(19)
(11)EP 3 504 092 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
22.07.2020 Bulletin 2020/30

(21)Application number: 16757891.3

(22)Date of filing:  29.08.2016
(51)International Patent Classification (IPC): 
B60T 8/34(2006.01)
B60G 5/00(2006.01)
(86)International application number:
PCT/EP2016/070314
(87)International publication number:
WO 2018/041328 (08.03.2018 Gazette  2018/10)

(54)

AIR SUSPENSION EVACUATION FOR IMPROVED BRAKING PERFORMANCE

LUFTFEDERUNGSEVAKUIERUNG FÜR VERBESSERTE BREMSLEISTUNG

ÉVACUATION D'AIR D'UNE SUSPENSION PNEUMATIQUE POUR AMÉLIORER LES PERFORMANCES DE FREINAGE


(84)Designated Contracting States:
AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

(43)Date of publication of application:
03.07.2019 Bulletin 2019/27

(73)Proprietor: Volvo Truck Corporation
405 08 Göteborg (SE)

(72)Inventor:
  • TAGESSON, Kristoffer
    417 65 Göteborg (SE)

(74)Representative: Valea AB 
Box 1098
405 23 Göteborg
405 23 Göteborg (SE)


(56)References cited: : 
EP-A2- 1 698 535
US-A1- 2014 297 118
DE-A1- 4 141 695
  
      
    Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


    Description

    TECHNICAL FIELD



    [0001] The invention relates to vehicles having an air suspended non-driven load axle, sometimes referred to as a tag axle or pusher axle. More specifically, the invention relates to increase braking performance in such a vehicle.

    [0002] The invention can be applied in heavy-duty vehicles, such as trucks, buses and construction equipment.

    BACKGROUND



    [0003] It is well known to use one or several non-driven load axles to relieve the driven wheel axles from a portion of the load weight. A non-driven axle arranged in front of a driven axle is referred to as a pusher axle, while a non-driven axle arranged behind a driven axle is referred to as a tag axle.

    [0004] Non-driven axles are typically air suspended e.g. by means of air bellows, and the air pressure can be controllable. In this manner, it is possible to increase or decrease the load absorbed by the non-driven axle, and when the vehicle is carrying only a small load, or no load at all, the non-driven axle may be completely disabled.

    [0005] When a non-driven axle is active, and absorbs part of the load, this affects the traction of the driven axle(s), which in some situations may cause problems. Various solutions have been suggested for handling such problems, and as an example, document US 4,141,430 discloses a tag-axle control system which deactivates a tag axle in case of an overspin condition.

    [0006] In order for ensure satisfactory braking performance, conventional non-driven axles are provided with brakes. Thereby, the entire load, also the portion of the load that is absorbed by the non-driven axle, is used to provide braking traction. Document WO 00/00360 discloses a traction control system in a vehicle having a combination of driven and non-driven axles, where each axle is provided with brakes. With such a control system, load can be transferred between driven and non-driven axles to improve traction performance.

    [0007] An example of load transfer arrangement for a vehicle with a non-driven load axle and an air suspension component limiting load transfer during a hard brake event is given in document US 2014/0297118 A1. If

    [0008] However, a drawback with providing non-driven axles with brakes is that the brake arrangement adds weight and cost to the chassis.

    SUMMARY



    [0009] Based on this, it is an object of the present invention to provide satisfactory braking performance in a vehicle having a non-driven load axle without brakes (also referred to as an "unbraked" load axle).

    [0010] According to a first aspect, this object is achieved by a load transfer arrangement for a vehicle including a chassis with at least one braked axle, the arrangement comprising: a non-driven load axle, and an air suspension assembly including at least one air cushion arranged between the chassis and the non-driven load axle in order to transfer load from the braked axle(s) to the non-driven load axle, wherein the non-driven load axle is unbraked, and wherein the arrangement further comprises: an evacuation controller configured to provide a pressure release trigger in response to a current or predicted braking event of the vehicle, and at least one evacuation valve configured to, in response to receiving the pressure release trigger, evacuate pressure from the at least one air cushion in order to remove load from the non-driven load axle and increase load on the braked axle(s).

    [0011] By means of the present invention, full or almost full braking power can be ensured also when using a non-driven axle without brakes. In a situation where a braking event is detected or predicted, the evacuation valve(s) will evacuate pressure from the air cushion(s), thereby transferring all, or at least sufficient, load from the non-driven axle to the braked axle(s) where braking force will be applied.

    [0012] By eliminating the need for mounting brakes on the non-driven axle, the non-driven axle can be made lighter and less expensive.

    [0013] In some embodiments of the invention, the evacuation controller is configured to identify a braking demand and to provide the pressure release trigger based on the braking demand. For example, the pressure release trigger can be provided when the braking demand exceeds a braking demand threshold. The braking demand threshold may be a function of at least one of current load of the braked axle(s), current load of the non-driven load axle, current load of one or more other axles (such as the front axle), current road friction and current vehicle speed.

    [0014] The breaking demand can be an actual (current) braking demand received from a vehicle brake controller. This is a straightforward way to implement the invention.

    [0015] Alternatively, the arrangement may comprise a brake pedal sensor arranged to detect a position of a brake pedal of the vehicle, and in this case the (actual) braking demand may be identified as a function of the detected position of the brake pedal. For example the braking demand may be considered to be proportional to the instantaneous position of the brake pedal, or to depend on the speed the brake pedal is depressed, or even the acceleration of the brake pedal. Movement of a braking pedal provides a simple and direct information about a braking action that is about to take place or that has already been initiated. In the latter case, a current braking demand is used as an indicator of a continued (future) braking demand.

    [0016] The arrangement may also comprise an accelerator pedal sensor arranged to detect a position of an accelerator pedal of the vehicle, and in this case an estimated braking demand can be based on a function of the detected position of the accelerator pedal. For example, a sudden release of the accelerator pedal indicates a likely braking demand.

    [0017] In other embodiments, the evacuation controller is configured to identify a likelihood of a braking event and to provide the pressure release trigger when said likelihood is greater than a predefined value.

    [0018] It should be noted that the evacuation of the air cushion here is based on probability, in the sense that it may be advantageous to transfer load to the braked axle(s) as soon as there is an increase likelihood of a braking event. The load transfer thus serves as a way to prepare the vehicle for a sudden braking action when it is considered likely that such a braking action may be required. If there is no braking action, pressure can be restored in the suspension assembly. Such a process of temporarily deflating the air suspension of the non-driven axle may be performed without the express knowledge of the driver.

    [0019] As one option, the evacuation controller can be connected to an on-board navigation system in order to receive map information relative a current vehicle position, and wherein the likelihood of a braking event is determined based on received map information. For example, when operating the vehicle in residential areas or outside schools, it may be desirable to be prepared for sudden braking action.

    [0020] As yet another option, the evacuation controller is connected to a sensor arranged to detect a distance to another vehicle or other obstacle, and wherein the likelihood of a braking event is determined based on a function of said distance. For example, if the distance to a forward vehicle decreases rapidly, or decreases below a given threshold, a braking action may be expected.

    [0021] According to a second aspect of the invention, this object is achieved by a vehicle comprising a chassis having at least one braked axle, and a load transfer arrangement according to the first aspect.

    [0022] The advantages of the present invention are expected to be especially significant when the non-driven axle without braking capacity is a pusher axle, i.e. arranged in front of a driven axle. In this case, the braking action tends to further increase load on the pusher axle, thus potentially loosing even further braking power on the driven axle. However, the invention may certainly also be beneficial when the non-driven axle without braking capacity is a tag axle, i.e. arranged behind a driven axle.

    [0023] Other aspects of the present invention include a method for transferring load between a braked axle and a non-driven, unbraked axle of a chassis of a vehicle, a computer program product configured to performing the method when executed on a computer processor, and a non-transitory computer readable medium.

    [0024] Further advantages and advantageous features of the invention are disclosed in the following description and in the dependent claims.

    BRIEF DESCRIPTION OF THE DRAWINGS



    [0025] With reference to the appended drawings, below follows a more detailed description of embodiments of the invention cited as examples.

    [0026] In the drawings:

    Fig. 1 is a schematic side view of a vehicle comprising a load transfer arrangement according to embodiments of the present invention.

    Fig. 2 is a schematic top view of a load transfer arrangement for a vehicle according to embodiments of the present invention.

    Fig. 3 is a flow chart of a method according to embodiments of the present invention.


    DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS OF THE INVENTION



    [0027] Fig. 1 illustrates a vehicle 12. The illustrated vehicle 12 is a truck, such as a heavy duty truck. The vehicle 12 comprises a chassis 14. The chassis 12 has a front axle 15, a braked rear axle 16, and a non-driven load (rear) axle 18. The non-driven load axle 18 is unbraked, i.e. it does not have any brakes. The non-driven load axle 18 is arranged in front of the braked axle 16, and may be referred to as a pusher axle. The vehicle 12 also comprises an air suspension assembly 20 including at least one air cushion 22. The at least one air cushion 22 is arranged between the chassis 14 and the non-driven load axle 18, i.e. it is arranged to transfer forces from the chassis to the axle so as to transfer load from the braked axle 16 to the non-driven load axle 18. The air cushion(s) 22 could be physically located under or outside the frame of the chassis 14. By adjusting the pressure in the air cushion(s), the air suspension assembly 20 may increase or decrease the load that is transferred to the non-driven load axle 18, in order to distribute load between the braked axle 16 and the non-driven load axle 18.

    [0028] The non-driven load axle 18 and the air suspension assembly 20 form part of a load transfer arrangement 10, which load transfer arrangement 10 further comprises an evacuation controller 24 and at least one evacuation valve 26. The evacuation controller 24 is configured to provide a pressure release trigger in response to a current or predicted braking event of the vehicle 12. The evacuation controller 24 may be embodied by appropriate hardware and/or software. The at least one evacuation valve 26 is configured to, in response to receiving the pressure release trigger from the evacuation controller 24, evacuate pressure from the air cushion(s) 22, in order to remove load from the non-driven load axle 18, and consequently increase load on the braked axle 16 where braking force will be applied. In this way, full or almost full braking power can be ensured also when using a non-driven axle load 18 without brakes.

    [0029] Fig. 2 illustrates in more detail various embodiments of the load transfer arrangement 10. In fig. 2 there is a common evacuation valve 26 for both air cushions 22, but there could alternative be one evacuation valve per air cushion, for example.

    [0030] In some embodiments, the evacuation controller 24 is configured to identify a braking demand, and to provide the aforementioned pressure release trigger based on the braking demand. The pressure release trigger can for example be provided when the braking demand exceeds a braking demand threshold. The braking demand, and the corresponding threshold, may for example be expressed as vehicle deceleration (xx m/s2) or vehicle total brake force (yy kN). Furthermore, the braking demand threshold may be a function of at least one of current load of the braked axle 16, current load of the non-driven load axle 18, current load of the front axle 15, current road friction and current vehicle speed. The braking demand threshold can for example be proportional to the coefficient of friction between wheels and road times the proportion of total vehicle load being carried by axles other than the non-driven load axle 18. A relation with respect to vehicle speed can also be introduced by applying different proportional gains for different vehicle speeds.

    [0031] In one embodiment, the aforementioned breaking demand is an actual (current) braking demand received from a vehicle brake controller 28 of the vehicle 12. The vehicle brake controller 28 could also be included in the load transfer arrangement 10.

    [0032] Alternatively, or complementary, the load transfer arrangement 10 may comprise a brake pedal sensor 30 arranged to detect a position of a brake pedal 32 of the vehicle 12. The breaking demand may then be identified by the evacuation controller 24 as a function of the detected position of the brake pedal 32.

    [0033] The load transfer arrangement 10 may also comprise an accelerator pedal sensor 34 arranged to detect a position of an accelerator pedal 36 of the vehicle 12. In this case the braking demand is an estimated braking demand based on a function of the detected position of the accelerator pedal 36. The accelerator pedal 36 could also be referred to as a throttle (pedal).

    [0034] In other embodiments also illustrated in fig. 2, the evacuation controller 24 is configured to identify a likelihood of a braking event, and to provide the pressure release trigger to the evacuation valve 26 when the likelihood is greater than a predefined value. The likelihood and the predefined value may for example be express as percentages.

    [0035] The evacuation controller 24 may for example be connected to a navigation system 38 on board the vehicle 12, in order to receive map information relative a current vehicle position. The likelihood of a braking event may then be determined by the evacuation controller 24 based on received map information. If the received map information indicates that the vehicle 12 is passing a school, the likelihood for a braking event may for example be determined to be higher than if the received map information indicates that the vehicle 12 is travelling along a remote highway. The navigation system 38 may for example be a GPS system.

    [0036] As yet another option, the evacuation controller 24 may be connected to a sensor 40 arranged to detect a distance to another vehicle or other obstacle (not shown) ahead of the vehicle 12, wherein the likelihood of a braking event is determined based on a function of the distance. The distance could for example be expressed in meters (or some equivalent unit) or as time. The sensor 40 can for example include at least one of a radar, a lidar, and an ultrasonic detector.

    [0037] With further reference to fig. 3, a load transferring method according to embodiments of the present invention will now be described. The method may at least partly be carried out by the load transfer arrangement 10. The method may transfer load between the braked axle 16 and the non-driven, unbraked axle 18 of the chassis 14 of the vehicle 12, wherein the non-driven, unbraked load axle 18 is suspended by the air suspension assembly 20 including the at least one air cushion 22 arranged between the chassis 14 and the non-driven, unbraked load axle 18. The method comprises a first step S1 of providing a pressure release trigger in response to a current or predicted braking event; and, in response to the pressure release trigger, a second step S2 of evacuating pressure from the at least one air cushion 22 in order to remove load from the non-driven, unbraked load axle 18 and increase load on the braked axle(s) 16.

    [0038] The method may further comprise the additional step S3 identifying a braking demand, and providing the pressure release trigger based on the braking demand. The braking demand may be identified as described above.

    [0039] In other embodiments, the method may further comprise the additional step S4 identifying a likelihood of a braking event, and providing the pressure release trigger when the likelihood is greater than a predefined value. The likelihood may be determined as described above.

    [0040] It is to be understood that the present invention is not limited to the embodiments described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the appended claims.

    [0041] For example, the evacuation controller 24 may be configured to provide valve state information, i.e. the current state of the evacuation valve(s) 26, to the vehicle brake controller 28, as illustrated by arrow 42 in fig. 2. The valve state information may be used in the vehicle brake controller 28 to better allocate brake action to other axles. For example, limited brake action can be ensured until information of open evacuation valve has appeared, where immediately more aggressive brake action can be commanded without risking e.g. wheel locking.


    Claims

    1. A load transfer arrangement (10) for a vehicle (12) including a chassis (14) with at least one braked axle (16), the arrangement (10) comprising:

    a non-driven load axle (18), and

    an air suspension assembly (20) including at least one air cushion (22) arranged between the chassis (14) and the non-driven load axle (18) in order to transfer load from the braked axle(s) (16) to the non-driven load axle (18),

    characterized in that

    the non-driven load axle (18) is unbraked, and wherein the arrangement (10) further comprises:

    an evacuation controller (24) configured to provide a pressure release trigger in response to a current or predicted braking event of the vehicle (12), and

    at least one evacuation valve (26) configured to, in response to receiving the pressure release trigger, evacuate pressure from the at least one air cushion (22) in order to remove load from the non-driven load axle (18) and increase load on the braked axle(s) (16).


     
    2. The load transfer arrangement according to claim 1, wherein the evacuation controller (24) is configured to identify a braking demand and to provide the pressure release trigger based on the braking demand, preferably, the evacuation controller (24) is configured to provide the pressure release trigger when the braking demand exceeds a braking demand threshold, more preferred, the braking demand threshold is a function of at least one of current load of the braked axle(s), current load of the non-driven load axle, current load of one or more other axles, current road friction and current vehicle speed.
     
    3. The load transfer arrangement according to claim 2, wherein the braking demand is an actual braking demand received from a vehicle brake controller (28).
     
    4. The load transfer arrangement according to of claim 2, further comprising a brake pedal sensor (30) arranged to detect a position of a brake pedal (32) of the vehicle, and wherein the braking demand is identified as a function of the detected position of the brake pedal.
     
    5. The load transfer arrangement according to of claims 2, further comprising an accelerator pedal sensor (34) arranged to detect a position of an accelerator pedal (36) of the vehicle, and wherein the braking demand is an estimated braking demand based on a function of the detected position of the accelerator pedal.
     
    6. The load transfer arrangement according to claim 1, wherein the evacuation controller (24) is configured to identify a likelihood of a braking event and to provide the pressure release trigger when said likelihood is greater than a predefined value, preferably, the evacuation controller (24) is connected to an on-board navigation system (38) in order to receive map information relative a current vehicle position, and wherein the likelihood of a braking event is determined based on received map information, or the evacuation controller (24) is connected to a distance sensor (40) arranged to detect a distance to another vehicle or other obstacle, and wherein the likelihood of a braking event is determined based on a function of said distance.
     
    7. A vehicle (12) comprising:

    a chassis (14) having at least one braked axle (16), and

    a load transfer arrangement (10) according to any one of the preceding claims.


     
    8. The vehicle according to claim 7, wherein the non-driven, unbraked axle is a pusher axle.
     
    9. A method for transferring load between a braked axle (16) and a non-driven, unbraked axle (18) of a chassis (14) of a vehicle (12), wherein the non-driven, unbraked load axle (18) is suspended by an air suspension assembly (20) including at least one air cushion (22) arranged between the chassis (14) and the non-driven, unbraked load axle (18) in order to transfer load from the braked axle(s) (16) to the non-driven unbraked load axle (18),
    characterized by the steps of:

    providing a pressure release trigger in response to a current or predicted braking event, and

    in response to the pressure release trigger, evacuating pressure from the at least one air cushion (22) in order to remove load from the non-driven, unbraked load axle (18) and increase load on the braked axle(s) (16).


     
    10. The method according to claim 9, further comprising identifying a braking demand and providing the pressure release trigger based on the braking demand, preferably, the pressure release trigger is provided when the braking demand exceeds a braking demand threshold, more preferred, the braking demand threshold is a function of at least one of current load of the braked axle(s), current load of the non-driven load axle, current road friction and current vehicle speed.
     
    11. The method according to claim 10, further comprising receiving an actual braking demand from a vehicle brake controller.
     
    12. The method according to claim 10, further comprising detecting a position of a brake pedal of the vehicle, and identifying the braking demand as a function of the detected position of the brake pedal.
     
    13. The method according to claim 9, further comprising identifying a likelihood of a braking event and providing the pressure release trigger when said likelihood is greater than a predefined value, preferably the likelihood of a braking event is determined based on map information relative a current vehicle position or the likelihood of a braking event is determined based on a function of a distance to another vehicle or other obstacle.
     
    14. A computer program comprising computer program code portions for performing the steps of any of any one of claims 9 - 13 when said program is run on a computer processor.
     
    15. A non-transitory computer readable medium carrying a computer program comprising program code portions for performing the steps of any one of claims 9 - 13, when said program product is run on a computer processor.
     


    Ansprüche

    1. Lastübertragungsanordnung (10) für ein Fahrzeug (12), das ein Fahrgestell (14) mit mindestens einer gebremsten Achse (16) umfasst, wobei die Anordnung (10) Folgendes umfasst:

    eine nicht angetriebene Lastachse (18), und

    eine Luftfederungsbaugruppe (20), die mindestens ein Luftkissen (22) umfasst, das zwischen dem Fahrgestell (14) und der nicht angetriebenen Lastachse (18) angeordnet ist, um die Last von der oder den gebremsten Achse(n) (16) auf die nicht angetriebene Lastachse (18) zu übertragen,

    dadurch gekennzeichnet, dass

    die nicht angetriebene Lastachse (18) ungebremst ist, und wobei die Anordnung (10) ferner Folgendes umfasst:

    einen Evakuierungsregler (24), der konfiguriert ist, um als Reaktion auf ein aktuelles oder vorhergesagtes Bremsereignis des Fahrzeugs (12) einen Druckauslöser bereitzustellen, und

    mindestens ein Evakuierungsventil (26), das konfiguriert ist, um als Reaktion auf den Empfang des Druckauslösers den Druck aus dem mindestens einen Luftkissen (22) zu evakuieren, um die nicht angetriebene Lastachse (18) zu entlasten und die Last auf die gebremste(n) Achse(n) (16) zu erhöhen.


     
    2. Lastübertragungsanordnung nach Anspruch 1, wobei der Evakuierungsregler (24) konfiguriert ist, um eine Bremsanforderung zu identifizieren und um den Druckauslöser basierend auf der Bremsanforderung bereitzustellen, wobei der Evakuierungsregler (24) bevorzugt konfiguriert ist, um den Druckauslöser bereitzustellen, wenn die Bremsanforderung eine Bremsanforderungsschwelle überschreitet, wobei die Bremsanforderungsschwelle weiter bevorzugt eine Funktion mindestens einer von der aktuellen Last der gebremsten Achse(n), der aktuellen Last der nicht angetriebenen Lastachse, der aktuellen Last einer oder mehrerer anderer Achsen, der aktuellen Fahrbahnreibung und der aktuellen Fahrzeuggeschwindigkeit ist.
     
    3. Lastübertragungsanordnung nach Anspruch 2, wobei die Bremsanforderung eine tatsächliche Bremsanforderung ist, die von einem Fahrzeugbremsregler (28) empfangen wird.
     
    4. Lastübertragungsanordnung nach Anspruch 2, ferner umfassend einen Bremspedalsensor (30), der eingerichtet ist, um eine Position eines Bremspedals (32) des Fahrzeugs zu detektieren, und wobei die Bremsanforderung als Funktion der detektierten Position des Bremspedals identifiziert wird.
     
    5. Lastübertragungsanordnung nach Anspruch 2, ferner umfassend einen Gaspedalsensor (34), der eingerichtet ist, um eine Position eines Gaspedals (36) des Fahrzeugs zu detektieren, und wobei die Bremsanforderung eine geschätzte Bremsanforderung ist, die auf einer Funktion der detektierten Position des Gaspedals basiert.
     
    6. Lastübertragungsanordnung nach Anspruch 1, wobei der Evakuierungsregler (24) konfiguriert ist, um eine Wahrscheinlichkeit eines Bremsereignisses zu identifizieren, und um den Druckauslöser bereitzustellen, wenn die Wahrscheinlichkeit größer als ein vordefinierter Wert ist, wobei der Evakuierungsregler (24) bevorzugt an ein Bordnavigationssystem (38) angeschlossen ist, um Karteninformationen bezüglich einer aktuellen Fahrzeugposition zu empfangen, und wobei die Wahrscheinlichkeit eines Bremsereignisses basierend auf empfangenen Karteninformationen bestimmt wird, oder der Evakuierungsregler (24) an einen Abstandssensor (40) angeschlossen ist, der eingerichtet ist, um einen Abstand zu einem anderen Fahrzeug oder einem anderen Hindernis zu detektieren, und wobei die Wahrscheinlichkeit eines Bremsereignisses basierend auf einer Funktion dieses Abstands bestimmt wird.
     
    7. Fahrzeug (12), umfassend:

    ein Fahrgestell (14), das mindestens eine gebremste Achse (16) aufweist, und

    eine Lastübertragungsanordnung (10) nach einem der vorhergehenden Ansprüche.


     
    8. Fahrzeug nach Anspruch 7, wobei die nicht angetriebene, ungebremste Achse eine Nachlaufachse ist.
     
    9. Verfahren zum Übertragen einer Last zwischen einer gebremsten Achse (16) und einer nicht angetriebenen, ungebremsten Achse (18) eines Fahrgestells (14) eines Fahrzeugs (12), wobei die nicht angetriebene, ungebremste Lastachse (18) von einer Luftfederungsbaugruppe (20) gefedert wird, die mindestens ein Luftkissen (22) umfasst, das zwischen dem Fahrgestell (14) und der nicht angetriebenen, ungebremsten Lastachse (18) angeordnet ist, um eine Last von der oder den gebremsten Achse(n) (16) auf nicht angetriebene ungebremst Lastachse (18) zu übertragen,
    gekennzeichnet durch folgende Schritte:

    Bereitstellen eines Druckauslösers als Reaktion auf ein aktuelles oder vorhergesagtes Bremsereignis, und

    als Reaktion auf den Druckauslöser, Evakuieren des Drucks aus dem mindestens einen Luftkissen (22), um die nicht angetriebene, ungebremste Lastachse (18) zu entlasten und die Last auf die gebremste(n) Achse(n) (16) zu erhöhen.


     
    10. Verfahren nach Anspruch 9, ferner umfassend das Identifizieren einer Bremsanforderung und das Bereitstellen des Druckauslösers basierend auf der Bremsanforderung, wobei der Druckauslöser bevorzugt bereitgestellt wird, wenn die Bremsanforderung eine Bremsanforderungsschwelle überschreitet, wobei die Bremsanforderungsschwelle weiter bevorzugt eine Funktion mindestens einer von einer aktuellen Last der gebremsten Achse(n), einer aktuellen Last der nicht angetriebenen Lastachse, einer aktuellen Fahrbahnreibung und einer aktuellen Fahrzeuggeschwindigkeit ist.
     
    11. Verfahren nach Anspruch 10, ferner umfassend das Empfangen einer tatsächlichen Bremsanforderung von einem Fahrzeugbremsregler.
     
    12. Verfahren nach Anspruch 10, ferner umfassend das Detektieren einer Position eines Bremspedals des Fahrzeugs, und das Identifizieren der Bremsanforderung als Funktion der detektierten Position des Bremspedals.
     
    13. Verfahren nach Anspruch 9, ferner umfassend das Identifizieren einer Wahrscheinlichkeit eines Bremsereignisses und das Bereitstellen des Druckauslösers, wenn die Wahrscheinlichkeit größer als ein vordefinierter Wert ist, wobei die Wahrscheinlichkeit eines Bremsereignisses bevorzugt basierend auf Karteninformationen bezüglich einer aktuellen Fahrzeugposition bestimmt wird oder die Wahrscheinlichkeit eines Bremsereignisses basierend auf einer Funktion eines Abstands zu einem anderen Fahrzeug oder anderen Hindernis bestimmt wird.
     
    14. Computerprogramm, umfassend Computerprogramm-Codeabschnitte zum Ausführen der Schritte eines der Ansprüche 9 bis 13, wenn das Programm auf einem Computerprozessor abläuft.
     
    15. Nicht vorübergehender, computerlesbarer Datenträger, der ein Computerprogramm enthält, das Programmcodeabschnitte zum Ausführen der Schritte eines der Ansprüche 9 bis 13 umfasst, wenn das Programmprodukt auf einem Computerprozessor abläuft.
     


    Revendications

    1. Arrangement de transfert de charge (10) pour un véhicule (12) incluant un châssis (14) équipé d'au moins un essieu freiné (16), l'arrangement (10) comprenant :

    un essieu de charge non moteur (18), et

    un ensemble de suspension pneumatique (20) incluant au moins un coussin d'air (22) disposé entre le châssis (14) et l'essieu de charge non moteur (18) afin de transférer la charge du ou des essieux freinés (16) à l'essieu de charge non moteur (18),

    caractérisé en ce que

    l'essieu de charge non moteur (18) n'est pas freiné, et dans lequel l'arrangement (10) comprend en outre :

    un contrôleur d'évacuation (24) configuré pour produire un déclencheur de libération de pression en réponse à un événement de freinage actuel ou prédit du véhicule (12), et

    au moins une soupape d'évacuation (26) configurée pour évacuer, en réponse à la réception du déclencheur de libération de pression, la pression depuis le au moins un coussin d'air (22) afin d'éliminer la charge de l'essieu de charge non moteur (18) et d'augmenter la charge sur le ou les essieux freinés (16).


     
    2. Arrangement de transfert de charge selon la revendication 1, dans lequel le contrôleur d'évacuation (24) est configuré pour identifier une demande de freinage et pour produire le déclencheur de libération de pression sur la base de la demande de freinage, de préférence, le contrôleur d'évacuation (24) est configuré pour produire le déclencheur de libération de pression lorsque la demande de freinage dépasse un seuil de demande de freinage, plus préférentiellement, le seuil de demande de freinage dépend d'au moins un parmi une charge actuelle du ou des essieux freinés, une charge actuelle de l'essieu de charge non moteur, une charge actuelle d'un ou plusieurs autres essieux, des frottements au sol actuels et une vitesse actuelle du véhicule.
     
    3. Arrangement de transfert de charge selon la revendication 2, dans lequel la demande de freinage est une demande de freinage actuelle reçue depuis un contrôleur de frein de véhicule (28).
     
    4. Arrangement de transfert de charge selon la revendication 2, comprenant en outre un capteur de pédale de frein (30) conçu pour détecter une position d'une pédale de frein (32) du véhicule, et dans lequel la demande de freinage est identifiée en fonction de la position détectée de la pédale de frein.
     
    5. Arrangement de transfert de charge selon la revendication 2, comprenant en outre un capteur de pédale d'accélérateur (34) conçu pour détecter une position d'une pédale d'accélérateur (36) du véhicule, et dans lequel la demande de freinage est une demande de freinage estimée en fonction de la position détectée de la pédale d'accélérateur.
     
    6. Arrangement de transfert de charge selon la revendication 1, dans lequel le contrôleur d'évacuation (24) est configuré pour identifier une probabilité d'un événement de freinage et pour produire le déclencheur de libération de pression lorsque ladite probabilité est supérieure à une valeur prédéfinie, de préférence, le contrôleur d'évacuation (24) est connecté à un système de navigation embarqué (38) afin de recevoir des informations cartographiques relatives à une position actuelle de véhicule, et dans lequel la probabilité d'un événement de freinage est déterminée sur la base des informations cartographiques reçues, ou le contrôleur d'évacuation (24) est connecté à un capteur de distance (40) conçu pour détecter une distance par rapport à un autre véhicule ou autre obstacle, et dans lequel la probabilité d'un événement de freinage est déterminée en fonction de ladite distance.
     
    7. Véhicule (12) comprenant :

    un châssis (14) ayant au moins un essieu freiné (16), et

    un arrangement de transfert de charge (10) selon l'une quelconque des revendications précédentes.


     
    8. Véhicule selon la revendication 7, dans lequel l'essieu non moteur non freiné est un essieu directeur.
     
    9. Procédé de transfert de charge entre un essieu freiné (16) et un essieu non moteur non freiné (18) d'un châssis (14) d'un véhicule (12), dans lequel l'essieu de charge non moteur non freiné (18) est suspendu par un ensemble de suspension pneumatique (20) incluant au moins un coussin d'air (22) disposé entre le châssis (14) et l'essieu de charge non moteur non freiné (18) afin de transférer la charge entre le ou les essieux freinés (16) et l'essieu de charge non moteur non freiné (18),
    caractérisé par les étapes consistant à :

    produire un déclencheur de libération de pression en réponse à un événement de freinage actuel ou prédit, et

    en réponse au déclencheur de libération de pression, évacuer la pression depuis le au moins un coussin d'air (22) afin d'éliminer la charge de l'essieu de charge non moteur non freiné (18) et d'augmenter la charge sur le ou les essieux freinés (16).


     
    10. Procédé selon la revendication 9, comprenant en outre l'identification d'une demande de freinage et la production du déclencheur de libération de pression sur la base de la demande de freinage, de préférence, le déclencheur de libération de pression étant produit lorsque la demande de freinage dépasse un seuil de demande de freinage, plus préférentiellement, le seuil de demande de freinage dépendant au moins d'un parmi une charge actuelle du ou des essieux freinés, une charge actuelle de l'essieu de charge non moteur, des frottements au sol actuels et une vitesse actuelle de véhicule.
     
    11. Procédé selon la revendication 10, comprenant en outre la réception d'une demande de freinage actuelle depuis un contrôleur de frein de véhicule.
     
    12. Procédé selon la revendication 10, comprenant en outre la détection d'une position d'une pédale de frein du véhicule, et l'identification de la demande de freinage en fonction de la position détectée de la pédale de frein.
     
    13. Procédé selon la revendication 9, comprenant en outre l'identification d'une probabilité d'un événement de freinage et la production du déclencheur de libération de pression lorsque ladite probabilité est supérieure à une valeur prédéfinie, de préférence la probabilité d'un événement de freinage est déterminée sur la base d'informations cartographiques relatives à une position actuelle de véhicule ou la probabilité d'un événement de freinage est déterminée en fonction d'une distance par rapport à un autre véhicule ou autre obstacle.
     
    14. Programme informatique comprenant des parties de code de programme informatique pour exécuter les étapes selon l'une quelconque des revendications 9 à 13 lorsque ledit programme est exécuté sur un processeur d'ordinateur.
     
    15. Support non transitoire lisible par ordinateur portant un programme informatique comprenant des parties de code de programme pour exécuter les étapes selon l'une quelconque des revendications 9 à 13, lorsque ledit programme informatique est exécuté sur un processeur d'ordinateur.
     




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    Cited references

    REFERENCES CITED IN THE DESCRIPTION



    This list of references cited by the applicant is for the reader's convenience only. It does not form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be excluded and the EPO disclaims all liability in this regard.

    Patent documents cited in the description