WO2013167145A1 - Véhicule routier lourd comprenant un système de traction additionnel - Google Patents

Véhicule routier lourd comprenant un système de traction additionnel Download PDF

Info

Publication number
WO2013167145A1
WO2013167145A1 PCT/EP2012/001953 EP2012001953W WO2013167145A1 WO 2013167145 A1 WO2013167145 A1 WO 2013167145A1 EP 2012001953 W EP2012001953 W EP 2012001953W WO 2013167145 A1 WO2013167145 A1 WO 2013167145A1
Authority
WO
WIPO (PCT)
Prior art keywords
mode
traction
hydraulic
vehicle
function
Prior art date
Application number
PCT/EP2012/001953
Other languages
English (en)
Inventor
Lena Larsson
Jan ÖBERG
Filip Alm
Original Assignee
Volvo Lastvagnar 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 Lastvagnar Ab filed Critical Volvo Lastvagnar Ab
Priority to PCT/EP2012/001953 priority Critical patent/WO2013167145A1/fr
Publication of WO2013167145A1 publication Critical patent/WO2013167145A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • 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
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B60K35/10—Input arrangements, i.e. from user to vehicle, associated with vehicle functions or specially adapted therefor
    • 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
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/103—Infinitely variable gearings of fluid type
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • B60K2023/0816—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch for varying front-rear torque distribution with a central differential
    • 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
    • B60K2360/00—Indexing scheme associated with groups B60K35/00 or B60K37/00 relating to details of instruments or dashboards
    • B60K2360/122—Instrument input devices with reconfigurable control functions, e.g. reconfigurable menus
    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0015—Disposition of motor in, or adjacent to, traction wheel the motor being hydraulic
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60W2720/40—Torque distribution
    • B60W2720/403—Torque distribution between front and rear axle
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/40—Special vehicles
    • B60Y2200/41—Construction vehicles, e.g. graders, excavators
    • B60Y2200/411—Bulldozers, Graders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/18—Propelling the vehicle
    • B60Y2300/18008—Propelling the vehicle related to particular drive situations
    • B60Y2300/18058—Creeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/18—Propelling the vehicle
    • B60Y2300/18183—Propulsion control with common controlling member for different functions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/18—Propelling the vehicle
    • B60Y2300/182—Selecting between different operative modes, e.g. comfort and performance modes

Definitions

  • the invention relates to systems for drive train control for vehicles.
  • the invention is particularly directed to the feature of controlling a complementary propulsion unit for a heavy road vehicle.
  • the propulsion unit may be the same for all the driving wheels or be a combination of different power sources, e.g. a vehicle provided with a mechanical drivetrain connected to an internal combustion engine and a hydraulic power source connected to hydraulic motors.
  • a vehicle provided with such a combination of mechanical drivetrain and hydraulic motors is for example
  • An object of the invention is to provide a compact control system for a heavy road vehicle provided with traction on both rear wheels and front wheels.
  • the invention is particularly directed to a vehicle which is provided with a mechanical drive train for traction of a pair of wheels, e.g. a pair of rear wheels, and a hydraulic propulsion system for traction of another pair of wheels, e.g. a pair of front wheels.
  • the heavy vehicle may be of a heavy load carrying kind and is particularly useful for trucks which in their duty frequently are used in rough conditions, e.g. timber loading trucks which may be used on small provisional roads or tracks in the forest where the path may be loose or muddy and additional traction force is desired.
  • the vehicle may also be another kind of heavy road vehicle which frequently starts and stops during its working time, e.g. a public bus used at least occasionally in city traffic.
  • mechanical/hydraulic hybrid drive system is suitable for vehicles to be used as goods or passenger carriers which demands to provide a comfortable and efficient propulsion when traveling at creep speed, e.g. in a frequently "stop and go”-situation as well as when traveling at higher speeds over longer distances.
  • creep speed e.g. in a frequently "stop and go”-situation
  • traveling at higher speeds over longer distances e.g. in a frequently "stop and go"-situation
  • a heavy vehicle of the kind described above shall thus preferably be adapted to run smoothly on normal roads at a relatively high velocity, e.g. up to 90 km/h, while also assure traction at low speeds on unpaved, provisional roads.
  • the complementary drive i.e. the hydraulically propelled front wheels, shall be able to be
  • the vehicle may also be provided with a creep drive
  • the vehicle has been provided with a traction regulator including a control button or control lever having at least two positions, position N and position H, for selecting which traction mode that shall be used. If the traction regulator is set in position N is normal driving mode selected intended for long distance travel on roads and if the traction regulator is set position H is a creep drive mode selected in which only the hydraulic drive is used. In the normal mode (N) is the mechanical traction system active, either alone or with the aid from the hydraulic traction system
  • H position i.e. the creep drive mode
  • control lever or the like control device in the driver cabin will also cause a change of an already existing control button, control lever or the like control device in the driver cabin to be used for controlling the hydraulic drive unit.
  • This may for example be an upshift/down shift button, a cruise control device having the normal function of increasing/decreasing the set speed, accelerator, volume control for the radio or any other device having the possibility to indicate an increase (+) function or decrease (-) function.
  • Such control buttons or levers may thus be used for indicating a desired forward movement of the vehicle, using the increase (+) function to provide and control a forward movement or acceleration, and a desired backward or reverse movement of the vehicle by using the decrease (-) function in order to provide a deceleration or reverse movement.
  • any existing control device which is suitably located in the driver cabin and in intuitive way may provide for indicating and
  • controlling reverse and forward movement of the vehicle may thus be used.
  • the traction regulator designed to include two H positions, position HF and position HR, for the creep drive mode such that the HF position is defining a forward creep drive mode and the HR position is defining a reverse creep mode.
  • the HF position is defining a forward creep drive mode
  • the HR position is defining a reverse creep mode.
  • the same control devices as described before be used but now will they only be used to control the velocity without being able to be used to change travel
  • the regulator is the traction regulator designed to include two N positions, position NM and position NH, for the normal traveling mode such that the NM position is defining a mechanical normal mode in which only the mechanical drive unit is used and the NH position is defining a hybrid normal mode in which the hydraulic drive unit will be used as an additional traction aid which automatically is activated according to certain criteria, e.g. when driving below a certain speed for a specific time, when there is a slip detected on the mechanically driven wheels and the speed is below a certain limit or when starting the vehicle as a start aid until a certain time limit has passed or the speed of the vehicle has reached a certain limit.
  • certain criteria e.g. when driving below a certain speed for a specific time, when there is a slip detected on the mechanically driven wheels and the speed is below a certain limit or when starting the vehicle as a start aid until a certain time limit has passed or the speed of the vehicle has reached a certain limit.
  • the traction regulator may for example be used in a load carrying truck provided with one or several rear axles whereof at least one axle is drivingly connected by a mechanical drivetrain to an internal combustion engine.
  • the mechanically driven rear axles are usually provided with a differential function and the
  • combustion engine with the driven axles is normally connected via a stepped gearbox.
  • the load carrying truck may also have one or several front axles provided with steerable wheels whereof at least one pair of wheels have been provided with a hydraulic motor each.
  • the motors may for example be hub motors rotating with the wheels and thus having a rotating housing.
  • the hydraulic motors are in general preferred to be able to be decoupled such that the hydraulic traction only is used when desired, e.g. at low speeds on loose or muddy ground.
  • the hydraulic motors may have a variable or fixed displacement.
  • the hydraulic motors forms part of a hydraulic system and are powered by a hydraulic pump.
  • the hydraulic pump is preferably a pump having a variable displacement which can be controlled to deliver the hydraulic liquid at a desired flow rate or pressure.
  • the pump is most likely driven by the same internal combustion engine which is used as a power source for the mechanical drive of the rear wheels and may be connected to a Power Take-Off (PTO) on the engine.
  • PTO Power Take-Off
  • the pump may be controlled by changing the engine speed or to change the displacement of a variable displacement pump.
  • the pump is a reversible variable displacement pump may the direction of travel be changed by reversing the displacement pump.
  • the pump not is reversible may the flow direction of the hydraulic liquid be changed by control valves .
  • the traction regulator is connected to a control unit which receives input signals from the traction
  • the control unit is further connected to the hydraulic and mechanical traction systems to control which systems that shall be used.
  • the same or another control unit is preferably connected to further sensors or status indicators relevant for the control of the traction systems, e.g. speed sensors, slip detecting sensors, steering angle sensors or torque sensors, in order to be provided with relevant data for sending output signals to the hydraulic and/or mechanical traction system.
  • These input signals are used by the control unit in an algorithm in order to compute an output signal which will control the work of the pump to deliver a desired hydraulic flow or pressure.
  • the traction regulator is preferably designed such that a mode may not be changed from the first, normal mode (N, NM, NH) to the second, hydraulic mode (H, HF, HR) unless the vehicle is moving below a certain speed or is at standstill. It may also be a compulsory condition that the gear shift is set to neutral, alternatively that the change of mode from normal to hydraulic automatically changes the gear shift position to neutral .
  • the control unit is further connected to a control device which normally is used for the control of some other function in the vehicle, e.g. an up/down-shift button or lever, accelerator or volume control.
  • a control device which normally is used for the control of some other function in the vehicle, e.g. an up/down-shift button or lever, accelerator or volume control.
  • control device Depending on the set control status of the traction regulator will the function of this control device change such that its normal function is replaced for control of the hydraulic motors when a hydraulic mode is selected.
  • a purpose of the arrangement is to avoid an additional control device to be installed and thus provide a simplified control panel in the driver cabin.
  • suitable control device which is easy accessible may b( used to control the creep drive, e.g. some control device comprised in the steering wheel or the speed control which usually is used for controlling the mechanical traction system during normal mode driving. It could of course also be possible that two control devices changes their function, e.g. could the gear selector be used for changing between forward and reverse while the accelerator is used for controlling the speed.
  • the control of the speed in the hydraulic creep drive mode hydraulic pump may be made by changing the
  • the control strategy may be to control the pump to deliver a desired flow. Another way of controlling the speed is to directly influence the engine by the accelerator and the
  • accelerator will thus in this case maintain its normal function in that the engine speed is controlled by the accelerator.
  • a control of the flow from the hydraulic pump e.g. by changing the displacement volume of the pump to be proportional to the engine speed.
  • the control in this case is preferably made such that there is no hydraulic drive at idle speed (no displacement volume) and the speed will increase with increased accelerator pressure (increased displacement volume) .
  • the control by the accelerator may be set such that below a lower limit, preferably close to but above the idle speed, is the displacement zero and the displacement volume will thus increase proportional to the engine speed until the maximum displacement volume is reached at another, upper engine speed limit. Suitable engine speed limits for the engines used for these kind of vehicles, i.e.
  • heavy road vehicles may be a lower limit somewhere between 500 and 800 rpm, i.e. the limit where the displacement angle will change from zero to provide a flow, and the displacement angle will then increase (proportionally) until the maximum displacement angle is reached at an upper limit somewhere between 1000 and 1400 rpm where after the displacement is at maximum for engine speeds above this limit.
  • Fig. 1 Describes a schematic view of a heavy load
  • Fig. 2 Describes different embodiments of the control regulator
  • Fig. 3 Describes a schematic figure of an axial cross sectional view of a hydraulic motor DETAILED DESCRIPTION OF THE DRAWINGS
  • FIG 1 a schematic view of a traction system 1 for a heavy road vehicle.
  • the traction system 1 comprises a first mechanical propulsion system 12 and a second hydraulic propulsion system 13.
  • the first mechanical propulsion system 12 comprises a pair of traction wheels 2a, 2b which are located on a rear, driven axle 3 which is powered by an internal
  • the rear, driven axle 3 is connected to the ICE 4 via a gearbox 5.
  • the gear box 5 may be a stepped gear box and the mechanical drive train may comprise a Double Clutch Transmission (DCT) in order to reduce the time for a change of gear.
  • DCT Double Clutch Transmission
  • the traction system 1 also comprises a control unit 9 which is connected to the ICE 4, the gear box 5 and the hydraulic pump 7. Even though it is not necessary for the control unit 9 to be connected to the ICE 4 and gear box 5, it is considered to be beneficial for providing a desired control of the hydraulic propulsion system 13.
  • the control unit could of course also be connected to other parts of the propulsion systems 12, 13, e.g. it may be connected to the hydraulic motors 8a, 8b in order to send output signals to control valves in the motors 8a, 8b.
  • the control unit is also connected to speed sensors 10a, 10b, 10c for indicating the speed of the front driven wheels 6a, 6b, the rear driven wheels 2a, 2b and a pair of rear, non-driven wheels 11a, lib.
  • speed sensors 10a, 10b, 10c for indicating the speed of the front driven wheels 6a, 6b, the rear driven wheels 2a, 2b and a pair of rear, non-driven wheels 11a, lib.
  • Speed sensors could be replaced for or used together with further sensors used for control of the propulsion units.
  • the control unit 9 is further connected to a traction regulator 14 which is used by the driver for selecting between different drive modes. Different embodiments of the regulator are described in figure 2. The mode selection of the traction regulator 14 will influence the function of a control device 15 such that it will change its function depending on the selected drive mode .
  • FIG 2a a first embodiment of the traction regulator 14a in which the traction regulator may change between a normal mode N and a hydraulic mode H.
  • the normal mode N is what the driver usually selects when driving on a road or in normal traffic situations.
  • the hydraulic mode H is selected when the driver is driving at slow speed which may include frequent start and stop cycles and are in general terms often referred to as creep drive. In this mode is only the hydraulic drive activated.
  • the setting of the traction regulator 14a in the hydraulic mode (H) also change the function of the control device 15 from its normal function to control the hydraulic propulsion system 13 (see figure 1) .
  • the control device may for example be a gear selector which function is changed from shifting gears up and down by pressing a shift up button (+) or shift down button (-) (or moving a gear selector lever in different
  • the control device may for example function such that the vehicle is accelerated in the desired direction while the button (or lever) is indicating (+) or (-) and kept at constant speed when the button is released (or lever in neutral position) .
  • the control device will provide a function similar to a cruise control with the option that it will be possible to reduce and reverse the speed.
  • the hydraulic propulsion unit 13 may be controlled to continue to drive in the forward direction as long as the (+) function is selected and stop driving when the (+) function no longer is pushed and thus decelerate to zero speed when the control device is released.
  • the function for driving in the rearward direction is the analogue.
  • control device may be used for controlling the hydraulic (H) creep drive mode.
  • the gear selector or another control device suitable for indicating (+) for forward and (-) for reverse) could be used for indicating the direction of drive while another control device (e.g. an
  • FIG 2b is another embodiment of the invention shown and the traction regulator 14b is provided with one normal mode (N) while the hydraulic mode has been divided into two sub-modes, a first sub-mode (HF) to be selected for hydraulic creep drive forward and a second sub-mode (HR) to be selected for hydraulic reverse creep drive.
  • N normal mode
  • HF first sub-mode
  • HR second sub-mode
  • the control device which changes its function to only control the speed of the vehicle and not the direction since direction may be selected by the traction regulator.
  • the above described control devices in the first embodiment may be used also in this case but the will not provide for the selection of direction but only speed control.
  • FIG 2c is shown still another embodiment of the traction regulator 14c disclosed in which there are two normal sub-modes which may be selected, a first normal sub-mode (NM) in which only the mechanical drivetrain is used for propulsion of the vehicle and a second sub- mode (NH) in which the hydraulic propulsion is selected.
  • NM normal sub-mode
  • NH sub-mode
  • figure 2d is a fourth embodiment of the traction regulator 14d shown in which there are two normal sub- modes (NM, NH) and two hydraulic (HF, HR) sub-modes for the hydraulic creep drive. These sub-modes have been explained for the embodiments shown in figure 2b and 2c and will function in this embodiment essentially the same way as disclosed in association with these
  • control device function in order to control the speed of the hydraulically driven motors may vary as long as the function is changed from the normal function of the control device to control the speed of the vehicle by controlling the hydraulic system and motors.
  • FIG. 3 is shown a schematic figure of an axial cross sectional view of a hydraulic motor 8 suitable for the system disclosed in figure 1.
  • the hydraulic motor 8 comprises an outer cam ring 20 having an essentially hexagonic shape provided with rounded edges 21 and rounded, inwardly raised portions 22 in between the edges 21.
  • the cam ring 20 is rotating with a wheel connected to the hydraulic motor 8.
  • the cam ring 20 is further divided in direction fields 23, 24 which are defined by the peak of the raised portions 22 and the edges 21.
  • a direction field 23 which extends from an edge 21 to a peak of the raised portion 22 in the clockwise direction corresponds to a clockwise
  • the hydraulic motor further includes a central distributor plate 25 also rotating with the wheel and provided with forward channels 26 and reverse channels 27.
  • the channels 26, 27 have 6 openings each which are adapted to fit in and connect hydraulically with hydraulic pistons 28, in this case eight pistons, which are located symmetrically around the rotational centre of the motor 8 on a fixed cylinder block 29.
  • the forward and reverse channels 26, 27 are designed such that the forward channels 26 are located in the same circle sectors as the forward rotational fields 23 of the cam ring 20 and the reverse channels 27 are located in the came circle sectors as the reverse rotational fields 24 for delivering hydraulic liquid to the pistons 28.
  • the camring 20 and a wheel attached thereto will move correspondingly to provide a forward motion or a reverse motion of a vehicle.
  • two pistons 28 d, h upper left and lower right pistons
  • the upper left piston 28g and the lower right piston 28d will be pushed outwards and cause a clockwise (forward) motion of the cam ring 20 and a wheel attached to the cam ring 20.
  • the connection between the pressurized pistons 28 d, g upper left and lower right pistons
  • the pistons 28 d, h may easily be returned into the fixed cylinder block 29.
  • the hydraulic motors may be decoupled in an efficient way such that there are small losses due to additional friction from the hydraulic motor when decoupled. Since the hydraulic engines usually not are intended to be used for
  • cams Even though it is exemplified above to have six cams on the cam ring, the number of cams could be different, e.g. 9 or 10. Likewise, the number of pistons needs not to be 8 but could be 10 or 12 for example.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Control Of Fluid Gearings (AREA)

Abstract

L'invention porte sur un véhicule routier lourd, qui comprend un système de traction (1), ledit système comprenant - une première roue de traction (2a) qui fait partie d'un premier système de propulsion (12), possédant une chaîne cinématique mécanique ayant un moteur à combustion interne (4), - une seconde roue de traction (6a) qui fait partie d'un second système de propulsion (13) comprenant une pompe hydraulique (8) qui sert à fournir de l'énergie à un moteur hydraulique (7a), - une unité de commande (9) pour commander ladite seconde unité de propulsion (13), - ledit véhicule routier lourd comprenant un régulateur de traction (14) qui peut être commuté entre deux modes de traction différents, dont le premier mode (N, NM, NH) définit que le premier système de propulsion (12) est utilisé pour la traction et un second mode (H, HF, HR) qui définit que seul le second système de propulsion (13) est utilisé pour la traction du véhicule et - ladite unité de commande (9) étant programmée pour changer la fonction d'au moins un dispositif de commande (15), depuis sa fonction normale dans le premier mode (N, NM, NH) à une fonction propre à commander le sens de la marche et/ou la vitesse du véhicule lorsque le second mode (H, HF, HR) est sélectionné.
PCT/EP2012/001953 2012-05-07 2012-05-07 Véhicule routier lourd comprenant un système de traction additionnel WO2013167145A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/EP2012/001953 WO2013167145A1 (fr) 2012-05-07 2012-05-07 Véhicule routier lourd comprenant un système de traction additionnel

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2012/001953 WO2013167145A1 (fr) 2012-05-07 2012-05-07 Véhicule routier lourd comprenant un système de traction additionnel

Publications (1)

Publication Number Publication Date
WO2013167145A1 true WO2013167145A1 (fr) 2013-11-14

Family

ID=46052706

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2012/001953 WO2013167145A1 (fr) 2012-05-07 2012-05-07 Véhicule routier lourd comprenant un système de traction additionnel

Country Status (1)

Country Link
WO (1) WO2013167145A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104015727A (zh) * 2014-06-09 2014-09-03 三一矿机有限公司 一种机械车辆自动退出缓行的方法
WO2016156909A1 (fr) * 2015-03-31 2016-10-06 Volvo Truck Corporation Procédé de sélection d'un mode de déplacement et de commande de la vitesse de déplacement d'un véhicule
WO2016180592A1 (fr) * 2015-05-12 2016-11-17 Robert Bosch Gmbh Véhicule automobile
CN109131329A (zh) * 2018-08-27 2019-01-04 威马智慧出行科技（上海）有限公司 一种扭矩控制系统及其方法

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3545481A1 (de) * 1985-12-20 1987-07-02 Bayerische Motoren Werke Ag Antriebseinrichtung fuer kraftfahrzeuge, insbesondere personenkraftwagen
EP0505727A1 (fr) * 1991-03-27 1992-09-30 MAN Nutzfahrzeuge Aktiengesellschaft Transmission pour véhicules automobiles
US5335750A (en) * 1992-06-11 1994-08-09 Sauer Inc. Dual mode transmission control
US20020027025A1 (en) * 2000-09-06 2002-03-07 Komatsu Ltd. Steering-wheel revolution number correction system of all- wheel-drive vehicle
US20060065465A1 (en) * 2004-09-28 2006-03-30 Lunzman Stephen V Control for an all-wheel-drive vehicle
EP1886861A2 (fr) 2006-08-11 2008-02-13 MAN Nutzfahrzeuge Österreich AG Différentiell pour MAN-Hydrodrive

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3545481A1 (de) * 1985-12-20 1987-07-02 Bayerische Motoren Werke Ag Antriebseinrichtung fuer kraftfahrzeuge, insbesondere personenkraftwagen
EP0505727A1 (fr) * 1991-03-27 1992-09-30 MAN Nutzfahrzeuge Aktiengesellschaft Transmission pour véhicules automobiles
US5335750A (en) * 1992-06-11 1994-08-09 Sauer Inc. Dual mode transmission control
US20020027025A1 (en) * 2000-09-06 2002-03-07 Komatsu Ltd. Steering-wheel revolution number correction system of all- wheel-drive vehicle
US20060065465A1 (en) * 2004-09-28 2006-03-30 Lunzman Stephen V Control for an all-wheel-drive vehicle
EP1886861A2 (fr) 2006-08-11 2008-02-13 MAN Nutzfahrzeuge Österreich AG Différentiell pour MAN-Hydrodrive

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104015727A (zh) * 2014-06-09 2014-09-03 三一矿机有限公司 一种机械车辆自动退出缓行的方法
WO2016156909A1 (fr) * 2015-03-31 2016-10-06 Volvo Truck Corporation Procédé de sélection d'un mode de déplacement et de commande de la vitesse de déplacement d'un véhicule
WO2016180592A1 (fr) * 2015-05-12 2016-11-17 Robert Bosch Gmbh Véhicule automobile
CN109131329A (zh) * 2018-08-27 2019-01-04 威马智慧出行科技（上海）有限公司 一种扭矩控制系统及其方法

Similar Documents

Publication Publication Date Title
US9272703B2 (en) Vehicle drive train control method and system
EP2514953B1 (fr) Dispositif de commande de vehicule
US8651205B2 (en) Direct power reversing drive axle
EP2557302B1 (fr) Dispositif de commande de véhicule
AU2004201464B2 (en) Drive system for vehicles
US9333857B2 (en) Multi-mode tandem axle function selection apparatus and method
JP2016533950A (ja) ドライブラインおよびドライブラインの制御方法
US20110295480A1 (en) Vehicle control apparatus
US6543311B1 (en) Driving system for industrial trucks
WO2013167145A1 (fr) Véhicule routier lourd comprenant un système de traction additionnel
US9649925B2 (en) Vehicle drive train control method
EP3720745B1 (fr) Freinage de véhicule utilitaire
EP3720760B1 (fr) Freinage de véhicule utilitaire
KR101822952B1 (ko) 견인 시스템이 제공되는 화물 적재 트럭 및 화물 적재 트럭의 견인 시스템을 제어하는 방법
US10851889B2 (en) Control device and control method of vehicle
US11820376B2 (en) Control device for vehicle
CA2463408C (fr) Systeme motopropulseur pour vehicules
JP2013112185A (ja) 作業車両の四輪駆動制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 12720107

Country of ref document: EP

Kind code of ref document: A1

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)
NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 12720107

Country of ref document: EP

Kind code of ref document: A1