WO2008150221A1 - Method and computer program for determining a centre of gravity height of a vehicle - Google Patents
Method and computer program for determining a centre of gravity height of a vehicle Download PDFInfo
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- WO2008150221A1 WO2008150221A1 PCT/SE2008/050578 SE2008050578W WO2008150221A1 WO 2008150221 A1 WO2008150221 A1 WO 2008150221A1 SE 2008050578 W SE2008050578 W SE 2008050578W WO 2008150221 A1 WO2008150221 A1 WO 2008150221A1
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- 238000000034 method Methods 0.000 title claims abstract description 75
- 230000005484 gravity Effects 0.000 title claims abstract description 73
- 238000004590 computer program Methods 0.000 title claims description 39
- 230000003068 static effect Effects 0.000 claims abstract description 42
- 230000001133 acceleration Effects 0.000 claims abstract description 21
- 238000005096 rolling process Methods 0.000 claims abstract description 9
- 238000012545 processing Methods 0.000 claims description 21
- 238000012546 transfer Methods 0.000 claims description 15
- 238000001914 filtration Methods 0.000 claims description 11
- 230000006870 function Effects 0.000 description 27
- 238000004891 communication Methods 0.000 description 16
- 230000005540 biological transmission Effects 0.000 description 4
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 2
- 238000001514 detection method Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000005693 optoelectronics Effects 0.000 description 1
- 230000008092 positive effect Effects 0.000 description 1
- 230000002123 temporal effect Effects 0.000 description 1
Classifications
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- 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
Definitions
- An object of the invention according to an aspect of the invention is to provide an improved method for determining the centre of gravity height of a vehicle.
- the processing step may comprise the step of Kalman-filtering a plurality of said values of said first and second set of values.
- Kalman-filtering is a recursive method that works in real time and requires limited computational power.
- the step of calculating the static gain may be based upon said generated transfer function.
- the invention also relates to a vehicle comprising the computer.
- the vehicle may be a semi-trailer.
- the invention relates to a method for estimating the height of the centre of gravity for a vehicle or vehicle combination during running.
- the rolling characteristics of the vehicle are dependent upon the height of the centre of gravity of the vehicle, which varies considerably with different load conditions.
- By measuring the vehicle roll angle, or roll angular velocity, and lateral acceleration during driving an estimate of a transfer function can be created.
- the static gain and natural frequency can be determined from said transfer function.
- the first relation relates to static gain and involves CGH and roll stiffness.
- the second relation relates to natural frequency and involves CGH and roll stiffness.
- the first relation relates to static gain and involves CGH and torsional stiffness.
- the second relation relates to natural frequency and involves CGH and torsional stiffness.
- link refers to a communication link which may be a physical connector, such as an optoelectronic communication wire, or a non-physical connector such as a wireless connection, for example a radio or microwave link.
- the ECU is arranged to process received roll angle values ⁇ so as to generate roll angular velocity values ⁇ . This may be performed by means of a time derivative processing step.
- the inventive method is initiated and controlled by means of the electronic control unit 200.
- the inventive method is initiated and controlled by means of an external PC 210.
- the external computer 280 may be directly connected to the electronic control unit via a link 215, but may also be indirectly connected to the electronic control unit 200 in any suitable manner, such as through an internal vehicle network.
- the communication between the external computer and the electronic control unit 200 may be partly or entirely wireless.
- the inventive method could also be initiated and controlled by the electronic control unit itself or by another electronic control unit, such as an electronic gear box control unit.
- An aspect of the invention relates to a computer program product comprising a computer program for determining the centre of gravity height of a vehicle and a computer readable medium on which the computer program is stored.
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- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
The invention relates to a method for determining the centre of gravity height of a vehicle comprising the steps of: - determining a first set of values associated with the roll angle of the vehicle relative to a reference plane of the vehicle; - determining a second set of values associated with the lateral acceleration of the vehicle; - calculating a natural frequency value of the rolling motion of said vehicle; - calculating a static gain value associated with at least one value of said first set of values and at least one value of said second set of values; and - determining the centre of gravity height relative to a vehicle reference point based upon said calculated natural frequency value and said calculated static gain value.
Description
Method and computer program for determining a centre of gravity height of a vehicle
Technical field
The present invention relates to a method for determining a gravity centre of a vehicle. The invention also relates to a computer program product comprising computer program code for implementing a method according to the invention. The invention further relates to a computer and a vehicle having a computer on-board.
Background art
Rolling characteristics of the vehicle is dependent upon the height of the centre of gravity of the vehicle, which varies considerably with different load conditions. It is in various applications of outmost importance to know the height of the centre of gravity of the vehicle, e.g. in order to provide a well functioning automatic anti-overturn system of the vehicle. The height of the centre of gravity of the vehicle may be expressed as a vertical position from a predetermined reference position of the vehicle.
There are several known methods for determining the height of the centre of gravity of the vehicle.
US 2007/0027596 A1 discloses a rollover warning and detection method for a transport vehicle. Measures of the vehicle speed, lateral acceleration and yaw rate are sampled during normal driving conditions and used to estimate the centre of gravity height of the vehicle. The centrifugal acceleration acting on the vehicle is
calculated as the product of the vehicle speed and yaw or steering rate, and the centre of gravity height of the vehicle is estimated based on the relationship between the calculated centrifugal acceleration and the measured lateral acceleration.
US 2004/0133338 A1 discloses a method for ascertaining the centre-of-gravity height of a motor vehicle depending upon a variable representing the rolling motion of the vehicle about its roll axis oriented in the vehicle longitudinal direction and a variable representing the lateral acceleration of the vehicle.
WO 2006/066821 A1 discloses a method for determining the height of the centre of gravity of a vehicle. The value for the height of the centre of gravity of the vehicle is determined from the measured deflecting path on a suspended axle, its temporal variation and transversal dynamic variable of the vehicle.
Summary of the invention
An object of the invention is to provide a new and advantageous manner of determining the centre of gravity of a vehicle.
Another object of the invention is to provide a method and computer program for determining the centre of gravity of a vehicle during normal driving.
An object of the invention according to an aspect of the invention is to provide an improved method for determining the centre of gravity height of a vehicle.
An object of the invention according to an aspect of the invention is to provide an alternative method for determining the centre of gravity height of a vehicle.
These objects are achieved by a method for determining the centre of gravity height of a vehicle comprising the steps of:
- determining a first set of values associated with the roll angle (φ ) of the vehicle relative to a reference plane of the vehicle;
- determining a second set of values associated with the lateral acceleration of the vehicle;
- calculating a natural frequency value of the rolling motion of said vehicle;
- calculating a static gain value associated with at least one value of said first set of values and at least one value of said second set of values; and
- determining the centre of gravity height relative to a vehicle reference point based upon said calculated natural frequency value and said calculated static gain value.
An advantage of the present invention is that the accuracy of estimated height of the gravity centre of the vehicle is improved. This means that a better value representing the height of the gravity centre of the vehicle may be used in vehicle sub-systems, such as an anti-roll over system of the vehicle.
Another advantage of the present invention is that the inherent properties of a trailer of the vehicle do not need to be known according to the inventive method for estimating the centre of gravity of the vehicle.
A more accurate determined value of the centre of gravity height of the vehicle provides the positive effect of reducing safety tolerance intervals used in vehicle subsystems, such as an anti-rollover system of the vehicle. By implementing the method according to the invention, unnecessarily conservative values of the centre of gravity height of the vehicle is avoided.
In case the vehicle is a tractor having a trailer connected thereto, the present invention provides an improved ability to use different trailers without the requirement of implementing new trailer-specific calibrations. Thus, the method may be used independent of which trailer being used.
The method is user friendly because it provides the ability to continuously update the determined value of the height of the gravity centre of the vehicle. This is particularly useful if the vehicle is subjected to frequent cargo unloading or loading events.
An advantage of the present invention is that the method easily may be implemented for a variety of different vehicles. The method is particularly useful for heavy vehicles, such as trucks or lorries. One suitable vehicle is a semi-trailer vehicle comprising a tractor and a trailer. However, an arbitrarily number of trailers may be connected to a tractor. It should be noted that the method according to the invention may be implemented for a single tractor as well. Alternatively, the method according to the invention may be implemented for a bus. Thus, the method for determining the height of the gravity centre may be implemented for a plurality of different platforms.
A beneficial contribution of the invention is that a cost effective solution to the above stated problems is achieved.
Yet another beneficial contribution of the invention is that the method for determining the centre of gravity height of the vehicle is robust. In view of that the height of the centre of gravity height may be established continuously, or at a plurality of predetermined points of time, comparison procedures based upon the results may be performed, thus providing a quality check ability.
The step of determining the centre of gravity height may comprise the steps of:
- determining a first set of pairs of data corresponding to said natural frequency;
- determining a second set of pairs of data corresponding to said static gain value; and
- determining the centre of gravity height based upon said first and second set of pairs of data.
According to an aspect of the invention the second set of pairs of data is based upon roll stiffness values. The roll stiffness of the trailer does not need to be known in advance and the method will thus work for an arbitrary trailer without prior calibration.
According to another aspect of the invention the second set of pairs of data is based upon torsional stiffness values. The torsional stiffness of the trailer does not need to be known in advance and the method will thus work for an arbitrary trailer without prior calibration.
The method may comprise the step of: Processing a plurality of said values of said first and second set of values so as to generate a transfer function.
The transfer function gives both the static gain and the resonance frequency of the system. Therefore, not all vehicle parameters have to be known in advance. Alternatively, the accuracy of the estimation will increase.
The processing step may comprise the step of Kalman-filtering a plurality of said values of said first and second set of values. Kalman-filtering is a recursive method that works in real time and requires limited computational power.
According to an aspect of the invention the step of calculating the static gain may be based upon said generated transfer function.
According to another aspect of the invention the step of calculating the natural frequency may be based upon said generated transfer function. The natural frequency of the system roll gives additional information about the system that makes it possible to estimate the vehicle CGH without knowing all vehicle parameters in advance. Alternatively, if the parameters are known, the information from the natural frequency could give increased accuracy of the CGH estimation.
According to yet another aspect of the invention the step of calculating the natural frequency may be based upon a plurality of said values of said first set of values.
The first set of values may correspond to the roll angle of the vehicle.
Alternatively the first set of values may correspond to the roll angular velocity of the vehicle.
According to one embodiment of the invention the steps of
- calculating a natural frequency value of said vehicle; and
- calculating a static gain value associated with at least a number of said values of said first and second set of values, are performed substantially simultaneously. Thus, these two steps are performed parallel in time. This has the advantage of determining the centre of gravity height in a faster way.
The static gain has a substantially linear relation to the centre of gravity height of the vehicle. The static gain has a substantially linear relation to the roll stiffness. The natural frequency has a substantially linear relation to the centre of gravity height of the vehicle. The natural frequency has a substantially quadratic relation to the roll stiffness. According to an aspect of the invention these facts are taken into consideration in the method. These facts make it possible to determine the centre of gravity height of the vehicle based upon an equation system having two equations and two unknown parameters. The natural frequency has a substantially quadratic relation to the torsional stiffness.
According to one embodiment of the invention the method for determining the centre of gravity height of the vehicle is used with another method for determining at which longitudinal position of the vehicle the centre of gravity is located. By combining the two methods a centre of gravity point may be determined. The method for determining at which length of the vehicle the centre of gravity is located may use data from the brake system of the vehicle. However, this method is not depicted in greater detail herein.
The invention also relates to a computer program product comprising the computer program for determining the centre of gravity height of a vehicle and a computer readable medium on which the computer program is stored.
The invention also relates to a computer, such as an embedded electronic control unit or a vehicle external computer comprising a storing means and a computer program for determining the centre of gravity height of a vehicle, stored in the storing means.
The invention also relates to a vehicle comprising the computer. The vehicle may be a semi-trailer.
The invention relates to a method for estimating the height of the centre of gravity for a vehicle or vehicle combination during running. The rolling characteristics of the vehicle are dependent upon the height of the centre of gravity of the vehicle, which varies considerably with different load conditions. By measuring the vehicle roll angle, or roll angular velocity, and lateral acceleration during driving an estimate of a transfer function can be created. The static gain and natural frequency can be determined from said transfer function. By using two known relations the height of the centre of gravity can be calculated. The first relation relates to static gain and involves CGH and roll stiffness. The second relation relates to natural frequency and involves CGH and roll stiffness. Alternatively, the first relation relates to static gain and involves CGH and torsional stiffness. The second relation relates to natural frequency and involves CGH and torsional stiffness.
Additional objects, advantages and novel features of the present invention will become apparent to those skilled in the art from the following details, as well as by practice of the invention. While the invention is described below, it should be understood that the invention is not limited to the specific details disclosed. A person skilled in the art having access to the teachings herein will recognise additional applications, modifications and embodiments in other fields, which are within the scope of the invention.
Brief description of the drawings
For a more complete understanding of the present invention and further objects and advantages thereof, reference is now made to the examples shown in the accompanying drawings, in which:
Figure 1a schematically illustrates a side view of a vehicle according to an aspect of the present invention;
Figure 1 b schematically illustrates a rear view of a vehicle according to an aspect of the present invention;
Figure 1c schematically illustrates a rear view of a vehicle making a turn according to an aspect of the present invention;
Figure 2 schematically illustrates a sub-system of a vehicle according to an aspect of the present invention;
Figure 3a-c schematically illustrates graphs according to different aspects of the present invention;
Figure 4 schematically illustrates a flow chart depicting a method for determining a gravity centre height of a vehicle according to an aspect of the present invention;
Figure 5 schematically illustrates an electronic control unit according to an aspect of the invention.
Detailed description of the drawings
With reference to Figure 1a, a side view of a vehicle 100 is shown. With reference to Figure 1 b, a rear view of the vehicle 100 is shown. The vehicle 100 comprises a tractor 110 and a trailer 112. The vehicle 100 is according to one embodiment referred to as a semi-trailer vehicle. The vehicle 100 may be a heavy vehicle, such as a truck or lorry. The vehicle 100 may be a private car.
There is illustrated a coordinate system (x, y, z). For example, the origin of the coordinate system may be located in the centre of a rear wheel shaft of the vehicle 100. According to one embodiment the coordinate system is a vehicle fix coordinate system. The x-direction is a length axis of the vehicle. The x-direction is the drive direction of the vehicle. The y-direction indicates a lateral direction of the vehicle. The z-direction is normal to both the x-direction and the y-direction.
The centre of gravity height of the vehicle 100 is defined relative to a reference point of the vehicle. The centre of gravity height of the vehicle 100 is also referred to as CG-height or CGH. As illustrated in figure 1a and 1 b the determined CG-height is defined relative to ground. Of course, other reference points may be chosen, e.g. h may be the distance between the point of rotation of a body of the vehicle and the centre of gravity.
A transfer function shows by which factor the input (lateral acceleration) is amplified to the output (roll angle).
For a certain constant lateral acceleration the vehicle will roll to a constant angle. This angle, divided by the value for the lateral acceleration is defined as the static gain.
During normal driving, however, constant lateral accelerations are rare. This is why methods of estimating the transfer function as the static gain are used.
The highest value in the transfer function corresponds to the natural frequency of the vehicle roll (also referred to as natural frequency).
The natural frequency is the frequency where a resonance arises due to the combination of moment of inertia and roll stiffness of the vehicle.
Hereinafter the term "link" refers to a communication link which may be a physical connector, such as an optoelectronic communication wire, or a non-physical connector such as a wireless connection, for example a radio or microwave link.
Figure 1c schematically illustrates a rear view of a vehicle making a turn to the right according to an aspect of the present invention. Herein the roll angle φ is schematically illustrated. The roll angle φ illustrated is exaggerated for reasons of clarity. Roll angular velocity φ is the derivative of φ with respect to time, φ is defined in relation to an arbitrary plane, such as the z-x-plane.
Lateral acceleration Ay of the vehicle is illustrated in figure 1c. In this case the vehicle is making a right turn. Of course, the method according to the invention is applicable to situations where the vehicle is making left turns as well.
With reference to Figure 2, a sub-system 299 of the vehicle 100 is shown. A first set of sensors 250 is arranged for communication with an electronic control unit 200 via a link 255. The electronic control unit 200 is also referred to as ECU. The first set of sensors 250 is arranged to detect roll angle values φ of the vehicle 100. The first set of sensors 250 is arranged to transmit detected roll angle values φ to the electronic control unit 200. According to one embodiment the first set of sensors 250 comprises a roll angle sensor.
Alternatively, the first set of sensors 250 is arranged to detect roll angular velocity values φ of the vehicle 100. The first set of sensors 250 is arranged to transmit detected roll angular velocity values φ to the electronic control unit 200.
According to one embodiment the ECU is arranged to process received roll angle values φ so as to generate roll angular velocity values φ . This may be performed by means of a time derivative processing step.
According to one embodiment the ECU is arranged to process received angular velocity values φ so as to generate roll angular values φ . This may be performed by means of a time integrating processing step.
A second set of sensors 260 is arranged for communication with the electronic control unit 200 via a link 265. The second set of sensors 260 is arranged to detect
side acceleration values Ay of the trailer 112. The first set of sensors 250 is arranged to transmit detected lateral acceleration values Ay to the electronic control unit 200. According to one embodiment the second set of sensors 260 comprises a lateral acceleration sensor.
According to one embodiment of the invention the detected roll angle values φ and the detected side acceleration values Ay are transmitted to the electronic control unit 200 continuously in real-time. Of course other forms of transmissions may be used, for example batch transmission of detected data at predetermined times or continuous transmissions in real-time during predetermined time intervals, such as immediately after loading, unloading or reloading of the vehicle 100.
Here, the inventive method is initiated and controlled by means of the electronic control unit 200. Alternatively, the inventive method is initiated and controlled by means of an external PC 210. The external computer 280 may be directly connected to the electronic control unit via a link 215, but may also be indirectly connected to the electronic control unit 200 in any suitable manner, such as through an internal vehicle network. The communication between the external computer and the electronic control unit 200 may be partly or entirely wireless. The inventive method could also be initiated and controlled by the electronic control unit itself or by another electronic control unit, such as an electronic gear box control unit.
The electronic control unit 200 is arranged for communication with a communication terminal 280 via a link 285. Also, the external PC 210 is arranged for communication with the communication terminal via a link 286. The communication terminal 280 may be provided with a display and a user interface so as to allow a user to interact with the electronic control unit 200. The communication terminal 280 is arranged to display a representation of the value of the centre of gravity height of the vehicle determined according to the method of the invention.
Figure 3a is an example graph comprising a 3-D surface S1 wherein natural frequency is plotted as a function of centre of gravity height and trailer roll stiffness. It is illustrated that a particular value of the resonance frequency corresponds to a line L1 of the surface. In other words a particular value of the resonance frequency corresponds to a set of data pairs, each pair corresponding to a certain centre of gravity height and trailer roll stiffness. Each pair is a point of the line L1 of the surface S1. The particular value of interest is the calculated resonance frequency value f according to an aspect of the invention. Thus, a set of data pairs corresponds to the calculated resonance frequency value f according to an aspect of the invention. It is illustrated that the frequency axis is provided with two frequency values f1 and f2, where f2 is larger than f1. The calculated resonance frequency value f is within the interval f 1 -f 2. It is illustrated that the vehicle roll stiffness axis is provided with two stiffness values s1 and s2, where s2 is larger than s1. It is illustrated that the CGH axis is provided with two CGH values hi and h2, where h2 is larger than hi .
The calculated value of natural frequency corresponds to a set of predetermined values of centre of gravity height of the vehicle and a set of predetermined values of roll stiffness, according to an embodiment of the invention.
Values representing the surface S1 are predetermined and stored in a memory of the ECU. The surface S1 is generated based upon e.g. vehicle load and load distribution along the x-axis.
Figure 3b is an example graph comprising a 3-D surface S2 wherein static gain is plotted as a function of centre of gravity height and trailer roll stiffness. It is illustrated that a particular value of the static gain corresponds to a line L2 of the surface S2. In other words a particular value of the static gain corresponds to a set of data pairs, each pair corresponding to a certain centre of gravity height and trailer roll stiffness. Each pair is a point of the line L2 of the surface S2. The particular value of interest is
the calculated static gain value according to an aspect of the invention. Thus, a set of data pairs corresponds to the calculated static gain value according to an aspect of the invention. It is illustrated that the static gain axis is provided with two static gain values g1 and g2, where g2 is larger than g1. The calculated static gain value g is within the interval g1-g2. It is illustrated that the vehicle roll stiffness axis is provided with two stiffness values s1 and s2, where s2 is larger than s1. It is illustrated that the CGH axis is provided with two CGH values hi and h2, where h2 is larger than hi .
The calculated value of static gain corresponds to a set of predetermined values of centre of gravity height of the vehicle and a set of predetermined values of roll stiffness, according to an embodiment of the invention.
Values representing the surface S2 are predetermined and stored in a memory of the ECU. The surface S2 is generated based upon e.g. vehicle load and load distribution along the x-axis.
Figure 3c is an example graph according to an aspect of the invention. As can be seen, the two axis of the graph are centre of gravity height and roll stiffness of the vehicle, respectively.
The graph includes two functions. The first function is basically the line L1 illustrated in figure 3a. The second function is basically the line L2 illustrated in figure 3b.
Figure 3c schematically illustrates that the centre of gravity height determined in accordance with the inventive method corresponds to a height value h where the graphs are intersecting, namely at a height h, of [h, s].
It should be noted that figures 3a-c is a way of visually illustrating how the centre of gravity height may be determined.
Figure 4 schematically illustrates a method for determining the centre of gravity height of a vehicle.
The method comprises a first method step s410. The method step s410 comprises the step of determining a first set of values associated with the roll angle φ of the vehicle relative to a reference plane of the vehicle. The first set of values comprises at least one value. According to an embodiment the first set of values comprises an arbitrary number of values. After the method step s410 a subsequent method step s415 is performed.
The method step s415 comprises the step of determining a second set of values associated with the lateral acceleration of the vehicle. The second set of values comprises at least one value. According to an embodiment the second set of values comprises an arbitrary number of values. After the method step s415 a subsequent method step s420 is performed.
The method step s420 comprises the step of calculating a natural frequency value of the rolling motion of said vehicle. The natural frequency may be calculated based upon the first set of values, or a combination of the first and second set values. After the method step s420 a subsequent method step s425 is performed.
The method step s425 comprises the step of calculating a static gain value associated with at least one value of said first set of values and at least one value of said second set of values. After the method step s425 a subsequent method step s430 is performed.
The method step s430 comprises the step of determining the centre of gravity height relative to a vehicle reference point based upon said calculated natural frequency value and said calculated static gain value.
Since the natural frequency is a function of CGH and the vehicle roll stiffness, a measured value of the natural frequency will give a first equation for the CGH as a function of the vehicle roll stiffness.
In the same manner, the static gain, being a function of the same parameters will give a second equation for the CGH as a function of the vehicle roll stiffness.
The value for which the two equations coincide will give the resulting estimate of the value for the current CGH.
Alternatively, since the natural frequency is a function of CGH and the vehicle torsional stiffness, a measured value of the natural frequency will give the CGH as a function of the vehicle torsional stiffness.
In the same manner, the static gain, being a function of the same parameters will give a second equation for the CGH as a function of the vehicle roll stiffness.
The value for which the two equations coincide will give the resulting estimate of the value for the current CGH.
After the method step s430 the method ends.
With reference to Figure 5, a diagram of one embodiment of the electronic control unit 200 is shown. The electronic control unit 200 is also referred to as apparatus. The apparatus comprises a non-volatile memory 520, a data processing device 510 and a read/write memory 550. Non-volatile memory 520 has a first memory portion 530 wherein a computer program, such as an operating system, is stored for controlling the function of the apparatus. Further, the apparatus comprises a bus controller, a serial communication port, l/O-means, an A/D-converter, a time date entry and transmission unit, an event counter and an interrupt controller (not shown). Non-volatile memory 520 also has a second memory portion 540.
A computer program P comprising routines for determining the centre of gravity height of a vehicle may be stored in an executable manner or in a compressed state in a separate memory 560 and/or in read/write memory 550. The memory 560 is a non-volatile memory, such as a flash memory, an EPROM, an EEPROM or a ROM. The memory 560 is a computer program product. The memory 550 is a computer program product.
When it is stated that the data processing device 510 performs a certain function it should be understood that the data processing device 510 performs a certain part of the program which is stored in the separate memory 560, or a certain part of the program which is stored in the read/write memory 550.
The data processing device 510 may communicate with a data communications port 599 by means of a data bus 515. The non-volatile memory 520 is adapted for communication with the data processing device 510 via a data bus 512. The separate memory 560 is adapted for communication with the data processing device 510 via a data bus 511. The read/write memory 550 is adapted for communication with the data processing device 510 via a data bus 514.
Values representing the surface S1 are predetermined and stored in the memory 550 or 560 of the ECU. The values of surface S1 are generated based upon e.g. vehicle load and load distribution along the x-axis.
Values representing the surface S2 are predetermined and stored in the memory 550 or 560 of the ECU. The values of surface S2 are generated based upon e.g. vehicle load and load distribution along the x-axis.
When data, such as the above depicted first and second set of parameter values, is received on the data port 599 from the first set of sensors 250 and the second set of sensors 260 it is temporarily stored in the second memory portion 540. When the received input data has been temporarily stored, the data processing device 510 is set up to perform execution of code in a manner described above. The processing device 510 is arranged to calculate a natural frequency value of said vehicle and to calculate a static gain value. The processing device 510 is arranged to determine the centre of gravity height relative to a vehicle reference point based upon said calculated natural frequency value and said calculated static gain value.
Parts of the methods described herein can be performed by the apparatus by means of the data processing device 510 running the program stored in the separate memory 560 or the read/write memory 550. When the apparatus runs the program, parts of the methods described herein are executed.
According to an aspect of the invention the apparatus is arranged to run a computer program for determining the centre of gravity height of a vehicle, comprising computer readable program code means for causing the apparatus, an electronic control unit or another computer connected to the electronic control unit to perform the steps of:
- determining a first set of values associated with the roll angle of the vehicle relative to a reference plane of the vehicle;
- determining a second set of values associated with the lateral acceleration of the vehicle;
- calculating a natural frequency value of the rolling motion of said vehicle;
- calculating a static gain value associated with at least a number of said values of said first and second set of values; and
- determining the centre of gravity height relative to a vehicle reference point based upon said calculated natural frequency value and said calculated static gain value.
According to an aspect of the invention the apparatus is arranged to run a computer program, comprising computer readable means for causing the electronic control unit or another computer connected to the electronic control unit to perform the steps of:
- determining a first set of pairs of data corresponding to said natural frequency;
- determining a second set of pairs of data corresponding to said static gain value; and
- determining the centre of gravity height based upon said first and second set of pairs of data.
According to an aspect of the invention the apparatus is arranged to run a computer program, wherein the second set of pairs of data may be based upon roll rigidity values. Alternatively, according to an aspect of the invention the apparatus is arranged to run a computer program, wherein the second set of pairs of data may be based upon torsional stiffness values.
According to an aspect of the invention the apparatus is arranged to run a computer program, comprising computer readable means for causing the electronic control unit or another computer connected to the electronic control unit to perform the step of:
- processing at least a number of said parameter values of said first and second set of parameter values so as to generate a transfer function.
The processing step may comprise the step of Kalman-filtering a plurality of said values of said first and second set of parameter values.
The step of calculating the static gain may be based upon said generated transform function or said Kalman-filtering. The step of calculating the natural frequency may be based upon said generated transform function or said Kalman-filtering.
The step of calculating the natural frequency may be based upon at least a number of said parameter values of said first set of parameter values.
According to an aspect of the invention the apparatus is arranged to run a computer program, wherein the first set of values may correspond to the roll angle. Alternatively, according to an aspect of the invention, the apparatus is arranged to run a computer program, wherein the first set of values may correspond to the roll angular velocity.
An aspect of the invention relates to a computer program product comprising a computer program for determining the centre of gravity height of a vehicle and a computer readable medium on which the computer program is stored.
An aspect of the invention relates to a computer, such as an embedded electronic control unit or a vehicle external computer comprising a storing means, and a computer program for determining the centre of gravity height of a vehicle, stored in the storing means.
The foregoing description of the preferred embodiments of the present invention has been provided for the purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise forms disclosed. Obviously, many modifications and variations will be apparent to practitioners skilled in the art. The
embodiments were chosen and described in order to best explain the principles of the invention and its practical applications, thereby enabling others skilled in the art to understand the invention for various embodiments and with the various modifications as are suited to the particular use contemplated.
Claims
1. Method for determining the centre of gravity height of a vehicle comprising the steps of:
- determining a first set of values associated with the roll angle (φ ,φ ) of the vehicle relative to a reference plane (z-x) of the vehicle (100);
- determining a second set of values associated with the lateral acceleration (Ay) of the vehicle (100);
- calculating a natural frequency value (f) of the rolling motion of said vehicle;
- calculating a static gain value (g) associated with at least one value of said first set of values and at least one value of said second set of values; and
- determining the centre of gravity height (h) relative to a vehicle reference point based upon said calculated natural frequency value (f) and said calculated static gain value (g).
2. Method according to claim 1 , wherein the step of determining the centre of gravity height (h) comprises the step of:
- determining a first set of pairs of data corresponding to said natural frequency value
(f);
- determining a second set of pairs of data corresponding to said static gain value (g); and
- determining the centre of gravity height (h) based upon said first and second set of pairs of data.
3. Method according to claim 2, wherein the second set of pairs of data is based upon roll rigidity values.
4. Method according to claim 2, wherein the second set of pairs of data is based upon torsional rigidity values.
5. Method according to any of claims 1-4, comprising the step of:
- processing a plurality of said values of said first and second set of values so as to generate a transfer function.
6. Method according to any of claims 1-4, wherein said processing step comprises the step of Kalman-filtering a plurality of said values of said first and second set of values.
7. Method according to claim 5 or 6, wherein the step of calculating the static gain is based upon said generated transfer function, or said Kalman-filtering, respectively.
8. Method according to claim 5 or 6, wherein the step of calculating the natural frequency (f) is based upon said generated transform function, or said Kalman- filtering, respectively.
9. Method according to any of claims 1-4, wherein the step of calculating the natural frequency is based upon at least a number of said values of said first set of values.
10. Method according to any of claims 1-9, wherein the first set of values corresponds to the roll angle of the vehicle.
11. Method according to any of claims 1-9, wherein the first set of values corresponds to the roll angular velocity of the vehicle.
12. Computer program determining the centre of gravity height of a vehicle, comprising computer readable program code means for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps of:
- determining a first set of values associated with the roll angle (φ ,φ ) of the vehicle relative to a reference plane (z-x) of the vehicle (100);
- determining a second set of values associated with the lateral acceleration (Ay) of the vehicle (100);
- calculating a natural frequency (f) of the rolling motion value of said vehicle (100);
- calculating a static gain value (g) associated with at least one value of said first set of values and at least one value of the second set of values; and
- determining the centre of gravity height (h) relative to a vehicle reference point based upon said calculated natural frequency value (f) and said calculated static gain value (g).
13. Computer program according to claim 12, comprising computer readable means for causing the electronic control unit or another computer connected to the electronic control unit to perform the steps of:
- determining a first set of pairs of data corresponding to said natural frequency (f); - determining a second set of pairs of data corresponding to said static gain value (g); and
- determining the centre of gravity height (h) based upon said first and second set of pairs of data.
14. Computer program according to claim 13, wherein the second set of pairs of data is based upon roll rigidity values.
15. Computer program according to claim 13, wherein the second set of pairs of data is based upon torsional rigidity values.
16. Computer program according to any of claims 12-15, comprising computer readable means for causing the electronic control unit or another computer connected to the electronic control unit to perform the steps of:
- processing a plurality of said values of said first and second set of values so as to generate a transfer function.
17. Computer program according to any of claims 12-16, wherein said processing step comprises the step of Kalman-filtering a plurality of said values of said first and second set of values.
18. Computer program according to claim 16 or 17, wherein the step of calculating the static gain is based upon said generated transfer function, or said Kalman- filtering, respectively.
19. Computer program according claim 16 or 17, wherein the step of calculating the natural frequency is based upon said generated transfer function, or said Kalman- filtering, respectively.
20. Computer program according to any of claims 12-15, wherein the step of calculating the natural frequency (f) is based upon at least a number of said parameter values of said first set of values.
21. Computer program according to any of claims 12-20, wherein the first set of values corresponds to the roll angle of the vehicle.
22. Computer program according to any of claims 12-20, wherein the first set of values corresponds to the roll angular velocity of the vehicle.
23. Computer program product comprising a computer program according to any of claims 12-22 and a computer readable medium on which the computer program is stored.
24. Computer, such as an embedded electronic control unit or a vehicle external computer comprising a storing means and a computer program according to any of claims 12-22 stored in the storing means.
25. Vehicle comprising a computer according to claim 24.
26. Vehicle according to claim 25 wherein said vehicle is a semi-trailer, truck or lorry.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE112008001510.4T DE112008001510B4 (en) | 2007-06-05 | 2008-05-16 | Method and computer program for determining a center of gravity of a vehicle |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE0701385A SE531275C2 (en) | 2007-06-05 | 2007-06-05 | Procedures and computer programs to determine the height of a vehicle's center of mass |
| SE0701385-7 | 2007-06-05 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO2008150221A1 true WO2008150221A1 (en) | 2008-12-11 |
Family
ID=40093919
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/SE2008/050578 WO2008150221A1 (en) | 2007-06-05 | 2008-05-16 | Method and computer program for determining a centre of gravity height of a vehicle |
Country Status (3)
| Country | Link |
|---|---|
| DE (1) | DE112008001510B4 (en) |
| SE (1) | SE531275C2 (en) |
| WO (1) | WO2008150221A1 (en) |
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| JP2012202882A (en) * | 2011-03-25 | 2012-10-22 | Kyowa Electron Instr Co Ltd | Centroid measurement system for traveling type vehicle |
| WO2013029267A1 (en) * | 2011-09-01 | 2013-03-07 | 长沙中联重工科技发展股份有限公司 | Method for measuring height of center of mass of object and measuring apparatus |
| WO2013029268A1 (en) * | 2011-09-01 | 2013-03-07 | 长沙中联重工科技发展股份有限公司 | Method for measuring height of center of mass of object and measuring apparatus |
| JP2017053719A (en) * | 2015-09-09 | 2017-03-16 | いすゞ自動車株式会社 | Vehicle centroid position estimation device |
| EP2573536A4 (en) * | 2010-05-21 | 2017-05-31 | National University Corporation Tokyo University of Marine Science and Technology | Centroid detection device |
| WO2018193928A1 (en) * | 2017-04-17 | 2018-10-25 | いすゞ自動車株式会社 | Center-of-mass height estimation device |
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| DE102016217612A1 (en) | 2016-09-15 | 2018-03-15 | Audi Ag | Roof load detection method in a motor vehicle and chassis control system in a motor vehicle |
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| CN111976580A (en) * | 2020-08-31 | 2020-11-24 | 南京交通职业技术学院 | Anti-rollover control and alarm system for hazardous chemical vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| SE531275C2 (en) | 2009-02-10 |
| SE0701385L (en) | 2008-12-06 |
| DE112008001510B4 (en) | 2020-03-19 |
| DE112008001510T5 (en) | 2010-04-22 |
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