• 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:
    The invention relates to a device for determining the placement of a load on a single-vehicle vehicle where the load consists of a plurality of separate load units (3, 4). According to the invention, at least one weight sensor (6, 7) is arranged as over-signals (8, 9) to a process unit (5). The process unit (5) is arranged to store and process the signals and generate output signals which indicate how one or more unloading units (3, 4) are to be moved or placed to meet a specific load distribution criterion. The invention also relates to a method for correspondingly determining how one or more of the load units to be moved / placed. (Fig. 1)
    公开号:SE0950484A1
    申请号:SE0950484
    申请日:2009-06-23
    公开日:2010-12-24
    发明作者:Philip Roggenbuck
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    25 30 2 detect the shaft load. There is also a device for measuring the total weight of the vehicle as well as control and dispatch devices. The load-related parameter indicates what percentage of the total weight is loaded on a first axle.
    WO 2006/106296 describes a method for measuring the center of gravity of the load on a lorry in which measurement from a plurality of load sensors is used to calculate the total weight of the load. Furthermore, the torque is calculated from each load sensor around a reference axis. With the measured values, the distance from the reference axis to the center of gravity of the load is calculated.
    The known devices and methods thus provide information which makes it easier for the driver of the vehicle to position the load optimally thanks to the fact that the actually measured position can be compared with a setpoint. However, in order to be able to distribute the load in a simple manner, the information obtained by the known devices and methods is sufficient only under certain conditions. It works well if the load consists of a single load unit. Then just compare the actual value with the setpoint for the longitudinal position of the load unit and move the load unit a distance so that the difference between the actual value and the setpoint becomes zero or at least acceptably small.
    The same applies if the load is in granular form such as sand or the like. Such a device can in this context be regarded as a singular load unit and its center of gravity can be relatively easily moved a predetermined distance with a somewhat limited iterative approach.
    However, in the case of a load consisting of a plurality of distinct load units, the known devices and methods are limited in terms of easily distributing these load units so that optimal load distribution is achieved.
    Knowledge of the total value's setpoint and setpoint value for the position of its center of gravity does not provide guidance on how one or more of the load units should be moved for optimal load distribution because the driver has no information about the individual load unit's position and in many cases its weight. . Redistributing the load thus involves a repeated movement of one or more of the load units until the difference between the actual value and the setpoint value is acceptably small.
    This is time consuming and thus impairs the transport economy. Furthermore, there is a risk that the driver will be content to make an incomplete correction from the actual value to the setpoint, with the result that the load distribution leads to the load on an individual wheel axle exceeding what is permitted according to regulations or from a technical point of view. The object of the present invention is to solve this problem and make it possible to achieve a correct load distribution in a simple manner even for the type of load which consists of a plurality of load units.
    Disclosure of the invention The object is achieved in accordance with the first aspect of the invention in that a device for determining placement of a load consisting of a plurality of separate load units on a truck provided with a plurality of wheel axles has the special features that the device comprises at least one weight sensor, a process unit and signal means for transmitting signals from each weight sensor to the process unit, which signals represent data from respective weight sensor, which process unit comprises receiving means for receiving said signals, storage means for storing data from a sequence of signals from each weight sensor and processing means for processing said weight sensor. data, which processing means is arranged to generate output signals, which indicate how one or more of said load units are to be moved or placed longitudinally in order to fulfill a certain load distribution criterion.
    Thanks to the fact that the device thereby senses and processes sequential information directly or indirectly about the load on each wheel axle, knowledge is obtained not only about the total weight and center of gravity position of the load but also about the corresponding data of each load unit. Thereby, it can be easily determined how one of the load units is to be moved individually. This eliminates the disadvantages associated with prior art, and proper loading can be done much faster and with greater precision.
    According to the preferred embodiment, a plurality of weight sensors are arranged on the vehicle and which sense the load of the vehicle, including the load, on the respective weight sensor.
    Due to the fact that the weight sensors are arranged on the vehicle in this way, the weight information is easily obtained immediately when the respective load unit is loaded on the vehicle and one becomes independent of the possibility of determining the weight of a load unit when it is not placed on the vehicle. In addition, it is usually the case that a truck is in this way provided with weight sensors so that existing equipment can be used as a component in the device.
    According to a further preferred embodiment, a weight sensor is arranged at each wheel axle.
    This entails the simplest and most direct possibility of relating the weight of the load units to the wheel axle loads. This eliminates the need for a special conversion algorithm if the sensors were located in places other than just at the wheel axles. This embodiment therefore represents the most expedient embodiment in practice.
    According to a further preferred embodiment, each weight sensor comprises a pneumatic spring with bellows and a pressure sensor for sensing the pressure in the bellows.
    Because pneumatic springs of this kind are usually present at the wheel axles of a truck, it is simple and expedient to use them as components of the invented device.
    According to a further preferred embodiment, the load distribution criterion is related to the respective technical maximum load of the wheel axles.
    According to a further preferred embodiment, the load distribution criterion is related to the respective statutory maximum load of the wheel axles.
    The above embodiments with respect to load distribution criteria may constitute alternatives or complements to each other. The advantages of one or the other alternative may depend on the type of transport the vehicle is intended for or the traffic environment in question.
    The fact that the load distribution criterion is related to maximum load may, for example, mean that each wheel axle must be loaded with an equal percentage of its maximum load.
    According to another preferred embodiment, the load distribution criterion is pre-programmed in the process unit.
    In this way, a result is obtained in the simplest possible way that indicates how a certain load unit is to be moved.
    According to a further preferred embodiment, a number of alternative load distribution criteria are pre-programmed in the process unit, the process unit being arranged to receive command signals indicating selection of load distribution criterion. 20 25 30 5 The driver of the vehicle can thus choose on the basis of which criterion the load distribution is to be determined. It provides the opportunity to adapt this to the specific conditions of a transport where road conditions, weather, road condition, wind deflection, the importance of following prescribed regulations, the current technical condition of the vehicle are examples of factors that can influence which criterion is chosen.
    According to a further preferred embodiment, the process unit is arranged to receive control signals influencing one or more of the parameters on which the respective load distribution criterion is based.
    This entails an even more sophisticated possibility of adapting to the prevailing operating conditions and thus increases the. Flexibility. This creates an optimal interplay between active influence from the driver and automatic calculation of the load unit's location.
    According to a further preferred embodiment, the device comprises a reading apparatus, such as for instance a bar code reader, which reading apparatus is signal-connected to the process unit.
    With this embodiment, an alternative possibility is offered to determine the weight of the respective load unit in cases where the load units are provided with a weight indication, for example in the form of a bar code on the load unit or delivery note. Since the weight of a load unit can thus be known before it is loaded on the vehicle, the load unit can already be initially placed in a suitable place in the longitudinal direction. If the weight of several or all load units is known before loading, in principle the entire load program can be calculated and optimized before loading. Thus, a particularly high speed and safety can be achieved during loading.
    The invention also relates to a truck provided with a device according to the invention.
    The above preferred embodiments of the invented device are set out in the claims dependent on claim 1. It should be noted that further preferred embodiments may, of course, be made up of any conceivable combination of the above-mentioned preferred embodiments.
    According to the second aspect of the invention, the object set is achieved in that a method for determining a load of the specified type comprises the special measures that: - the weight of each load unit is determined, signals representing weight data for each load unit are input into a process unit, said data is processed in the process unit for calculating the longitudinal position of at least one of the load units, - the process unit calculates a desired longitudinal position for said at least one of the load units based on a certain load distribution criterion, - the process unit compares said calculated position with said calculated desired position, and the process unit generates output signals indicating how one or more of the load units are to be moved or positioned longitudinally to meet the load distribution criterion.
    According to preferred embodiments of the invented method, it is practiced with a device according to the present invention, preferably according to any of the preferred embodiments thereof.
    The inventive truck and the inventive method exhibit advantages of the kind obtained with the invented device and the preferred embodiments thereof, which have been described above.
    The invention is explained in more detail by the following detailed description of examples thereof with reference to the accompanying drawings.
    Brief description of the figures Fig. 1 is a schematic side view of a truck with a device according to the invention.
    Fig. 2 is an illustration of a process unit in a device according to the invention.
    Fig. 3 is an illustration of a process unit in a device according to a second example of the invention.
    Description of exemplary embodiments Fig. 1 illustrates a device according to the invention in a simple example, where the truck has only two wheel axles 1, 2, and where the load consists of only two load units, 3, 4. At each wheel axle there is a weight sensor 6, 7 which senses the load on each shaft. The weight sensor can be constituted, for example, by the air springs at the respective shaft. The load criterion in this example is related to the technical and maximum loads of the wheel axles. For the sake of simplicity, it is assumed here that the criterion is designed so that each axle 1, 2 shall be loaded with the same percentage of each technical axle's technical maximum load. Given input values are programmed in the vehicle's process unit 5. These input values include: Wheelbase: L Maximum front axle load: Fm Maximum rear axle load: Rm F and R indicate the weight sensed at each axle.
    When the vehicle is loaded, one of the loading units 3 is first placed on its loading platform. Thereby the values of F and R will increase and via the signal means 8, 9 these values are transmitted to the process unit 5. This then first receives information about the weight of the load unit 3. The process unit 5 has pre-programmed information about the vehicle's unladen weight on each axle, and with information about the values F and R when the load unit 3 is in place, the load unit 3's x-coordinate can be easily calculated, with x-coordinate referring to the longitudinal position, in this case the distance from rear axle 2.
    When the next load unit 4 is then placed on the platform, its individual weight and x-coordinate can be calculated in a corresponding manner.
    The truck is now provisionally loaded and the weight sensors 6, 7 indicate actual values for the forces F, R on each axle.
    With knowledge of the total weight of the load, it is now easy to calculate setpoints for F and R according to the established load distribution criterion, i.e. in this case that each axle must be loaded with the same percentage of its respective maximum load.
    This setpoint can be used to calculate where the other load unit should be located to meet the criterion, thus leading to a setpoint for its x-coordinate. Because its actual value is known, direct information is obtained on how much the second load 4 is to be moved in order to obtain optimal load distribution, i.e. when the load distribution criterion is met.
    The process unit is suitably designed to alternatively calculate how much the first load unit 3 is to be moved in order to achieve optimal load distribution. 20 25 30 8 Conveniently, the process unit has an input option that allows the operator to look at both options and choose which one to move. The interface between the driver and the process unit can of course be further sophisticated, so that the operator enters information about an intended displacement of one load unit 3 a certain specified distance and receives information about how much the second load unit 4 must be moved at this intended location of the first load unit. .
    Thus, the driver can choose whether the load unit 3 is to be moved a certain distance, whether the load unit 4 is to be moved a certain distance or whether both load units are to be moved. In this case, it is possible to take into account other circumstances such as aerodynamics, projecting parts of the respective load unit, difficulty in moving, etc.
    The parameters and algorithms required for the calculations above are programmed into the process unit and can be designed as follows; using the following designation.
    FO = vehicle's unladen weight on front axle Ro = vehicle's unladen weight on rear axle F1 = measured weight on front axle with first load unit M1, loaded R1 = measured weight on rear axle with first load unit M1 loaded F2 = measured weight on front axle with also second load unit M2 loaded Rg = measured weight on rear axle with second load unit M2 also loaded Fm = maximum permissible load on front axle Rm = maximum permissible load on rear axle L = axle distance M1 = first load unit weight M2 = second load unit weight x1 = distance from rear axle to first load unit center of gravity X2 = distance from rear axle load unit center of gravity n1 = setpoint for x1 ng = setpoint for X2 Ax1 = required movement of the first load unit Axg = required movement of the second load unit The following relationship can be established: M1 = F1 + R1-F0-R0 M Fl-FO = f ”<2 ) LF -F s <1) + <2) ger: xl = ä) <3) F1 + Ri "Fo _ Ro M2 = Fz + R2_F1_R1 (4) M Xx F) -H = 2 ,: 2 <5) LF -F <4) + <5) gives: x) = a) <6) Fz + Rz _F1 _R1 The above load the criterion means that the load on the front axle should be w fl m Fm + Rm 15 This gives: Fl + i = fi x Fm (7) L Fm + Rm gives: nz I F2Fm + R2Fm _F'1Fm_F1Rm L (Fm + Rm) (Fz + R2 - Fr _R1) FR -RF (6) + (8) Qefï AX) => f2 -112 = 2 "i 2” l (9) (Fm + Rm) (Fz + R2 _F1 _R1) 20 The expression (9) thus indicates how far the other load unit must be moved from its original location in order to obtain optimal load distribution based on the specified criterion.
    Example: ß L = 5m FO = 4.5t; F1 = 5.7t; Fg = 6.6t; Fm = 6.5t 5 15 20 25 30 10 Ro = 5.5t; R1 = 5.8 '; R2 = 10.4t; Rm = 11,5h _ 6,6> <11, s-1o, 4> <6,5 1s (17-11, s) Thus it is obtained in this example that the load M2 must be moved backwards to achieve the load criterion. > <5 = 0.42m 2 In the given example it is further obtained that M1 = 1.5t from (1) x2 = 4.0m from (3) M2 = 5.5t from (4) X2 = 0.82m from (6 ) n2 = 0,40m from (8) In the same way as n2 has been calculated for how much the second load unit M2 must be moved to meet the load criterion, it is alternatively possible to calculate how much the first load unit M1 must be moved to achieve this.
    Thus the relation applies: Mlnl FR F0 + F2-F1 + = í> L Fm + Rm (7b) + (1) + (3) 9er = z F2Rm - R2Fm XL 1 (Fm + Rm) (F1 + 121- Fo - Ro) (9b) In the example given, Axl = 1.54 m thus becomes The programming of the device can be made sophisticated to varying degrees.
    In its simplest form, only an algorithm is contained in accordance with the one described above, where it is stated how the most recently loaded load unit is to be moved in order to achieve the specified loading criterion.
    Furthermore, as described above, the device can be programmed to calculate the movement of alternatively one or the other load unit, whereby the driver can choose which alternative is most suitable from other aspects. For example, it may turn out that only one alternative is possible because one of the load units prevents space for the necessary movement of the other.
    Another function that can be easily integrated into the calculation algorithm is to achieve the right load by moving both load units. The driver then enters a fictitious displacement of one load unit from its actual value and on the basis of this fictitious displacement the device calculates how much the other load unit must be displaced in order to achieve the correct load distribution. This enables an iterative procedure so that the driver can try it out without having to physically move the loads. This is done only when appropriate values of Axj and AX; has been selected.
    Instead of the load criterion set out in the example, some other criterion can of course be applied. The device can furthermore advantageously have several criteria programmed and with the possibility for the driver to choose load distribution criterion based on the specific conditions. It should be understood, however, that the corresponding calculation algorithm can easily be set up even if the number of axes is three or fl yours. Furthermore, the algorithms can be designed so that they are applicable to any number of several load units.
    A special case is when the invention is applied to a trailer, where the trailer has only one wheel axle. This involves distributing the load partly on the wheel axle of the trailer and partly on the coupling unit with which the trailer is connected to a towing vehicle. It is suitable that a weight sensor is then arranged in connection with the coupling unit. For certain types of trailers, zero load is normally desired here. For other types of trailers, it is a question of a part of the load being taken up by the towing vehicle via the coupling unit, in order to meet the load distribution criterion. Negative loading can also be considered for certain types of trailers, i.e. that the coupling unit acts with an upward force on the towing vehicle.
    Fig. 2 illustrates the function and interaction of the process unit 5 with the environment. In the process unit there is a first storage means 51 where different output data are stored such as the x-coordinate of each wheel axle, i.e. its distance to the rear wheel axle and the technical maximum load of each wheel axle and its statutory maximum load. In the first storage means 51 information from the weight sensors 6, 7 is also stored. Furthermore, there is a second storage means 52 in which the calculation algorithms are stored, and a third 53 storage means in which load distribution criteria are stored.
    A first receiving means 55 is arranged to receive signals 8, 9 from the weight sensors at the wheel axles. A second receiving means 56 is arranged to interface with the driver for receiving control and command signals 10, 11 from the driver. These may include signals for selection of load distribution criteria, selection of which displacement required for the load units is to be calculated and input of fictitious displacement of one or more of the load units.
    In the processing means 54, the values of the displacement of one or more of the load units required are calculated based on input from the storage means 51, 52, 53 and the receiving means 55, 56. From the calculation means 54 output signals 12 are generated to a data representation device 57. This is suitably a monitor indicates the required numerical values and possibly also a graphical representation of the vehicle, with its wheel axles and loaded load units.
    Fig. 3 illustrates an alternative example of the invention. The device is here supplemented with a separate weight sensor 59, and the process unit 5 comprises a third receiving means 58 arranged to receive signals 13 from the separate weight sensor 59. The separate weight sensor 59 is, for example, a bar code reader.
    When one reads a bar code representing a weight, it constitutes a weight sensor.
    In many transport situations, these are load units that are marked, on the load unit or its delivery note, for example bar code, which indicates various data regarding the load unit in question. Usually this data includes the weight of the load unit. In these cases, the weight information for one, several or all of the load units can be input to the process unit 5 from the separate weight sensor 59 as an alternative or complement to the information 8, 9 coming from the vehicle weight sensors 6, 7. This embodiment makes it possible to decide where to place one or more of the load units.
    For example, if a load unit has a bar-coded weight indication, but not the others, they can first be placed on the truck without a bar code. When the bar code loaded unit is to be loaded, the information about its weight can be entered into the process unit 5 before it is loaded. Thus, its optimal x-coordinate can be calculated in advance and it can be placed directly in the right place. 13 Information on the weight of each load can sometimes be explicitly stated on the load unit or its delivery note. In such cases, information on the weight of each load unit can be entered into the process unit manually via a keyboard, an alternative which is accommodated within the scope of the invention.
    权利要求:
    Claims (13)
    [1]
    An apparatus for determining the location of a load consisting of a plurality of separate load units (3, 4) on a truck equipped with a plurality of wheel axles (1, 2), said apparatus comprising at least one weight sensor (6, 7, 59), a process unit (5) and signal means (8, 9, 13) for transmitting signals from each weight sensor (6, 7, 59) to the process unit (5), which signals (8, 9, 13) represent data from the respective weight sensor (6, 7, 59), which process unit (5) comprises receiving means (55, 58) for receiving said signals (8, 9, 13), storage means (51) for storing data from a sequence of signals (8, 9, 13) from each weight sensor (6, 7, 59) and processing means (54) for processing said data, which processing means (54) is arranged to generate output signals (12), indicating how one or more of said load units (3, 4) are to be processed. moved or placed longitudinally to meet a specific load distribution criterion_
    [2]
    Device according to claim 1, characterized in that said at least one weight sensor (6, 7) comprises a plurality of weight sensors (6, 7) arranged on the vehicle and which are arranged to sense the load of the vehicle including the load on the respective weight sensor (6, 7).
    [3]
    Device according to Claim 2, characterized in that at least one weight sensor (6, 7) is arranged at each wheel axle (1,2).
    [4]
    Device according to claim 3, characterized in that each weight sensor (6, 7) comprises a pneumatic spring with bellows and a pressure sensor for sensing the pressure in the bellows.
    [5]
    Device according to any one of claims 1-4, characterized in that said load distribution criterion is related to the respective technical load of the wheel axles.
    [6]
    Device according to any one of claims 1-5, characterized in that said load distribution criterion is related to the respective statutory maximum load of the wheel axles (1, 2). 20 25 30 15
    [7]
    Device according to any one of claims 1-6, characterized in that said load distribution criterion is pre-programmed in the process unit (5).
    [8]
    Device according to claim 7, characterized in that a number of alternative load distribution criteria are pre-programmed in the process unit (5) and that the process unit (5) is arranged to receive command signals (10, 11) indicating selection of load distribution criterion.
    [9]
    Device according to Claim 7 or 8, characterized in that the process unit (5) is arranged to receive control signals (10, 11) influencing one or more of the parameters on which the respective load distribution criteria are based.
    [10]
    Device according to any one of claims 1-9, characterized in that said at least one weight sensor (59) comprises a reading apparatus, such as for example a bar code reader (59), which reading apparatus is signal-connected (13) to the process unit (5).
    [11]
    Truck characterized in that the truck comprises a device according to any one of claims 1-10.
    [12]
    A method for determining the placement of a load consisting of a plurality of separate load units on a truck equipped with a plurality of wheel axles, comprising: - determining the weight of each load unit, - signals representing weight data for each load unit being fed into a process unit, - said data being processed in the process unit for calculating the longitudinal position of at least one of the load units, - the process unit calculates a desired longitudinal position of the at least one of the load units based on a certain load distribution criterion, - the process unit compares said calculated position with said calculated desired position, and generates output signals that indicate how one or more of the load units are to be moved or placed longitudinally to meet the load distribution criterion.
    [13]
    Method according to claim 12, characterized in that the method is practiced using a device according to any one of claims 1-10.
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    法律状态:
    2021-10-05| NUG| Patent has lapsed|
    优先权:
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    SE0950484A|SE535004C2|2009-06-23|2009-06-23|Device for determining the location of a load on a truck|SE0950484A| SE535004C2|2009-06-23|2009-06-23|Device for determining the location of a load on a truck|
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