WO2020160773A1 - Procédé permettant de prédire si au moins un dispositif de blocage du différentiel d'un véhicule doit être activé ou désactivé pendant un déplacement - Google Patents

Procédé permettant de prédire si au moins un dispositif de blocage du différentiel d'un véhicule doit être activé ou désactivé pendant un déplacement Download PDF

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Publication number
WO2020160773A1
WO2020160773A1 PCT/EP2019/053002 EP2019053002W WO2020160773A1 WO 2020160773 A1 WO2020160773 A1 WO 2020160773A1 EP 2019053002 W EP2019053002 W EP 2019053002W WO 2020160773 A1 WO2020160773 A1 WO 2020160773A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
road
differential lock
recorded
road path
Prior art date
Application number
PCT/EP2019/053002
Other languages
English (en)
Inventor
Johan FRIES
Teodoro BORA
Original Assignee
Volvo Truck Corporation
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 Truck Corporation filed Critical Volvo Truck Corporation
Priority to PCT/EP2019/053002 priority Critical patent/WO2020160773A1/fr
Publication of WO2020160773A1 publication Critical patent/WO2020160773A1/fr

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Classifications

    • 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
    • B60W50/0097—Predicting future conditions
    • 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
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • B60K17/346—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear
    • B60K17/3462—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear with means for changing distribution of torque between front and rear wheels
    • B60K17/3465—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear with means for changing distribution of torque between front and rear wheels self-actuated means, e.g. differential locked automatically by difference of speed
    • 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
    • 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
    • B60W10/12—Conjoint control of vehicle sub-units of different type or different function including control of differentials
    • B60W10/14—Central differentials for dividing torque between front and rear axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18172—Preventing, or responsive to skidding of wheels
    • 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
    • B60K2023/0841—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 locking a central differential, e.g. by using a lock-up clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/12—Trucks; Load vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/40—Coefficient of friction
    • 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
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • 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

Definitions

  • the invention relates to a method for predicting if at least one differential lock of a vehicle should be activated or deactivated during travelling.
  • the invention furthermore relates to a method for activating and/or deactivating at least one differential lock of a vehicle, to a control unit for a vehicle, to a vehicle, to a computer program and/or to a computer readable medium carrying a computer program.
  • the invention can be applied in heavy-duty vehicles, such as trucks, buses and construction equipment. Although the invention will be described with respect to heavy-duty trucks, the invention is not restricted to this particular vehicle, but may also be used in other vehicles such as light-weight trucks, articulated haulers, excavators, wheel loaders, and backhoe loaders.
  • a differential lock may be automatically activated when it is identified that a certain level of slip is occurring for one of the wheels of the driven wheel axle.
  • Patent application no. DE102016208792 discloses a method for controlling an all-wheel drive vehicle. According to the disclosure, the method enables a four-wheel lock to be opened and closed before there is a requirement to close the four-wheel lock.
  • the prediction whether the four-wheel lock should be closed or not is based on map data received from a navigation system of the vehicle and/or on map data which has been transmitted via a wireless connection.
  • the map data preferably includes topographical information.
  • an object of the invention is to provide an improved method for predicting if at least one differential lock of a vehicle should be activated or deactivated during travelling along a road path. Furthermore, an object of the invention is to provide an improved method for activating and/or deactivating at least one differential lock of a vehicle during travelling, and/or an improved control unit for a vehicle, and/or an improved vehicle, and/or an improved computer program, and/or an improved computer readable medium carrying a computer program.
  • the object is achieved by a method according to claim 1.
  • the object is achieved by a method according to claim 14.
  • control unit according to claim 16.
  • the object is achieved by a vehicle according to claim 17,
  • the object is achieved by a computer program according to claim 20.
  • the object is achieved by a computer readable medium carrying a computer program according to claim 21.
  • the object is achieved by a method for predicting if at least one differential lock of a vehicle should be activated or deactivated during travelling along a road path, the method comprising the following steps:
  • road condition information may be defined as information about the condition of a surface of the road, indicative of whether the road surface is in bad or good condition.
  • the road surface may be slippery, icy, snowy, bumpy etc., or it may be made of different materials or a combination of different materials, such as asphalt, gravel, concrete etc.
  • an improved method for predicting if a differential lock should be activated or deactivated is provided. More specifically, it has been realized that by considering recorded information which is indicative of the condition of the road surface, the prediction may be improved, resulting in that the differential lock can be activated or deactivated at a more optimal point in time.
  • the present invention is based on the realization that instead of, or in addition to, basing the prediction on static information about the road path, dynamic road condition information of the road path is used for the prediction.
  • Dynamic road condition information may be defined as condition information about the road path which may change over time.
  • dynamic road condition information does for example not include information about road path curvature and/or road path inclination, which is static information, i.e. information which does not change over time.
  • the step of predicting may comprise comparing a value which is at least based on the recorded road condition information with a threshold value which is indicative of if the at least one differential lock should be activated or deactivated.
  • the recorded road condition information may be indicative of a friction level of at least a section of the road path.
  • the recorded road condition information may be associated with at least one geographical position along the road path.
  • the geographical position along the road path is preferably compared with a current geographical position of the vehicle when travelling along the road path in order to determine when and/or at which position the at least one differential lock should be activated/deactivated.
  • the geographical position may for example be provided by a navigation system of the vehicle, e.g. GNSS (Global Navigation Satellite System).
  • GNSS Global Navigation Satellite System
  • GNSS systems GPS, GLONASS and Galileo.
  • the recorded road condition information may be recorded by at least one other vehicle and/or by the vehicle itself.
  • the recorded road condition information may comprise information from more than one occasion when the at least one vehicle has been travelling on the road path.
  • the recording from each occasion the at least one vehicle has been travelling on the road path may comprise information about at least one of the following:
  • An intended road path trajectory may for example be a road path trajectory of an autonomous vehicle.
  • the recorded road condition information comprises information from more than one occasion when the at least one vehicle has been travelling on the road path
  • the recording from each occasion the at least one vehicle has been travelling on the road path may be associated with a time reference indicative of when the recording was made and/or a weather condition reference indicative of a weather condition at the time of the recording, whereby the prediction is based on at least one of the following:
  • the prediction is based on recorded road condition information which is similar to the current situation of the vehicle which is travelling along the road path. For example, it may be more likely that the current road condition is similar to the road condition which was recorded most recently compared to older recorded road condition information.
  • the method may further comprise the step of receiving current road condition information indicative of the current road condition during travelling of the vehicle along the road path, wherein the prediction is also based on the current road condition information.
  • the prediction may be improved.
  • the current road condition information may comprise at least one of the following:
  • the recorded friction level ahead of the vehicle may be adjusted by a correction parameter based on the deviation between the current friction level and the corresponding recorded friction level.
  • the prediction may be further improved, by also considering the current road condition.
  • road condition information which has been recorded at a similar time during the day, the prediction may be further improved.
  • a correction parameter may be added to the recorded road condition information which is indicative of the current poor weather conditions.
  • a weather correction parameter may be used, which is indicative of a difference between the current weather condition and the weather condition(s) at the time(s) of the recording(s).
  • the method may further comprise the step of receiving information about at least one of the following: road path curvature and road path inclination, wherein the prediction is also based on this information.
  • the prediction may also be based on static information which does not change over time in combination with dynamic road condition information.
  • the prediction for that specific section may be based only on the static information for a limited period of time.
  • the method may also optionally comprise a step of evaluating whether there is enough of or enough of reliable recorded road condition information available for a section of the road path, and when there is not enough of or enough of reliable recorded road condition information for a section, the prediction for that section is only based on static road information for that specific section.
  • the method may further comprise the step of predicting if at least one of a gear shift change and a speed adjustment of the vehicle should be performed, wherein the gear shift change and/or the speed adjustment prediction is at least based on the recorded road condition information.
  • a gear shift change and a speed adjustment of the vehicle may improve the behaviour of the vehicle when travelling on the road path at the section where the at least one differential lock is activated/deactivated.
  • the gear change and/or the speed adjustment may be made slightly before the differential lock is activated, thereby providing a smoother transition when the at least one differential lock is activated/deactivated.
  • the step of predicting if at least one of a gear shift change and a speed adjustment of the vehicle should be performed may comprise comparing a value which is at least based on the recorded road condition information with a threshold value which is indicative of if the gear shift change and/or the speed adjustment should be performed.
  • the method may further comprise the step of receiving vehicle related information which is at least one of the following: vehicle speed and/or acceleration and vehicle geographical position, wherein the prediction if said at least one differential lock should be activated or deactivated is also based on the vehicle related information.
  • vehicle related information which is at least one of the following: vehicle speed and/or acceleration and vehicle geographical position, wherein the prediction if said at least one differential lock should be activated or deactivated is also based on the vehicle related information.
  • the object is achieved by a method for activating and/or deactivating at least one differential lock of a vehicle during travelling, the method comprising the following steps:
  • the method may further comprise the step of adding additional weight and/or pressure to a driven wheel axle associated with the at least one differential lock at the occasion when the at least one differential lock is activated, and/or removing weight and/or pressure to the driven wheel axle associated with the at least one differential lock at the occasion when the at least one differential lock is deactivated.
  • additional weight and/or pressure to a driven wheel axle associated with the at least one differential lock at the occasion when the at least one differential lock is activated
  • removing weight and/or pressure to the driven wheel axle associated with the at least one differential lock at the occasion when the at least one differential lock is deactivated whereby, improved traction may be provided when activating the at least one differential lock, and unnecessary
  • weight/pressure may be removed when the differential lock is deactivated.
  • Increased pressure may for example be added by increasing suspension stiffness for the driven wheel axle.
  • Weight increase and decrease to a driven wheel axle may e.g. be provided by having a movable weight arranged in the vehicle which may move between at least two positions, such as between an active and non-active position with respect to the driven wheel axle.
  • the object is achieved by a control unit for a vehicle, configured to perform the steps of the methods according to any one of the first and second aspects of the invention.
  • Advantages of the third aspect of the invention are analogous to the advantages provided by the first and second aspects of the invention.
  • all embodiments of the third aspect of the invention are applicable to all embodiments of the first and second aspects of the invention and vice versa.
  • the object is achieved by a vehicle comprising the control unit according to the third aspect of the invention.
  • Advantages of the fourth aspect of the invention are analogous to the advantages provided by the first, second and third aspects of the invention.
  • all embodiments of the fourth aspect of the invention are applicable to all embodiments of the first, second and third aspects of the invention and vice versa.
  • the vehicle may be an autonomous vehicle.
  • An autonomous vehicle may be defined as a vehicle which can be driven without any human input for at least a limited period of time or at least at certain specific occasions.
  • the vehicle may be any one of a truck, a construction equipment vehicle and a bus.
  • the object is achieved by a computer program comprising program code means for performing the steps of any of the embodiments of the first and second aspects of the invention, when said program is run on a computer.
  • the object is achieved by a computer readable medium carrying a computer program comprising program code means for performing the steps of any of the embodiments of the first and second aspects of the invention, when said program product is run on a computer.
  • Fig. 1 shows an truck according to an example embodiment of the invention
  • Fig. 2 shows a schematic view of a truck according to an example embodiment of the invention
  • Fig. 3 shows a flowchart of an example embodiment of the invention
  • Fig. 4 shows another flowchart of an example embodiment of the invention.
  • Fig. 5 shows a vehicle travelling along a road path according to an example embodiment of the invention.
  • a side view of a heavy-duty truck 100 is shown.
  • the truck 100 has one driven wheel axle 1 which comprises a differential with a differential lock (not shown).
  • the truck 100 comprises a control unit (not shown in fig. 1 ) which is configured for performing any one of the steps of the methods according to any one of the first and second aspects of the invention.
  • a control unit not shown in fig. 1
  • the present invention is not limited to only this type of vehicle, but may also be implemented for other vehicles, such as construction equipment vehicles and buses.
  • Fig. 2 shows a schematic view from above of a truck 100 having two driven wheel axles, 1 and 2, and one front wheel axle 3 according to an example embodiment of the invention.
  • the driven wheel axles, 1 and 2 comprises differentials with differential locks, 10, 20 and 30.
  • the differential locks 10, 20 and 30 are adapted to be activated and deactivated according to the method of any one of the embodiments of the second aspect of the invention.
  • Fig. 3 shows a flowchart of an example embodiment of the method according to the first aspect of the invention.
  • the method is intended for predicting if at least one differential lock, 10, 20 and 30, of the truck 100 should be activated or deactivated during travelling along a road path A, see fig. 5.
  • the method is advantageously implemented in a control unit 40 of the truck 100.
  • the control unit 40 may be a so called vehicle ECU (electronic control unit) comprising a processing unit and optionally a memory unit.
  • the control unit 40 may also be a separate control unit of the truck 100.
  • the control unit may be defined as an electronic unit which is able to automatically carry out sequences of steps via computer programming.
  • the methods as disclosed herein are preferably implemented as computer programs.
  • the method comprises the step S1 of receiving recorded road condition information of the road path A which the vehicle 100 is intended to follow and which has been recorded by at least one vehicle which has previously been travelling on the road path.
  • the recorded road condition information comprises recorded information from more than one occasion when a vehicle has been travelling on the road path A.
  • the method further comprises a second step S2 of predicting if said at least one differential lock, 10, 20, 30, should be activated or deactivated, wherein the prediction is at least based on the recorded road condition information.
  • Fig. 4 shows a flowchart of an example embodiment of the method according to the second aspect of the invention.
  • the method is intended for activating and/or deactivating at least one differential lock, 10, 20, 30, of a truck 100 during travelling.
  • the method is preferably implemented in the control unit 40 of the truck 100.
  • the method comprises a first step S10 of predicting during travelling if the at least one differential lock, 10, 20, 30, should be activated or deactivated according to the method of any one of the
  • the method further comprises a second step S20 of activating or deactivating at least one differential lock, 10, 20, and 30, in accordance with the prediction.
  • Fig. 5 shows a schematic view of a truck 100 travelling along a road path A.
  • the truck 100 comprises at least one differential lock for activating and deactivating a differential of a driven wheel axle (not shown).
  • a control unit 40 of the truck 100 is adapted for receiving recorded information of the road path A which the truck 100 is intended to follow.
  • the information may be received by e.g. a wireless receiver on the truck 100.
  • the information may also possibly be stored in a memory unit (not shown) of the truck 100.
  • the wireless receiver may for example be in communicative contact with a so called cloud-based service and/or it may be directly in communicative contact with other vehicles which provides the recorded road condition information.
  • the recorded information comprises recorded road condition information, indicative of a surface condition of the road path A, i.e.
  • the control unit 40 determines that the differential lock should be activated just before entering the road section X.
  • the determination may be made by comparing a value based on the slip level of the road section X with a predetermined threshold value for activating the differential lock.
  • the value is preferably based on recorded information from several occasions when one or more vehicles have passed the road section X. Thereby, an improved estimation of the slip level on the road section X may be provided. The estimation may be based on how well previous vehicles followed an intended road path trajectory when they passed the road section X.
  • the control unit 40 of the truck 100 may perform the prediction based on the recorded road condition information which is associated with similar weather conditions as the current weather conditions. Hence, by using the recordings which are associated with similar weather conditions as the current weather conditions, the prediction of whether the differential lock should be activated or not at the road section X may be further improved. Alternatively, or additionally, the control unit 40 of the truck 100 may also select the most recent recording(s) and base the prediction on this information. Hence, it may be more likely that the most recent recordings better correspond to the current situation.
  • information about inclination and curvature of the road path A may be used, the truck’s current speed and/or acceleration may be used, the current weather condition may be used, the current friction level may be used etc.
  • the recorded road condition information may be provided by e.g. having different types of sensors mounted on the vehicles which travel along the road path.
  • the sensors may for example record friction data, which for example may be recorded by the use of camera sensors. Sensors for measuring traction and/or slip of wheels may also be used.
  • sensors for measuring how well the recording vehicle(s) follow(s) its intended road path trajectory may also be used.
  • These vehicles are for example autonomous vehicles.
  • sensors for measuring ambient conditions may also be used, such as temperature sensors, humidity sensors and air pressure sensors.
  • these vehicles provide the recorded road condition information by wireless transmission of the data to e.g. the cloud-based service and/or directly to the vehicle which is travelling along the road path A.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un procédé permettant de prédire si au moins un dispositif de blocage du différentiel (10, 20, 30) d'un véhicule doit être activé ou désactivé pendant un déplacement le long d'un trajet routier (A), le procédé comprenant les étapes suivantes : - (S1) recevoir des informations de conditions routières enregistrées du trajet routier (A) que le véhicule est destiné à suivre et qui ont été enregistrées par au moins un véhicule qui s'est déplacé préalablement sur le trajet routier (A) ; et - (S2) prédire si ledit dispositif de blocage du différentiel doit être activé ou désactivé, la prédiction étant au moins basée sur les informations de conditions routières enregistrées. L'invention concerne également un procédé d'activation et de désactivation d'au moins un dispositif de blocage du différentiel, une unité de commande, un véhicule, un programme d'ordinateur et un support lisible par ordinateur comportant un programme d'ordinateur.
PCT/EP2019/053002 2019-02-07 2019-02-07 Procédé permettant de prédire si au moins un dispositif de blocage du différentiel d'un véhicule doit être activé ou désactivé pendant un déplacement WO2020160773A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/EP2019/053002 WO2020160773A1 (fr) 2019-02-07 2019-02-07 Procédé permettant de prédire si au moins un dispositif de blocage du différentiel d'un véhicule doit être activé ou désactivé pendant un déplacement

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2019/053002 WO2020160773A1 (fr) 2019-02-07 2019-02-07 Procédé permettant de prédire si au moins un dispositif de blocage du différentiel d'un véhicule doit être activé ou désactivé pendant un déplacement

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WO2020160773A1 true WO2020160773A1 (fr) 2020-08-13

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PCT/EP2019/053002 WO2020160773A1 (fr) 2019-02-07 2019-02-07 Procédé permettant de prédire si au moins un dispositif de blocage du différentiel d'un véhicule doit être activé ou désactivé pendant un déplacement

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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