Method for controlling pressure equalization in vehicle running gear
View Patent ↗A method for controlling pressure equalization in running gear for a utility vehicle and having a drive axle and at least one trailing axle without drive function. The includes assigning each axle to a pressure chamber on the left-hand and right-hand sides of the vehicle. The pressure ratio of the pressure chambers between the drive axle and the trailing axle is set independently for the two sides of the vehicle as a function of detected signals.
1. A method for controlling pressure compensation in a vehicle having (i) a drive axle and (ii) at least one trailing axle without a drive function, the method comprising:
to control pressure on the drive axle and the at least one trailing axle (a) assigning the drive axle to a first pressure chamber on a left side of the vehicle and to a second pressure chamber on a right side of the vehicle, and (b) assigning the at least one trailing axle to a third pressure chamber on the left side of the vehicle and to a fourth pressure chamber on the right side of the vehicle;
receiving at least one of acceleration slip regulation control information and traction control information; and
based on the at least one of acceleration slip regulation control information and traction control information, setting a first pressure ratio of the first pressure chamber assigned to the drive axle and the third pressure chamber assigned to the at least one trailing axle on the left side of the vehicle independently of a second pressure ratio of the second pressure chamber assigned to the drive axle and the fourth pressure chamber assigned to the at least one trailing axle on the right side of the vehicle.
2. The method as claimed in claim 1 , further comprising increasing a load acting on the drive axle on at least one of the left side of the vehicle and the right side of the vehicle based on the acceleration slip regulation control information, the acceleration slip regulation control information including at least one of load and driving condition information.
3. The method as claimed in claim 1 , further comprising independently detecting and independently adjusting pressure in each of the first, second, third and fourth pressure chambers using pressure sensors assigned to the respective first, second, third and fourth pressure chambers.
4. The method as claimed in claim 1 , wherein setting the first pressure ratio and the second pressure ratio is effected substantially simultaneously.
5. The method as claimed in claim 1 , further comprising receiving information representing pressure in at least one of the first, second, third and fourth pressure chambers; and wherein setting the first pressure ratio and the second pressure ratio is based on at least one of (i) the pressure in at least one of the first, second, third and fourth pressure chambers, and (ii) the at least one of acceleration slip regulation control information and traction control information.
6. The method as claimed in claim 2 , further comprising setting an inclination of the vehicle against emerging centrifugal forces based on the acceleration slip regulation control information.
7. The method as claimed in claim 4 , further comprising setting at least one of an inclination and level change in the vehicle between the drive axle and the at least one trailing axle.
8. A method for controlling pressure compensation in a vehicle having (i) a drive axle and (ii) at least one trailing axle without a drive function, the method comprising:
to control pressure on the drive axle and the at least one trailing axle (a) assigning the drive axle to a first pressure chamber on a left side of the vehicle and to a second pressure chamber on a right side of the vehicle, and (b) assigning the at least one trailing axle to a third pressure chamber on the left side of the vehicle and to a fourth pressure chamber on the right side of the vehicle;
receiving at least one of acceleration slip regulation control information and traction control information;
based on the at least one of acceleration slip regulation control information and traction control information, setting a first pressure ratio of the first pressure chamber assigned to the drive axle and the third pressure chamber assigned to the at least one trailing axle on the left side of the vehicle independently of a second pressure ratio of the second pressure chamber assigned to the drive axle and the fourth pressure chamber assigned to the at least one trailing axle on the right side of the vehicle; and
increasing a load acting on the drive axle on at least one of the left side of the vehicle and the right side of the vehicle based on the acceleration slip regulation control information, the acceleration slip regulation control information including at least one of load and driving condition information, wherein increasing the load acting on the drive axle on at least one of the left side of the vehicle and the right side of the vehicle is limited in time to at least one of a predetermined load increase period and a maximum speed.
9. The method as claimed in claim 8 , wherein the predetermined load increase period is no more than about fifteen minutes.
10. The method as claimed in claim 8 , wherein the maximum speed is about thirty kilometers per hour.
11. A method for controlling pressure compensation in a vehicle having (i) a drive axle and (ii) at least one trailing axle without a drive function, the method comprising:
to control pressure on the drive axle and the at least one trailing axle (a) assigning the drive axle to a first pressure chamber on a left side of the vehicle and to a second pressure chamber on a right side of the vehicle, and (b) assigning the at least one trailing axle to a third pressure chamber on the left side of the vehicle and to a fourth pressure chamber on the right side of the vehicle;
receiving at least one of acceleration slip regulation control information and traction control information;
based on the at least one of acceleration slip regulation control information and traction control information, setting a first pressure ratio of the first pressure chamber assigned to the drive axle and the third pressure chamber assigned to the at least one trailing axle on the left side of the vehicle independently of a second pressure ratio of the second pressure chamber assigned to the drive axle and the fourth pressure chamber assigned to the at least one trailing axle on the right side of the vehicle; and
retaining an altered pressure ratio of the first, second, third and fourth pressure chambers for a duration of a time period characterized by substantially negligible wheel slippage.