[go: up one dir, main page]

WO2018166680A1 - Procédé permettant de faire fonctionner un véhicule tout-terrain à direction pivotante - Google Patents

Procédé permettant de faire fonctionner un véhicule tout-terrain à direction pivotante Download PDF

Info

Publication number
WO2018166680A1
WO2018166680A1 PCT/EP2018/051495 EP2018051495W WO2018166680A1 WO 2018166680 A1 WO2018166680 A1 WO 2018166680A1 EP 2018051495 W EP2018051495 W EP 2018051495W WO 2018166680 A1 WO2018166680 A1 WO 2018166680A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
actual
wheels
speed
speeds
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/EP2018/051495
Other languages
German (de)
English (en)
Inventor
Michael Riedhammer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of WO2018166680A1 publication Critical patent/WO2018166680A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, spinning or skidding of wheels
    • B60K28/165—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, spinning or skidding of wheels acting on elements of the vehicle drive train other than the propulsion unit and brakes, e.g. transmission, clutch, differential
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/16—Axle differentials, e.g. for dividing torque between left and right wheels
    • 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
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
    • B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
    • B62D11/06—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source
    • B62D11/08—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source using brakes or clutches as main steering-effecting means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
    • B62D11/20—Endless-track steering having pivoted bogie carrying track
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D12/00—Steering specially adapted for vehicles operating in tandem or having pivotally connected frames
    • 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
    • B60K23/04—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for differential gearing
    • B60K2023/043—Control means for varying left-right torque distribution, e.g. torque vectoring
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/104—Output speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/12—Differentials
    • 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
    • B60W2720/28—Wheel speed
    • 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
    • B60W2720/406—Torque distribution between left and right wheel
    • 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
    • B60Y2200/148—Semi-trailers, articulated vehicles
    • 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
    • B60Y2200/417—Articulated frame vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D53/00—Tractor-trailer combinations; Road trains
    • B62D53/005—Combinations with at least three axles and comprising two or more articulated parts

Definitions

  • the invention relates to a method for operating an off-road vehicle with articulated steering according to the closer defined in the preamble of claim 1 and 2, respectively.
  • a articulated vehicle with three drivable vehicle axles is known, which are operatively connected to each other in the vehicle longitudinal direction.
  • the drivable vehicle axles are each designed with a continuously lockable transverse differential, by means of which differential speeds between two wheels of each vehicle axle are compensated.
  • the transverse differentials are each formed with a frictional switching element, the transmission capabilities are each variable by continuously increasing the actuation force of the switching elements between zero and a maximum value to which the switching elements are fully closed and a balancing operation of the transverse differentials is completely eliminated.
  • the problem with this is, however, that there is no knowledge about the signals of the yaw rate sensor to what extent the vehicle wheels slip during operation of the vehicle.
  • complex control and regulation routines are provided in order to be able to determine an influence of slip in the region of the wheels on the vehicle speed determined with the aid of the yaw rate sensor.
  • Such extensive control and regulating chains cause incorrect actuations, in particular during unfavorable operating state progressions of a vehicle, due to production-related door lances, which impair driving operation of a vehicle to an undesired extent.
  • the present invention has for its object to provide an easy to carry out method for operating an off-road vehicle with articulated steering, by means of which a vehicle is operable to the desired extent.
  • the actual vehicle speed is measured by a suitable speed sensor, for example a radar sensor, a lidar sensor and / or a GPS sensor receiving a GPS signal.
  • a suitable speed sensor for example a radar sensor, a lidar sensor and / or a GPS sensor receiving a GPS signal.
  • target rotational speeds of the wheels are calculated. If there are positive deviations between the actual rotational speeds and the desired rotational speeds of the wheels greater than a threshold value, the transmission capability is exceeded.
  • ten of the frictional switching elements each set to a deviations to values less than or equal to the threshold level leading.
  • the direct metrological determination of the actual vehicle speed provides a simple way the ability to determine the actual vehicle speed regardless of current slip in the area between the wheels of the drivable vehicle axles and the ground traveled by the vehicle without complex control and regulation routines and then depending on a target-actual comparison of the rotational speeds of the wheels to determine the actual actually present in the range of a wheel slip and to reduce this by appropriate operation of one or more frictional switching elements to the desired extent.
  • the target vehicle speed as a function of an actual output speed of the transmission and set equal to the actual vehicle speed or interpret this as the actual vehicle speed.
  • the speed of the drive machine increases in the case of a torque-controlled motor. Since this speed signal interpreted in the latter determination of the actual vehicle speed as the actual vehicle speed and from this the permissible wheel speed is determined, the behavior of the prime mover is taken into account. Otherwise, the frictional switching elements are actuated taking into account an excessive differential speed, whereby, however, the slip in the region of the spinning or slipping wheel can not be minimized to the desired extent.
  • the rotational speed of the prime mover in the presence of positive deviations between the actual rotational speeds and the desired rotational speeds of the wheels greater than the threshold value, the rotational speed of the prime mover at least approximately maintained at the speed level, which has the prime mover before exceeding the threshold value.
  • the rotational speed of the drive machine in the presence of first signs of a slip operation of a wheel, is influenced such that the rotational speed of the prime mover is not exceeded the value at the time at which the slip is detected at least in the region of a wheel.
  • This procedure additionally offers the advantage that a further acceleration requested by the driver side, which further increases the slip in the region of the wheel, is avoided in a simple manner.
  • slip of a wheel is used to subsume the speed difference in the region of the ground contact point of the respective wheel between a speed which is permissible as a function of the prevailing driving situation and represents a function of the steering angle and the vehicle speed, and a rotational speed of a wheel which actually occurs.
  • slippage occurs in overrunning conditions in the region of a wheel when the contact force resulting from the downhill component of the vehicle weight force multiplied by the coefficient of friction between the wheel and the ground can not or can not completely overcome the drag forces of the drive components.
  • the threshold values of the deviations between the actual rotational speeds and the nominal rotational speeds of the wheels of a vehicle axle are determined as a function of a rotational speed difference between the actual rotational speeds of the wheels of a vehicle axle, to which an operating state-dependent required rotational speed compensation between the Wheels of a vehicle axle is present in the region of the transverse differential associated with this vehicle axle, and loads in the region of the transverse differential are smaller than the functioning of the transverse differential irreversibly impairing loads.
  • a braking torque of the prime mover and / or a retarder reduces the vehicle in a the actual rotational speed of the wheels to a predefined level lifting amount.
  • the engine braking torque and / or the retarder can be reduced until the wheels turn again.
  • the term locking of the wheels implies an abrupt standstill of the wheels in the presence of an actual vehicle speed greater than a limit within a certain time characterized operating state course subsumed.
  • Radersunter Kunststoffe be compensated by worn tires or different air pressures of the wheels of a drivable vehicle axle in the desired extent.
  • speed differences within a relatively narrow bandwidth.
  • sudden changes are not tolerated and a loss of traction due to wheel slip is assumed.
  • a sudden loss of air pressure in the region of a wheel triggers such a sudden change.
  • the transmission capabilities of the frictional shifting elements assigned to the transverse differentials are set to a level from which an increase in the actuating force of the shifting elements results in an at least approximate immediate increase in the transmission capacity.
  • the frictional switching elements are ideally applied with an actuating force to which a blocking value of the frictional switching elements is equal to zero and raising the operating force causes an immediate increase in the transmission capacity of the frictional switching elements.
  • hydraulically actuated clutches are acted upon to represent the fastest possible reactivity and during the presentation of a blocking value of 0% with a so-called filling pressure.
  • the transmission capabilities of the frictionally engaged shifting elements assigned to the transverse differentials are each set to a level. represents, to which a spontaneous spinning a wheel of a vehicle axle is omitted.
  • a hydraulic actuation of the frictional switching elements of the actuating pressure corresponds to a so-called base pressure with which a basic locking value of the frictional switching elements between 0% and a maximum value is constantly displayed.
  • the transmission capabilities of the frictional switching elements are set in a further advantageous variant of the method at a commissioning of the vehicle to values to which the speed compensation is blocked to a defined extent in the region of the respective associated transverse differential between the wheels of a vehicle axle.
  • the transmission capabilities are successively reduced so long in the direction of the levels in a further advantageous variant of the method according to the invention after commissioning, as long as the positive deviations between the actual speeds and the desired speeds of the wheels are smaller than the threshold values, which during cornering of the Vehicle required speed compensation between each wheel of a vehicle axle to the desired extent can be displayed.
  • the frictional switching elements are at least temporarily in a fully open operating state, to which the transmission capabilities of Switching elements are equal to zero, or transferred in a fully closed operating state, to which the switching elements are present in a slip-free operating state, when the determined friction power is greater than the limit value.
  • the transmission capabilities of the switching elements are determined as a function of a lateral acceleration, a vehicle load and the position of the center of gravity of the vehicle, the center of gravity being determined or estimated as a function of the load, dynamic weight shifting can be determined with little effort during cornering.
  • cornering the effect is observed that the inside wheel of a driveable vehicle axle, which rotates slower, possibly lifts off and loses traction.
  • the higher speed rotating outer wheel of the drivable vehicle axle could transmit much more traction due to the dynamic weight transfer.
  • Figure 1 is a highly schematic representation of an off-road vehicle with articulated steering.
  • FIG. 2 is a highly schematic longitudinal sectional view of a running as insectsdifferen- tial and continuously lockable longitudinal differential of the vehicle of FIG. 1.
  • FIG. 3 shows a schematic illustration of a continuously lockable transverse differential of the vehicle according to FIG. 1 with associated frictional switching element which can be actuated via an analogously acting valve;
  • FIG. 4 shows a block diagram of a preferred variant of the method according to the invention.
  • the drivable vehicle axle 3 represents a vehicle front axle which is associated with a front vehicle part 1A of the vehicle 1 in relation to the articulated steering 2.
  • the two further drivable vehicle axles 4 and 5 represent rear axles, which are associated with a rear vehicle part 1 B of the vehicle 1 in relation to the articulated steering 2.
  • a drive torque of a drive machine 6 is a vehicle transmission 7 as transmission input torque available.
  • a transmission output torque of the vehicle transmission 7 is fed to a so-called intermediate-axle differential or to a continuously lockable longitudinal differential 8 and from there in the direction of the drivable vehicle axles 3 and 4, 5. passes.
  • one of the drivable vehicle axle 3 associated continuously lockable transverse differential 9 in Pictured extent directly to the longitudinal differential 8 in operative connection, whereby a guided by the longitudinal differential 8 in the direction of the transverse differential 9 part of the transmission output torque of the vehicle transmission 7 in the vehicle transverse direction to wheels 3A, 3B of the drivable vehicle axle 3 is forwarded.
  • one of the drivable vehicle axle 4 associated infinitely lockable transverse differential 10 via the articulated steering 2 with the longitudinal differential 8 in operative connection, while another infinitely lockable transverse differential 11 of the driven vehicle axle 5 is coupled via the transverse differential 10 with the articulated steering 2 and thus the longitudinal differential 8 ,
  • wheel speed sensors 3C and 3D, 4C and 4D, 5C and 5D are provided, via the respective actual rotational speeds the wheels 3A to 5B can be determined metrologically.
  • a steering angle sensor 2A is provided in the region of the articulated steering 2, by means of which a current actual steering angle of the vehicle 1 can be determined.
  • the transmission output torque of the vehicle transmission 7 is in the embodiment of the longitudinal differential shown in the drawing on a non-rotatably connected to a transmission output shaft 12 spur gear 13, which meshes with a gear portion of the planet carrier 14.
  • planetary gears 15 are rotatably mounted, which are engaged with both a sun gear 16 and a ring gear 17.
  • the introduced via the spur gear 13 and the planet carrier 14 torque is forwarded in part via the sun gear 16 in the direction of the drivable vehicle axle 3, while the further torque component of the transmission of the planetary gear or the longitudinal differential 8 respectively via the ring gear 17 in the direction of the drivable vehicle axles 4 and 5 is driven off.
  • the longitudinal differential 8 is the distribution in the direction of the vehicle front axle 3 and in the direction of the two vehicle rear axles 4 and 5 equal to 1: 1 or it is the applied transmission output torque of the vehicle transmission 7 with this off scattering distribution factors between the drivable vehicle axles 3 to 5 distributed.
  • the longitudinal differential 8 in combination with the transverse differentials 9 to 11 offers the possibility of being able to operate the wheels 3A and 3B at rotational speeds deviating from the rotational speeds of the wheels 4A to 5B.
  • the longitudinal differential 8 is designed with a frictional switching element 18, which is in the present case designed as a multi-plate clutch.
  • FIG. 3 shows a schematic illustration of the transverse differential 9 of the drivable vehicle axle 3, which essentially has the same structure as the two further transverse differentials 10 and 11 of the drivable vehicle axles 4 and 5.
  • FIG. 3 shows a schematic illustration of the transverse differential 9 of the drivable vehicle axle 3, which essentially has the same structure as the two further transverse differentials 10 and 11 of the drivable vehicle axles 4 and 5.
  • both the structural design and the operation of the transverse differentials 9 to 11 only with reference to the representation of the transverse differential 9 of FIG. 3 in the following description will be explained in more detail and with respect to the operation and the structural design of the other transverse differentials 10 and 11 on the following description referenced to Fig. 3.
  • the transverse differential 9 is connected via a running in the vehicle longitudinal direction drive shaft 19, which is coupled in the present case with the sun gear 16 of the longitudinal differential 8, and a rotatably connected bevel gear 20 with the longitudinal differential in operative connection, which in turn is in engagement with a ring gear 21.
  • the ring gear 21 is rotatably connected to a differential carrier 22, in the bevel gears 23, 24 are rotatably mounted.
  • the bevel gears 23, 24 are in engagement with bevel gears 25, 26, which in turn are non-rotatably connected to leading to the drive wheels 3A, 3B and extending in the vehicle transverse direction of the wheel drive shafts 3E, 3F.
  • the transverse differential 9 is also present in the form of a lamellar coupling ment executed frictional switching element 27 assigned, via which the differential carrier 22 in the closed state of the switching element 27 is rotatably connected to the wheel drive shaft 3F.
  • a rotational speed compensation between the wheels 3A and 3B of the drivable vehicle axle 3 is completely blocked.
  • the transmissibility of the frictionally engaged switching element 27 can be steplessly adjusted to values corresponding to a degree of locking equal to 100% and to a degree of locking equal to 100%, in order to achieve the desired slip in the area of the wheels 3A to 5B in the operation of the vehicle 1 together with the transverse differentials 10 and 11 To adjust circumference.
  • each individual wheel 3A to 5B associated speed sensor 3C to 5D consists of two coupled driven rear axles 4 and 5 or with rigid drive in the rear vehicle part 1 B executed vehicle 1 with slight limitations on the assumption that the two drivable vehicle axles 4 and 5 behave at least approximately the same, the opportunity to dispense with the wheel sensors 4C and 4D.
  • the vehicle 1 is additionally designed with a speed sensor 28, such as a radar sensor, a lidar sensor or a GPS sensor receiving a GPS signal, via which the current actual vehicle speed of the vehicle over ground simple way can be determined directly by measurement.
  • a speed sensor 28 such as a radar sensor, a lidar sensor or a GPS sensor receiving a GPS signal, via which the current actual vehicle speed of the vehicle over ground simple way can be determined directly by measurement.
  • the operation of the vehicle 1 is such that when a loss of traction of one of the wheels 3A to 5D with simultaneously open differentials 8 to 11, the entire vehicle 1 is no longer drivable because the wheel 3A to 5D with the least traction on the vehicle 1 traveled underground 29 transmissible tensile force determined.
  • the current actual vehicle speed of the vehicle 1 is first determined via the speed sensor 28.
  • the distance 42G between the vehicle axle center 4G of the drivable vehicle axle 4 and the articulated steering 2 and the distance 52G between the vehicle axle center 5G of the drivable vehicle axle 5 and the articulated steering 2 and the track width of the drivable vehicle axle 3 to 5 are calculated as a function of the actual vehicle speed of the target rotational speeds of the wheels 3A to 5B.
  • This procedure is based on the knowledge that from the aforementioned geometry of the vehicle 1 for a given actual steering angle in each case the tracks of the wheels 3A to 5B can be determined by their instantaneous Drehpol.
  • the target rotational speeds of the wheels 3A to 5B can be determined as a function of the actual vehicle speed and the actual steering angle.
  • the bevel gears 23 and 24 of the transverse differentials 9 to 11 are no longer equally supported on the drive wheel 25 or 26 of the respective wheel 3A to 5B when a wheel 3A to 5B of a vehicle axle 3 to 5 loses traction because of the rolling friction value between wheel 3A to 5B and the ground 29 is too small to allow the transmission of the applied torque.
  • Each of the lower traction wheels 3A to 5B then rotates at the speed of the differential cage 22 plus the speed of the pinion gear 25 or 26 while the wheel travels with good traction at the speed of the differential cage 22 minus the speed of the associated pinion gear 26 or 25.
  • the frictionally engaged shifting elements 18 of the transverse transfer gearboxes 9 to 11 in the present case are assigned analogous valves 30 or proportional valves with a base pressure via the frictional shifting elements 27 constantly maintained at a basic lock value between 0% and a maximum value. Even with a locking value of zero percent of the frictional switching elements 27 of the transverse differentials 9 to 11, the frictional switching elements 27 are held at a filling pressure for rapid response.
  • the actuation pressures of the frictionally engaged shifting elements 18 and 27 of the longitudinal differential 8 and of the transverse differentials 9 to 11 are reduced to such an extent that, for example, cornering of the vehicle 1 can be carried out without restriction.
  • the frictional switching elements 18 and 27 each have a permissible limit, the frictional switching elements 18 and 27 depending on the state of the system for a defined period either completely open or completely closed. In turn, it is possible to set a predefined state with a specific combination of locks in the region of the frictional switching elements 18 and 27.
  • FIG. 4 shows a block diagram of a preferred variant of the method according to the invention carried out in the region of a transmission control unit 7A shown in FIG.
  • the actual steering angle List the actual vehicle speed Vist, the vehicle geometry Fgeo, d. H. the distances 32G, 42G and 52G and the track width, the ratio i3 in the region of the front axle and the ratios i4, i5 of the rear axles 4, 5 and the wheel diameters D3A to D5B supplied.
  • the nominal rotational speeds n3A_soll to n5B_soll of the wheels 3A become in the region of the block B1 to 5B and to a second block B2 in addition to allowable wheel differential speeds dn3AB between the wheels 3A and 3B, dn4AB between the wheels 4A and 4B, and dn5AB between the wheels 5A and 5B as input values.
  • the second block B2 receives from the wheel speed sensors 3C to 5D rotational speed information about the current actual rotational speeds n3A_ist to n5B_ist of the wheels 3A to 5B in order to be able to determine any slippage in the area of the wheels 3A to 5B.
  • the target-actual comparison of the second block B2 is a third block B3 next to a currently engaged in the vehicle transmission 7 translation i7, a drive torque m6 of the engine 6, a vehicle longitudinal inclination ⁇ and a loading information time of the vehicle 1 fed as input value and a current in the field the frictional switching elements 27 of the transverse differentials 9 to 11 to be applied actuation force determined.
  • actuation of the frictional switching elements 27 and preferably also of the frictionally engaged switching element 18 of the longitudinal differential is actuated depending on the actuation force to be applied in the region of the frictional switching elements 27, a speed control, a currently determined switching work and a temperature model Adjusted 8, on the one hand to represent a desired speed compensation in the vehicle transverse direction and in the vehicle longitudinal direction and on the other hand to avoid inadmissible high slip in the wheels 3A to 5B and to prevent overloading of the frictional switching elements 18 and 27 to the extent desired.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Retarders (AREA)

Abstract

L'invention concerne un procédé permettant de faire fonctionner un véhicule tout-terrain (1) à direction pivotante (2). Le véhicule comprend des essieux (3 à 5) pouvant être entraînés, lesquels sont en liaison fonctionnelle par le biais d'un différentiel interponts (8) pouvant être bloqué sans gradations. Dans la région de chaque essieu de véhicule (3 à 5) pouvant être entraîné, il est prévu un différentiel de pont (9 à 11) pouvant être bloqué sans gradations. Lors du fonctionnement du véhicule (1), des vitesses de rotation réelles des roues (3A à 5B) sont déterminées par le biais de capteurs de vitesse de rotation (3C à 5D) et un angle de braquage réel instantané est déterminé par métrologie par le biais d'un capteur d'angle de braquage (2A). En outre, une vitesse réelle de véhicule est déterminée par métrologie par le biais d'un capteur de vitesse ou une vitesse de consigne de véhicule est calculée en fonction d'une vitesse de rotation initiale réelle de la boîte de vitesses (7) et réglée à la vitesse réelle de véhicule. En prenant en compte l'angle de braquage réel ainsi que la distance (32G, 42G, 52G) des centres d'essieu de véhicule (3G, 4G, 5G) dans la direction longitudinale du véhicule par rapport à la direction pivotante (2) et les largeurs de voie des essieux de véhicule (3 à 5) pouvant être entraînés, des vitesses de rotation de consigne des roues (3A à 5B) sont calculées en fonction de la vitesse réelle du véhicule. En cas d'écarts positifs entre les vitesses de rotation réelles et les vitesses de rotation de consigne des roues (3A à 5B) supérieurs à une valeur seuil, les capacités de transmission des éléments de changement de vitesse à friction des différentiels de pont (9 à 11) sont réglées respectivement à un niveau menant à un écart égal à des valeurs inférieures ou égales à la valeur seuil.
PCT/EP2018/051495 2017-03-16 2018-01-23 Procédé permettant de faire fonctionner un véhicule tout-terrain à direction pivotante Ceased WO2018166680A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017204354.7 2017-03-16
DE102017204354.7A DE102017204354B4 (de) 2017-03-16 2017-03-16 Verfahren zum Betreiben eines geländegängigen Fahrzeuges mit Knicklenkung

Publications (1)

Publication Number Publication Date
WO2018166680A1 true WO2018166680A1 (fr) 2018-09-20

Family

ID=61168058

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2018/051495 Ceased WO2018166680A1 (fr) 2017-03-16 2018-01-23 Procédé permettant de faire fonctionner un véhicule tout-terrain à direction pivotante

Country Status (2)

Country Link
DE (1) DE102017204354B4 (fr)
WO (1) WO2018166680A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3409563B1 (fr) * 2017-05-31 2019-12-18 Deere & Company Agencement d'entraînement dans un véhicule
CN112284243A (zh) * 2019-07-25 2021-01-29 中车株洲电力机车研究所有限公司 一种多编组胶轮智轨电车的转向系统传感器调校方法
CN112678068A (zh) * 2021-01-18 2021-04-20 浙江吉利控股集团有限公司 一种车辆的转向控制方法和转向控制系统
CN113613930A (zh) * 2019-03-26 2021-11-05 采埃孚股份公司 用于控制作业机械的行驶动态功能的方法
CN113758727A (zh) * 2021-09-30 2021-12-07 西南交通大学 一种车辆铰接测量装置
US11447374B2 (en) 2016-09-15 2022-09-20 Terex Australia Pty Ltd Crane counterweight and suspension

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019217330A1 (de) * 2019-11-08 2021-05-12 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Antriebsstrangs eines knickgelenkten Fahrzeugs mit wenigstens einem Differenzial
DE102019217327A1 (de) * 2019-11-08 2021-05-12 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Antriebsstrangs mit wenigstens einem Differenzial
EP4570609A1 (fr) * 2023-12-14 2025-06-18 Volvo Truck Corporation Commande de differentiels dans un vehicule
US12179834B1 (en) 2024-05-14 2024-12-31 Deere & Company Work machine with a differential protection system and method

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19749919A1 (de) * 1996-12-04 1998-06-10 Steyr Daimler Puch Ag Verfahren zur selbsttätigen Steuerung der Sperrkupplungen eines allradgetriebenen Fahrzeuges und Fahrzeug mit Knicklenkung und sperrbaren Differentialen
EP1340644A2 (fr) * 2002-02-27 2003-09-03 ZF FRIEDRICHSHAFEN Aktiengesellschaft Procédure de calibration du dispositif de commande d'un dispositif de blocage de différentiel
US20080255735A1 (en) * 2007-04-11 2008-10-16 Marathe Sameer S Traction control method in machine using lockable differential
US20120221222A1 (en) * 2011-02-28 2012-08-30 Eric Anderson Method of compensating for vehicle kinematics in controlling independent wheel motors
WO2012149250A2 (fr) 2011-04-29 2012-11-01 Caterpillar Inc. Système de commande de machine utilisant un capteur de lacet à inertie
WO2012154087A1 (fr) * 2011-05-06 2012-11-15 Volvo Construction Equipment Ab Procédé pour commander un engin de chantier, et engin de chantier

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10216565A1 (de) * 2002-04-15 2003-10-23 Zahnradfabrik Friedrichshafen Vorrichtung und Verfahren zur selbsttätigen Ansteuerung von mindestens einer Differentialsperre

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19749919A1 (de) * 1996-12-04 1998-06-10 Steyr Daimler Puch Ag Verfahren zur selbsttätigen Steuerung der Sperrkupplungen eines allradgetriebenen Fahrzeuges und Fahrzeug mit Knicklenkung und sperrbaren Differentialen
EP1340644A2 (fr) * 2002-02-27 2003-09-03 ZF FRIEDRICHSHAFEN Aktiengesellschaft Procédure de calibration du dispositif de commande d'un dispositif de blocage de différentiel
US20080255735A1 (en) * 2007-04-11 2008-10-16 Marathe Sameer S Traction control method in machine using lockable differential
US20120221222A1 (en) * 2011-02-28 2012-08-30 Eric Anderson Method of compensating for vehicle kinematics in controlling independent wheel motors
WO2012149250A2 (fr) 2011-04-29 2012-11-01 Caterpillar Inc. Système de commande de machine utilisant un capteur de lacet à inertie
WO2012154087A1 (fr) * 2011-05-06 2012-11-15 Volvo Construction Equipment Ab Procédé pour commander un engin de chantier, et engin de chantier

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11447374B2 (en) 2016-09-15 2022-09-20 Terex Australia Pty Ltd Crane counterweight and suspension
EP3409563B1 (fr) * 2017-05-31 2019-12-18 Deere & Company Agencement d'entraînement dans un véhicule
CN113613930A (zh) * 2019-03-26 2021-11-05 采埃孚股份公司 用于控制作业机械的行驶动态功能的方法
US12240320B2 (en) 2019-03-26 2025-03-04 Zf Friedrichshafen Ag Method for controlling a driving dynamics function of a working machine
CN112284243A (zh) * 2019-07-25 2021-01-29 中车株洲电力机车研究所有限公司 一种多编组胶轮智轨电车的转向系统传感器调校方法
CN112284243B (zh) * 2019-07-25 2022-05-27 中车株洲电力机车研究所有限公司 一种多编组胶轮智轨电车的转向系统传感器调校方法
CN112678068A (zh) * 2021-01-18 2021-04-20 浙江吉利控股集团有限公司 一种车辆的转向控制方法和转向控制系统
CN113758727A (zh) * 2021-09-30 2021-12-07 西南交通大学 一种车辆铰接测量装置

Also Published As

Publication number Publication date
DE102017204354B4 (de) 2023-07-27
DE102017204354A1 (de) 2018-09-20

Similar Documents

Publication Publication Date Title
WO2018166680A1 (fr) Procédé permettant de faire fonctionner un véhicule tout-terrain à direction pivotante
DE3427725C2 (fr)
DE60103064T2 (de) Fahrzeuggetriebesysteme
EP1886890B1 (fr) Procédé destiné au réglage dépendant de la résistance à l'avancement du moment de embrayage d'un véhicule automobile
DE102006026188B4 (de) Verfahren zum Verteilen von Antriebsmoment
DE102016217550B4 (de) Verfahren zur verbesserung der fahrdynamik eines fahrzeugs sowie zur durchführung des verfahrens geeignete antriebsvorrichtung
EP2384941B1 (fr) Procédé de freinage et système de freinage d'un appareil freiné par une force étrangère
DE10348960A1 (de) Getriebevorrichtung und Antriebsstrang eines Fahrzeugs
WO1995011815A1 (fr) Procede de commande hydrostatique d'un vehicule et dispositif de commande hydrostatique associe
EP1676057B1 (fr) Systeme de boite de vitesses et procede de commande et de regulation d'un tel systeme
DE102005010751A1 (de) Differenzialgetriebevorrichtung
DE3706459C2 (fr)
DE19830950A1 (de) Verfahren und Vorrichtung zur Betätigung einer Kraftfahrzeug-Kupplungsvorrichtung
DE10232639A1 (de) Lasttransport-Fahrzeug, insbesondere Gabelstapler
DE602005003617T2 (de) Verfahren zur Kontrolle eines Allradfahrzeugs
DE19539670B4 (de) Drehmomentverteilungs-Steuersystem
DE102014222948A1 (de) Verfahren zum Ermitteln eines Soll-Wertes eines Betätigungsstroms
DE102013217484B4 (de) Ansteuerung für eine Allradkupplung
DE102010039265A1 (de) Verfahren zum Betreiben einer Getriebeeinrichtung
DE102004052783B4 (de) Verfahren und Vorrichtung zum Stabilisieren des Fahrzustandes eines allradgetriebenen Fahrzeuges
DE102004004866A1 (de) Verfahren und Anordnung zur Steuerung einer Kraftfahrzeug-Drehmomentübertragungskupplung
EP0215770B1 (fr) Transmission pour véhicules à moteur
DE102005047095B4 (de) Verfahren und Anordnung zur Ermittlung einer Steuergröße zur Steuerung einer Drehmomentübertragungskupplung in einer angetriebenen Achse eines Kraftfahrzeugs
DE102004002187A1 (de) Getriebe zum Verteilen eines Antriebsmomentes und Verfahren zum Steuern und Regeln eines Getriebes
DE102005047094B4 (de) Verfahren und Anordnung zur Ermittlung einer Steuergröße zur Steuerung einer Drehmomentübertragungskupplung in einer angetriebenen Achse eines Kraftfahrzeugs

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: 18703501

Country of ref document: EP

Kind code of ref document: A1

122 Ep: pct application non-entry in european phase

Ref document number: 18703501

Country of ref document: EP

Kind code of ref document: A1