AXLE AND METHOD FOR COMPENSATING FOR A DELAY

Abstract

An axle for utility vehicles includes a first wheel end and a second wheel end arranged opposite each other and rotatably on the axle, a recovery device connected to the first wheel end configured to recover rotational energy of the first wheel end, a braking device configured to decelerate the second wheel end, and a control unit configured to determine information on a deceleration of the first wheel end which results from the recovery and/or a deceleration of the second wheel end, and to control the braking device and/or the recovery device such that the deceleration of the first wheel end and the deceleration of the second wheel end are matched to each other, wherein the control unit is configured to determine the information on the deceleration of the first wheel end based on the recovered rotational energy.

Claims

1-15. (canceled)

16. An axle in particular for utility vehicles, comprising: a first wheel end and a second wheel end arranged opposite each other and rotatably on the axle; a recovery device connected to the first wheel end and configured to recover rotational energy of the first wheel end; a braking device configured to decelerate the second wheel end; and a control unit configured to determine information on a deceleration of the first wheel end which results from the recovery and/or a deceleration of the second wheel end, and to control the braking device and/or the recovery device such that the deceleration of the first wheel end and the deceleration of the second wheel end are matched to each other; wherein the control unit is configured to determine the information on the deceleration of the first wheel end based on the recovered rotational energy.

17. The axle as claimed in claim 16, wherein the information on the deceleration of the first wheel end and/or the second wheel end comprises a torque generated because of the decelerations.

18. The axle as claimed in claim 17, wherein the control unit has at least one sensor configured to determine the information.

19. The axle as claimed in claim 18, wherein the at least one sensor is configured to determine a yaw torque of the axle and/or a rotational speed of the first wheel end and/or the second wheel end.

20. The axle as claimed in claim 18, wherein a first deceleration due to the deceleration of the first wheel end by the recovery device acts at one end of the axle at which the first wheel end is arranged, wherein a second deceleration due to the deceleration of the second wheel end by the braking device acts at another end of the axle at which the second wheel end is arranged, and wherein the control unit is configured to control the braking device and/or the recovery device such that the first deceleration and the second deceleration are substantially of the same magnitude.

21. The axle as claimed in claim 20, wherein the braking device is configured to decelerate the second wheel end individually and independently of the first wheel end.

22. The axle as claimed in claim 21, wherein the recovery device is connected only to the first wheel end.

23. The axle as claimed in claim 22, wherein the control unit is configured to control the braking device and/or the recovery device such that one of the wheel ends rotates more quickly than the other.

24. The axle as claimed in claim 16, wherein the recovery device is connected to the first wheel end via a gearbox.

25. The axle as claimed in claim 16, wherein the first wheel end is connected directly to the recovery device with no differential situated therebetween.

26. The axle as claimed in claim 16, wherein the braking device is a disk brake or a drum brake.

27. The axle as claimed in claim 16, wherein the control unit has at least one sensor configured to determine the information.

28. The axle as claimed in claim 27, wherein the at least one sensor is configured to determine a yaw torque of the axle and/or a rotational speed of the first wheel end and/or the second wheel end.

29. The axle as claimed in claim 16, wherein a first deceleration due to the deceleration of the first wheel end by the recovery device acts at one end of the axle at which the first wheel end is arranged, wherein a second deceleration due to the deceleration of the second wheel end by the braking device acts at another end of the axle at which the second wheel end is arranged, and wherein the control unit is configured to control the braking device and/or the recovery device such that the first deceleration and the second deceleration are substantially of the same magnitude.

30. The axle as claimed in claim 16, wherein the braking device is configured to decelerate the second wheel end individually and independently of the first wheel end.

31. The axle as claimed in claim 16, wherein the recovery device is connected only to the first wheel end.

32. The axle as claimed in claim 16, wherein the control unit is configured to control the braking device and/or the recovery device such that one of the wheel ends rotates more quickly than the other.

33. A utility vehicle trailer comprising at least one axle as claimed in claim 16.

34. The utility vehicle trailer as claimed in claim 33, wherein the utility vehicle trailer comprises at least two of the axles, wherein the at least two axles are arranged on the utility vehicle trailer such that a first axle of the at least two axles has the first wheel end on the left-hand side of the utility vehicle trailer, and the second axle of the at least two axles has the first wheel end on the right-hand side of the utility vehicle trailer.

35. A method for compensating a deceleration of a first wheel end of an axle for a utility vehicle due to recovery, the method comprising: recovering rotational energy of the first wheel end; determining information on the deceleration of at least the first wheel end; and compensating the deceleration of the first wheel end by decelerating a second wheel end of the axle based on the determined deceleration of the first wheel end; wherein the information on the deceleration of the first wheel end is determined based on the recovered rotational energy.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Further advantages and properties will become apparent from the following description of preferred embodiments of the subject according to the invention with reference to the attached drawings. Individual features of the individual embodiments can here be combined with each other within the scope of the invention. In the drawings:

[0015] FIG. 1 is an axle from the prior art;

[0016] FIG. 2 is an axle according to an embodiment of the present invention; and

[0017] FIG. 3 is the axle according to the embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0018] FIG. 1 shows schematically an axle 100 from the prior art. The axle 100 has a first wheel end 102 and a second wheel end 103. A braking device 104, 107 for decelerating the respective wheel end 102, 103 is arranged in each case at each wheel end 102, 103. The axle 100 moreover has a recuperation device 120 which is connected in each case to the first wheel end 102 and to the second wheel end 103 by means of an axle shaft 106 via a differential 108. The recuperation device 120 has a gearbox 105 and an electric machine 102. The driving direction is moreover indicated in FIG. 1 by an arrow. The arrows 110 illustrate the movement in the driving direction of the respective wheel end 102, 103. The same deceleration or the same deceleration torque 109 is applied to the two wheel ends 102, 103 during a recuperation process. Because of the presence of the differential 108 and two axle shafts 106, the axle illustrated in FIG. 1 needs a lot of structural space and is expensive.

[0019] FIG. 2 shows schematically an axle 1 according to an embodiment of the present invention. The axle 1 comprises a first wheel end 2 and a second wheel end 3. The first wheel end 2 and the second wheel end 3 each form an axial end of the axle 1. The first wheel end 2 and the second wheel end 3 are each part of a wheel hub which rotates, together with the axle 1, about an axis of rotation of the axle 1. A rim can be mounted on each of the wheel ends 2, 3. The axle 1 moreover has a recuperation device 13 which has a gearbox 6 and an electric machine 4. The recuperation device 13 is connected directly to the first wheel end 2 by means of an axle shaft 14. To be more precise, the recuperation device 13 is connected only (i.e. exclusively) to the first wheel end 2. The axle 1 moreover has braking devices 5, 7 which are associated with one of the wheel ends 2, 3, respectively, and can decelerate the respective wheel end 2, 3. The braking device 5 can decelerate the second wheel end 3 individually. In other words, the braking device 5 can cause a deceleration 9 at the second wheel end 3. On the other hand, the recuperation device 13 can generate a deceleration 8 at the first wheel end 2. A control unit which is not illustrated in FIG. 2 controls the recuperation device 13 and/or the braking device 5 such that the deceleration of the first wheel end 2 which results from the recuperation, and the deceleration of the second wheel end 3 which results from the deceleration by means of the braking device 5 are of essentially the same magnitude such that the movements 10 in the driving direction are of essentially the same magnitude. Stable driving dynamics of the axle 1 can thus be achieved when driving in a straight line. Put differently, a resultant torque 16 which rotates, for example, about the center point of the axle 1 is essentially zero. Where the deceleration 9 caused by the braking device and the deceleration 8 caused by the recuperation device are not of the same magnitude, the resultant torque 16 is also not zero and instead corresponds to an amount greater than zero. As a result, the driving dynamics of the vehicle 1 on which the axle 1 is provided can become unstable. In a further embodiment (not illustrated), the unstable driving dynamics can be used to improve driving when taking a bend and/or maneuvering a vehicle on which the axle 1 is installed. The control unit 11 (see FIG. 3) is here controlled in a selective fashion such that the movements 10 of the first wheel end 2 and the second wheel end 3 are not of the same magnitude. The resultant torque 16 is thus not zero. The axle 1 can thus be forced to take a curving path.

[0020] FIG. 3 shows the axle 1 together with a schematic illustration of the information flows. The control unit 11 which obtains information or measurement values from sensors 12 and 15 is thus illustrated in FIG. 3. The control device 11 emits control commands to the braking device 5 and to the recuperation device 13. In the present embodiment, the first sensor 15 is associated with the first wheel end 2, and the second sensor 12 is associated with the second wheel end 3. The first sensor 15 determines, for example, the energy recovered by the recuperation device 13. In contrast, the second sensor 12 determines the rotational speed of the second wheel end 3. In a further embodiment (not illustrated), the first sensor 15 likewise determines the rotational speed of the first wheel end 2. In a further embodiment (not illustrated), only a single sensor is arranged which supplies the control device 11 with information, in particular with information on a yaw torque of the axle 1 or the vehicle in which the axle is provided. The control unit 11 is a compactor unit which assigns information that it receives to specified activation commands and outputs them. In particular, the control unit 11 outputs control commands to the braking device 5 and to the recuperation device 13. The control device 11 can thus ensure, by selective activation of the braking device 5, that the deceleration 9 due to a deceleration of the second wheel end 3 is essentially of the same magnitude as the deceleration 8 due to recuperation of rotational energy of the first wheel end 2. It can consequently be ensured that the movement 10 of both wheel ends 2, 3 is essentially of the same magnitude and hence the driving dynamics of the axle 1 is stable when driving in a straight line. In addition, selective control of the recuperation device 13 and/or the braking device 5 by the control unit 11 can cause the movement 5 in the driving direction of the first wheel end 2 and the second wheel end 3 to not be of the same magnitude, as a result of which the axle can be brought by the control system of the control unit 11 to move along a curving path. In other words, steering can be assisted by the control system.

LIST OF REFERENCE NUMERALS

[0021] 1 axle [0022] 2 first wheel end [0023] 3 second wheel end [0024] 4 electric machine [0025] 5, 7 braking device [0026] 6 gearbox [0027] 8 deceleration by the recuperation device [0028] 9 deceleration by the braking device [0029] 10 movement in the driving direction [0030] 11 control unit [0031] 12 second sensor [0032] 13 recuperation device [0033] 14 axle shaft [0034] 15 first sensor [0035] 16 resultant torque