GB2530877A - Drivetrain Arrangement for a Commercial Vehicle as well as Method for Operating such a Drivetrain Arrangement - Google Patents
Drivetrain Arrangement for a Commercial Vehicle as well as Method for Operating such a Drivetrain Arrangement Download PDFInfo
- Publication number
- GB2530877A GB2530877A GB1513770.6A GB201513770A GB2530877A GB 2530877 A GB2530877 A GB 2530877A GB 201513770 A GB201513770 A GB 201513770A GB 2530877 A GB2530877 A GB 2530877A
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- United Kingdom
- Prior art keywords
- drivetrain
- drive axle
- axle
- drive
- arrangement
- 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.)
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Classifications
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- 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
- B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
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- 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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
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- 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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/36—Arrangement or mounting of transmissions in vehicles for driving tandem wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D61/00—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern
- B62D61/12—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with variable number of ground engaging wheels, e.g. with some wheels arranged higher than others, or with retractable wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D61/00—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern
- B62D61/12—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with variable number of ground engaging wheels, e.g. with some wheels arranged higher than others, or with retractable wheels
- B62D61/125—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with variable number of ground engaging wheels, e.g. with some wheels arranged higher than others, or with retractable wheels the retractable wheel being a part of a set of tandem wheels
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention relates to a drive train arrangement 12 for a commercial vehicle 10, comprising: a drive train 14, a first drive axle 26 permanently connected to and driven by the drive train 14, and a second drive axle 30, the drive axles 26 and 30 being arranged one after another with respect to the longitudinal direction of the vehicle 10, and a coupling device 40 configured to couple and decouple the second drive axle 30 and the drive train 14, wherein the drive train arrangement 12 comprises a lifting device 44 for lifting and lowering the second drive axle 30 in relation to the first drive axle 26.
Description
Drivetrain Arrangement for a Commercial Vehicle as well as Method for Operating such a Drivetrain Arrangement The invention relates to a drivetrain arrangement according to the preamble of patent claim 1 as well as a method according to the preamble of patent claim 7.
Such a drivetrain arrangement for a commercial vehicle as well as such a method for operating such a drivetrain arrangement for a vehicle can be found in ER 2 542 441 B1.
The drivetrain arrangement comprises a drivetrain configured to provide driving power.
The drivetrain arrangement further comprises a first drive axle which is permanently connected to the drivetrain so as to be driven by the drivetrain. Since the first drive axle is permanently connected to the drivetrain said driving power provided by the drivetrain can be transferred from the drivetrain to the first drive axle thereby driving the first drive axle, in particular respective wheels of the first drive axle.
The drivetrain arrangement further comprises a second drive axle, wherein the drive axles are arranged one after another with respect to the longitudinal direction of the vehicle.
Furthermore, the drivetrain arrangement comprises a coupling device configured to couple and decouple the second drive axle and the drivetrain. By coupling the second drive axle to the drivetrain both the first drive axle and the second drive axle can be driven by the drivetrain. By decoupling the second drive axle from the drivetrain, the second drive axle cannot be driven by the drivetrain whilst the first drive axle is connected to the drivetrain and driven by the drivetrain. This means the second drive axle can be coupled to and decoupled from the drivetrain in a need-based manner whilst the first drive axle stays coupled or connected to the drivetrain. In said method for operating the drivetrain arrangement the second drive axle and the drivetrain are coupled and decoupled on the basis of at least one parameter.
It is an object of the present invention to provide a drivetrain arrangement as well as a method of the aforementioned kind, by means of which improved traction and fuel economy of the commercial vehicle can be realized.
This object is solved by a drivetrain arrangement having the features of patent claim 1 as well as a method having the features of patent claim 7. Advantageous embodiments with expedient developments of the invention are indicated in the other patent claims.
In order to provide a drivetrain arrangement of the kind indicated in the preamble of patent claim 1, by means of which drivetrain arrangement improved traction and fuel economy of the commercial vehicle can be realized, according to the present invention, the drivetrain arrangement comprises a lifting device for lifting and lowering the second drive axle in relation to the first drive axle. For example, the drive axles form a tandem axle in which both axles are drive axles since both axles can be driven by the drivetrain.
Moreover, the second drive axle is a lifting axle which can be lifted and lowered in relation to the first drive axle by means of the lifting device.
For example, the drivetrain arrangement comprises a third axle in the form of a front axle which is arranged in front of the first and second drive axles with respect to the longitudinal direction of the vehicle. Thus, the drivetrain arrangement can be operated in, for example, a 6x4 axle configuration providing a 6x4 drive for optimal traction since, in the 6x4 axle configuration, both the first and second drive axles are driven by the drivetrain. Moreover, the drivetrain arrangement can be operated in a 6x2 axle configuration providing a 6x2 drive for improved fuel economy and weight capacity. In the 6x2 axle configuration the second drive axle is decoupled from the drivetrain so that, with respect to the first and second drive axles, only the first drive axle can be driven by the drivetrain. Fuel economy in 6x2 mode is improved due to lower frictional losses because only one axle is powered. In the 6x4 axle configuration and in the 6x2 axle configuration the second drive axle is lowered so that the commercial vehicle is supported on the ground by the first and second drive axles and the front axle.
Moreover, the drivetrain arrangement can be operated in a 4x2 axle configuration providing a 4x2 drive for optimal fuel economy when loading permits the 4x2 axle configuration. In the 4x2 axle configuration the second drive axle is decoupled from the drivetrain. Moreover, in the 4x2 axle configuration, the second drive axle is lifted so that wheels of the second drive axle do not touch the ground. Thus, the commercial vehicle is supported on the ground by the first axle and the front axle only. Said axle configurations are also referred to as axle modes, drive modes or modes. When in 6x4 or 6x2 axle configuration, if tires with different rolling resistances and traction abilities are used on the first and second drive axles, a system, i.e. an adjusting device that can control the load on individual axles can be used to preferentially apply load to the axle with the lowest rolling resistance for improved fuel economy or to the axle with the greatest traction ability for optimal traction.
The idea behind the drivetrain arrangement according to the present invention is that, commonly, fuel savings of a 6x2 axle configuration in relation to a 6x4 axle configuration can be desired. However, in such a 6x2 axle configuration the commercial vehicle can get stuck more easily in comparison with the 6x4 mode if the drive axle is unloaded due to varying terrain or on low friction surfaces. Thus, traction performance of a 6x4 or 4x2 axle configurations can be desired as well as a fuel economy and reduced scrub of a 4x2 axle configuration. By means of the drivetrain arrangement according to the present invention, said desired axle configurations can be adjusted in a need-based manner so that both advantageous traction as well as low fuel consumption can be realized.
The invention also relates to a method of the kind indicated in the preamble of patent claim 7. In order to realize improved fuel economy and traction, according to the present invention, the drivetrain comprises a lifting device by means of which the second drive axle is lifted and lowered in relation to the first drive axle on the basis of at least one parameter. Advantages and advantageous embodiments of the drivetrain arrangement according to the present invention are to be advantages and advantageous embodiments of the method according to the present invention and vice versa.
Further advantages, features, and details of the invention derive from the following description of a preferred embodiment as well as from the drawings. The features and feature combinations previously mentioned in the description as well as the features and feature combinations mentioned in the following description of the figures and/or shown in the figures alone can be employed not only in the respectively indicated combination but also in any other combination or taken alone without leaving the scope of the invention.
The drawings show in: Fig. 1 a schematic side view of a commercial vehicle having a drivetrain arrangement comprising a drivetrain, a first drive axle permanently connected to the drivetrain, a second drive axle, a coupling device configured to couple and decouple the second drive axle and the drivetrain, and a lifting device for lifting and lowering the second drive axle in relation to the first drive axle; Fig. 2 a further schematic side view of the commercial vehicle; Fig. 3 a further schematic side view of the commercial vehicle; Fig. 4 a further schematic side view of the commercial vehicle; and Fig. 5 a further schematic side view of the commercial vehicle.
In the figures the same elements or elements having the same functions are indicated by the same reference signs.
Fig. 1 shows a commercial vehicle 10 having a drivetrain arrangement 12. The drivetrain arrangement 12 comprises a drivetrain 14 having a drive unit 16, a transmission 18. and a prop shaft 20. The transmission 18 is configured to be driven by the drive unit 16, wherein the prop shaft 20 can be driven by the transmission 18, in particular an output shaft of the transmission 18. For example, the drive unit 16 is a motor, wherein said motor can be configured as an internal combustion engine. Moreover, the commercial vehicle 10 comprises a frame 22 and a driver's cab 24 arranged on the frame 22.
The drivetrain arrangement 12 further comprises a first drive axle 26 comprising first wheels, wherein one of said first wheels can be seen in Fig. 1 and is indicated by 28. The first drive axle 26 is permanently connected to the drivetrain 14 so as to be driven by the drivetrain 14. The first drive axle 26 is permanently connected to the prop shaft 20 so that the first drive axle 26 can be driven by the drive unit 16 via the prop shaft 20 and the transmission 18.
The drivetrain arrangement 12 further comprises a second drive axle 30 having respective second wheels, wherein one of said second wheels can be seen in Fig. 1 and is indicated by 32. As can be seen from Fig. 1, the drive axles 26 and 30 are arranged one after another with respect to the longitudinal direction of the vehicle, wherein the second drive axle 30 is arranged behind the first drive axle 26.
Furthermore, the drivetrain arrangement 12 comprises a third axle in the form of a front axle 34 comprising respective third wheels, wherein one of said third wheels can be seen in Fig. 1 and is indicated by 36. For example, the respective axles 26, 30 and 34 are arranged on the frame 22 by a suspension system which is configured as, for example, an air suspension system. Said air suspension system comprises respective air bellows, wherein one of said air bellows can be seen in Fig. 1 and is indicated by 38. The respective axles 26, 30 and 34 are supported on the frame 22 via said air bellows. The respective air bellow is configured to receive a medium in the form of air thereby forming an air spring.
The drivetrain arrangement 12 further comprises a coupling device 40 configured to couple and decouple the second drive axle 30 and the drivetrain 14. For example, the coupling device 40 comprises a clutch 42 which can be opened and closed. For example, the second drive axle 30 can be coupled to and decoupled from the first drive axle 26 by means of the coupling device 40 so that, for example, the second drive axle 30 can be coupled to and decoupled from the drivetrain 14 by means of the coupling device 40 via the first drive axle 26.
By opening the clutch 42 and, thus, the coupling device 40 the second drive axle 30 is decoupled from the drivetrain 14 whilst the first drive axle 26 is connected to the drivetrain 14. Thus, the second drive axle 30 cannot be driven by the drivetrain 14, whilst the first drive axle 26 can be driven by the drivetrain 14. By closing the clutch 42 and, thus, the coupling device 40 both the first drive axle 26 and the second drive axle 30 are coupled or connected to the drivetrain l4so that both drive axles 26 and 30 can be driven by the drivetrain 14.
In order to realize a particularly advantageous traction and fuel economy of the commercial vehicle 10 the drivetrain arrangement 12 comprises a lifting device 44 configured to lift and lower the second drive axle 30 in relation to the first drive axle 26 and the frame 22. When the second drive axle 30 is lowered the second wheels of the second drive axle 30 touch the ground 46 so that the commercial vehicle 10 is supported on the ground 46 by the first wheels, the second wheels and the third wheels. However, when the second drive axle 30 is lifted or raised the second wheels do not touch the ground 46 so that the commercial vehicle 10 is supported on the ground 46 by the first wheels and the third wheels only.
As will be described in greater detail in the following the drivetrain arrangement 12 can be operated in different axle configurations which are also referred to as axle modes, drive modes or modes. The drivetrain arrangement 12 can be operated in a 6x4 mode for optimal traction, a 6x2 mode for improved fuel economy and weight capacity, and a 4x2 mode for optimal fuel economy when loading permits the 4x2 mode. When in 6x4 or 6x2 mode, if tires with different rolling resistances and traction abilities are used on the first and second drive axles 26 and 30, a system such as an adjusting device that can control the load on individual axles can be used to preferentially apply load to the axle with the lowest rolling resistance for improved fuel economy or to the axle with the greatest traction ability for optimal traction. For the best combination of traction and fuel economy, a low rolling resistance tire should be used on the non-liftable axle which is, in the present case, the first drive axle 26, and a high traction tire should be used on the liftable axle which is, in the present case, the second drive axle 30. In the following, mode transitions are described: the term "mode transition" indicates a process in which one of said axle configurations is deactivated and another one of said axle configurations is activated.
Mode transitions can be based on loads acting on the axles 26, 30 and/or 34, transmission output torque, vehicle speed, a timer, wheel slip detection, ambient temperature, rain detector, a surface roughness sensor, and/or location-aware/predictive technologies using GPS (Global Positioning System), route memory, or another device as shown in DE 102008038 078 Al.
Preferably, the drivetrain arrangement 12 comprises said adjusting device configured to variably distribute loads among the drive axles 26 and 30. Said load distribution can be realized by means of said medium in the form of air which can be variably distributed among the air bellows of the drive axles 26 and 30. Such an air suspension system having an adjusting device configured to variably distribute loads among axles is, for example, shown in GB 2495231 A, which is fully incorporated by reference herein. In such an air suspension system, the adjusting device comprises for each axle at least one first air bellow on the first side of the vehicle and at least one second air bellow on the second side of the vehicle, a pressure tank for storing compressed air, a valve system connected to the air bellows, and a control unit for the valve system, the control unit being adapted to electronically control the pressure in the air bellows by operating valves of the valve system. For example, the load on one of the axles 26 and 30 can be increased by increasing the pressure in the air bellows belonging to that axle 26 or 30. By decreasing the pressure in the air bellows, the load on that axle 26 or 30 can be reduced. Thereby, the load distribution among the first and second drive axles 26 and 30 can be adjusted.
In other words, the adjusting device is a means for selectively affecting the effective ground load through any given axle on the commercial vehicle 10. As an alternative to an air suspension, a mechanical load distribution can be realized. Usually, such an adjusting device for adjusting the load distribution comprises a height sensor, a load or pressure sensor, an air compressor, a computer controller, and a series of valves. The controller is linked to a speed sensor or a vehicle controller bus such as a Controller Area Network (CAN) bus that can feed the current speed, break position, engine break position, etc. In Fig. 1, loads acting on the first drive axle 26 and, thus, from the first drive axle 26 on the ground 46 is indicated by a directional arrow 48. Moreover, loads acting on the second drive axle 30 and, thus, from the second drive axle 30 on the ground 46 is indicated by a directional arrow 50. This means the directional arrows 48 and 50 illustrate the current load distribution among the axles 26 and 30.
The 6x4 mode is used when optimal traction is required. This 6x4 mode can be engaged when the commercial vehicle 10 is travelling below a certain speed threshold, it can be engaged when the commercial vehicle 10 is turned on and when turned off after a certain amount of time, and/or it can be activated when a certain threshold of wheel slip is detected by a traction control system or other system capable of measuring wheel slip. It may also be activated when high torque is requested by the driver of the commercial vehicle 10 or predicted to be needed using a predictive terrain mapping system, when rain or wet conditions are detected, and/or when freezing conditions exist. The drivetrain arrangement 12 can be switched to the 6x4 mode automatically without driver intervention by monitoring inputs to the system. This can occur with cruise control on or off.
In the 6x4 mode the second drive axle 30 being a lift axle is in the down position. In other words, the second drive axle 30 is lowered so that the second wheels touch the ground 46. Moreover, the second drive axle 30 being a rear axle is coupled to the drivetrain 14 by means of the coupling device 40. In other words, the second drive axle 30 is engaged to receive power, in particular driving power, provided by the drivetrain 14. in particular the drive unit 16. Moreover, preferably, all differentials are locked. If there are higher traction/grip tires on the second drive axle 30, then the suspension load control system should apply the greatest load to the second drive axle 30.
Fig. 1 shows a full traction mode of the 6x4 mode in which the loads acting on the axles 26 and 30 are distributed in such a way that higher loads act on the second drive axle 30 than on the first drive axle 26. However, the 6x4 mode still increase traction significantly
S
without distributing the axle load to the second drive axle 30. In the full traction mode of the 6x4 mode, both drive axles 26 and 30 can be driven by the drivetrain 14, the drive axle 30 is lowered and the load is distributed to the second traction tires, i.e. the second wheels and their high traction tires. For example, in the present case, the tires of the second wheels have a higher rolling resistance than the tires of the first wheels. Thus, in the full traction of the 6x4 mode, a particularly advantageous traction of the commercial vehicle 10 can be realized. Said full traction mode of the 6x4 mode is shown in Fig. 1.
Fig. 2 shows the normal traction 6x4 mode. In the normal traction mode of the 6x4 mode the second drive axle 30 is lowered and coupled to the drivetrain 14. Moreover, the loads acting on the axles 26 and 30 are distributed equally.
Figs. 3 and 4 show the 6x2 mode, wherein Fig. 3 shows an equalized mode of the 6x2 mode, and Fig. 4 shows a fuel economy mode of the 6x2 mode. For example, the drive axles 26 and 30 form a tandem axle which is also referred to as a tandem. In said tandem axle, the drive axle 26 is a front axle, and the drive axle 30 is a rear axle. If the total load on the tandem is above a legal limit for a single axle, wherein, for example, the legal limit is 20.000 pounds in the United States, then the second drive axle 30 should be lowered and decoupled from the drivetrain 14 by opening the clutch 42 so that power is only transmitted to the stationary or non-liftable first drive axle 26. The axle load distribution determined by the air suspension or adjusting device should be optimized for rolling resistance reduction, provided at the stationary axle in the form of the firs drive axle 26 has lower rolling resistance tires. In the equalized mode of the 6x2 mode, the second drive axle 30 is decoupled from the drivetrain 14, the second drive axle 30 is lowered and the load acting on the axles 36 and 30 is distributed equally. However, in the fuel economy mode of the 6x2 mode, the second drive axle 30 is decoupled from the drivetrain 14, the second drive axle 30 is lowered and the load is distributed to axle equipped with the low rolling resistance tires of the drive axle 26.
Fig. 5 shows the 4x2 mode. If the total load on the tandem is less than a maximum load allowable for a single axle then the drivetrain arrangement 12 should be operated in the 4x2 mode. In the 4x2 mode the second drive axle 30 is disconnected from the drivetrain l4so that no power goes from the drivetrain 14 to the liftable second drive axle 30.
Moreover, the second drive axle 30 is lifted off the ground 46 so that only the front axle 34 being a steer axle and the stationary axle in the form of the first drive axle 26 are touching the ground 46.
In the following a mode selection algorithm will be described, wherein one of said axle configurations or modes is selected by means of the mode selection algorithm.
Distributing loads among axles and, thus, controlling load biasing between axles, disconnectable tandem axles, and lift axles are well-known from the general prior art.
However, in a method for operating the drivetrain arrangement 12 the lifting device 44 and the coupling device 40 interact in a particularly advantageous way to create an optimized system with respect to improved traction and fuel economy. Said mode selection algorithm is an algorithm that controls the systems in the form of, for example, the lifting device 44 and the coupling device 40 in the way that performance and fuel economy are maximized. Numerous inputs to the system or algorithm are used to select the optimum mode. For example, said inputs comprise: -vehicle speed -vehicle loading -can be inferred from suspension air bellows and/or transmission inertial sensor -wheel slip -from antilock breaking system wheel speed sensors or other sensors capable of measuring relative wheel speed The core of the algorithm resides in a state machine, wherein each mode represents a state that the system can be in. Those possible states are: A: 6x4 mode, full traction mode B: 6x4 mode, normal traction mode C: 6x2 mode, equalized mode D: 6x2 mode, fuel economy mode E: 4x2 mode The following table presents possible transitions from one possible state to another possible state, in particular to one of said modes: __________________ 10 __________________________________ From: To: Trigger(s): Vehicle startup 6x4, Full Traction Tandem load cannot be physically and _____________________ legally supported on drive axle only 4x2 Mode Tandem load can be physically and ___________________ _____________________ legally supported on drive axle only 6x4, Full Traction 6x4, Normal Traction Vehicle speed increases above ______________________ Threshold 1 6x2, Equalized Vehicle speed increases above ______________________ Threshold 1, alternate transition 1 6x2, Fuel Economy Vehicle speed increases above ______________________ Threshold 1, alternate transition 2 4x2 Mode Not Applicable -only available at ___________________ _____________________ startup when load is calculated 6x4, Normal 6x4, Full Traction Vehicle speed decreases below Traction Threshold 1, slip detected, or high _____________________ torque requested 6x2, Equalized Vehicle speed increases above _____________________ Threshold 2 6x2, Fuel Economy Vehicle speed increases above ______________________ Threshold 2, alternate transition 4x2 Mode Not Applicable -only available at ___________________ _____________________ startup when load is calculated 6x2, Equalized 6x4, Full Traction Slip detected, or high torque requested 6x4, Normal Traction Vehicle speed decreases below Threshold 2, slip detected, or high _____________________ torque requested 6x2, Fuel Economy Vehicle speed increases above _____________________ Threshold 3 4x2 Mode Not Applicable -only available at ___________________ _____________________ startup when load is calculated 6x2, Fuel Economy 6x4, Full Traction Vehicle speed decreases below Threshold 3, slip detected, or high _____________________ torque requested -alternate transition 2 __________________ 6x4, Normal Traction Vehicle speed decreases below ____________________________ 11 ____________________________________________________ Threshold 3, slip detected, or high ______________________ torque requested -alternate transition 1 6x2, Equalized Vehicle speed decreases below Threshold 3, slip detected, or high _____________________ torque requested 4x2 Mode Not Applicable -only available at ___________________ _____________________ startup when load is calculated Each speed threshold can have a hysteresis associated with it to avoid oscillations between modes. Not all modes are required to be used by the system.
List of reference signs commercial vehicle 12 drive train arrangement 14 drive train 16 drive unit 18 transmission prop shaft 22 frame 24 driver's cab 26 first drive axle 28 first wheel second drive axle 32 second wheel 34 front axle 36 third wheel 38 air bellow coupling device 42 clutch 44 lifting device 46 ground 48 directional arrow directional arrow
Claims (7)
- Claims A drivetrain arrangement (12) for a commercial vehicle (10), the drivetrain arrangement (12) comprising: -adrivetrain (14), -a first drive axle (26) permanently connected to the drivetrain (14) so as to be driven by the drivetrain (14), -a second drive axle (30), the drive axles (26, 30) being arranged one after another with respect to the longitudinal direction of the vehicle (10), and -a coupling device (40) configured to couple and decouple the second drive axle (30) and the drivetrain (14), characterized in that the drivetrain arrangement (12) comprises a lifting device (44) for lifting and lowering the second drive axle (30) in relation to the first drive axle (26).
- 2. The drivetrain arrangement (12) according to claim 1, characterized in that the lifting device (44) is configured to lift and lower the second drive axle (30) on the basis of loads acting on the first drive axle (26).
- 3. The drivetrain arrangement (12) according to claim 1 or 2, characterized in that the lifting device (44) is configured to lift and lower the second drive axle (30) on the basis of respective tires, in particular roll resistances of respective tires, of the axles (26, 30).
- 4. The drivetrain arrangement (12) according to any one of the preceding claims, characterized in that the lifting device (44) is configured to lift and lower the second drive axle (30) on the basis of the speed of the commercial vehicle (10).
- 5. The drivetrain arrangement (12) according to any one of the preceding claims, characterized in that the lifting device (44) is configured to lift and lower the second drive axle (30) on the basis of a grip level or relative wheel speed (slip) of the first drive axle(26).
- 6. The drivetrain arrangement (12) according to any one of the preceding claims, characterized in that the drivetrain arrangement (12) comprises an adjusting device configured to variably distribute loads among the drive axles (26, 30).
- 7. A method for operating a drivetrain arrangement (12) for a commercial vehicle (10) comprising: -adrivetrain (14), -a first drive axle (26) permanently connected to the drivetrain (14) so as to be driven bythedrivetrain (14), -a second drive axle (30), the axles (26, 30) being arranged one after another with respect to the longitudinal direction of the vehicle (10), and -a coupling device (40) configured to couple and decouple the second drive axle (30) and the drivetrain (14), wherein the second drive axle (30) and the drivetrain (14) are coupled and decoupled on the basis of at least one parameter, characterized in that the drivetrain arrangement (12) comprises a lifting device (44) by means of which the second drive axle (30) is lifted and lowered in relation to the first drive axle (26) on the basis of at least one parameter.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1513770.6A GB2530877A (en) | 2015-08-04 | 2015-08-04 | Drivetrain Arrangement for a Commercial Vehicle as well as Method for Operating such a Drivetrain Arrangement |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1513770.6A GB2530877A (en) | 2015-08-04 | 2015-08-04 | Drivetrain Arrangement for a Commercial Vehicle as well as Method for Operating such a Drivetrain Arrangement |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB201513770D0 GB201513770D0 (en) | 2015-09-16 |
| GB2530877A true GB2530877A (en) | 2016-04-06 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1513770.6A Withdrawn GB2530877A (en) | 2015-08-04 | 2015-08-04 | Drivetrain Arrangement for a Commercial Vehicle as well as Method for Operating such a Drivetrain Arrangement |
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| Country | Link |
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| GB (1) | GB2530877A (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2018010799A1 (en) * | 2016-07-14 | 2018-01-18 | Volvo Truck Corporation | Vehicle with steerable driven rear axle |
| DE102017124220A1 (en) * | 2017-10-18 | 2019-04-18 | Schaeffler Technologies AG & Co. KG | Arrangement for driving a vehicle and method and device for driving an arrangement for driving a vehicle |
| WO2019104404A1 (en) * | 2017-11-28 | 2019-06-06 | CNH Industrial Brasil Ltda. | Method for monitoring and controlling operation of the rear axle of a vehicle |
| DE102019000853A1 (en) | 2019-02-06 | 2019-08-01 | Daimler Ag | Method for operating a motor vehicle with a lift axle and corresponding motor vehicle |
| DE102019002607A1 (en) | 2019-04-10 | 2019-10-17 | Daimler Ag | Device for driving a commercial vehicle |
| WO2020246929A1 (en) * | 2019-06-03 | 2020-12-10 | Scania Cv Ab | Method and control device for equalizing axle speeds in a vehicle |
| DE102019121268A1 (en) * | 2019-08-06 | 2021-02-11 | Roland Terwort | vehicle |
| US10926633B2 (en) | 2018-11-28 | 2021-02-23 | Dana Heavy Vehicle Systems Group, Llc | Method of controlling a tandem axle assembly |
| US11691612B2 (en) | 2021-02-12 | 2023-07-04 | Dana Heavy Vehicle Systems Group, Llc | Systems and methods for disconnecting tandem axles |
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Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2018010799A1 (en) * | 2016-07-14 | 2018-01-18 | Volvo Truck Corporation | Vehicle with steerable driven rear axle |
| DE102017124220A1 (en) * | 2017-10-18 | 2019-04-18 | Schaeffler Technologies AG & Co. KG | Arrangement for driving a vehicle and method and device for driving an arrangement for driving a vehicle |
| WO2019104404A1 (en) * | 2017-11-28 | 2019-06-06 | CNH Industrial Brasil Ltda. | Method for monitoring and controlling operation of the rear axle of a vehicle |
| CN111587188A (en) * | 2017-11-28 | 2020-08-25 | 凯斯纽荷兰(中国)管理有限公司 | Method for monitoring and controlling the operation of a rear axle of a vehicle |
| US11247560B2 (en) | 2017-11-28 | 2022-02-15 | Iveco S.P.A. | Method for monitoring and controlling operation of the rear axle of a vehicle |
| EP3736159A4 (en) * | 2017-11-28 | 2021-11-24 | IVECO S.p.A. | Method for monitoring and controlling operation of the rear axle of a vehicle |
| US10926633B2 (en) | 2018-11-28 | 2021-02-23 | Dana Heavy Vehicle Systems Group, Llc | Method of controlling a tandem axle assembly |
| US11667193B2 (en) | 2018-11-28 | 2023-06-06 | Dana Heavy Vehicle Systems Group, Llc | Method of controlling a tandem axle assembly |
| DE102019000853A1 (en) | 2019-02-06 | 2019-08-01 | Daimler Ag | Method for operating a motor vehicle with a lift axle and corresponding motor vehicle |
| DE102019002607A1 (en) | 2019-04-10 | 2019-10-17 | Daimler Ag | Device for driving a commercial vehicle |
| WO2020246929A1 (en) * | 2019-06-03 | 2020-12-10 | Scania Cv Ab | Method and control device for equalizing axle speeds in a vehicle |
| DE102019121268A1 (en) * | 2019-08-06 | 2021-02-11 | Roland Terwort | vehicle |
| US11691612B2 (en) | 2021-02-12 | 2023-07-04 | Dana Heavy Vehicle Systems Group, Llc | Systems and methods for disconnecting tandem axles |
| US12017634B2 (en) | 2021-02-12 | 2024-06-25 | Dana Heavy Vehicle Systems Group, Llc | Systems and methods for disconnecting tandem axles |
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|---|---|
| GB201513770D0 (en) | 2015-09-16 |
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| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |