Classifications

• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
  • G01M17/00—Testing of vehicles
  • G01M17/007—Wheeled or endless-tracked vehicles
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
  • G01M1/00—Testing static or dynamic balance of machines or structures
  • G01M1/12—Static balancing; Determining position of centre of gravity
  • G01M1/122—Determining position of centre of gravity
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D37/00—Stabilising vehicle bodies without controlling suspension arrangements
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
  • G01M1/00—Testing static or dynamic balance of machines or structures
  • G01M1/12—Static balancing; Determining position of centre of gravity

Definitions

• the present invention concerns a method and an arrangement according to the preambles of the independent claims.
• the invention concerns in particular a method and an arrangement for estimating the height of the center of gravity for a trailer using an algorithm in which the values regarding the axle load and the vehicle acceleration are included.
• Arrangements for estimating the center of gravity for vehicles often involve load sensors that sense the load values on the vehicle wheels.
• the center of gravity of the vehicle can be estimated based on the positions of the vehicle wheels and the distribution of the vehicle weight over the various wheels. Such an estimate of the center of gravity of the vehicle is then obtained in a horizontal plane, and can be made with good precision.
• the position of the center of gravity must be estimated in height as well.
• One way of making such an estimate is to determine the height of the center of gravity as a function of the total vehicle mass, i.e. a heavily loaded vehicle here will have a higher estimated center of gravity than a less heavily loaded vehicle.
• the object of the present invention is to achieve an improved method and an improved arrangement for estimating the height of the center of gravity (HCG) for a trailer by using essentially only information and measurement results that are available for the tractor, i.e. where as little information as possible is required regarding the trailer.
• the axle load is determined for the rear axle of the tractor, preferably based on output signals from the pneumatic suspension. It will be possible to improve the systems that utilize the height of the center of gravity by applying the present invention.
• a warning and assistance system for issuing warnings and preventing the vehicle from rolling over represents one such system that cannot be used because it does not currently have accurate values for the height of the center of gravity. Rollover occurs when a vehicle tips over precisely because it has a high center of gravity that causes it to tip over at a lower speed in curves than if it had a low center of gravity. Rollovers are one of the most dangerous types of accidents, and there is much evidence that practically all such accidents could be prevented if good height of center of gravity estimation were available, which currently is not the case. Brief description of the drawing
• Figure 1 is a flow diagram that illustrates the method according to the present invention.
• FIG. 2 is a simplified block diagram of the arrangement according to the invention.
• Figure 3 illustrates the force ratio for a vehicle as it turns, and clearly illustrates the risk that the vehicle will roll over.
• Figure 4 shows a schematic representation of a tractor, the forces that are related to the model, and other parameters.
• Figure 5 shows a schematic representation of a trailer, the forces that are related to the model, and other parameters.
• Figure 6 schematically depicts a tractor in which attractive forces are indicated.
• Figure 7 schematically depicts a tractor in which repulsive forces are indicated.
• Figure 8 shows a pneumatic suspension configuration according to a first embodiment.
• Figure 9 shows a pneumatic suspension configuration according to a second embodiment.
• Figure 10 schematically depicts a tractor and a trailer to illustrate the forces associated with the calculation of the effect of drag.
• the present invention employs a so-called longitudinal model to produce an estimate of the height of the center of gravity of the vehicle.
• This model involves relatively few uncertain parameters.
• One difficulty with the model is that involves detecting and estimating load changes, which is a difficult task, but they can be estimated through the incorporation of pneumatic suspensions on goods vehicles. New ways of making load estimates using pneumatic suspension systems are being developed constantly, and are becoming better and better at utilizing the properties of the pneumatic suspension.
• i 1, 2, 3, 4 designate the front axle, rear axle and fifth wheel of the tractor, and the axles of the trailer.
• X] is the wheelbase of the tractor (m).
• x 2 is the distance from the position of the center of gravity (CG) of the tractor to the rear axle of the tractor (m).
• x 3 is the distance between the fifth wheel and the rear axle of the tractor (m).
• x 4 is the distance between the center of gravity (CG) of the trailer and the rear axle of the trailer (m).
• x 5 is the distance between the rear axle of the trailer and the fifth wheel (m).
• yi is the height of the center of gravity (HCG) for the tractor (m).
• y 2 is the height of the fifth wheel (m).
• y 3 is the height of the center of gravity (HCG) for the trailer (m).
• Nj is the vertical force at the point in (N).
• F is the forward-directed longitudinal force for wheels at the axle in (N).
• t is the gauge for the trailer (m).
• a y is the acceleration transverse to the vehicle (m/s 2 ).
• a is the longitudinal acceleration of the vehicle (m/s ).
• g is the gravitational constant (m/s 2 ).
• mj is the mass of the tractor (kg).
• m t is the mass of the trailer (kg).
• m is the total mass of the vehicle (kg).
• r is the wheel radius (m).
• s is the displacement of the center of CG transversely from the line of symmetry of the vehicle RC (m).
• F r is the normal force on the right wheels (N).
• F ⁇ is the normal force on the left wheels (N).
• p is the pressure that the brakes apply to the wheels (bars).
• pi is the pressure that the brakes apply to the wheels on an axle in (bars).
• p s is the pressure that is required to initiate braking of the wheels (bars).
• p S i is the pressure that is required to initiate braking of the wheels on an axle in (bars).
• T i is the braking torque per pressure (Nm/bars).
• m s is the sprung weight of the vehicle (kg).
• k is the spring constant (N/m).
• F b is the braking force (N).
• T e is the engine drive torque (Nm).
• F t is the driving force (N).
• U t is the final gear ratio, i.e. from the transmission and the differential.
• F h is the retardation force (N).
• T h is the retardation torque (Nm).
• U d is the gear ratio for the differential.
• C d is the coefficient of drag
• v is the vehicle velocity (m/s)
• Figure 3 illustrates the force ratio for a vehicle as it turns, and clearly illustrates the risk that the vehicle will roll over.
• Figure 4 shows a schematic representation of a tractor, and shows the forces that are related to the model, as well as other parameters.
• Equation (3.1) can be written as:
• N 2 N 2, mpty + N- 2, uei (3.3)
• equation (3.7) By inserting x 2 from equation (3.5) into equation (3.7) and knowing the normal force for at least one of the vehicle axles and information about the acceleration and the road grade, the equation is solved, yielding the height yi of the center of gravity of the tractor.
• Figure 5 shows a schematic representation of a trailer, the forces that are related to the model, and other parameters.
• the loads will be transferred between the trailer axles and fifth wheel in dependence on the acceleration or retardation and the road grade; acceleration transfers load from the front axle to the rear, while retardation transfers the load from the rear axle to the front axle.
• the position x 4 of the longitudinal equilibrium of the trailer is calculated using the following stationary torque equilibrium equation (on flat terrain), the designations for which are presented in Figure 5.
• This equation (3.8) can be written as m t and N 3 are determined either by weighing at least one of the tractor axles or the trailer axles, as x 3 is known or obtained from the vehicle control unit, which calculates an estimate of the load on the rear axle and for m t .
• m t can also be determined by comparing a determination of the total vehicle weight with the weight of the tractor.
• Figure 7 schematically depicts a trailer where repulsive forces are indicated. The following equation will show how F 3 is estimated in connection with acceleration or braking of the tractor.
• f-J TM-t a + pRollandDrag (3 ⁇ 1 1 )
• the force F Ro iiandDrag will be determined below using the equations (3.24 - 3.26), and f will be derived based on the relation between the braking forces for the trailer and the tractor.
• the braking forces will be discussed below, and the following relation applies for f in the case described by equation (3.13).
• N 3 is the vertical force for the fifth wheel, and is the part of the load that is borne by the tractor. Typical values for this are roughly one-third of the mass of the trailer. This force in turn distributed between the axles of the tractor according to the following:
• N 2 is a parameter that is needed to estimate the height of the center of gravity, and the way it is determined will be described below. A number of parameters will now be described with respect to how they are determined. Estimate of the weight of the vehicle m
• the weight of the tractor is assumed to be known.
• the weight of the trailer is estimated, e.g. using signals from the pneumatic suspension, the engine and/or information about changes in the velocity of the vehicle.
• m md + m t (3.20) Detecting and estimating weight transfer
• the pneumatic suspension system of the vehicle is preferably used to estimate the transfer of weight between the vehicle axles. It should be noted that the invention is suitable for vehicles having other suspension systems that can emit signals that represent the load on the wheel axle.
• FIG. 8 Use of the pneumatic suspension system of the vehicle will be exemplified by describing two different types of pneumatic suspension systems for the rear axle of the tractor.
• One of them is shown in Figure 8 and consists of two pneumatic springs at the rear axle, each of which is disposed between the chassis above and a connected rod below, which are in turn mounted under the drive shaft and connect the pneumatic spring on one side of the drive shaft to a joint that enables rotation around the joint.
• the joint is connected to the chassis via a rigid arm, and the drive shaft is secured from above on the adjacent rod.
• This configuration is affected not only by vertical forces on the wheels, but also by longitudinal forces such as braking forces, traction forces and forces that depend on the road grade.
• the second pneumatic spring configuration is shown in Figure 9 and consists of four pneumatic springs, two of which are arranged on each respective side of the drive shaft, connected via a number of joints. It can be assumed that the bellows in this configuration are not affected by longitudinal forces, but rather only by vertical forces, which are the forces that are of interest here.
• the force acting on the pneumatic springs depends on the air pressure in the pneumatic spring, and on the length of the spring.
• the weight transfer can also be measured using leaf spring systems arranged on the front axle by applying Hook[e]'s Law. The longitudinal forces acting on the wheels will now be discussed.
• the traction force is the force that is exerted on the wheels of the vehicle to move the vehicle and counteract natural forces in the direction of vehicle motion, such as road grade forces (Fgra d e), drag (F drag ) and roll resistance (F ro n).
• Braking is initiated by applying pressure to the brake cylinders, the pressure that is transferred to each of the vehicle axles is measured, and the pressure then creates torque that in turn generates a force that stops the vehicle.
• the relationship between pressure and torque is normally set so that a pressure of 1 bar corresponds to 5,500 Nm of torque.
• the pressure that is needed to initiate braking is on the order of 0.4 bars.
• the retarder is a system that is intended to brake the vehicle by applying a force that is counter to the traction force. It can be described simply as braking the vehicle by affecting the power train.
• the retarding force can be calculated in a similar way to the traction force, using the following equation:
• p is the density of the air
• A is the front area of the vehicle.
• the road grade can be estimated in various ways. According to one method, a map database that is updated with data regarding the road grade is used. Another method is to utilize the output signal from an accelerometer in combination with geometric relations. Yet another method is to use a GPS unit that provides information about the road grade.
• the acceleration can be determined, for example, by deriving the wheel speed, using an accelerometer, or with a GPS unit.
• Derivation (differentiation) of the wheel speed signal is a practical means of determining the acceleration, but it does not work as well during braking, when the wheel slides.
• aj the acceleration at the point in time in (m/s 2 ).
• Vj- the speed at the point in time in (m/s).
• h tj-tj-i, i.e. the difference between adjacent points in time t is constant.
• the vertical position of the fifth wheel is a variable that depends on both the distance between the axle and the frame, and the wheel radius.
• Ay 2 Ay f + AH + r (3.30)
• ⁇ is the distance between the axle and the frame.
• yr is the distance between the frame and the coupling point for the fifth wheel.
• the change in y 2 which is related to the tire pressure and the load, is assumed to be negligible in connection with load transfer, and it is assumed that the variation in the wheel radius is minimal.
• the distance between the frame and the coupling point is assumed to be constant. Using these assumptions (3.30) can be solved, and a value for y 2 can be estimated.
• the relation between the axle load on the rear axle of the tractor and the acceleration provides information about the height of the center of gravity, as indicated in the description above.
• Equation (3.18) together with equation (3.1 1) in which equation (3.10) is inserted is reduced to equation (3.31).
• N 2 is determined, i.e. the axle force for the rear axle of the tractor. Equation (3.1 1) is used to determine the force F 3 that is acting on the fifth wheel, and equation (3.10) is the equilibrium equation for the torque, in which the sought parameter y 3 is included.
• equation (3.31) applies during acceleration and only braking of the tractor , or during the use of the retarder after reducing the axle load by the force from drag, as these forces would otherwise give rise to a non-linear relation if they were not subtracted from equation (3.18), i.e. the force N 2a from equation (3.27) is subtracted from N 2 in equation (3.18) prior to insertion.
• j designates the slope of a curve that is obtained through linear regression for a number of associated points for the load on the rear axle of the tractor as a function of the acceleration.
• Other parameters that are involved are available to a calculating unit in the arrangement according to the invention, in the manners described above.
• the acceleration must be constant for at least a predetermined time on the order of, for example, a few seconds.
• the tractor brakes itself and the trailer.
• This increases the longitudinal force on the fifth wheel with decreasing longitudinal acceleration. This means that the weight transferred from the trailer axles to the fifth wheel will be less than in other situations involving similar acceleration values.
• the same longitudinal force at the fifth wheel will affect the weight transfer of the tractor in such a way that even more weight will be transferred from the rear axle of the tractor to its front axle than in other situations. This will cause the weight on the rear axle of the tractor to be less.
• This weight will also be less with decreasing HCG, because the lower the HCG, the less weight transferred from the trailer axles to the fifth wheel, which in turn means that less weight is transferred to the rear axle of the tractor.
• the solution according to the present invention differs depending on the type of wheel suspension on the vehicle.
• Figures 8 and 9 show two examples of suspension types.
• first type shown in Figure 8
• second type shown in Figure 9
• the drag must also be subtracted in the same way.
• the present invention thus concerns a method in connection with an arrangement for a vehicle that comprises a trailer coupled to a tractor.
• the method concerns the estimatation the height of the center of gravity HCG for the trailer.
• the flow diagram in Figure 1 provides a schematic illustration of the method.
• the tractor comprises a front wheel axle and a rear wheel axle, wherein at least the rear wheel axle is resiliently suspended by means of an axle suspension system.
• the trailer comprises at least one wheel axle and is coupled to the tractor via a fifth wheel (see for example Figure 10).
• the arrangement comprises a calculating unit 2 (see Figure 2) adapted to receive the values related to the acceleration a ⁇ in the longitudinal direction of the vehicle, and to the axle load N 2 with regard to the rear wheel axle of the tractor.
• the method comprises the steps for
• the axle load is preferably determined based on output signals from the wheel axle suspension system for the rear wheel axle of the tractor.
• the wheel axle suspension system consists of a pneumatic suspension.
• the parameter j consists of the direction of a line calculated, by the calculating unit 2, via linear regression of the said associated values for N 2 and aj.
• the acceleration 3 ⁇ 4 must be constant over at least a predetermined time in order for the value of j to be included in the calculations.
• This predetermined time during which the acceleration must be essentially constant is on the order of, e.g., 5 seconds.
• the acceleration is allowed to vary by a maximum of only, e.g., ⁇ 10% during this time.
• the gathering of the associated values for N 2 and 3 ⁇ 4 preferably occurs continuously, and the more values gathered, the greater the certainty with which j can be determined; for example, at least 10 associated values are needed to calculate j.
• the estimation of the height of the center of gravity HCG occurs continuously. This can, for example, be initiated when the sensors used to determine the axle load indicate that the vehicle is being loaded or unloaded, which will entail a change in the height of the center of gravity.
• the predetermined algorithm thus consists of the following equation (3.31):
• the invention also comprises an arrangement for implementing the method.
• the arrangement comprises a calculating unit 2, which is depicted schematically in Figure 2.
• the input signals consist of the axle load N 2 for the rear axle of the tractor and the acceleration a,.
• the calculating unit also utilizes already known parameters, which are indicated in the figure by means of a block arrow. These known parameters comprise, for example, the vehicle-related dimensions i , x 3 and x 5 (see Figures 4 and 5) and the tractor weight m d .

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• Engineering & Computer Science (AREA)
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• Aviation & Aerospace Engineering (AREA)
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• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Vehicle Body Suspensions (AREA)
• Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

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• 2012
  • 2012-06-12 SE SE1250609A patent/SE536560C2/sv unknown
• 2013
  • 2013-03-15 EP EP13765165.9A patent/EP2828633A4/de not_active Withdrawn
  • 2013-03-15 WO PCT/SE2013/050266 patent/WO2013141787A1/en active Application Filing

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