• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    method and system for determining the inclination of a vehicle an inclination sensor (11) and method comprises a first accelerometer (10) for measuring a first acceleration level associated with a first vehicle axis, a second accelerometer (12) measuring a second Acceleration level associated with a vehicle's second axis that is generally perpendicular to the first axis. a data processor (30) is capable of determining an arcsine-derived slope based on an arcsine equation and the first determined acceleration level. the data processor (30) is capable of determining an arc cosine-derived slope based on an arc cosine equation and a second determined acceleration level. the data processor (30) comprises a selector (eg, 24) for selecting the slope derived from arcsine as the final slope of the vehicle if the slope derived from arcsine determined is less than the slope derived from arcsine determined so that the slope end compensates for vertical acceleration associated with terrain variations in the vehicle's direction of travel.
    公开号:BR112014003158B1
    申请号:R112014003158-4
    申请日:2012-08-08
    公开日:2021-08-24
    发明作者:Nikolai R. Tevs；Jeffrey S. Puhalla
    申请人:Deere & Company；
    IPC主号:
    专利说明:

    Field of Invention
    [0001] This invention relates to an inclination sensor and a method to determine the inclination of a vehicle. Fundamentals of the Invention
    [0002] Certain prior art tilt sensors may not adequately resolve an error in tilt measurements from one or more of the following factors: acceleration associated with centripetal force, acceleration in the direction of displacement, or vertical acceleration associated with rising or falling sloping terrain. For example, some prior art tilt sensors can determine erroneous tilt angles for vehicles because of transient centripetal force (eg, spin) and acceleration in the direction of travel (eg, start or stop) distort accelerometer measurements that are used to estimate the tilt angle. Consequently, there is a need for a sensor or sensing method to determine a vehicle's pitch to compensate for the above factors to obtain accurate and reliable pitch estimates. Invention Summary
    [0003] According to an embodiment, an inclination sensor and its method comprises a first accelerometer for measuring a first acceleration level associated with a first acceleration level of the vehicle. A second accelerometer measures a second level of acceleration associated with a second vehicle axis that is generally perpendicular to the first axis. The second axis is usually aligned or coincident with a vehicle's vertical axis. A data processor is able to determine an arcsine-derived slope based on an arcsine equation and the first determined acceleration level. The data processor is able to determine an arc cosine-derived slope based on an arc cosine equation and the second determined acceleration level. The data processor comprises a selector to select the slope derived from arcsine as the vehicle's final pitch if the pitch derived from arcsine determined is less than the pitch derived from arcsine determined such that the final pitch compensates for vertical acceleration associated with variations on terrain (eg, sloping terrain) in the direction of travel of the vehicle. Brief Description of the Drawings
    [0004] FIG. 1 illustrates a side view of the vehicle with a tilt sensor showing related axes associated with the vehicle.
    [0005] FIG. 2 is a block diagram of a sensor or data processing system for sensing an inclination of a vehicle.
    [0006] FIG. 3 is a flowchart of an embodiment of a method for determining a vehicle pitch.
    [0007] FIG. 4 is a flowchart of another embodiment of a method for determining the pitch of a vehicle. Description of Preferred Embodiment
    [0008] FIG. 1 is a side view of an illustrative vehicle 95 equipped with a tilt sensor 11 or tilt data processing system, which is indicated by dashed lines as installed on the vehicle with reference to the axles (100, 101, 103). As used in this document, in one embodiment the tilt sensor 11 comprises the tilt data processing system. Tilt sensor 1 has its accelerometer(s) or acceleration sensors (e.g., gyroscopes) oriented or aligned with the axes, as described later later in more detail. As illustrated, the axes are based on a Cartesian coordinate system and include an X-axis 100, a Y-axis 103, and a Z-axis 101. The X-axis 100, Y-axis 103, and Z-axis 101 are mutually orthogonal to each other. . In an embodiment as illustrated in FIG. 1, X axis 100 is primarily coincident with a forward (and reverse) displacement direction of vehicle 95, Y axis 103 is primarily coincident with a lateral movement direction of vehicle 95, and Z axis 101 is primarily coincident with a direction of vertical movement of the vehicle 95. Without any limitation imposed by the illustrative example of FIG. 1, other orientations of the X-axis 100, a Y-axis 103, and a Z-axis 101 with respect to vehicle 95 fall within the scope of the claims.
    [0009] Vehicle inclination can be expressed as a posture, an angle or a composite angle with reference to one or more of the axes. Stance can be defined as gasping, rolling and yaw collectively, for example. If the posture or inclination of vehicle 95 is considered in two or more dimensions or with reference to two or more axes, the inclination may be defined in terms of one or more of the following: pitch, roll, yaw, a pitch angle, a roll angle and a yaw angle. Each pitch, roll, or yaw angle can be measured with reference to a corresponding axis (X, Y, or Z axis).
    [00010] Although pitch, roll, or pitch can be determined based on measurements on one axis (eg, X axis or Y axis) of an accelerometer, multi-axis measurements (eg, X axis and Y axis) of oriented accelerometers along different axes generally provide more accurate estimates of slope over a greater angular range and without any angular ambiguity that might otherwise result from a slope determined by a sine function with reference to an axis. Furthermore, measurements on an accelerometer axis may merely provide roll, heave, or a one-dimensional tilt, as opposed to a multidimensional tilt or stance.
    [00011] Vehicle 95 may comprise any tractor, truck, automobile, combined, lawn mower, agricultural equipment, construction equipment, forestry equipment, peat treatment equipment, or mining equipment, regardless of whether the vehicle is equipped with mats or wheels. In alternate embodiments, the vehicle may comprise a ship, barge, watercraft, barge, an aircraft, plane, helicopter, or other means of transportation for transporting items or people.
    [00012] The tilt sensor 11 or system of FIG. 2 comprises at least a first accelerometer 10 and a second accelerometer 12. In an alternative embodiment, the tilt sensor 11 may comprise three accelerometers (10, 12 and 13), where each accelerometer is aligned to measure acceleration along a corresponding axis (eg, X-axis, Y-axis, and Z-axis) of vehicle 95. As shown in FIG. 2, the optional third accelerometer 13 and corresponding analog to digital converter 15 of the alternative embodiment is shown in dashed lines.
    [00013] In the example of FIG. 2, the first accelerometer 10 is coupled to an analog to digital converter 14; the second accelerometer 12 is coupled to an analog to digital converter 16. In turn, the analog to digital converters (14, 16) are coupled to a data port 26. Data processor 30, data storage device 18 , and the data ports (26, 32) are coupled to the data bus 28. The data processor 30 is capable of communicating with one or more data ports (26, 32) or the data storage device 18 via the data bus 28.
    [00014] Data storage device 18 contains program instructions or software modules for controlling the operation of data processor 30. As illustrated in FIG. 2, the data storage device 18 comprises a filter 20, a rating module 21, a slope calculator 22 and a selector 24. The filter 20 comprises one or more of the following items: (1) a low-pass filter to attenuate high-frequency noise in the sample (eg, above twice the sampling frequency), (2) a low-pass filter to attenuate high-frequency noise at the final emitted or selected slope angle, (3) digital filter, (4) an exponential filter, and (5) an infinite impulse response filter. The rating module 21 comprises a statistical analysis module, a weighting module or software instructions for rating acceleration measurements over time, such as a first acceleration level and a second acceleration level. The slope calculator 22 comprises instructions or a software module for determining the final slope angle based on an arcsine slope equation or an arcsine slope equation.
    [00015] The data port 26 is coupled to the data bus 28 and a vehicle data bus 34. In turn, the vehicle data bus 34 is coupled to a vehicle controller 36. The vehicle data bus 34 and the vehicle controller 36 are shown as dashed lines because they are optional; may not be present on all vehicles on which the tilt sensor 11 is used. The data bus 28 and vehicle controller 36 can receive and process a final incline or incline determined by the incline sensor 1 or incline data processing system.
    [00016] The data processor 30 generally comprises a microprocessor, a microcontroller, a digital signal processor, an application-specific integrated circuit, a logic circuit, an arithmetic logic unit, a programmable logic group, or another device for processing data. Dice.
    [00017] The data storage device 18 generally comprises electronic memory, random access memory, non-volatile random access memory, electronic data storage, optical data storage device, a magnetic data storage device, or another device for storing digital or analog data. Data storage device 18 may store program instructions or software modules for execution by data processor 30. For example, data storage device 18 may store a filter 20, a slope calculator 22, and a selector 24 as program instructions or software modules. The data storage device 18 facilitates storage and retrieval of any of the following: first measured acceleration levels, second measured acceleration levels, acceleration data (eg, measured in two or more dimensions along the axes), associated time stamps with corresponding acceleration data, respective time stamps associated with the first measured acceleration levels, time stamps associated with second measured acceleration levels, slope equations, an arcsine-derived slope equation, and an arcsine-derived slope equation .
    [00018] FIG. 3 is a flowchart of an embodiment of a method for determining a pitch (e.g., pitch angle) of a vehicle 95. The method of FIG. 3 starts at step S300.
    [00019] In step S300, a first accelerometer 10 measures a first acceleration level associated with a first axis of vehicle 95. For example, the first accelerometer 10 can be aligned to indicate acceleration (eg, in magnitude and direction) associated with the X-axis 100 or the Y-axis 103 of vehicle 95 as the first axis. For example, the first axis comprises the X axis 100 or the Y axis 103 of vehicle 95. In an embodiment as illustrated in FIG. 1, the first axis comprises the X axis 100, where the X axis 100 is primarily coincident with a vehicle forward direction of movement 95 and where the Y axis 103 is primarily coincident with a vehicle lateral movement direction 95.
    [00020] In an alternative embodiment of step S300, a first accelerometer 10 measures a first acceleration level associated with a first vehicle axis 95 and a second accelerometer 13 measures a third acceleration level associated with a third vehicle axis 95 The third axis is usually perpendicular to the first axis and the second axis. For example, the first accelerometer 10 can be aligned to indicate acceleration (e.g., in magnitude and direction) associated with the X axis 00 and the third accelerometer 13 can be aligned to indicate acceleration associated with the Y axis 103, or vice versa. If the first axis comprises X axis 100, then the third axis comprises Y axis 103, and vice versa. In an embodiment as illustrated in FIG. 1, the X-axis 100 is primarily coincident with a vehicle's forward travel direction 95 and the Y-axis 103 is primarily coincident with a vehicle's 95 lateral movement direction.
    [00021] Under one possible technique to perform step S300, the data processor 30 or proration module 21 filters or prorates the first acceleration level by a proration period or sliding window before determining the slope derived from arcsine in later steps .
    [00022] In step S302, a second accelerometer 12 measures a second level of acceleration associated with a second axis of the vehicle 95 that is generally perpendicular to the first axis. For example, the second accelerometer 12 can be aligned to indicate acceleration (eg, in magnitude and direction) along the second axis that is generally aligned with or coincident with a Z axis 101 or vehicle vertical axis 95. For example, the second axis axis comprises the 10 Z axis, where the first axis comprises the X 100 axis or Y 103 axis of the vehicle 95. In practice, the first accelerometer 10 and the second accelerometer 12 are housed in a common housing or casing so that the first axis and the second axis are fixed in a generally perpendicular orientation with respect to each other. Further, the housing is oriented along the vehicle 95's own axis so that the second accelerometer 12 is substantially aligned with the vertical axis or Z axis 101 of vehicle 95.
    [00023] Under one possible technique to perform step S302, the data processor 30 or proration module 21 filters or prorates the second acceleration level by a proration period or sliding window before determining the slope derived from arccosine in later steps .
    [00024] In step S304, a data processor 30, an arithmetic logic unit or the slope calculator 22 determines a slope derived from arcsine based on an arcsine equation and the first determined acceleration level. In one configuration, slope derived from arcsine has greater sensitivity to changes in slope around zero degrees, or zero degrees plus or minus approximately five degrees, than slope derived from arcsine. Step S304 can be performed by various techniques that can be applied alternately or cumulatively. Under a first technique, the slope derived from arcsine or arcsine equation comprises: TASY =arcosine (AY), where TAS is the slope angle derived from arcsine and AY is the measured acceleration on the Y-axis 103 (eg, first level of acceleration or third measured acceleration level). Under the first technique, the first accelerometer 10 is aligned to measure or detect acceleration (e.g., linear acceleration) along or in the direction of the Y axis 103.
    [00025] Under a second technique, the slope derived from arcsine or arcsine equation comprises: TASX =arcosine (Ax), where TAS is the slope angle derived from arcsine and Ax is the acceleration on the X axis measured 100 or the first level measured acceleration. Under the first technique, the first accelerometer 10 is aligned to measure or detect acceleration (e.g., linear acceleration) along or in the direction of the X-axis 100.
    [00026] Under a third technique, the arcsine equation uses a weighted mean, equal weighted mean, or composite measurement, where TCAS = (WY arcsine (AY) + WX arcsine (AX))/2, where TCAS is the angle of slope derived from composite arcsine; AY is the measured acceleration on the Y-axis 103; AX is the measured acceleration on the X-axis 100; WY is the weighting factor for acceleration on the Y-axis 103 and WX is the weighting factor for acceleration on the X-axis 100, where WY + WX = 1. The third technique requires at least two accelerometers on the tilt sensor (eg, 11) , where a primary accelerometer is dedicated to the X axis and secondary accelerometer is dedicated to the Y axis, and where a tertiary accelerometer is optionally dedicated to the Z axis. TCAS, the slope derived from composite arcsine, is based on measurements (eg, first level of acceleration and third level of acceleration) of accelerometers (10, 13) oriented along different axes (eg, X-axis and Y-axis).
    [00027] Under a fourth technique, the arcsine equation comprises:
    [00028] TXY = arcsen
    , where TXY is the slope angle derived from arcsine on two axes AY is the measured acceleration on the Y axis 103; Ax is the acceleration on the X axis measured 100. TXY, the slope derived from arcsine on two axes, is based on measurements (eg, first acceleration level and third acceleration level) from accelerometers (10,13) oriented along different axes (eg, X axis and Y axis). TXY provides more accurate slope estimates than TASY (eg, the first technique) or TASX (eg, the second technique) over a greater angular range and without any angular ambiguity that might otherwise result from a function-determined slope sine with reference to an axis.
    [00029] In step S306, the data processor 30, an arithmetic logic unit, or the slope calculator 22 is configured to determine a slope derived from arc cosine based on an arc cosine equation and the second determined acceleration level. Step S306 can be carried out by several procedures that can be applied alternately or cumulatively. Under a first procedure, the data processor 30 uses the following arccosine equation: TAC =arcocosine (AZ), where TAC is the slope angle derived from arccosine and AZ is the acceleration on the 101 Z-axis or second measured acceleration level. Under a second procedure, the data processor 30 or slope calculator 22 determines the slope derived from arc cosine based on an arc cosine equation and the second determined acceleration level further comprises setting the arc cosine to zero if the arc cosine numerator is greater than than an acceleration of 1 G. Under the first and second techniques, the second accelerometer 12 is aligned to measure or detect acceleration (eg, linear acceleration) along or in the direction of the 100 X axis.
    [00030] In step S308, the data processor 30 or selector 24 selects the slope derived from arcsine as the final slope of the vehicle 95 if the slope derived from arcsine determined is less than the slope derived from arcsine determined so that the slope final offsets the vertical acceleration associated with variations in terrain sloping in the direction of travel of the vehicle 95. For example, slope derived from arcsine can comprise TASX, TASY, TCAS, or TXY, consistent with the equations referenced above, while slope Arcocosine derivative may comprise TAC. Data processor 30 or selector 24 can select slope derived from arcsine to reduce the impact of traveling over sloping terrain, uneven terrain or rough terrain where transient fluctuations in vertical acceleration can occur.
    [00031] In step S310, the data processor 30 or the selector 24 selects the slope derived from arcsine as the final slope of the vehicle 95 if the slope derived from arcsine determined is not less than the slope derived from arccosine determined so that the final pitch compensates for variations in lateral acceleration of vehicle 95. Data processor 30 or selector 24 can select pitch derived from arc cosine to reduce the impact of lateral acceleration, such as when braking, stopping, or turning vehicle 95. While measuring of the first acceleration level and the second acceleration level in steps S300 and S302 is performed during a sampling interval at a sampling rate (eg, approximately 5 to 40 milliseconds), in step S310 the data processor 30 or selector 24 selects the final slope so that it can vary between adjacent calculation intervals, where each calculation interval has a longer duration than the sample interval gem.
    [00032] Advantageously, for each sampling interval or a longer calculation period, the selector 24 dynamically and continuously selects a final slope from the slope derived from arcsine and the slope derived from arcsine to compensate for transient lateral and vertical acceleration of the vehicle 95 that is predominantly experienced during the sampling interval or the calculation interval (eg, greater in duration than the sampling interval). During vehicle 95 operation, the tilt sensor 11 can alternate between arcsine-derived tilt and arc-cosine-derived tilt to obtain accurate tilt angles during or immediately after turning, braking, crossing rough terrain, or traversing downhill terrain. If both vertical and lateral transient acceleration are experienced simultaneously (eg, braking when going downhill), the data processor 30, apportionment module 21, or selector 24 may apply one or more of the following: (1) time apportionment or weighted proration to increase maintain accuracy and reliability of the final slope angle, and (2) empirical tests or slope averages to calibrate weighting factors for arcsine-derived slope contribution and arc-cosine-derived slope to obtain slope angles accurate in the presence of transient vertical and lateral acceleration.
    [00033] FIG. 4 is a flowchart of another embodiment of a method for determining an inclination of a vehicle 95. The method of FIG. 4 starts at block 401.
    [00034] One or more accelerometers provide three-dimensional acceleration data as input to the 401 block conversion process. The accelerometers are aligned to measure acceleration with reference to three orthogonal axes, X-axis 100, Y-axis 103, and Z-axis 101 For example, measured acceleration data outputs AX for X-axis 100, AY for Y-axis 103, and AZ for Z-axis 101. Acceleration data can be provided in any acceleration unit. For example, acceleration data can be provided as Miligal units or Gal units. Gal can be referred to as Galileo and is a unit of acceleration that is defined as 1 centimeter per second squared (1 cm/s2).
    [00035] In block 401, data processor 30 or filter 20 converts acceleration data from Gal units or Miligal units to G units and filter 20s. Units of acceleration G are equivalent to approximately 9.81 meters per second squared (9.81 m/s2), 980.66 Gal, or 980660 Miligal. In step S40, filter 20 may comprise a digital low pass filter that reduces high frequency noise in acceleration data measured from the first accelerometer 10 and the second accelerometer 12, for example.
    [00036] In addition to low-pass filtering, the apportionment module 21 (eg, integrator) can transform, integrate or statistically process acceleration data posted average acceleration data emitted by a sampling period or other time interval, which may comprise a sliding window.
    [00037] At block 402, data processor 30 or slope calculator 22 determines a slope derived from arcsine using an arcsine equation and 20 strained or filtered acceleration data from block 401.
    [00038] At block 403, data processor 30 looks in the prorated or filtered acceleration data for the 101 Z or AZ axis. Data processor 30 determines whether AZ is greater than 1 G, a Gal, or gravity. AZ can also be referred to as the arccosine numerator of the following equation: TAC = arccosine(AZ/1G), where TAC is the slope derived from arccosine, AZ is the acceleration along the 101 Z axis or vehicle vertical axis 95 and 1 G is a single Gal or Galilean. If Z is greater than 1G, then the method continues with block 404. However, if Z is less than or equal to 1G, then the method continues with block 405.
    [00039] In block 404, data processor 30 or slope calculator 22 sets TAC equal to zero degree slope. TAC or the arc cosine result is fixed equal to zero degree slope the filter coefficient of filter 20 is fixed to a small filter coefficient, for example. Vertical acceleration can become greater than 1G when the vehicle is traversing accidents on generally level ground (e.g., a generally flat area without a material slope) or when approaching a valley, for example. The arc cosine can be set equal to zero when the vehicle is operating over approximately level terrain, or approaching a valley.
    [00040] At block 405, the data processor 30 or the slope calculator 22 determines the slope derived from arccosine, based on running the following equation: TAC = arccosine(AZ/1G) where TAC is the slope derived from arccosine, AZ is the acceleration along the 101 Z axis or vehicle vertical axis 95 and 1G is a single Gal or Galilean. For example, TAC is stored in data storage device 18 or in registers of data processor 30 and the filter coefficient of filter 20 is fixed as large.
    [00041] At block 406, data processor 30 or selector 24 compares slope derived from arcsine to slope derived from arcsine. If data processor 30 or selector 24 determines that the slope derived from arcsine is less than the slope derived from arcsine, the method continues at block 407. However, if data processor 30 determines that the arcsine result is not less than the slope derived from arccosine, the method continues with block 408.
    [00042] At block 407, data processor 30 or selector 24 selects, identifies, or designates the slope derived from arcsine (e.g., TXY) as the final slope. In one example, the final slope is stored in data storage device 18 as a slope angle to a corresponding sampling interval or data processing interval of data processor 30. In another example, the final slope is transmitted to a vehicle controller 36 via a vehicle data bus 34 for further action.
    [00043] At block 408, data processor 30 or selector 24 selects, identifies, or designates the slope derived from arccosine as the final slope. In one example, the final slope is stored in data storage device 18 as slope angle for a corresponding sampling interval or data processing interval of data processor 30.
    [00044] At block 409, filter 20 or data processor 30 can filter 20 the final slope with a low pass filter response to remove high frequency noise associated with processing in data processor 30 or from electromagnetic interference that would otherwise be entered into the final tilt angle. The apportionment module 21 rates, integrates or statistically processes the final slope angle to smooth out or eliminate the effects of transient acceleration measurements on the final slope that would otherwise impair the reliability or accuracy of the final slope. Before, during, or after executing block 409, in one embodiment the data port 26 or data processor 30 transmits final slope to a vehicle controller 36 via a vehicle data bus 34 for further action. Vehicle controller 36 can use the final pitch angle to make decisions regarding suspension control (eg, add compressed air or nitrogen to charge shock absorbers on one side of vehicle 95 to enhance stability), brake control (eg, application of an anti-lock braking or traction control system to one side of the vehicle 95 or one or more wheels to enhance stability), or implementation of a safety system (eg, shutdown of the engine or blade of a lawn mower or the take-off tree (PTO) of a tractor in preparation for a swing).
    [00045] In block 410, data processor 30 may wait for an interval or sampling period before collecting additional acceleration data for processing according to block 401 and successive blocks, as previously described. Before proceeding with block 410 or block 410, data processor 30 may be programmed with a guard schedule or other software supervision instructions to interrupt, continue, terminate, or restore the process of FIG. 4 for any logical reason or proper operation of vehicle 95 and its data processing and control systems and software.
    [00046] The tilt sensor 11 and method described in this document are well suited to improve the measured accuracy and reliability of the tilt angle measured when a vehicle 95 is traversing sloping terrain (eg, downward displacement over a continuous slope of more than 10 degrees). The tilt sensor 11 and method described in this document are capable of compensating for distortion in acceleration measured from gravity; thus, the determined inclination of vehicle 95, when crossing downhill terrain, for example.
    [00047] The tilt sensor 11 and method described in this document are well suited to improve the measured accuracy and reliability of the tilt angle measured when a vehicle 95 is traversing uneven, rough, off-road or on-road terrain. The tilt sensor 11 and method described in this document are capable of compensating for distortion in acceleration measured from gravity and interaction with uneven or uneven ground surfaces; thus, the determined inclination of the vehicle 95, when crossing uneven terrain, for example, uneven.
    [00048] The tilt sensor 11 and method described in this document are well suited for improving the measured accuracy and reliability of measured tilt angle when a vehicle 95 operates off-road for mining, construction, forestry, agriculture, and other similar applications.
    [00049] The tilt sensor 11 and method described in this document are capable of compensating for distortion in acceleration measured from fast braking, hard stop, or any deceleration that approaches or exceeds approximately 1 Gal or Galileo; thus, the determined inclination of vehicle 95 when decelerating or to a vehicle 95, for example.
    [00050] The tilt sensor 11 and method described in this document are well suited to improve the measured accuracy and reliability of the tilt angle measured when a vehicle 95 is turning heavily or is turning over more than a threshold angular range of steering angles or orientation within a period of time (eg, performing a U-turn, a keyhole-turn pattern, a slalom trajectory, or any turn to reverse the direction of travel of the vehicle 95 at the end of a field row or desktop). The tilt sensor 11 and method described in this document are capable of compensating for distortion in acceleration measured from severe turns, U turns, or reversals of direction, or any turn that approaches or exceeds approximately 1 Gal or Galilean; thus, determined vehicle inclination 95, when turning or steering, for example.
    [00051] Having described the preferred embodiment, it will be apparent that various modifications can be made without departing from the scope of the invention as defined in the appended claims.
    权利要求:
    Claims (24)
    [0001]
    1. A method of determining vehicle pitch, the method comprising: measuring a first acceleration level associated with a first vehicle axis (95); measuring a second acceleration level associated with a second vehicle axis (95) which is perpendicular to the first axis, the second axis aligned or coincident with a vertical axis of the vehicle (95); characterized in that it comprises: determining, by a processor (30), an arcsine-derived slope based on an arcsine equation and the first acceleration level determined; determining, by a processor (30), an arcsine-derived slope based on an arcsine equation, and the second acceleration level determined; selecting, by a processor (30), an arcsine-derived slope as the final slope of the vehicle if the determined arcsine-derived slope is less than the determined arcsine-derived slope so that the final slope compensates for the vertical acceleration associated with sloping terrain variations in the vehicle's direction of travel (95); select, by a processor (30), the slope derived from arc cosine as the final slope of the vehicle (95) if the slope derived from arc cosine determined is not less than the slope derived from arc cosine determined so that the final slope compensates for variations of vehicle lateral acceleration (95).
    [0002]
    2. Method according to claim 1, characterized in that the first axis comprises the X axis (100) or the Y axis (103) of the vehicle (95) and the second axis comprises the Z axis (101) of the vehicle (95).
    [0003]
    3. Method according to claim 1, characterized in that TASY = arcsine (AY), where TASY is the slope angle derived from arcsine and AY is the acceleration on the measured Y axis or the first measured acceleration level.
    [0004]
    4. Method according to claim 1, characterized in that TASX = arcsine (AX) where TASX is the slope angle derived from arcsine and AX is the measured acceleration on the X axis or first measured acceleration level.
    [0005]
    5. Method according to claim 1, characterized in that TAC = arccosine (AZ) where TAC is the slope derived from arccosine and AZ is the acceleration on the Z axis or the second measured acceleration level.
    [0006]
    6. Method according to claim 1, characterized in that the measurement of the first acceleration level and the second acceleration level is performed during a sampling interval at a sampling rate, so that the selection of the final slope can switch between adjacent calculation intervals, where each calculation interval is longer than the sampling interval.
    [0007]
    7. Method according to claim 1, characterized in that the measurement of the first acceleration level and the second acceleration level is filtered or prorated over a proration period before determining the slope derived from arcsine and the slope derived from arccosine.
    [0008]
    8. Method according to claim 1, characterized in that determining the slope derived from arc cosine based on an arc cosine equation and the second determined acceleration level further comprises setting the arc cosine to zero if the numerator arc cosine is greater than an acceleration of 1G.
    [0009]
    9. Method according to claim 1, characterized in that it further comprises: measuring a third level of acceleration associated with a third axis of the vehicle that is perpendicular to the first axis and the second axis of the vehicle; and determine the slope derived from arcsine based on the arcsine equation and the first acceleration level determined and the third acceleration level determined.
    [0010]
    10. Method according to claim 9, characterized in that the slope derived from arcsine comprises TXY, which is the slope angle derived from arcsine in two axes determined according to the following equation: TXY = arcsen
    [0011]
    11. Method according to claim 1, characterized in that it further comprises: measuring a third level of acceleration associated with a third vehicle axis (95) that is perpendicular to the first axis to the second vehicle axis (95); and where the slope derived from arcsine is determined based on an arcsine equation and the first acceleration level determined and the third acceleration level determined.
    [0012]
    12. Method according to claim 11, characterized in that the slope derived from arcsine comprises TXY, which is the angle derived from arcsine in two axes determined according to the following equation: TXY = arcsen
    [0013]
    13. Method according to claim 11, characterized in that the slope derived from arcsine is determined according to the following equation: TCAS = (WYarcosine (AY) + WXarcosine (AX))/2, TCAS is the slope derived of arcsine, AY is the measured Y-axis acceleration or third level of acceleration; AX is the measured X-axis acceleration or first acceleration level; WY is the weighting factor for acceleration on the Y axis; WX is the weighting factor for acceleration on the X axis; and WY + WX = 1.
    [0014]
    14. Method according to claim 11, characterized in that the slope derived from arcsine is determined according to the following equation: TXY = arcsen
    [0015]
    15. System (11) for determining the tilt of a vehicle (95), the system (11) comprising: a first accelerometer (10) for measuring a first acceleration level associated with a first vehicle axis (95); accelerometer (12) for measuring a second level of acceleration associated with a second axis of the vehicle (95) that is perpendicular to the first axis, the second axis aligned or coincident with a vertical axis of the vehicle (95); : a data processor (30) for determining an arcsine-derived slope based on an arcsine equation and the first acceleration level determined, the data processor (30) configured to determine an arcsine-derived slope based on an equation of arcsine and the second acceleration level determined; the data processor (30) comprising a selector (24) for selecting the slope derived from arcsine as the final slope of the vehicle (95) if the slope is derived. determined arcsine vada is less than the determined arcsine-derived slope so that the final slope compensates for the vertical acceleration associated with variations in sloping terrain in the vehicle's direction of travel (95); and the selector (24) set to select the slope derived from arcsine as the final slope of the vehicle (95) if the slope derived from arcsine derived is not less than the slope derived from arccosine derived so that the final slope compensates for variations in acceleration side of the vehicle (95).
    [0016]
    16. System (11) according to claim 15, characterized in that the first axis comprises the X axis (100) or the Y axis (103) of the vehicle (95) and the second axis comprises the Z axis (101 ) of the vehicle (95).
    [0017]
    17. System (11) according to claim 15, characterized in that slope derived from arcsine is determined according to the following equation: TASY = arcsine (AY) where TFAS is the slope angle derived from arcsine and AY is the measured Y-axis acceleration or the first measured acceleration level.
    [0018]
    18. System (11) according to claim 15, characterized in that the slope derived from arcsine is determined according to the following equation: TASX = arcsine (AX) where TASX is the slope angle derived from arcsine and AX is the measured X-axis acceleration or the first acceleration level.
    [0019]
    19. System (11) according to claim 15, characterized in that the slope derived from arccosine is determined according to the following equation: TAC = arccosine (AZ) where TFAC is the slope angle derived from arccosine and AZ is the acceleration on the Z axis or second measured acceleration level.
    [0020]
    20. System (11) according to claim 15, characterized in that the first accelerometer (10) is configured to measure the first level of acceleration and the second accelerometer (12) is configured to measure the second level of acceleration during a sampling interval at a sampling rate such that selecting the final slope can vary between adjacent data processor 30 calculation intervals, where each calculation interval has a duration greater than the sampling interval.
    [0021]
    21. System (11) according to claim 15, characterized in that the first accelerometer (10) is adapted to filter or rate the first acceleration level and the second acceleration level by a proration period before determining the slope derived from arcsine and slope derived from arcsine.
    [0022]
    22. System (11) according to claim 15, characterized in that the data processor (30) determines the slope derived from arc cosine by setting the arc cosine to zero if the numerator of the arc cosine is greater than an acceleration of 1 G .
    [0023]
    23. System (11) according to claim 15, characterized in that it further comprises: a third accelerometer (13) for measuring a third acceleration associated with a third vehicle axis (95) that is perpendicular to the first axis and to the second axis; where the slope derived from arcsine is determined according to the following equation: TCAS = (WY arcsine (AY) + WX arcsine (AX))/2, TCAS is the slope derived from arcsine, AY is the acceleration on the axis Y measure or third level of acceleration; AX is the measured X-axis acceleration or first level of acceleration, WY is the weighting factor for Y-axis acceleration; WX is the weighting factor for acceleration on the X axis; and WY + WX = 1.
    [0024]
    24. System (11) according to claim 15, characterized in that it additionally comprises a third accelerometer (13) for measuring a third level of acceleration associated with a third axis of the vehicle (95) which is perpendicular to the first and second axis of the vehicle (95); where the slope derived from arcsine comprises TXY, which is the slope angle derived from arcsine in two axes, according to the following equation: TXY = arcsen 2 2 , where AX is an acceleration on the X-axis measured or first level of acceleration, where AY is an acceleration on the Y-axis measured or second level of acceleration. third accelerometer (13) for measuring a third level of acceleration associated with a third axis of the vehicle (95 ) which is perpendicular to the first and second axis of the vehicle (95); where the slope derived from arcsine comprises TXY, which is the slope angle derived from arcsine in two axes, according to the following equation: TXY = arcsen^ Af + Af, where AX is a measured X-axis acceleration or first level of acceleration, where AY is a measured Y-axis acceleration or second level of acceleration.
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    同族专利:
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    CN103702884B|2016-08-31|
    CN103702884A|2014-04-02|
    EP2741947B1|2020-10-14|
    EP2741947A1|2014-06-18|
    AU2012295434A1|2014-01-16|
    WO2013025401A1|2013-02-21|
    BR112014003158A2|2017-03-01|
    US20130041577A1|2013-02-14|
    US8548722B2|2013-10-01|
    AU2012295434B2|2017-01-12|
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    法律状态:
    2018-12-11| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-10-01| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-02-09| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|
    2021-06-15| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-08-24| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 08/08/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US13/208414|2011-08-12|
    US13/208,414|US8548722B2|2011-08-12|2011-08-12|Tilt sensor and method for determining the tilt of a vehicle|
    PCT/US2012/049885|WO2013025401A1|2011-08-12|2012-08-08|Method and system for determining the tilt of a vehicle|
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