Device for a vehicle

• US 6,152,252 A
• Filed: 12/16/1998
• Issued: 11/28/2000
• Est. Priority Date: 04/18/1997
• Status: Expired due to Fees

• Current Assignee: Scania CV AB (Volkswagen AG)
• Original Assignee: Scania CV AB (Volkswagen AG)
• Inventors: Pettersson, Niklas
• Primary Examiner(s): Johnson, Brian L.
• Assistant Examiner(s): FISCHMANN, BRYAN R
• Application Number:
  US09/202,485
• Time in Patent Office: 713 Days
• Field of Search: 180/282, 180/41, 180/172, 180/285, 280/5.5, 280/124.103, 280/124.104, 280/124.106, 280/DIG. 14, 280/432, 188/112 R, 188/112 A, 303/9.69, 303/123
• US Class Current: 180/282
• CPC Class Codes: B60G 17/0162 mainly during a motion involving steering operation, e.g. cornering, overtaking B60G17/0164 takes precedence
• CPC Class Codes: B60G 2300/026 Heavy duty trucks
• CPC Class Codes: B60G 2300/04 Trailers
• CPC Class Codes: B60G 2400/97 Relation between towing and towed vehicle, e.g. tractor-trailer combination
• CPC Class Codes: B60G 2800/012 Rolling condition
• CPC Class Codes: B60G 2800/9122 ARS - Anti-Roll System Control
• CPC Class Codes: B60P 1/045 Levelling or stabilising systems for tippers suspensions with levelling or stabilising means for vehicles in general B60G17/00, B60G21/00, using ground-engaging vehicle fittings B60S9/00
• CPC Class Codes: B60T 2230/03 Overturn, rollover
• CPC Class Codes: B60T 8/241 Lateral vehicle inclination
• CPC Class Codes: B60T 8/246 Change of direction
• CPC Class Codes: B60T 8/248 Trailer sway, e.g. for preventing jackknifing
• CPC Class Codes: B62D 37/00 Stabilising vehicle bodies without controlling suspension arrangements
• CPC Class Codes: B62D 53/00 Tractor-trailer combinations; Road trains traction couplings other than fifth wheel coupling B60D ; tracked vehicles comprising at least two articulated parts B62D55/0655
• CPC Class Codes: B62D 53/0871 with stabilising means, e.g. to prevent jack-knifing, pitching, rolling, buck jumping stabilising in general B62D37/00; tractors B62D49/08

Abstract

To control the tilt of a multi-axle vehicle, a first detector detects the vehicle tilt and sends a signal to a control unit for causing selected vehicle speed reduction for controlling the tilt. To control the direction of the vehicle, another sensor detects the actual course of the vehicle, compares that with a desired course and sends a signal to the control unit also for causing a selected vehicle speed reduction device at the wheels for restoring the course of the vehicle. The signals for tilt and direction may be superimposed for setting the speed reduction on the wheels.

Claims

1. A device for controlling speed reduction of a vehicle dependent upon a measured value, the device comprising:

a vehicle having a frame that extends in a longitudinal direction that essentially coincides with the normal direction of movement of the vehicle, the vehicle having at least two wheel axles and at least two wheels on at least one of the axles;

a detector for detecting a first value in a vertical direction of the vehicle frame to detect tilt of the frame, the detector being adapted to detect the ground pressure on each of the two wheels on the at least one wheel axle and to detect the difference between the ground pressures on the two wheels as the first value;

a vehicle speed reducing device connected to the two wheels on the at least one axle;

a control unit for receiving a signal from the detector as to the first value and for sending a signal to the vehicle speed reducing device for operating the vehicle speed reducing device on the moving vehicle to counteract the tilt of the frame, the control unit being operable to operate the vehicle speed reducing device for the two wheels on the at least one axle so that a first substantially equal speed reducing force is applied to each wheel on the at least one axle in response to the first value detected by the first detector.

2. The device of claim 1, further comprising a device in the vehicle for the setting a desired course and longitudinal direction for the vehicle;

a second detector for detecting a second value corresponding to the deviation of the vehicle longitudinal direction from the desired course;

the control unit also receiving a signal from the second detector as to the second value and for sending a signal to the vehicle speed reducing device in response to an identified deviation of the vehicle from its desired course for restoring the vehicle direction toward the direction of its desired course.

3. The device of claim 2, wherein the control unit sends a signal to the vehicle speed reducing device for applying a second speed reducing force non-uniformly to the wheels on the at least one axle in response to the signal received by the control unit as to the second detected value.

4. The device of claim 3, wherein the control unit sends a signal to the vehicle speed reducing device to non-uniformly apply the second speed reducing force at each of the wheels on the at least one axle when the first value exceeds a predetermined threshold value.

5. The device of claim 3, wherein the control unit is operable for sending a signal to the vehicle speed reducing device so that the second speed reducing force is superimposed on the first speed reducing force in response to the first and second values being monitored by the first and second detectors.

6. The device of claim 5, wherein the second detector for detecting the second value comprises a first sensor for detecting a desired course of the vehicle and a second sensor for detecting the actual course of the vehicle;

and the control unit receiving signals from the first and second sensors for identifying the second value corresponding to the deviation of the vehicle longitudinal direction from the desired course by comparing the detected actual course with the detected desired course.

7. The device of claim 2, wherein the control unit is connected with the speed reducing device for activating the speed reducing device when one of the first and second values detected by one of the first and second detectors exceeds a predetermined value.

8. The device of claim 3, wherein the speed reducing device comprises a brake at each wheel on the at least one axle.

9. The device of claim 8, wherein the control unit comprises a processor adapted for emitting a first signal corresponding to the first speed reducing force and a second signal corresponding to the second speed reducing force, and further comprises a distribution unit for activating each of the brakes in response to the first and second signals.

10. The device of claim 9, wherein the first signal is dependent on the signal received from the first detector and the second signal is dependent on the signal received from the second detector.

12. A device of claim 1, wherein there is respective suspension element at each side of the vehicle connected with the at least one wheel axle toward each side of the vehicle;

and the first detector comprises first and second pressure detectors arranged at the respective suspension elements at each side of the vehicle at the at least one axle.

13. The device of claim 2, wherein the detector comprises a distance measuring device for measuring the angle between a direction transverse to the longitudinal direction and the center line of the at least one wheel axle as the first value being measured.

14. The device of claim 1, wherein the vehicle has a rear axle and an axle forward of the rear axle and the first detector detects the first value for the vehicle rear axle.

15. The device of claim 14, wherein the vehicle comprises a tractor and a trailer which are attached with the trailer behind the tractor, the trailer including a wheel axle and the tractor including a plurality of wheel axles, the rear axle being the rear axle on the tractor and the first detector detecting the first value with respect to the rear axle of the tractor.

11. A device for controlling speed reduction of a vehicle dependent upon a measured value, the device comprising:

a vehicle having a frame that extends in a longitudinal direction that essentially coincides with the normal direction of movement of the vehicle, the vehicle having at least two wheel axles and at least two wheels on at least one of the axles;

a first detector for detecting a first value in a vertical direction and substantially transverse to the longitudinal direction of the vehicle;

a device in the vehicle for the setting a desired course and longitudinal direction for the vehicle;

a second detector for detecting a second value corresponding to the deviation of the vehicle longitudinal direction from the desired course;

a vehicle speed reducing device connected to the two wheels on the at least one axle and comprising a brake at each wheel on the at least one axle;

a control unit for receiving a signal from the detector as to the first value and for sending a signal to the vehicle speed reducing device for operating the vehicle speed reducing device on the moving vehicle to counteract the tilt of the frame, the control unit being operable to operate the vehicle speed reducing device for the two wheels on the at least one axle so that a first substantially equal speed reducing force is applied to each wheel on the at least one axle in response to the first value detected by the first detector;

the control unit also receiving a signal from the second detector as to the second value and for sending a signal to the vehicle speed reducing device in response to an identified deviation of the vehicle from its desired course for restoring the vehicle direction toward the direction of its desired course;

the control unit also sends a signal to the vehicle speed reducing device for applying a second speed reducing force non-uniformly to the wheels on the at least one axle in response to the signal received by the control unit as to the second detected value;

the control unit comprises a processor adapted for emitting a first signal corresponding to the first speed reducing force and a second signal corresponding to the second speed reducing force, and further comprises a distribution unit for activating each of the brakes in response to the first and second signals; and

the distribution unit is adapted to activate the brake of one of the wheels on the at least on axle with the first force plus half of the second force and to activate the brake on the other wheel on the at least one axle with the first force minus half of the second force.