Methods and apparatus for reducing vehicle tire wear

• US 20060025895A1
• Filed: 08/02/2004
• Published: 02/02/2006
• Est. Priority Date: 08/02/2004
• Status: Active Grant

• Current Assignee: Volvo Trucks North America Incorporated (Volvo AB)
• Original Assignee: Volvo Trucks North America Incorporated (Volvo AB)
• Inventors: Jansson, Stefan B.
• Granted Patent: US 7,363,118 B2
• Time in Patent Office: Days
• US Class Current: 701/1
• CPC Class Codes: B60K 28/16 responsive to, or preventing, skidding of wheels brake control systems for vehicle drive stability B60T8/1755; arrangements responsive to a speed condition for adjusting wheel braking force B60T8/32; control of vehicle driving stability otherwise than by controlling the propulsion unit only B60W30/02; preventing wheel slippage by reducing power in rail vehicles B61C15/00
• CPC Class Codes: B60W 2510/0695 Inertia
• CPC Class Codes: B60W 2520/26 Wheel slip
• CPC Class Codes: B60W 2530/10 Weight
• CPC Class Codes: B60W 2552/40 Coefficient of friction
• CPC Class Codes: B60W 2710/105 Output torque
• CPC Class Codes: B60W 40/064 Degree of grip

Abstract

A control system and method for minimizing tire wear on vehicles such as highway trucks and tractors determines a drive wheel torque limit based on an assumed tire/road friction coefficient and at least an estimated vehicle weight. The drive wheel torque limit is used to control engine torque applied to the drive wheels.

Claims

1. A control system for reducing wear of a drive wheel tire of a vehicle, comprising:

a control unit adapted to control torque applied to the drive wheel tire based on a variable torque limit value;

a device, in communication with the control unit, that determines the torque limit value based on a coefficient of friction between the drive wheel tire and a surface supporting the drive wheel tire and on a load carried by the drive wheel tire;

wherein the determined torque limit value corresponds to a drive wheel tire slip value of substantially zero.

2. The control system of claim 1, wherein the determined torque limit value corresponds to a drive wheel slip value of less than three percent.

3. The control system of claim 2, wherein the determined torque limit value corresponds to a drive wheel slip of less than about 0.5 percent.

4. The control system of claim 1, wherein a torque generated by an engine of the vehicle is related to the determined torque limit value through wheel speed, engine speed, and a current drive ratio of a vehicle transmission transferring engine torque to an axle supporting the drive wheel tire.

5. The control system of claim 1, wherein a torque generated by an engine of the vehicle is related to the determined torque limit value according to:

(M_engine−

M_inertia)η

_transη

_axle/R_wheel≦

μ

g(m_load+m_rear)

in which M_engine is the torque generated by the engine, M_inertia is a torque dissipated by the engine and a drive train transferring engine torque to the drive wheel, η

_trans is a gear ratio of a transmission transferring engine torque to an axle supporting the drive wheel tire, η

_axle is a gear ratio of the axle transferring engine torque to the drive wheel tire, R_wheel is a radius of the drive wheel tire, μ

is the coefficient of friction between the drive wheel tire and the surface supporting the drive wheel tire, g is a force of gravity, m_load is a mass of the load carried by the vehicle and supported by the drive wheel tire, and m_rear is a mass of the vehicle supported by the drive wheel tire.

6. The control system of claim 5, wherein the mass of the load is determined by a sensor that measures a pressure in an air suspension of the vehicle.

7. The control system of claim 5, wherein the mass of the load is determined by a sensor that measures a mechanical deflection of a suspension of the vehicle.

8. The control system of claim 5, wherein the mass of the load is determined by a wheel speed sensor that measures vehicle acceleration in response to engine torque.

9. A method of reducing wear of a drive wheel tire of a vehicle, comprising the steps of:

collecting information corresponding to a load on an axle supporting the drive wheel tire;

determining a torque limit at the drive wheel tire from at least the axle load and a coefficient of friction between the drive wheel tire and a surface supporting the drive wheel tire;

determining at least one of an engine torque limit and a retarder torque limit based on the torque limit at the drive wheel tire; and

using at least one of the engine torque limit as an upper limit on torque generated by an engine of the vehicle and the retarder torque limit as an upper limit on torque dissipated by a retarder of the vehicle, thereby reducing drive wheel tire slip to substantially zero.

10. The method of claim 9, further comprising the steps of:

collecting information corresponding to engine and vehicle speeds;

estimating a driveline acceleration of the vehicle from engine speed changes; and

determining a driveshaft-to-engine speed ratio based on the engine and vehicle speeds;

wherein the engine torque limit is based on the torque limit at the drive wheel tire and the driveshaft-to-engine speed ratio.

11. The method of claim 10, further comprising the steps of determining a driveline inertia torque and adjusting the engine torque limit by adding the driveline inertia torque to the engine torque limit.

12. The method of claim 9, wherein at least some of the information is received from a vehicle driver.

13. The method of claim 9, wherein the engine torque limit corresponds to a drive wheel tire slip of less than about 0.5 percent.

14. The method of claim 9, wherein the engine torque limit is related to the torque limit at the drive wheel tire according to:

(M_engine−

M_inertia)η

_transη

_axle/R_wheel≦

μ

g(m_load+m_rear)

in which M_engine is the torque generated by the engine, M_inertia is a torque dissipated by the engine and driveline, η

_trans is a gear ratio of a transmission transferring engine torque to an axle supporting the drive wheel tire, η

_axle is a gear ratio of the axle transferring engine torque to the drive wheel tire, R_wheel is a radius of the drive wheel tire, μ

is the coefficient of friction between the drive wheel tire and the surface supporting the drive wheel tire, g is a force of gravity, m_load is a mass of the load carried by the vehicle and supported by the drive wheel tire, and m_rear is a mass of the vehicle supported by the drive wheel tire

15. The method of claim 14, wherein the mass of the load is determined by measuring a pressure in an air suspension of the vehicle.

16. The method of claim 14, wherein the mass of the load is determined by measuring a mechanical deflection of a suspension of the vehicle.

17. The method of claim 14, wherein the mass of the load is determined by measuring vehicle acceleration in response to a predetermined increment of engine torque.