (Fig. 1 a), and with a completely raised chassis (Fig. 1 b) according to the invention;
Fig. 2 an example embodiment of a control system according to the
invention; and
Fig. 3 a flow diagram for illustrating a method for aerodynamically retarding a vehicle according to the invention.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION
In the drawings, equal or similar elements are referred to by equal reference numerals. The drawings are merely schematic representations, not intended to portray specific parameters of the invention. Moreover, the drawings are intended to depict only typical embodiments of the invention and therefore should not be considered as limiting the scope of the invention. Figures 1 a and 1 b depicts schematically a vehicle 10 embodied as a vehicle combination comprising a truck as towing vehicle 20 and a semitrailer as towed vehicle 30 moving on a terrain 90 with a downhill slope.
The towing vehicle 20 of vehicle 10 comprises a cabin 22 on a chassis 24 and wheel axles 26, for instance front and rear wheel axles 26f, 26r. The towed vehicle 30 has a chassis 34 and wheel axles 36, for instance front and rear wheel axles 36f, 36r. A load carrier 32, such as a container or a swap body or the like, is arranged at the chassis 34. The vehicle 10 is equipped with e.g. an air suspension 40 where the axles 26, 36 are supported by air bellows 44. The air suspension portion of the towed vehicle 30 is coupled to the air suspension 40 when coupled to the towing vehicle 20. Fig. 1 a depicts a situation where the cabin 22 is lifted by inflating the air bellows 44 only of the front axle 26f. This is indicated by an upward pointing bold arrow.
Fig. 1 b depicts a situation, where the complete chassis 24, 34 of the vehicle 10 is lifted by inflating all air bellows 44 of the air suspension 40. This is indicated by upward pointing bold arrows on the towing vehicle 20 and the towed vehicle 30. Of course, it is possible to lift only the air bellows 44 assigned to the front axles 26f, 36f of the towing vehicle 20 and the towed vehicle 30.
A control system 100 comprising a controller 1 10 is arranged at the towing vehicle 20 and indicated by a dashed rectangular body in the cabin 22. The control system is depicted in more detail in Fig. 2. The controller 1 10 communicates with the air suspension 40 of the vehicle 10 as well as one or more brake systems 50 of the vehicle 10, for instance a wheel brake system and/or an auxiliary brake system such as a retarder system.
The controller 1 10 triggers a pressurized air source 42 to inflate or deflate the air bellows 44 of the air suspension. The controller 1 10 can be connected to a navigation system 120 (Fig. 1 a, 1 b) which provides preview information of the terrain 90 ahead of the vehicle 10.
A method for aerodynamically retarding the vehicle 10 shown in Figures a, 1 b is characterized by raising the cabin 22 and/or the chassis 24, 34 of the vehicle 10 for increasing the drag resistance depending on one or more operating parameters of the vehicle 10.
Particularly, the drag resistance is increased when one or more of the
predetermined operating conditions OP_PAR are fulfilled:
a downhill slope of the terrain 90 is at least a predetermined value, particularly at least 3%, preferably at least 5%; a vehicle mass exceeds a predetermined limit, for instance exceeds 20 tons, particularly exceeds 25 tons;
a braking action is requested, particularly when it is recognized that a brake actuator is activated;
- a determined maximum vehicle speed exceeds a predetermined speed value, for instance 70 km/h, particularly 80 km/h;
a preset brake cruise speed is determined to be exceeded. Typically the brake cruise speed is a certain offset from the cruise set speed, for instance an offset of +5 km/h from the cruise set speed.
The drag resistance may be increased when one or more of the predetermined operating parameters PREV PAR are fulfilled under consideration of preview information of the terrain 90 ahead of the vehicle 10:
a downhill slope of the terrain 90 of at least a predetermined value is determined or estimated;
a determined or estimated maximum braking power exceeds or is expected to exceed a predetermined braking power value;
a determined or estimated maximum vehicle speed exceeds or is expected to exceed a predetermined speed value;
- a preset brake cruise speed is determined to be exceeded or is expected to be exceeded.
Fig. 3 illustrates a flow chart of exemplary process steps in the controller 1 10 or triggered by the controller 1 10 according to the inventive method. The procedure starts in step S10. Data are provided in step 12 by e.g. other controllers, electronic maps and/or navigation systems and the like, such as operation conditions OP_PAR of the vehicle 10 and operation parameters PREV_PAR considering preview information. In step S14 it is decided whether or not one or more of the operating conditions OP_PAR or operating parameters PREV PAR are within an allowed region (PAR<lim). If all operating conditions OP_PAR or operating parameters
PREV_PAR are within allowed regions (y in the low chart), the procedure jumps back to step S10. If one or more operating conditions OP PAR or operating parameters PREV_PAR are not within allowed regions (n in the low chart), the procedure continues with step S16 and increases the drag resistance by raising the cabin 22 which is preferably raised chronologically before the chassis 24, 34 is raised (Fig. 1 a).
In the following step S18 it is checked whether or not one or more of the operating conditions OP_PAR or operating parameters PREV PAR are within an allowed region (PAR<lim) after the drag resistance has been increased. If all operating conditions OP_PAR or operating parameters PREV_PAR are within allowed regions (y in the low chart), the procedure jumps back to step S10. If one or more operating conditions OP_PAR or operating parameters PREV_PAR are still not within allowed regions (n in the low chart), the procedure continues with step S20 and increases the drag resistance by additionally raising the chassis 24, 34 (Fig. 1 a) in step S20.
In the following step 22 it is checked whether or not one or more of the operating conditions OP_PAR or operating parameters PREV_PAR are bow within an allowed region (PAR<lim) after the drag resistance has been increased by raising both chassis of the towing and the towed vehicles 20, 30. If all operating conditions OP_PAR or operating parameters PREV_PAR are within allowed regions (y in the low chart), the procedure jumps back to step S10. If one or more operating conditions OP_PAR or operating parameters PREV_PAR are still not within allowed regions (n in the low chart), the procedure continues with step S24 and activates the brake system 50 (Fig. 2), for instance an auxiliary brake.
Of course, the brake system 50 can already be activated before step S10. In this case, step S24 can be omitted. Alternatively, the wheel brakes can be active before step S10 and in step S24 a retarder brake is triggered. The retarding system 100 and the inventive method for aerodynamically retarding a vehicle 10 allows for reducing tire and brake wear and for improving vehicle stability and safety.

Claims

C L A I M S
1. A method for aerodynamically retarding a vehicle (10) moving in a terrain (90), particularly a commercial vehicle, wherein a drag resistance of the vehicle (10) is temporarily increased, characterized by
raising the cabin (22) and/or the chassis (24, 34) of the vehicle (10) for increasing the drag resistance depending on one or more operating parameters of the vehicle (10).
2. The method according to claim 1 , characterized in that the drag resistance is increased when one or more of the predetermined operating conditions are fulfilled:
a downhill slope of the terrain (90) is at least a predetermined value; a vehicle mass exceeds a predetermined limit;
a braking action is requested;
a determined maximum vehicle speed exceeds a predetermined speed value;
a preset brake cruise speed is determined to be exceeded.
3. The method according to claim 1 or 2, characterized in that the cabin (22) is raised chronologically before the chassis (24, 34) is raised.
4. The method according to any one of the preceding claims, characterized in that the drag resistance is increased based on preview information of a coming topography of the terrain (90).
5. The method according to any one of the preceding claims, characterized in that the drag resistance is increased when one or more of the
predetermined operating conditions are fulfilled
a downhill slope of the terrain (90) of at least a predetermined value is determined or estimated;
a determined or estimated maximum braking power exceeds or is expected to exceed a predetermined braking power value; a determined or estimated maximum vehicle speed exceeds or is expected to exceed a predetermined speed value;
a preset brake cruise speed is determined to be exceeded or is expected to be exceeded.
6. The method according to any one of the preceding claims, characterized in that the cabin (22) and/or the chassis (24, 34) is raised by an actuator (44).
7. The method according to any one of the preceding claims, characterized in that the cabin (22) and/or the chassis (24, 34) is raised by inflating one or more air bellows (44) of an air suspension (40) of the vehicle (10).
8. The method according to any one of the preceding claims, characterized in that only a front axle (26, 36) of the chassis (24, 34) is raised.
9. A retarding system (100) for aerodynamically retarding a vehicle (10)
moving on a terrain (90), employing a method according to any one of the preceding claims, characterized in that a control unit (110) is provided for raising the cabin (22) and/or chassis (24, 34) of the vehicle (10) for increasing the drag resistance depending on one or more operating parameters of the vehicle (10).
10. The system according claim 9, characterized in that the control unit (110) is connected to an air suspension (40) of the vehicle (10).
11. The system according to claim 9 or 10, characterized in that the control unit (110) is connected to a navigation system (120).
12. The system according to any one of the claims 9 to 11 , characterized in that the control unit (110) receives and/or determines preview data of a coming topography of the terrain (90) and/or estimates one or more expected operating parameters of the vehicle (10) in the coming terrain (90).
13. Computer program comprising a computer program code adapted to perform a method or for use in a method according to at least one of claims 1 to 8 when said program is run on a programmable microcomputer.
Computer program according to claim 13 adapted to be downloadable to a control unit (110) or one of its components when run on a computer which is connected to the internet.
Computer program product stored on a computer readable medium, comprising a program code for use in a method according to one of claims 1 to 8 on a computer.
16. A method for aerodynamically retarding a vehicle moving in a terrain, particularly a commercial vehicle, wherein a drag resistance of the vehicle is temporarily increased, characterized by
raising the cabin and/or the chassis of the vehicle for increasing the drag resistance depending on one or more operating parameters of the vehicle.
17. The method according to claim 16, characterized in that the drag resistance is increased when one or more of the predetermined operating conditions are fulfilled:
a downhill slope of the terrain is at least a predetermined value; a vehicle mass exceeds a predetermined limit;
- a braking action is requested;
a determined maximum vehicle speed exceeds a predetermined speed value;
a preset brake cruise speed is determined to be exceeded.
18. The method according to claim 16, characterized in that the cabin is raised chronologically before the chassis is raised.
19. The method according to claim 16, characterized in that the drag resistance is increased based on preview information of a coming topography of the terrain.
20. The method according to claim 16, characterized in that the drag resistance is increased when one or more of the predetermined operating conditions are fulfilled
a downhill slope of the terrain of at least a predetermined value is determined or estimated;
- a determined or estimated maximum braking power exceeds or is expected to exceed a predetermined braking power value;
a determined or estimated maximum vehicle speed exceeds or is expected to exceed a predetermined speed value;
a preset brake cruise speed is determined to be exceeded or is expected to be exceeded.
21. The method according to claim 16, characterized in that the cabin and/or the chassis is raised by an actuator.
22. The method according to claim 16, characterized in that the cabin and/or the chassis is raised by inflating one or more air bellows of an air suspension of the vehicle.
23. The method according to claim 16, characterized in that only a front axle of the chassis is raised.
24. A retarding system for aerodynamicaily retarding a vehicle moving on a terrain, employing a method according to claim 16, characterized in that a control unit is provided for raising the cabin and/or chassis of the vehicle for increasing the drag resistance depending on one or more operating parameters of the vehicle.
25. The system according claim 24, characterized in that the control unit is connected to an air suspension of the vehicle.
26. The system according to claim 24, characterized in that the control unit is connected to a navigation system.
27. The system according to claim 24, characterized in that the control unit receives and/or determines preview data of a coming topography of the terrain and/or estimates one or more expected operating parameters of the vehicle in the coming terrain.
28. Computer program comprising a computer program code adapted to
perform a method or for use in a method according to claim 16 when said program is run on a programmable microcomputer.
29. Computer program according to claim 28 adapted to be downloadable to a control unit or one of its components when run on a computer which is connected to the internet.
30. Computer program product stored on a computer readable medium,
comprising a program code for use in a method according to claim 16 on a computer.
PCT/SE2011/000063 2011-04-05 2011-04-05 Method and system for aerodynamically retarding a vehicle WO2012138262A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/SE2011/000063 WO2012138262A1 (en) 2011-04-05 2011-04-05 Method and system for aerodynamically retarding a vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/SE2011/000063 WO2012138262A1 (en) 2011-04-05 2011-04-05 Method and system for aerodynamically retarding a vehicle

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US4611796A (en) * 1985-02-21 1986-09-16 Paccar Inc. Aerodynamic retarder
WO1991001911A1 (en) * 1989-08-10 1991-02-21 Spears Dan E An air deflector mounting bracket and air deflector system
US5522637A (en) * 1994-12-08 1996-06-04 Spears; Dan E. Auxiliary braking panels for a tractor trailer combination
US6099069A (en) * 1994-12-08 2000-08-08 Spears; Dan E. Device to selectively create drag on a transport vehicle for speed reduction
US20030227194A1 (en) * 2002-06-06 2003-12-11 Paccar Inc. Cab extender assembly method and apparatus

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US4611796A (en) * 1985-02-21 1986-09-16 Paccar Inc. Aerodynamic retarder
WO1991001911A1 (en) * 1989-08-10 1991-02-21 Spears Dan E An air deflector mounting bracket and air deflector system
US5522637A (en) * 1994-12-08 1996-06-04 Spears; Dan E. Auxiliary braking panels for a tractor trailer combination
US6099069A (en) * 1994-12-08 2000-08-08 Spears; Dan E. Device to selectively create drag on a transport vehicle for speed reduction
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