Method for Controlling Rotation Speed

• US 20080221771A1
• Filed: 09/20/2005
• Published: 09/11/2008
• Est. Priority Date: 09/20/2005
• Status: Active Grant

• Current Assignee: Volvo Construction Equipment AB (AB Volvo)
• Original Assignee: Volvo Construction Equipment Holding Sweden AB
• Inventors: Olsson, Karl Erik
• Granted Patent: US 8,082,088 B2
• Time in Patent Office: Days
• US Class Current: 701/83
• 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: B60K 6/12 by means of a chargeable fluidic accumulator
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 2240/486 Operating parameters
• CPC Class Codes: B60W 2050/0031 Mathematical model of the vehicle
• CPC Class Codes: B60W 2710/1011 Input shaft speed, e.g. turbine speed
• CPC Class Codes: B60W 2710/1038 Output speed
• CPC Class Codes: B60Y 2200/14 Trucks; Load vehicles, Busses
• CPC Class Codes: F16H 47/04 the mechanical gearing being of the type with members having orbital motion
• CPC Class Codes: Y02T 10/62 Hybrid vehicles

Abstract

A method for controlling the rotational speed of at least one rotating element in a vehicle'"'"'s drive line is provided. A first control model and a second control model are defined. The first control model calculates a permitted slippage of at least one of the vehicle'"'"'s ground-engaging elements at its point of contact with the ground, which ground-engaging element is driven via the rotating element. The second control model calculates a torque delivered to the said ground-engaging element. The result of one of the said control models is utilized for controlling the rotational speed of the rotating element.

Claims

1. A method for controlling a rotational speed of at least one rotating element in a vehicle'"'"'s drive line, comprising

defining a first control model and a second control model,

calculating with the first control model a permitted slippage of at least one of the vehicle'"'"'s ground-engaging elements at a point of contact of the ground-engaging element with the ground, which ground-engaging element is driven via the rotating element,

calculating with the second control model a torque delivered to the ground-engaging element, and

utilizing a result of one of the control models for controlling the rotational speed of the rotating element.

2. The method as claimed in claim 1, wherein the first control model calculates at least one limit for the permitted slippage and the second control model is utilized for controlling the rotational speed of the rotating element, provided that a slippage at the point of contact with the ground, calculated using the first control model, lies on the permitted side of the limit.

3. The method as claimed in claim 2, wherein the first control model is utilized for controlling the rotational speed of the rotating element when the second control model provides a calculated value of the rotational speed that means that the calculated slippage according to the first control model lies outside the the limit, and the rotational speed of the rotating element is controlled in such a way that it complies with the limit.

4. The method as claimed in claim 2, wherein at least one operating parameter for the vehicle is detected repeatedly and is utilized for calculation of the limit according to the first control model.

5. The method as claimed in claim 2, wherein the values for the limit are updated repeatedly according to the first control model.

6. The method as claimed in claim 1, wherein the control of the rotational speed using the first control model is carried out in relation to a reference rotational speed that is detected in the vehicle'"'"'s drive line, which reference rotational speed is associated with the rotating element that is to have its rotational speed controlled.

7. The method as claimed in claim 1, wherein the vehicle'"'"'s steering angle is detected and is utilized in the first control model for controlling the rotational speed.

8. The method as claimed in claim 1, wherein a value is set in the first control model for a permitted deviation of the slippage from a base value, which base value is dependent upon the vehicle'"'"'s steering angle, and at least one limit is calculated as a function of the deviation value and the base value.

9. The method as claimed in claim 8, wherein the deviation value varies depending upon the ground conditions.

10. The method as claimed in claim 7, wherein a value for an increase in rotational speed to the rotating element is calculated on the basis of the detected steering angle and the deviation value according to the first control model.

11. The method as claimed in claim 4, wherein the vehicle'"'"'s speed is detected and is utilized in the first control model.

12. The method as claimed claim 1, wherein an actual value for the torque delivered to the ground-engaging element is detected, a desired value for the torque delivered to the ground-engaging element is calculated using the second control model and the torque delivered to the ground-engaging element is controlled in such a way that the actual value approaches the desired value.

13. The method as claimed in claim 12, wherein an increase in rotational speed is given to the rotating element when the actual value for the torque is less than the desired value for the torque.

14. The method as claimed in claim 12, wherein the actual value for the torque is detected by a control motor (42) that is operationally connected to the rotating element.

15. The method as claimed in claim 12, wherein an operating parameter for the vehicle is detected and is utilized for a calculation of the desired value for the torque.

16. The method as claimed in claim 12, wherein a torque from a drive source (5) in the vehicle is determined and is utilized in the second control model for a calculation of the desired value for the torque.

17. The method as claimed in claim 12, wherein a vertical load from the vehicle to the ground at the said the point of contact with the ground is determined and is utilized in the second control model for a calculation of the desired value for the torque.

18. The method as claimed in claim 12, wherein a desired propulsive force is calculated on the basis of detected operating parameters, which desired propulsive force provides a desired value for the torque.

19. The method as claimed in claim 1, wherein the second control model comprises a feed-back system.

20. The method as claimed in claim 1, wherein the control of the rotational speed between a front axle and a rear axle in the vehicle is carried out in such a way that the rotational speed of the front axle is increased in relation to the rotational speed of the rear axle when cornering.

21. The method as claimed in claim 1, wherein the control of the rotational speed between a right ground-engaging element and a left ground-engaging element is carried out in such a way that the rotational speed of the ground-engaging element with the larger radius of curvature is increased in relation to the rotational speed of the ground-engaging element with the smaller radius of curvature when cornering.

22. The method as claimed in claim 1, wherein a control unit controls the rotational speed of the rotating element in such a way that the rotational speed that is delivered to two different ground-engaging elements is varied according to the result of the control model utilized for controlling the rotational speed.

23. The method as claimed in claim 1, wherein when the second control model is utilized, the rotational speed of the rotating element is controlled in such a way that a required torque is delivered to the ground-engaging element and the slippage at the the point of contact with the ground is allowed to vary.

24. The method as claimed in claim 1, wherein, when the first control model is utilized, the rotational speed of the rotating element is controlled in such a way that a free rotation of the ground-engaging element is counteracted and a torque delivered to the ground-engaging element is allowed to vary.

25. The method as claimed in claim 1, wherein the values calculated using at least one of the first and second control models are saved during a period of operation and the models are corrected in relation to each other if they give slippage values that show long-lasting discrepancy between the models.

26. The method as claimed in claim 1, wherein the values for the rotational speed of the rotating element calculated using the first control model during a period of operation are saved and the first model is corrected if an average value or standard deviation for the values for the rotational speed of the rotating element calculated using the first control model lies too close to the limit, and the correction of the limit is carried out in such a way that the first model is activated less frequently.

27. The method as claimed in claim 1, wherein the control of the rotational speed is carried out for driving of the rotating element.

28. The method as claimed in claim 1, wherein the control of the rotational speed is carried out for braking of the rotating element.

29. The method as claimed in claim 1, wherein one of the control models is selected on the basis of the vehicle'"'"'s operating conditions for controlling the rotational speed of the rotating element.

30. The method as claimed in claim 1, wherein one of the control models is selected repeatedly and automatically.