SE1651302A1 - A method for load determination of a vehicle, a vehicle load sensing system, a vehicle, a computer program and a compute r program product - Google Patents
A method for load determination of a vehicle, a vehicle load sensing system, a vehicle, a computer program and a compute r program productInfo
- Publication number
- SE1651302A1 SE1651302A1 SE1651302A SE1651302A SE1651302A1 SE 1651302 A1 SE1651302 A1 SE 1651302A1 SE 1651302 A SE1651302 A SE 1651302A SE 1651302 A SE1651302 A SE 1651302A SE 1651302 A1 SE1651302 A1 SE 1651302A1
- Authority
- SE
- Sweden
- Prior art keywords
- suspension means
- vehicle
- load
- aging
- suspension
- Prior art date
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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
- G01G19/02—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles
- G01G19/028—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles combined with shock-absorbing devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
- B60G17/0155—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit pneumatic unit
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/017—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their use when the vehicle is stationary, e.g. during loading, engine start-up or switch-off
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
- B60W40/13—Load or weight
-
- 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
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2300/00—Indexing codes relating to the type of vehicle
- B60G2300/02—Trucks; Load vehicles
- B60G2300/026—Heavy duty trucks
- B60G2300/0262—Multi-axle trucks
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/25—Stroke; Height; Displacement
- B60G2400/252—Stroke; Height; Displacement vertical
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/50—Pressure
- B60G2400/51—Pressure in suspension unit
- B60G2400/512—Pressure in suspension unit in spring
- B60G2400/5122—Fluid spring
- B60G2400/51222—Pneumatic
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/60—Load
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/60—Load
- B60G2400/61—Load distribution
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Vehicle Body Suspensions (AREA)
- Automation & Control Theory (AREA)
- Mathematical Physics (AREA)
- Transportation (AREA)
Abstract
The invention relates to a method for load determination of a vehicle (1 ), the vehicle (1) comprising a chassis (3) and a pneumatic suspension system (200) with pneumatic suspension means (201 ) arranged on at least one front axle (6) and at least one rear axle (10), wherein the height of the chassis (3) in relation to the axles (6, 10) can be changed by controlling the amount of air in the suspension means (201) and thereby changing the extension of the suspension means (201). The method comprises the step of, for each axle (6, 10): determining (s100) the load (L) on the suspension means (201) based on the pressure (P) in the suspension means (201) and the aging of the suspension means (201).The invention also relates to a vehicle load sensing system (100), a vehicle (1), a computer program (Pr) and a computer program product.
Description
A method for load determination of a vehicle, a vehicle load sensingsystem, a vehicle, a computer program and a computer program product
TECHNICAL FIELD
The present invention relates to a method for load determination of a vehicle, avehicle load sensing system, a vehicle comprising such a system, a computerprogram and a computer program product according to the appended claims.The invention more specifically relates to a method and a system fordetermining the load of a vehicle comprising a pneumatic suspension system.
BACKG ROUND
Heavy vehicles, such as commercial vehicles, often transport cargo whichaffects the load on the vehicle axles. For a certain transport mission theoperator of a vehicle may be payed based on the amount of cargo transported.There are also legal requirements regarding the maximum axle load allowedon a vehicle. lt is therefore of utter importance to be able to determine the loadof the vehicle in a time efficient and accurate way. l\/lost vehicles todaycomprise pneumatic suspension systems for levelling the vehicle, where acompressor unit supplies pressurized air into flexible bellows associated witheach axle. ln many vehicles this pneumatic suspension system is used by aload sensing system to determine the load on the vehicle. Typically, thepressure in the bellows of an axle is determined and the load on the bellows isestimated based on a known relationship between bellow pressure and bellowload. This method is however not very accurate and the estimated load maydiffer with several hundred kilos from the actual load.
Document US2013119637 A1 discloses a method and device for determiningthe axle load of a vehicle with a pneumatic suspension circuits. The axle loadis determined via air pressure sensors connected to the pneumatic suspensionbellows and by taking the geometric data of the pneumatic suspension bellowinto account. Document US2009322048 A1 discloses how the axle load canbe determined by measuring the air pressure in an air bellows of the axle.
SUMMARY OF THE INVENTION
Despite known solutions in the field, there is still a need to develop animproved method and system for load determination of a vehicle by means ofa pneumatic suspension system.
An object of the present invention is to achieve an advantageous method forload determination of a vehicle, which increases the accuracy of the load
determination.
Another object of the present invention is to achieve an advantageous vehicleload sensing system associated with a pneumatic suspension system, whichimproves the accuracy of the load determination.
The herein mentioned objects are achieved by a method for load determinationof a vehicle, a vehicle load sensing system associated with a pneumaticsuspension system, a vehicle comprising such a load sensing system, acomputer program and a computer program product according to theindependent claims.
According to an aspect of the present invention a method for loaddetermination of a vehicle is provided. The vehicle comprising a chassis and apneumatic suspension system with pneumatic suspension means arranged on
at least one front axle and at least one rear axle, wherein the height of the
chassis in relation to the axles can be changed by controlling the amount of airin the suspension means and thereby changing the extension of thesuspension means. The method comprises the step of, for each axle:
- determining the load on the suspension means based on the pressure in the
suspension means and the aging of the suspension means.
Pneumatic suspension systems for |eve||ing a vehicle are known to comprise acompressor unit supplying pressurized air into pneumatic suspension meansassociated with each axle. At least one front axle and at least one rear axle ofthe vehicle each comprises such suspension means. The suspension meanssuitably comprises a flexible bellow with a piston, such as for example a foldingsleeve bellow. The suspension means suitably comprises a rubber bellow. Thesuspension means is suitably connected to an axle at one end and to thechassis at the other end. The suspension means may be connected to the axlevia a link arm. When the air pressure inflates the suspension means of an axlethe vehicle chassis is raised from that axle. Similarly, when the air pressureinside the suspension means is decreased, the suspension means is deflatedand the vehicle chassis is lowered towards the axle. lt is commonly known thata certain pressure in the suspension means corresponds to a certain load onthe suspension means. This relationship is typically stored in a load sensingsystem as a pressure-to-load equation and is often used to determine the loadon the suspension means. This relationship typically depends on the effectivearea of the suspension means. The commonly known pressure-to-loadequation is based on the geometry and characteristics of the suspensionmeans when it is new. As the suspension means age the characteristics of thesuspension means change and the relationship between the pressure and theload changes. Thus, using the commonly known pressure-to-load equation todetermine the load on the suspension means will not give an accurate value ofthe load when the suspension means start aging. By determining the load onthe suspension means based not only on the pressure in the suspensionmeans but also based on the aging of the suspension means, changes in thecharacteristics of the suspension means is taken into consideration and a
more accurate determination of the load on the suspension means is achieved.The load on the suspension means is suitably determined based on thepressure in the suspension means and an estimation of the aging of the
suspension means.
By aging of the suspension means is meant the changes over time of thecharacteristics of the suspension means. Aging of the suspension means mayinclude wear or decay of the suspension means but does not have to meanthat the characteristics of the suspension means are deteriorated, just thatthey are changed.
The load on the suspension means of an axle may be referred to as thesprung weight of the vehicle. The sprung weight is thus the mass supported bythe suspension means and typically includes the mass of everything above thesuspension means, such as the chassis, passengers, cargo etc. The sprungweight may also include part of the mass of the suspension system itself.
According to an aspect of the invention the method comprises the steps of:
- determining the aging of the suspension means;
- determining the pressure in the suspension means; and
- determining the load on the suspension means based on the determined dataand a predetermined relationship between the load on the suspension means
and the pressure in the suspension means.
According to an aspect of the invention the method comprises the steps of:
- estimating the aging of the suspension means;
- determining the pressure in the suspension means; and
- determining the load on the suspension means based on the determined andestimated data and a predetermined relationship between the load on thesuspension means and the pressure in the suspension means.
The predetermined relationship between the load on the suspension meansand the pressure in the suspension means is suitably the herein mentionedcommonly known relationship based on the effective area of the suspensionmeans and the pressure in the suspension means. The predeterminedrelationship is suitably stored in a vehicle load sensing system as a pressure-to-load equation. The predetermined relationship is suitably different forsuspension means on different axles. Thus, the load sensing system maycomprise a different predetermined relationship between the pressure in thesuspension means and the load on the suspension means, for each axle of thevehicle. The predetermined relationship may be different for different axles dueto different configuration of the suspension means on the different axles.
The load determination is suitably activated manually by an operator. The loaddetermination may be activated by an operator manually operating a loaddetermination control means, such as a button or lever or similar. When theoperator operates the load determination control means a vehicle load sensingsystem receives a signal and starts executing the method. The vehicle loadsensing system thus determines or estimates the aging of the suspensionmeans of an axle and determines the current pressure in the suspensionmeans of that axle. The vehicle load sensing system determines the load onthe suspension means based on the aging and pressure and thepredetermined relationship between load and pressure. ln the case where thesuspension means is substantially new and/or the aging is determined to beinsignificant the load on the suspension means is suitably determined withoutany modification of the pressure-to-load equation. However, when it has beendetermined that the suspension means is starting to age the pressure-to-loadequation may be automatically modified such that aging of the suspensionmeans is taken into account. When the load sensing system has determinedthe load on the suspension means of all axles of the vehicle, the result issuitably schematically presented on a display unit in the vehicle.
The method suitably comprises to collect data relating to the aging of thesuspension means and to determine the aging of the suspension means basedon this data. The data relating to the aging of the suspension means may becollected continuously or intermittently at predetermined intervals. The datarelating to the aging of the suspension means may be referred to as agingfactors. The method suitably comprises collecting data related topredetermined aging factors over time, and based on the collected datadetermine the grade of aging of the suspension means. The grade of aging isthen suitably incorporated into the pressure-to-load equation to determine theload on the suspension means. The grade of aging may correspond to acorrection factor. The correction factor may be incorporated into the pressure-
to-load equation.
According to an aspect of the invention the aging of the suspension means isdetermined based on data collected over time regarding the pressure in thesuspension means. The pressure in the suspension means dictates the rubberperipheral, longitudinal and shear forces acting on the suspension means. Themagnitude, frequency and the time the suspension means is exposed to theseforces affect the longevity of the suspension means. The higher the stresseson the suspension means, the faster the suspension means age. The methodthus suitably comprises to determine the aging of the suspension meansbased on data collected over time regarding the pressure in the suspensionmeans, including magnitude, frequency and time. The aging of the suspensionmeans may thus be determined based on how long the pressure has beenabove a certain value, how often (the frequency) the pressure has been abovethe certain value etc. The pressure in the suspension means over time maytherefore be an aging factor. Data relating to the pressure in the suspensionmeans is suitably collected by means of pressure sensors arranged inassociation with each suspension means. The data is suitably stored in thecontrol unit of the load sensing system. The method may alternatively oradditionally comprise to determine the aging of the suspension means basedon data collected over time regarding the forces acting on the suspension
means. When the pressure in the suspension means is known, the forcesacting on the suspension means can be determined. As mentioned above theforces acting on the suspension means affect the aging of the suspensionmeans. The forces acting on the suspension means may therefore be an agingfactor.
According to an aspect of the invention the aging of the suspension means isdetermined based on information collected over time regarding the number ofcycles of loading and unloading and/or the vibrations during operation of thevehicle. One cycle typically includes that the vehicle is loaded and unloaded.The suspension means of a vehicle is subject to forces of varying magnitudeand frequency. The suspension means is typically subject to forces with largeamplitude and low frequency when the cargo is loaded at one place andunloaded at another place. However, when the vehicle is driving over roughterrain the suspension means is typically subject to forces with small amplitudebut high frequency. Both the amplitude and the frequency of the forces affectthe aging of the suspension means and data regarding the number of cycles ofloading/unloading and the vibration during operation of the vehicle is thereforeimportant in determining how much a suspension means has aged. Thenumber of cycles of loading/unloading the vehicle and/or the vibrations duringoperation of the vehicle may therefore be an aging factor. Data relating to thenumber of cycles of loading/unloading the vehicle may be collected by meansof the suspension air bellow pressure sensors. The data relating to vibrationsaffecting the suspension means may be collected from a means for measuringvibrations, such as a chassis height sensor, arranged in communication withthe vehicle load sensing system. The data is suitably stored in the control unitof the load sensing system.
According to an aspect of the invention the aging of the suspension means isdetermined based on information collected over time regarding the amount ofchassis lowering/raising. When the chassis is lowered or raised the shape ofthe rubber of the suspension means is changed. Depending on the type of
suspension means the shape of the rubber changes in different ways. Forexample, in a so called convoluted bellow the curvature of the rubber wall maybe changed and in a so called rolling sleeve bellow it bends and compressesdifferent parts of the bellow depending on the chassis height. The amount ofchassis lowering/raising will thus affect the aging of the suspension means andmay therefore be an aging factor. The data relating to the amount of chassislowering/raising may be collected by means of a chassis height sensorarranged in association with the suspension means. The data relating to theamount of chassis lowering/raising is suitably stored in the control unit of theload sensing system.
According to an aspect of the invention the aging of the suspension means is
determined based on information collected over time regarding thetemperature. The temperature surrounding the suspension means will alsoaffect the characteristics of the suspension means. The temperaturespecifically affects the rubber properties of the suspension means and couldtherefore have an impact on how fast the suspension means ages.Suspension means that have been used during a long time in a warm climatemay for example have different characteristics compared to suspension meansthat have been used in a cold climate. The temperature may therefore be anaging factor. The data relating to the temperature is suitably collected bymeans of a temperature sensor arranged in communication with the loadsensing system. The temperature is suitably stored in the control unit of the
load sensing system.
According to an aspect of the invention a vehicle load sensing systemassociated with a pneumatic suspension system is provided. The pneumaticsuspension system comprising pneumatic suspension means arranged on atleast one front axle and at least one rear axle, wherein the height of a vehiclechassis in relation to the axles can be changed by controlling the amount of airin the suspension means and thereby changing the extension of thesuspension means. The vehicle load sensing system comprises a control unit
adapted to determine the load on the suspension means based on thepressure in the suspension means and the aging of the suspension means.The control unit suitably comprises an algorithm for determining the load onthe suspension means based on the pressure in the suspension means and
the aging of the suspension means.
According to an aspect of the invention the control unit is adapted to determinethe aging of the suspension means; determine the pressure in the suspensionmeans; and determine the load on the suspension means based on thedetermined data and a predetermined relationship between the load on thesuspension means and the pressure in the suspension means. The control unitthus suitably comprises an algorithm for determining the aging of thesuspension means, determining the pressure in the suspension means anddetermining the load on the suspension means based on the aging, thepressure and a predetermined relationship between the load on thesuspension means and the pressure in the suspension means. Thepredetermined relationship is suitably stored in the control unit as a pressure-to-load equation. The algorithm thus suitably comprises the pressure-to-loadequation.
The control unit is suitably arranged in communication with a loaddetermination control means adapted to be manually operated by an operatorof the vehicle. The control unit is suitably adapted to receive a signal from theload determination control means indicating a request for activation of the loaddetermination. When the control unit receives the signal the control unit isadapted to determine the aging of the suspension means; determine thepressure in the suspension means; and determine the load on the suspensionmeans based on the determined data and a predetermined relationshipbetween the load on the suspension means and the pressure in thesuspension means. ln the case where the suspension means is substantiallynew and/or the aging is determined to be insignificant the control unit is
suitably adapted to determine the load on the suspension means without any
modification of the pressure-to-load equation. However, when it has beendetermined that the suspension means is starting to age the control unit issuitably adapted to incorporate the aging of the suspension means into thepressure-to-load equation. The control unit is also adapted to present theresult on a display unit of the vehicle when the load on the suspension meansof all axles has been determined.
The control unit is suitably adapted to collect data relating to the aging of thesuspension means and to determine the aging of the suspension means basedon this data. The control unit may be adapted to collect the data relating to theaging of the suspension means continuously or intermittently at predeterminedintervals. The data relating to the aging of the suspension means may bereferred to as aging factors. The control unit may thus be adapted to collectdata relating to predetermined aging factors over time, and based on thecollected data determine the grade of aging of the suspension means. Thecontrol unit is suitably adapted to incorporate the grade of aging into thepressure-to-load equation to determine the load on the suspension means.Alternatively, the grade of aging corresponds to a correction factor and thecontrol unit is adapted to determine the correction factor and to incorporate itinto the pressure-to-load equation.
According to an aspect of the invention the control unit is adapted to determinethe aging of the suspension means based on data collected over timeregarding the pressure in the suspension means. The control unit may beadapted to determine the aging of the suspension means based on datacollected over time regarding the temperature. The control unit may also beadapted to determine the aging of the suspension means based on datacollected over time regarding forces acting on the suspension means. Thecontrol unit may additionally or alternatively be adapted to determine the agingof the suspension means based on data collected over time regarding thenumber of cycles of loading and unloading the vehicle and/or the vibrationsduring operation of the vehicle. The control unit may be adapted to determine
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the aging of the suspension means based on data collected over timeregarding the amount of chassis lowering/raising.
Further objects, advantages and novel features of the present invention willbecome apparent to one skilled in the art from the following details, and alsoby putting the invention into practice. Whereas the invention is describedbelow, it should be noted that it is not restricted to the specific detailsdescribed. Specialists having access to the teachings herein will recognisefurther applications, modifications and incorporations within other fields, whichare within the scope of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
For fuller understanding of the present invention and further objects andadvantages of it, the detailed description set out below should be read togetherwith the accompanying drawings, in which the same reference notations
denote similar items in the various drawings, and in which:
Figure 1 schematically illustrates a vehicle according to an embodiment ofthe invention;
Figure 2 schematically illustrates a vehicle load sensing system accordingto an embodiment of the invention;
Figure 3 schematically illustrates a relationship between pressure and load
according to an embodiment of the invention;
Figure 4a-b schematically illustrate a flow charts for a method for loaddetermination of a vehicle according to an embodiment of theinvenüon;and
Figure 5 schematically illustrates a control unit or computer according to an
embodiment of the invention.
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DETAILED DESCRIPTION OF THE DRAWINGS
The term “link” herein refers to a communication link which may be a physicalconnection such as an opto-electronic communication line, or a non-physicalconnection such as a wireless connection, e.g. a radio link or microwave link.Herein provided links are illustrated as being arranged for bi-directionalcommunication. However, in some cases communication between units viasuch a link may be one-directional.
Figure i schematicaily shot/vs a side view oil a vehicie t according to anenthodiment ot the int/ention. The vehicie t comorises a ohassis 3, apropulsion unit 2 and a gearhox 4 connected to the propulsion unit 2. Thevehicle t further comorises at least one front axle 6 tvith tront wheels 8 and atieast one rear axie to with rear wheels 12. in this figure the vehioie tcomorises two rear axles to where at least one ot the rear axies is a driveaxle. The at ieast one drive axie 10 is thus connected to the gearbox 4 and theoroouision unit 2. The vehicle t also contprises a load sensing system tooassociated trtitlt a pneumatio suspension system 206. The oneuntaticsuspension systern 200 tor ieveliihg the veiticie t comprises a Compressor unit(not snott/n) supoiytitg cressorized air into pheomatic suspension means zotassociated vvith each axie 6, 1G. The oneulnatic suspension means 201 aresuitably flexibla rubber' bellovtzs 201 By increasing the air pressure inside theheilows 291 oi an axie o, to the oeilows 2Gt intiates and the chassis 3 oi thevehicle t is raised from the axle o, to. By decreasing the air pressure insidethe beilotflis 201 oi an axle 6, to, the oeilovvs 20t oellaies and the Chassis 3 isiowered towards the axie 6, 10. The load sensing system 190 is arranged todetermine the load on the suspension means 291 oi each axie 6, it). Thevehicle 1 may be a heavy vehicle, e.g. a truck, a bus, a forest machine, amining vehicle, a construction vehicle, a rescue vehicle, a refuse collectionvehicle or similar. The vehicle 1 may be a hybrid vehicle comprising twopropulsion units 2, namely an electric machine and a combustion engine. Theload sensing system 100 in the vehicle 1 will be further described in Figure 2.
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Figure 2 schematically illustrates a vehicle load sensing system 100associated with a pneumatic suspension system 200 of a vehicle according toan embodiment of the invention. The vehicle and pneumatic suspensionsystem with which the load sensing system 100 is associated may be thevehicle 1 and the pneumatic suspension system 200 as disclosed in Figure 1.The pneumatic suspension system 200 thus comprises pneumatic suspensionmeans 201 arranged on at least one front axle 6 and at least one rear axle 10,wherein the height of a vehicle chassis 3 in relation to the axles 6, 10 can bechanged by controlling the amount of air in the suspension means 201 andthereby changing the extension of the suspension means 201. The vehicleload sensing system 100 comprises a control unit 120 adapted to determinethe load on the suspension means 201 based on the pressure in thesuspension means 201 and the aging of the suspension means 201.
The control unit 120 is arranged in communication with the pneumaticsuspension system 200 via a link L200. The control unit 120 is thus adapted toreceive information from the pneumatic suspension system 200 via link L200.The control unit 120 may be adapted to collect and store data relating to theaging of the suspension means 201 from the suspension system 200. Thecontrol unit 120 may be adapted to collect data from the suspension system200 regarding for example the pressure in the suspension means 201 and theamount of chassis lowering/raising. The control unit 120 is suitably arranged incommunication with sensor means 150 arranged on the vehicle 1. The sensormeans 150 may be a temperature sensor, a means for measuring vibrations,means for determining the time and similar. The control unit 120 is suitablyadapted to collect data relating to the aging of the suspension means 201 fromthe sensor means 150. The control unit 120 may be adapted to collect datafrom the sensor means 150 regarding for example vibrations during operationof the vehicle 1, the number of cycles of loading/unloading the vehicle 1, the
amount of pressure in the suspension means, the temperature and the time.
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The load sensing system 100 suitably comprises a computer 130 arranged forcommunication with the control unit 120 via a link L130. The computer 130may be detachably connected to the control unit 120. The computer 130 maybe arranged external to the vehicle 100. The computer 130 may be used tocross-load software to the control unit 120.
The load sensing system 100 suitably comprises a load determination controlmeans 140 arranged for communication with the control unit 120 via a linkL140. Hereby an operator of the vehicle 1 may manually operate said loaddetermination control means 140 for activating the load sensing system 100.The load determination control means 140 is thus suitably arranged in thevehicle cab and may be a lever, a push button or similar.
Figure 3 illustrates a relationship between the pressure P in a suspensionmeans and the load L on the suspension means according to an embodimentof the invention. The first line F11 illustrates a commonly known relationshipbetween the pressure P in the suspension means and the load L on theThispredetermined relationship which only takes pressure P in the suspension
suspension means. relationship F11 may be referred to as ameans and effective area of the suspension means into account whendetermining the load L on the suspension means. This relationship F11 isbased on static characteristics of the suspension means. As time passes thesuspension means age and the characteristics change. The predeterminedrelationship F11 is thus not an advantageous relationship for determining theload on the suspension means. The second line F12 illustrates the relationshipbetween the pressure P in a suspension means and the load L on thesuspension means where the aging of the suspension means has been takeninto account. lt is to be understood that this relationship is only an example ofhow the relationship can look when the aging of the suspension means istaken into account. The second relationship F12 is suitably a modification of thepredetermined relationship F11 where the aging of the suspension means is
incorporated. The aging of the suspension means may be a correction factor
adapted to be incorporated into the predetermined relationship F11 to get thesecond relationship Fi2. By determining the load L on the suspension meansbased on the pressure P in the suspension means and the aging of the
suspension means, a more accurate load determination is achieved.
Figure 4a schematically illustrates a flow chart of a method for loaddetermination of a vehicle according to an embodiment of the invention. Thevehicle is suitably configured as described in Figure 1. Said vehicle 1comprises a chassis 3 and a pneumatic suspension system 200 withpneumatic suspension means 201 arranged on at least one front axle 6 and atleast one rear axle 10, wherein the height of the chassis in relation to the axles6, 10 can be changed by controlling the amount of air in the suspension means201 and thereby changing the extension of the suspension means 201. Themethod comprises the step of, for each axle 6, 10, determining s100 the loadon the suspension means 201 based on the pressure in the suspension means201 and the aging of the suspension means 201. The rrrethod step is suitablyperformed by means of a control unit 120 of a vehicle ioad serising system 100as cšisolosed in Figure 2.
Figure 4b schematically illustrates a flow chart of a method for loaddetermination of a vehicle according to an embodiment of the invention. Thevehicle is suitably configured as described in Figure 1. Said vehicle 1comprises a chassis and a pneumatic suspension system 200 with pneumaticsuspension 201 means arranged on at least one front axle 6 and at least onerear axle 10, wherein the height of the chassis in relation to the axles 6, 10 canbe changed by controlling the amount of air in the suspension means 201 andthereby changing the extension of the suspension means 201. The methodcomprises the step of, for each axle 6, 10, determining s101 the aging of thesuspension means 201; determining s102 the pressure in the suspensionmeans 201; and determining s103 the load on the suspension means 201based on the determined data and a predetermined relationship between the
16
load on the suspension means 201 and the pressure in the suspension means201.
The method steps are suitably perforrtied by means of a control unit 120 of avehicle load sensing system 100 as disclosed in Figure 2.
The predetermined relationship between the load on the suspension means201 and the pressure in the suspension means 201 is suitably the commonlyknown relationship F11 as disclosed in Figure 3. The predeterminedrelationship FH is suitably stored in the control unit 120 of the vehicle loadsensing system 100 as a pressure-to-load equation. The predeterminedrelationship F11 may be different for suspension means 201 on different axles 6,10. Thus, the control unit 120 may comprise a different predetermined
relationship FH (pressure-to-load equation) for each axle 6, 10 on the vehicle 1.
The load determination is suitably activated manually by an operator. The loaddetermination may be activated by an operator manually operating a loaddetermination control means 140 of the vehicle load sensing system 100, suchas a button or lever or similar. When the operator operates the loaddetermination control means 140 the vehicle load sensing system 100 receivesa signal and start executing the method. The vehicle load sensing system 100thus determines the aging of the suspension means 201 of an axle 6, 10 andthe current pressure in the suspension means 201 of that axle 6, 10. Thevehicle load sensing system 100 also determines the load on the suspensionmeans 201 based on the determined aging and pressure and thepredetermined relationship F11 between load and pressure. When the loadsensing system 100 has determined the load on the suspension means 201 ofall axles 6, 10 of the vehicle 1, the result is suitably schematically presented on
a display unit in the vehicle 1.
The step of determining s101 the aging of the suspension means 102 maycomprise to collect data relating to the aging of the suspension means 201 and
17
to determine the aging of the suspension means 201 based on this data. Thedata relating to the aging of the suspension means may be collectedcontinuously or intermittently at predetermined intervals. The data relating tothe aging of the suspension means may be referred to as aging factors. Themethod suitably comprises to collect data relating to predetermined agingfactors over time, and based on the collected data determine the grade ofaging of the suspension means 201. The grade of aging is suitablyincorporated into the pressure-to-load equation to determine s103 the load onthe suspension means 201. The step of determining s103 the load on thesuspension means thus suitably comprises to modify the predeterminedrelationship F11 by incorporating the aging of the suspension means.
The step of determining s101 the aging of the suspension means 201 maycomprise to determine the aging based on information collected over timeregarding the pressure in the suspension means 201 and/or the forces actingon the suspension means 201. Data relating to the pressure in the suspensionmeans is suitably collected by means of pressure sensors arranged inassociation with the suspension means 201. The data is suitably stored in thecontrol unit 120 of the load sensing system 100.
The step of determining s101 the aging of the suspension means 201 maycomprise to determine the aging based on information collected over timeregarding the number of cycles of loading/unloading the vehicle and/or thevibrations during operation of the vehicle. Data relating to the number of cyclesof loading and unloading of the vehicle may be collected by means of thesuspension air bellow pressure sensors. Data relating to the vibrations duringoperation of the vehicle is suitably collected from sensor means 150 arrangedin communication with the control unit 120. The data is suitably stored in thecontrol unit 120 of the load sensing system 100.
The step of determining s101 the aging of the suspension means 201 maycomprise to determine the aging based on information collected over time
18
regarding the amount of chassis lowering/raising. The data relating to theamount of chassis lowering/raising may be collected by means of a chassisheight sensor arranged in association with the suspension means 201. Thedata is suitably stored in the control unit 120 of the load sensing system 100.
The step of determining s101 the aging of the suspension means 201 maycomprise to determine the aging based on information collected over timeregarding the temperature. The data relating to the temperature is suitablycollected by means of a temperature sensor 150 arranged in communicationwith the control unit 120 of the load sensing system 100. The temperature issuitably stored in the control unit 120.
Figure 5 schematically illustrates a device 500. The control unit 120 and/orcomputer 130 described with reference to Figures 2 may in a version comprisethe device 500. The term "link" refers herein to a communication link whichmay be a physical connection such as an optoelectronic communication line,or a non-physical connection such as a wireless connection, e.g. a radio link ormicrowave link. The device 500 comprises a non-volatile memory 520, a dataprocessing unit 510 and a read/write memory 550. The non-volatile memory520 has a first memory element 530 in which a computer program, e.g. anoperating system, is stored for controlling the function of the device 500. Thedevice 500 further comprises a bus controller, a serial communication port, I/Omeans, an A/D converter, a time and date input and transfer unit, an eventcounter and an interruption controller (not depicted). The non-volatile memory520 has also a second memory element 540.
There is provided a computer program Pr which comprises routines for amethod for load determination of a vehicle according to the invention. Thecomputer program Pr comprises routines for determining the load on asuspension means based on the pressure in the suspension means and theaging of the suspension means. The computer program Pr comprises routines
for determining the pressure in a suspension means. The computer program
19
Pr comprises routines for determining the aging of the suspension means. Thecomputer program Pr comprises routines collecting data relating to the aging ofthe suspension means. The computer program Pr comprises routines fordetermining the load on a suspension means based on the aging of thesuspension means, the pressure in the suspension means, and apredetermined relationship between the pressure in a suspension means andthe load on a suspension means. The computer program Pr may be stored inan executable form or in a compressed form in a memory 560 and/or in a
read/write memory 550.
Where the data processing unit 510 is described as performing a certainfunction, it means that the data processing unit 510 effects a certain part of theprogram stored in the memory 560 or a certain part of the program stored inthe read/write memory 550.
The data processing device 510 can communicate with a data port 599 via adata bus 515. The non-volatile memory 520 is intended for communication withthe data processing unit 510 via a data bus 512. The separate memory 560 isintended to communicate with the data processing unit 510 via a data bus 511.The read/write memory 550 is adapted to communicating with the dataprocessing unit 510 via a data bus 514.
When data are received on the data port 599, they are stored temporarily inthe second memory element 540. When input data received have beentemporarily stored, the data processing unit 510 is prepared to effect codeexecution as described above.
Parts of the methods herein described may be effected by the device 500 bymeans of the data processing unit 510 which runs the program stored in thememory 560 or the read/write memory 550. When the device 500 runs theprogram, methods herein described are executed.
The foregoing description of the preferred embodiments of the presentinvention is provided for illustrative and descriptive purposes. lt is not intendedto be exhaustive or to restrict the invention to the variants described. Manymodifications and variations will obviously be apparent to one skilled in the art.The embodiments have been chosen and described in order best to explainthe principles of the invention and its practical applications and hence make itpossible for specialists to understand the invention for various embodimentsand with the various modifications appropriate to the intended use.
Claims (15)
1. A method for load determination of a vehicle (1 ), the vehicle (1) comprising achassis (3) and a pneumatic suspension system (200) with pneumaticsuspension means (201) arranged on at least one front axle (6) and at leastone rear axle (10), wherein the height of the chassis (3) in relation to the axles(6, 10) can be changed by controlling the amount of air in the suspensionmeans (201) and thereby changing the extension of the suspension means(201), characterized by the step of, for each axle (6, 10): - determining (s100) the load (L) on the suspension means (201) based on thepressure (P) in the suspension means (201) and the aging of the suspensionmeans (201).
2. The method according to claim 1, wherein the method comprises the stepsof: - determining (s101) the aging of the suspension means (201 ); - determining (s102) the pressure (P) in the suspension means (201); and - determining (s103) the load (L) on the suspension means (201) based on thedetermined data and a predetermined relationship (F11) between the load (L)on the suspension means (201) and the pressure (P) in the suspension means(201).
3. The method according to claim 1 or 2, wherein the aging of the suspensionmeans (201) is determined based on data collected over time regarding thepressure in the suspension means (201) and/or forces acting on thesuspension means (201).
4. The method according to any of the preceding claims, wherein the aging ofthe suspension means (201) is determined based on data collected over timeregarding the number of cycles of loading and unloading the vehicle (1) and/orthe vibrations during operation of the vehicle (1 ). 22
5. The method according to any of the preceding claims, wherein the aging ofthe suspension means (201) is determined based on data collected over timeregarding the amount of chassis lowering/raising.
6. The method according to any of the preceding claims, wherein the aging ofthe suspension means (201) is determined based on data collected over timeregarding the temperature.
7. A vehicle load sensing system (100) associated with a pneumaticsuspension system (200), the pneumatic suspension system (200) comprisingpneumatic suspension means (201) arranged on at least one front axle (6) andat least one rear axle (10), wherein the height of a vehicle chassis (3) inrelation to the axles (6, 10) can be changed by controlling the amount of air inthe suspension means (201) and thereby changing the extension of thesuspension means (201), characterized in that the vehicle load sensingsystem (100) comprises a control unit (120) adapted to determine the load (L)on the suspension means (201) based on the pressure (P) in the suspensionmeans (201) and the aging of the suspension means (201 ).
8. The system (100) according to claim 7, wherein the control unit (120) isadapted to determine the aging of the suspension means (201); determine thepressure (P) in the suspension means (201); and determine the load (L) on thesuspension means (201) based on the determined data and a predeterminedrelationship (F11) between the load (L) on the suspension means (201) and thepressure (P) in the suspension means (201).
9. The system (100) according to claim 7 or 8, wherein the control unit (120) isadapted to determine the aging of the suspension means (201) based on datacollected over time regarding the pressure in the suspension means (102)and/or forces acting on the suspension means (201). 23
10. The system (100) according to any of claims 7-9, wherein the control unit(120) is adapted to determine the aging of the suspension means (201) basedon data coliected over time regarding the number of cycles of loading andunloading the vehicle (1) and/or the vibrations during operation of the vehicle (1)-
11. The system (100) according to any of claims 7-10, wherein the control unit(120) is adapted to determine the aging of the suspension means (201) basedon data coliected over time regarding the amount of chassis lowering/raising.
12. The system (100) according to any of claims 7-11, wherein the control unit(120) is adapted to determine the aging of the suspension means (201) basedon data coliected over time regarding the temperature.
13. A vehicle (1 ), comprising a vehicle load sensing system (100) according toany of claims 7-12.
14. A computer program (Pr), wherein said computer program comprisesprogram code for causing an electronic control unit (120; 500) or a computer(130; 500) connected to the electronic control unit (120; 500) to perform thesteps according to any of the claims 1-6.
15. A computer program product comprising a program code stored on acomputer-readable medium for performing the method steps according to anyof claims 1-6, when said computer program is run on an electronic control unit(120; 500) or a computer (130; 500) connected to the electronic control unit(120; 500).
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE1651302A SE1651302A1 (en) | 2016-10-04 | 2016-10-04 | A method for load determination of a vehicle, a vehicle load sensing system, a vehicle, a computer program and a compute r program product |
| DE102017008973.6A DE102017008973A1 (en) | 2016-10-04 | 2017-09-25 | Method for determining the load of a vehicle, vehicle load detection system, vehicle, computer program and computer program product |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE1651302A SE1651302A1 (en) | 2016-10-04 | 2016-10-04 | A method for load determination of a vehicle, a vehicle load sensing system, a vehicle, a computer program and a compute r program product |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| SE1651302A1 true SE1651302A1 (en) | 2018-04-05 |
Family
ID=61623643
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| SE1651302A SE1651302A1 (en) | 2016-10-04 | 2016-10-04 | A method for load determination of a vehicle, a vehicle load sensing system, a vehicle, a computer program and a compute r program product |
Country Status (2)
| Country | Link |
|---|---|
| DE (1) | DE102017008973A1 (en) |
| SE (1) | SE1651302A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102020001797B4 (en) | 2020-03-18 | 2022-08-18 | Man Truck & Bus Se | Method and device for axle load sensing |
| DE102021127655A1 (en) | 2021-10-25 | 2023-04-27 | Zf Cv Systems Europe Bv | Procedure for determining the wheel or axle load of an air-suspended vehicle |
| CN114368389B (en) * | 2021-12-31 | 2023-09-15 | 上海保隆汽车科技(安徽)有限公司 | Vehicle load estimation method, vehicle load-based height control method, device and system |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102008054044A1 (en) | 2008-06-27 | 2009-12-31 | Wabco Gmbh | articulated lorry |
| DE102011118167A1 (en) | 2011-11-10 | 2013-05-16 | Wabco Gmbh | Adjustment of the vertical load of a center-axle trailer |
-
2016
- 2016-10-04 SE SE1651302A patent/SE1651302A1/en not_active Application Discontinuation
-
2017
- 2017-09-25 DE DE102017008973.6A patent/DE102017008973A1/en not_active Withdrawn
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| Publication number | Publication date |
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| DE102017008973A1 (en) | 2018-04-05 |
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