An automatic air suspension control system is provided for use in combination with a vehicle having a liftable non-driven rear axle, a driven rear axle, a parking brake, and an air suspension associated with the rear axles to apply a load to the rear axles. The air suspension control system is programmed to determine whether the rear axles are subject to a load condition under which the non-driven rear axle is to be moved between lifted and deployed conditions. If the rear axles are subject to a load condition under which the non-driven rear axle is to be moved, the air suspension control system also determines whether the parking brake is engaged. If the parking brake is disengaged, then the air suspension control system causes the non-driven rear axle to be moved; otherwise, if the parking brake is engaged, then the non-driven rear axle is prevented from moving.

Parking brake interlock for automatic lift axle

An automatic air suspension control system is provided for use in combination with a vehicle having a non-driven rear axle, a driven rear axle, and an air suspension associated with the rear axles to apply a load to each of the rear axles. The air suspension control system is programmed to maintain the load applied to the non-driven rear axle at a level that is less than the load applied to the driven rear axle until the load applied to the driven rear axle is equal to a threshold amount. The threshold amount may be equal to the maximum load that may be legally applied to the driven rear axle or some lower level. There may be no load applied to the non-driven rear axle prior to the load on the driven rear axle reaching the threshold amount or may be a non-zero amount.

Air suspension control system

The brake signal is only modified during the first sector of a braking action when the vehicle resistance changes over this braking action as also if the resistance decreases. If resistance increases, the demand signal remains unchanged. As between the two action sectors, the first sector is allocated a different algorithm from the second sector and necessarily precedes this second. When regulating this second sector, over-braking and under-braking are differentiated, only modifying the demand signal during under-braking. Before braking starts, the momentary retardation of the vehicle caused by resistance is found and wheel sensors record the actual wheel delay. A difference is formed between the actual delay and the demand-related ideal delay and finally the delay caused by vehicle resistance. The brake pressure is regulated on the basis of this retardation difference.

Braking pressure control method

The invention relates to an anti-slip support system (10) for a truck (100) or a construction vehicle comprising an activation device (20) for selecting anti-slip support functionality. The activation device (20) comprises at least two manually selectable positions (22, 24, 26, 28) and that at least one of the positions (22, 24, 26, 28) corresponds to activation of more than one predefined function for improving traction in slippery conditions.

Anti-slip support system and method for improving traction of a truck

The method involves determining a non-actuated brake system from comparison of computational longitudinal acceleration of a vehicle and measured actual longitudinal acceleration of the vehicle The computational longitudinal acceleration of the vehicle is based on actual drive torque model of vehicle drive aggregate Unintentional braking action of brake system is closed, if deviation is occurred between the acceleration values

Method for examining vehicle brake system, involves determining non-actuated brake system from comparison of computational longitudinal acceleration of vehicle and measured actual longitudinal acceleration of vehicle

The invention relates to a device and a method for preventing or rectifying traction problems of multiaxle vehicles, whereby a central control unit (4) is connected to a traction control device (6) for monitoring the traction of the wheels associated with a driving axle. Said central control unit (4) evaluates the acquired data and, if a traction problem is detected, automatically activates an anti-slip regulation system (1) for regulating and/or controlling the slip of the wheels associated with the driving axle and at least one differential lock (3) for distributing the forces and/or torques acting upon the wheels that are associated with the driving axle.

Device and method for rectifying traction problems of multiaxle vehicles

Die vorliegende Erfindung betrifft eine Vorrichtung und ein Verfahren zum Verhindern bzw. Beheben von Traktionsproblemen bei Mehrachsfahrzeugen, wobei eine zentrale Steuereinheit (4) mit einer Traktionskontrolleinrichtung (6) zum Uberprufen der Tranktion der einer Antriebsachse zugeordneten Rader verbunden ist. Die zentrale Steuereinheit (4) wertet die erfassten Daten aus und aktiviert bei Erkennen eines Traktionsproblems automatisch eine Antriebsschlupfregeleinrichtung (1) zum Regeln und/oder Steuern eines Schlupfs der der Antriebsachse zugeordneten Rader und mindestens eine Differenzialsperreinrichtung (3) zum Verteilen der auf die der Antriebsachse zugeordneten Rader wirkenden Krafte und/oder Momente.

Vorrichtung und verfahren zum beheben von traktionsproblemen bei mehrachsfahrzeugen

Die Erfindung betrifft ein Verfahren zur Bestimmung von Dauerbremsanteilen. The invention relates to a method for determining continuous braking units. Es ist bekannt, die Raddrehzahlen dann zu ermitteln, wenn keine Bremsbetatigung vorliegt und wenn das Antriebsmoment zumindest kleiner ist als ein Schwellenwert, das Fahrzeug also wenigstens naherungsweise frei rollt. It is known to detect the wheel speeds, when no braking actuation is present and if the driving torque is at least smaller than a threshold value, that the vehicle rolls at least approximately free. Die dabei ermittelten Differenzen zwischen der Raddrehzahlen werden als auf unterschiedlichen Abrollumfange der einzelnen Rader beruhend gewertet. The thus determined differences between the wheel speeds are counted as being based on different rolling circumferences of the individual wheels. Es ist jedoch nicht moglich, einen bei dem Fahrzeug auftretenden Dauerbremsanteil zu erkennen, wenn dies nicht uber ein an die Betatigung der Dauerbremse gekoppeltes Signal der Steuereinheit signalisiert wird. However, it is not possible to recognize a continuous braking portion occurring at the vehicle, if this is not signaled by a coupled to the operation of the retarder signal of the control unit. Aufgabe der Erfindung ist es, momentan wirkende Dauerbremskrafte zu erkennen. The object of the invention is to recognize currently acting continuous braking forces. Die Bestimmung der Dauerbremsanteile basiert auf der Differenzdrehzahl zwischen der Drehzahl der Rader an einer angetriebenen Achse und der Drehzahl der Rader an einer nicht angetriebenen Achse. The determination of the duration of braking units is based on the differential speed between the rotational speed of the wheels on a driven axle and the speed of the wheels on a non-driven axle. Diese Differenzdrehzahl wird in einem ersten Schritt fur frei rollende Antriebsrader bestimmt und entspricht einem Abgleich der Raddrehzahlen. This speed differential is determined in a first step for free-rolling wheels and drive corresponds to a balance of the wheel speeds. Im weiteren Verlauf der Fahrt wird dann auf einen antriebsfrei rollenden Zustand der Antriebsachse erkannt, wenn einerseits die Betriebsbremse nicht betatigt ist und andererseits die Differenzdrehzahl geringer ist als bei dem frei rollenden Zustand der Antriebsachse. In the further course of the journey is detected on a drive-free rolling state of the drive shaft when the one hand, the service brake is not actuated, and on the other hand, the differential speed is less than for the free rolling state of the drive axle. Die Differenzdrehzahl ist dabei vorzeichenbehaftet und kann deshalb auch betragsmasig ansteigen. The differential speed is signed there and can therefore increase their value. Aus der Differenz zwischen der Differenzdrehzahl bei frei rollendem Zustand und der Differenzdrehzahl bei antriebsfrei rollendem Zustand der Antriebsachse wird auf eine Dauerbremswirkung geschlossen. From the difference between the differential speed rolling in free state and the differential speed in drive-free rolling state of the drive axle is concluded for a period braking.

Procedure for determining permanent braking periods in a vehicle

Verfahren zur Bestimmung von Dauerbremsanteilen bei einem Fahrzeug

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Device and method for rectifying traction problems of multiaxle vehicles

Vorrichtung und verfahren zum beheben von traktionsproblemen bei mehrachsfahrzeugen

Procedure for determining permanent braking periods in a vehicle

Verfahren zur Bestimmung von Dauerbremsanteilen bei einem Fahrzeug