EP2675669A1 - Procédé et système servant à déterminer la charge d'un véhicule automobile, et véhicule automobile - Google Patents

Procédé et système servant à déterminer la charge d'un véhicule automobile, et véhicule automobile

Info

Publication number
EP2675669A1
EP2675669A1 EP12704065.7A EP12704065A EP2675669A1 EP 2675669 A1 EP2675669 A1 EP 2675669A1 EP 12704065 A EP12704065 A EP 12704065A EP 2675669 A1 EP2675669 A1 EP 2675669A1
Authority
EP
European Patent Office
Prior art keywords
load
measured
values
loading
motor vehicle
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.)
Withdrawn
Application number
EP12704065.7A
Other languages
German (de)
English (en)
Inventor
Stefan Kammann
Michael BORSCHE
Martin Griesser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive GmbH
Original Assignee
Continental Automotive GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Continental Automotive GmbH filed Critical Continental Automotive GmbH
Publication of EP2675669A1 publication Critical patent/EP2675669A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01G—WEIGHING
    • G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
    • G01G19/08—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for incorporation in vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B60T8/1725—Using tyre sensors, e.g. Sidewall Torsion sensors [SWT]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/02—Vehicle mass

Definitions

  • the invention relates to a method and a system for detecting the loading of a motor vehicle.
  • the invention further relates to a motor vehicle.
  • each motor vehicle may only be loaded with a maximum load.
  • the sum of the empty weight plus the maximum payload of a motor vehicle is the permissible total mass or is as in the German road traffic licensing regulation ⁇ also as a permissible total weight be ⁇ draws.
  • Devices for detecting the load on vehicles are widely known. Such methods are based on indirect measuring methods in which the vehicle load is derived on the basis of engine torque, driving resistance or also from the wheel load.
  • a disadvantage of such methods is that the engine torque and the driving resistances are only inaccurately to determine, since for example wind or slope have a not insignificant influence on the driving resistance. Likewise, measured tire pressures to determine wheel load do not necessarily indicate correct loading. Thus, the determined results for loading are heavily flawed.
  • a use in a passenger car is therefore not useful with such methods, since in a passenger car, the proportion of the possible payload based on the weight of the vehicle is rather low. In commercial vehicles, on the other hand, such a load estimation can certainly be used, although this too is not accurate enough. If the load is low, the determination of the load is just as flawed.
  • the loading of the vehicle and / or a change in the load is determined on the basis of an analysis of the measured latitudinal distances (ie
  • the load is detected on the basis of a measurement, for example, at each wheel position.
  • measurements and the load determinations derived therefrom are very inaccurate, since external disturbances can falsify the result more or less, and are therefore not suitable for all operating situations.
  • a method for determining the loading of a motor vehicle comprising the steps of: detecting at least one of the load-dependent physical measured variable and generating a measured value representing this detected measured value; Evaluating the generated measured values to determine the loading by correlating the generated measured values or the loading values determined therefrom in order to generate from the correlation a correction value with the aid of which an actual loading value for the loading of the motor vehicle is determined becomes .
  • a system for determining the loading of a motor vehicle comprising at least one wheel-side and / or vehicle-side sensor device which is designed to detect at least one physical measured variable dependent on the load of the motor vehicle and to generate a measured value representing this detected measured value, with an evaluation device, which is designed to evaluate the measured values generated for determining the load by correlating the measured values of one or more sensor devices arranged on the wheel side and / or on the vehicle side or the load values determined therefrom to generate a correction value from the correlation with the aid of which a loading value for the loading of the motor vehicle is determined.
  • a motor vehicle in particular utility vehicle, with a plurality of wheels, with a device for receiving a load, with a system according to the invention, which is designed to determine the load.
  • At least one physical measured variable dependent, inter alia, on the loading is partially detected several times by means of at least one sensor device. From this, a measured value representing the measured variable is generated, which is evaluated in a central evaluating device in order to determine therefrom the result for the current loading.
  • the measured variables can be recorded on the wheel side at all wheel positions or also on the vehicle side. The results of at least two measured values are correlated with one another in order to determine the correct loading of the motor vehicle from them, if appropriate.
  • the sensor devices detect vehicle-dependent measurement variables such as tire pressure, driving resistance and / or engine torque on the vehicle side.
  • a predetermined minimum number of measured values dependent on the load or on the vehicle mass can also be recorded, the measured values being taken from an application of statistical methods, such as averaging or median, for determining the load.
  • the measured values can also be divided into value groups according to their corresponding quantitative height of the measured value and be correlated within a group with other measured values of the same group in order to determine the loading therefrom.
  • the tire pressure can be repeatedly measured on the wheel side for each wheel position and the temporal change of the tire pressure can be detected.
  • the result which is determined from the measured values, can be correlated with the results that result from vehicle-side measured values.
  • FIG. 1 shows a block diagram of a system according to the invention for detecting the loading of a motor vehicle
  • FIG. 2 is a view of a vehicle wheel in which a Sen ⁇ sor annoying is arranged, which measures a mass dependent on the vehicle physical measuring quantity
  • FIG. 3 shows a measurement curve for a multiplicity of measured values of a measured quantity measured on the vehicle side
  • FIG. 4 is a graph of the relationship between the ratio of pressure rise values in the tires of axle-mounted wheels to the vehicle mass.
  • the accompanying drawings are intended to provide further understanding of the embodiments of the invention. They illustrate embodiments and are used in conjunction with the description of the principles and concepts of the invention. Other embodiments and many of the advantages mentioned will become apparent with reference to the drawings. The elements of the drawings are not necessarily shown to scale ⁇ true to each other.
  • the system for detecting the loading of a motor vehicle can of course be used not only in a motor vehicle, but also in a motorcycle, a truck or other commercial vehicle. It is also possible to use the system on an aircraft.
  • FIG. 1 shows a schematic block diagram of a system with which physical measured variables such as the tire pressure of each motor vehicle tire 12, the tire lash of each tire 12, or the vehicle side, such as the driving resistance or the engine torque, etc., can be measured. Among other things, these physical quantities depend on the vehicle mass. The load and, if applicable, the load distribution can therefore be determined from these measured variables.
  • a vehicle wheel 10 usually has a rim 11 (see FIG. 2) with tires 12 mounted thereon. In the following, only a wheel 10 is generally spoken (unless it is expressly the tire 12 or the rim 11 or any other part of the wheel 10 meant).
  • the system according to the invention for detecting the loading has vehicle-side sensor devices 21 which are arranged in the vicinity of each wheel 10, for example, on the spring strut. Wheel or tire-specific physical measurements, such as rotational speed of a wheel 10 or the load of the vehicle damping system for each wheel 10, i. measured for each wheel position.
  • the measured values are forwarded to a further processing device (here an evaluation device 23) and evaluated there by means of mathematical methods.
  • the actual load is to be calculated as the final result.
  • the measured values and the result are also available to every other control device in the motor vehicle if the measured values are "put" on a data bus or data / signal lines 24.
  • the evaluation device 23 can determine measured values which are determined by other control devices 22 in the motor vehicle, such as For example, the currently applied engine torque, which is available in the engine control unit 22, are communicated, since the engine control unit 22 is also connected to the data bus.
  • Physical measures which depend inter alia on the vehicle mass (such as tire pressure, Laces, tire pressure) can also be measured wheel side for each wheel 10 or each tire 12, ie for each wheel position VL, VR, HL, HR.
  • one or more sensor devices 14 are arranged which have the sensor elements as Rei ⁇ fendrucksensor, accelerometer and / or deformation sensor in the wheels 10th In each wheel 10 (front left VL, front right VR, rear left HL and rear right HR), which rotates while driving, such a wheel-side sensor device 14 may anyway, for example, for a tire used in the motor vehicle ⁇ pressure control system.
  • the wheel-side sensor devices 14 may have transmitting and receiving units (not illustrated in drawings) as well as electronic units including power supply in each wheel 10.
  • the sensor devices 14 measure the various physical variables (measured variables) of the wheel 10 directly, such as tire pressure, latitude length 1, acceleration and / or wheel load and transmit the measured values in a signal to the vehicle-side evaluation device 23 for evaluation.
  • a corresponding vehicle-specific function may optionally be controlled (either directly by the evaluation device 23 or by another control device, such as the engine control unit 22 or an ABS control unit, not shown), and although depending on the respectively determined from the measured values loading of the motor vehicle.
  • an optical or acoustic display unit 25 can be activated for the driver if an operational or safety-relevant situation is detected, for example, if too high a load is detected or the tire pressure for the current load is too low.
  • the latitudinal length 1 of each tire 12, ie at each wheel position VL, VR, HL, HR can be measured as the physical measured variable.
  • the latitudinal length 1 changes depending on the vehicle mass and thus depending on the respective wheel load and thus of the load or load distribution (such the load in the motor vehicle is distributed locally). If the latitudinal lengths 1 of the various wheels 10 are compared with the tire pressures there, a loading distribution can also be determined. The latitudinal length 1 is moreover dependent on the properties / parameters of the tire 12 itself. The tire parameters can be communicated to the evaluation device 23 during a tire change, so that these parameters can be taken into account when determining the load.
  • the tire pressure can be measured for each wheel position VL, VR, HL, HR.
  • the tire pressure also depends on the load.
  • a distribution of the load can also be determined by comparing the different tire pressures at the different wheel positions VL, VR, HL, HR. Since the
  • Tire pressure is also dependent on the vehicle speed (due to the speed of the wheels 10), and the pressure increase dP can be determined with increasing speed.
  • the Ge ⁇ speed can be measured wheel side or even on the vehicle side.
  • the tire pressure can be measured via speed sensors, strain sensors, acceleration sensors or pressure sensors. From the measured values for the tire pressure, the load of the motor vehicle can be determined.
  • mechanical loads on the suspension of the suspension can be measured for each wheel position VL, VR, HL, HR on the vehicle side.
  • the load of the suspension can be measured separately.
  • the measured values can also be present anyway in a control unit (for example engine control unit 22 or another control unit).
  • the load of the motor vehicle can also be determined from the corresponding measured values.
  • the vehicle mass is determined from the optionally added measured values for the tire pressure or the latitudinal length 1 as the result and the load is determined at a known empty weight (empty mass).
  • disturbance variables such as ambient air pressure, the driving speed, the road surface, the age of the tire and / or the tread depth.
  • the load values determined from partially several measured values are now correlated with one another. That a first result (also referred to as individual result) for the determined load may be corrected with a second or several other (individual) results for the load if the results deviate from one another by more than one tolerance limit.
  • the wheel loads, the latitudes 1 or tire pressure values of the wheels 10 can be detected on the wheel as measured values and the load can be determined individually or by adding up all the values.
  • one or two measurements or the result thereof may be correlated with two other measurements or their respective results for the determination of the load.
  • the measured values from the two wheels 10 of one axle are compared with those measured values from the wheels of another axle in order to calculate the resulting load therefrom or to correct the calculation of the individual measured values.
  • the two readings of diagonally arranged wheels 10 or of two measured values of wheels on a vehicle longitudinal side can be correlated with the corresponding other two measured values.
  • a motor vehicle is partially loaded and with an axle load distribution of 40% front and 60% rear, the motor vehicle is fully loaded (if the trunk is located at the rear). If the empty weight is known, the total load of the motor vehicle can be determined relatively accurately from these ratios and corrected for external disturbances.
  • the wheel loads of individual wheels 10 are set in relation to all other wheels 10.
  • the wheel loads of wheels 10 on one side may be related to the wheel loads of wheels 10 on the other side or the wheel loads of cross / diagonal wheels 10. From this, the loading of the motor vehicle can then be determined precisely and corrected for disturbance variables.
  • the driving resistance refers to the sum of the resistances that a motor vehicle must overcome with the help of a driving force to travel at a constant or accelerated speed v on a horizontal or inclined plane.
  • the driving resistance is the sum of the air resistance, rolling resistance, gradient resistance and acceleration resistance. Closely linked to the driving resistance is the question of the drive ⁇ power that is required to reach a certain speed. So a certain drive torque is needed to reach the speed v. It is possible to record the load from the analysis of the engine torque. The drive torque is compared to the driving resistance. However, the measurement of the driving resistance ⁇ is considerably subject to tolerances (for example, by up and down or strong counter or crosswinds). The engine torques can only be estimated inaccurately. Therefore un ⁇ terliegt determining the load more or less errors.
  • more than a minimum number of measurements are made for the physical measured variable "engine torque". From the measurements obtained from z. Example, by means of statistical methods, such as the averaging or the median, then each of the engine torque can be determined. Alternatively, the engine torque is determined directly as a measured variable. In addition, tolerant loads can be calculated, which are then statistically considered. From the engine torque finally the loading of the motor vehicle can be calculated.
  • the median denotes a boundary between two halves, as shown in FIG. In statistics, the median halves a distribution (according to Figure 3, the median is on the zero line). Compared to the arithmetic mean, too Called average, the median has the advantage of being more robust against outliers (extremely deviant values).
  • FIG. 3 shows the deviations of the engine torques from the calculated engine torques over the number n of the measurements.
  • the statistically evaluated measured values from the torque analysis are correlated with mean values or median values from the additive or relative load recognition with the aid of the wheel-side measured latitudinal length 1, the tire pressure values or the measured wheel loads as described above. This allows the load to be determined even more accurately.
  • Latitude length 1, engine torque) according to the height of the respective values are divided into size groups.
  • the measured values in ⁇ ner endeavour each having a size group can then be subjected to a statistical ⁇ -Nazi correction method, such as averaging, to determine from the load accurately.
  • a statistical ⁇ -Nazi correction method such as averaging
  • the measured values for the latitudinal length 1 can be detected can, and by means of addition or in the ratio of the Latschlinin 1 at the other wheel positions VL, VR, HL, HR, the load can be determined.
  • the calculated load values can be divided into groups, for example the load values into the groups of 0-200 kg, 201-400 kg, 401-600 kg, etc.
  • the determined values within the groups can then be averaged and with the associated mean values of the
  • Torque analysis are correlated. This not only gives you a comparison value or a calibration value / correction value, but also several calibration values. Thus, not only an offset in the load detection, but also a temporal change (increase) can be corrected by correlation.
  • the offset refers to a linear shift up or down (e.g., from zero value).
  • the calibration value describes, as it were, the slope of the measured values relative to one another (for example the ratios of pressure difference dP front / rear relative to the load values from the torque analysis)).
  • the measured values are corrected to the correct value using the deviation.
  • the values calculated from measurements are corrected to become more accurate than the initial values.
  • the "exact" values are initially unknown, but can be determined relatively accurately by statistical considerations.
  • the load can also be determined by analyzing the time course of the tire pressure values.
  • the tire ⁇ pressure values can be measured in each wheel side wheel 10 (tire pressure direct measurement) or indirectly vehicle-side, for example by means of speed sensors on the strut.
  • the tire pressure values of each wheel 10 are measured and evaluated anyway in modern vehicles.
  • the measured values for the measured variable pressure rise dP can / v (on the rate of normalized pressure rise) of all wheels 10 ⁇ he averages are (total pressure increase). For this, several tire pressure values of all wheels 10 are necessary and several speed values within a time interval are necessary (if the speed v changes).
  • the normalized pressure rise values are evaluated in the evaluation device 23 and sorted into their amount and divided into at least two groups. In parallel, the corresponding load values from the torque analysis can be determined and the associated load values are also determined and grouped according to their amount. Statistical methods such as mean or median can now be formed within the groups, ie the loading values can be correlated with one another in order to obtain the most accurate possible value for the loading.
  • the measured values from the pressure analysis and the torque analysis from the individual groups can be correlated with each other.
  • the values can be compared longitudinally or transversely with each other and corrected accordingly.
  • the measured values of the individual wheels can be compared with each other in any way (for example, diagonally or front / back or page by page, etc.).
  • the measured values for the load can be determined with the help of the pressure analysis and calculated on the basis of the
  • Torque analysis be corrected if there are sufficiently many readings. From the pressure increase values, the vehicle mass and thus the load can be determined with sufficient accuracy. Additionally or alternatively, instead of considering the total pressure increase across all wheels 10, the tire pressure values (pressure increase values) of axle-mounted wheels 10 (respectively front axle and rear axle) may be related to each other. Through this correlation and the correlation with the result of the moment analysis, the loading can also be determined through ⁇ sufficiently accurate and the individual values are thus corrected.
  • Pressure increase values of axle-mounted wheels could be determined erroneous values when driving uphill. If in this case the method of the total pressure increase (ie dP / v for all wheels 10) was determined, the determination of the load during the ascent would be more accurate.
  • the determination method can be erroneous with the overall pressure increase of all wheels 10 under changing environmental conditions, which can be corrected by the relative method of the values considered by the axle.
  • FIG. 4 shows a graph for the relationship in kg between the ratio of pressure rise values in the tires of wheels 10 arranged on the axle to the vehicle mass.
  • the associated vehicle mass and therefrom the load are determined.
  • the result for the determined load can then be correlated with the result from the engine torque analysis. It would then increase slightly according to a correction value or decrease the driving ⁇ convincing mass when both results do not match.
  • the correction value may also depend on a driving situation, the driving speed, the duration of the previous trip and / or the outside temperature. To calculate the correction value, it is also possible to make plausibility checks as to whether one or the other result is more plausible or probable than the other under the prevailing conditions. By measuring the tire pressure values and associated times or vehicle speeds, as well as correlating the tire pressure or pressure increase values, it is therefore possible to determine the load at the known empty weight of the motor vehicle.
  • the measured load values are the more accurate, the more frequently the measured values are correlated with other measured values (such as from torque analysis). This means that the measured values can be corrected to determine the exact load depending on the situation and environmental conditions.
  • the determination of the load can be carried out by means of wheel-side measured values (tire pressure or latitudinal length 1). In this case, all measured values of all wheel positions VL, VR, HL, HR added (additive method) can be evaluated or multiple readings (for example, from all wheels 10 of an axis to the Wheels 10 of another axis) to each other ms ratio (relative method) are set.
  • a pressure difference within a time interval can also be evaluated in order to determine the load.
  • All measured values of all wheel positions VL, VR, HL, HR can be added (additive method) and evaluated together or several measured values relative to each other (relative method) can be set.
  • the load can be determined by means of the evaluation of vehicle-side measured values, such as the engine torques or drive torques (torque analysis) or suspension spring measurement values (of the air springs at the respective wheel positions VL, VR, HL, HR).
  • vehicle-side measured values such as the engine torques or drive torques (torque analysis) or suspension spring measurement values (of the air springs at the respective wheel positions VL, VR, HL, HR).
  • the torque analysis can be used for long-term corrections, whereby the results from the other methods are correlated with the results from the torque analysis in order to obtain as accurate as possible a value for the load.
  • results from the relative method can also be correlated with the results from the additive method in order to obtain the most plausible and accurate result for the loading.
  • the additive method already delivers quite useful results, but this is not enough to obtain sufficiently accurate results in all conditions and driving situations, such as rough road surface or low outside air pressure. This is because the additive method also adds the errors from the individual values. Therefore, these results can then be correlated with the results from the relative method and thus corrected. For example, from both results, the mean value can be determined as the final or total result for the load.
  • the results from the latsch-based measurements complement each other by correlation with the results from the moment analysis.
  • the determination of the pressure increase is preferably used in the first time after the vehicle start. Because in this time anyway, the Latschin 1 or the tire pressure is measured anyway as during the subsequent trip.
  • the load can only change when the motor vehicle is at a standstill. A change in the load should therefore be detected shortly after the start. Later during the journey usually no load change takes place, so that in these phases less often or not at all the load must be determined.
  • the tire pressure or the latency for example, by uphill and downhill, by potholes or by changing the ambient pressure change, which would lead to an incorrect result for the load.
  • the individual methods for determining the loading can also be correlated with each other similar to a neural network.
  • all sensor devices 14, 21 for detecting a measured variable which is inter alia dependent on the load, are linked to one another via the evaluation device 23 in the manner of a neural network.
  • an information exchange takes place, ie the results of a method or a ⁇ be arbitrary combination of two or more methods can be correlated with each other to determine the load as closely as possible and under any conditions. External disturbances then do not flow or only very slightly into the result of the determination of the load.
  • the advantage of accurate load detection is that it increases driving safety. Because a modified load requires adjusted air pressure and adjusted control information for various control devices, such as engine control unit 22 or ABS control unit. In addition, the driver may be informed that the tire pressure should be adjusted at the current load. Because when driving with too low tire pressure, it can lead to tire damage; but at least to an increased energy consumption / consumption or uneven tire abrasion.
  • a location on the wheel 10 is meant, no matter where the object is located (inside or outside the tire 12, on the rim 11, etc.).
  • vehicle-side for example, objects on the wheel well in the vicinity of the wheels 10 or the strut.
  • correlation is to be understood as meaning the relationship of two or more measured values using, where appropriate, statistical methods to evaluate the individual measured values or whole series of measurements, the values being measured or obtained by statistical methods measurements or results (by means of one or more methods determined loading) corrected.
  • correlation is to be understood as meaning the relationship of two or more measured values using, where appropriate, statistical methods to evaluate the individual measured values or whole series of measurements, the values being measured or obtained by statistical methods measurements or results (by means of one or more methods determined loading) corrected.
  • Probabilities can be decided which of the correlated individual results is given more weight.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Transportation (AREA)
  • Measuring Fluid Pressure (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)

Abstract

L'invention concerne un procédé servant à déterminer la charge d'un véhicule automobile, comprenant les étapes suivantes : acquisition d'au moins une grandeur de mesure physique fonction de la charge et production d'une valeur de mesure représentant cette grandeur de mesure acquise ; évaluation des valeurs de mesure produites pour déterminer la charge par corrélation mutuelle des valeurs de mesure produites ou des valeurs de charge déterminées à partir de ces dernières, pour produire à partir de la corrélation une valeur de correction au moyen de laquelle on détermine une valeur de charge effective pour la charge du véhicule automobile. L'invention concerne en outre un système servant à identifier la charge d'un véhicule automobile ainsi qu'un véhicule automobile.
EP12704065.7A 2011-02-14 2012-02-10 Procédé et système servant à déterminer la charge d'un véhicule automobile, et véhicule automobile Withdrawn EP2675669A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011004028A DE102011004028A1 (de) 2011-02-14 2011-02-14 Verfahren und Verfahren zum Ermitteln der Beladung eines Kraftfahrzeugs und Kraftfahrzeug
PCT/EP2012/052355 WO2012110431A1 (fr) 2011-02-14 2012-02-10 Procédé et système servant à déterminer la charge d'un véhicule automobile, et véhicule automobile

Publications (1)

Publication Number Publication Date
EP2675669A1 true EP2675669A1 (fr) 2013-12-25

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EP12704065.7A Withdrawn EP2675669A1 (fr) 2011-02-14 2012-02-10 Procédé et système servant à déterminer la charge d'un véhicule automobile, et véhicule automobile

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Country Link
US (1) US9310242B2 (fr)
EP (1) EP2675669A1 (fr)
DE (1) DE102011004028A1 (fr)
WO (1) WO2012110431A1 (fr)

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