• 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:
    SUMMARY The invention relates to a method for determining the inclination of a tilt-mounted motor vehicle (100; 200) comprising at least one wheel axle, comprising the steps of, by means of said wheel axle suspension configuration (321a 321b, 3210, 321d), determining a load , F2, F3) acting on said wheel axle and to use the size of said load as a measure of said inclination to tilt. The method also includes step night, at a predetermined tipping tendency, generating a signal (Sinfo) indicating the risk of tipping of the vehicle (100; 200) and using the said signal (Sinfo) to enable at least one action to be taken on the superstructure configuration (120,130; 220). The invention also relates to a computer program product comprising program code (P) for a computer (300; 310; 500) for implementing a method according to the invention. The invention also relates to a device and a motor vehicle with a superstructure configuration, which vehicle is equipped with the device. Fig. 1 for publication
    公开号:SE1050863A1
    申请号:SE1050863
    申请日:2010-08-24
    公开日:2012-02-25
    发明作者:Anders Braennstroem
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    Tipping can also cause packaging of the goods or goods themselves to be damaged, which in some cases can lead to a risk of negative impact on the environment or humans and mammals, especially if the goods contain fuel or environmentally hazardous chemicals.
    There have been cases where an unwanted displacement of a mass center of a vehicle during loading or unloading of goods has caused tipping of the vehicle.
    Load cranes in vehicles can be difficult for an operator to handle, especially if the operator is not experienced or trained to handle load cranes in vehicles.
    There are different types of well protection today. However, there is a need to improve these in order to further increase the safety when loading and unloading goods in a vehicle with a body configuration.
    There is also a need to provide a device for determining the tendency to tip of a superstructured motor vehicle which does not use support legs arranged to lift the vehicle from the ground.
    There is also a need to provide a device for determining the tendency to tip over a superstructured motor vehicle propelled on the ground, i.e. where the vehicle is not stationary.
    CN 2131844 describes an alarm system for a crane vehicle where sensors arranged on support legs are thereby connected to the alarm system for sensing how the support legs are affected by a load.
    US 4512589 describes a vehicle with a wheel suspension system which is locked in certain operating situations to prevent the vehicle from tipping over.
    US 3848750 describes an alarm system for a crane vehicle to prevent tipping. It is desirable to provide an anti-roll system for vehicles with body configurations which provides increased safety for an operator and which is at the same time relatively inexpensive to implement in existing or new vehicles which are arranged to receive and carry a body configuration, such as a flatbed, cabinet or crane.
    It is also desirable to provide an anti-roll system for vehicles that can be equipped with any suitable body configuration.
    SUMMARY OF THE INVENTION An object of the present invention is to provide a new and advantageous method for determining the tendency to tip a superstructured motor vehicle.
    Another object of the invention is to provide a new and advantageous device and a new and advantageous computer program for determining the propensity to tip of a superstructured motor vehicle.
    A further object of the invention is to provide a method, a device and a computer program for providing a safer superstructured motor vehicle.
    A further object of the invention is to provide a method, an apparatus and a computer program for providing an efficient and reliable rollover protection of a superstructured motor vehicle.
    A further object of the invention is to provide an alternative method, an alternative device and an alternative computer program for providing an efficient and reliable rollover protection of a superstructured motor vehicle. These objects are achieved by a method for determining the tendency to tip a superstructured motor vehicle according to claim 1.
    According to one aspect of the invention, there is provided a method of determining the inclination to tip of a mounted motor vehicle comprising at least one wheel axle, comprising the step of: - by means of the suspension configuration of said wheel axle, determining a load acting on said wheel axle; use the size of said load as a measure of said tipping tendency - at a predetermined tending tendency, generate a signal indicating risk of tipping of the vehicle; and. use said signal to enable at least one superstructure configuration action to be taken. The present invention is applicable to superstructured vehicles which are not necessarily equipped with support legs to provide improved stability.
    This provides a rollover protection function that can be applied to different types of vehicles.
    Advantageously, a rollover protection function is provided which can indicate an increased risk of tipping in any of all directions, i.e. both forwards, backwards and to both side directions of the vehicle.
    According to one embodiment, the innovative method can be performed during operation of the vehicle, i.e. when the vehicle is in motion. This provides a more versatile anti-roll system than is apparent from the prior art, especially in applications which require the support legs of the vehicle to be in contact with the device. Taking said action may involve using said signal to modify operation of said superstructure configuration. . Where it has been established that there is a risk of tipping, it is possible to effectively prevent the vehicle from actually tipping. By modifying the operation of the body configuration, a more suitable load distribution of the vehicle can be achieved.
    Thereby, a risk of tipping can be reduced and / or eliminated.
    Taking said action may involve interrupting operation of said body configuration. Where it has been established that there is a risk of tipping, it is possible to effectively prevent the vehicle from actually tipping. By interrupting the operation of the body configuration, a directly inappropriate distribution of goods in the vehicle can be avoided. Thereby, a risk of tipping can be reduced and / or eliminated in a fast and safe way.
    Taking said measure may involve, by using said signal, visually and / or audibly indicating the risk of tipping of the vehicle. By visually and / or audibly indicating the risk of tipping, an operator of the body configuration can maneuver e.g. a load crane holding goods in such a way that tipping of the vehicle is avoided.
    The method may further comprise the step of determining said load on the basis of a prevailing bellows pressure of the suspension configuration. In this case, an accurate determination of said load is achieved. Since today in many cases there are already pressure sensors arranged to measure pressure in air bellows in wheel suspension devices in vehicles, a cheap implementation of the innovative method is provided.
    The method may further comprise the step of determining said load on the basis of a prevailing relative height of at least one air bellows at a wheel axle of the vehicle. In this case, an accurate determination of said load is achieved.
    Since today in many cases there are already angle sensors arranged to determine a relative height of air bellows in wheel suspension devices of vehicles, a cheap implementation of the innovative method is provided.
    The method may further comprise the step of determining said load on the basis of a prevailing bellows pressure of at least one air bellows of the suspension configuration and a prevailing relative height of at least one air bellows at a wheel axle of the vehicle. In this case, an improved determination of said load is achieved compared with if e.g. only a prevailing bellows pressure of at least one air bellows is used. Since today in many cases there are already pressure sensors arranged to measure pressure in air bellows of wheel suspension devices in vehicles, a cheap implementation of the innovative method is provided.
    According to an advantageous embodiment, said load is determined on the basis of a prevailing bellows pressure of an air bellows of the suspension configuration and a prevailing relative height of said air bellows.
    According to an advantageous embodiment, said load is determined on the basis of a prevailing bellows pressure of two air bellows of the suspension configuration, which air bellows are arranged at respective opposite wheels of a wheel axle of the vehicle, and prevailing relative heights of said air bellows.
    According to an advantageous embodiment, said load is determined on the basis of a prevailing bellows pressure of a plurality of air bellows of the suspension configuration, e.g. 4 air bellows, which air bellows are arranged at the respective opposite wheels of two wheel axles of the vehicle, as well as prevailing relative heights of said air bellows.
    The method may further comprise the step of determining the load on the basis of a deformation of a mechanical suspension, e.g. a leaf suspension or a coil suspension. One or more wheel axles of the vehicle may have a leaf suspension instead of air bellows. According to one aspect of the invention, the load can be determined on the basis of a deformation of the mechanical suspension. The method may further comprise the step of determining the load on the basis of a geometry of the suspension configuration. By considering a change in the shape of the suspension configuration while the goods are being loaded or unloaded, the displacement of the center of gravity of the vehicle can be determined. The tendency to tip can be a ratio between a determined load and a reference load. Said reference load can be selected to any suitable value, for example to a value corresponding to a load of the wheel axle in a condition where the vehicle does not carry any goods. This provides a simple and easy-to-calculate model for determining whether there is a risk, or an excessive risk, of tipping the vehicle.
    The method may further comprise the step of, in the event of changes in load exerted continuously, determining the load acting on the wheel axle. By continuously determining the action acting on the wheel axle by means of the body, the load can be provided with a device with a short response time. In this case, the device can generate a signal including information that there is a risk of tipping based on a good decision basis. Occasional error measurements of e.g. prevailing air pressure in the air bellows can be ignored. This provides a robust and reliable method for determining the tendency to tip a motor vehicle fitted with a superstructure.
    The procedure is easy to implement in existing motor vehicles. Software for determining the tendency to tip of a body-mounted motor vehicle according to the invention can be installed in a control unit of the vehicle during the manufacture thereof. A buyer of the vehicle can thus have the opportunity to choose the function of the procedure as an option. Alternatively, software including program code for performing the innovative method of determining the tendency to tip of a superstructured motor vehicle may be installed in a control unit of the vehicle when upgrading at a service station. In this case, the software can be loaded into a memory in the control unit. Implementation of the innovative method is thus cost effective, especially since no additional sensors or other components need to be installed in the motor vehicle. According to an embodiment of the present invention, the required hardware is already present in the vehicle today. Sensors for detecting prevailing bellows pressure at each vehicle axle are today often already installed in vehicles with a body configuration. The same applies to angle sensors to determine a prevailing relative height of each air bellows at the vehicle axles.
    The invention thus provides a cost-effective solution to the above problems.
    Software that includes program code for determining the propensity to tip of a superstructured motor vehicle can be easily updated or replaced.
    Furthermore, different parts of the software which include program code for determining the tendency to tip of a superstructured motor vehicle can be replaced independently of each other. This modular configuration is advantageous from a maintenance perspective.
    According to one aspect of the invention, there is provided an apparatus for determining the inclination to tip of a superstructured motor vehicle comprising at least one wheel axle, comprising: means for determining, by means of the suspension configuration of said wheel axle, a load acting on said wheel axle; means for using the size of said load as a measure of said inclination to tip; means for generating, at a predetermined tipping tendency, a signal indicating the risk of tipping of the vehicle; and. means for using said signal to enable at least one superstructure configuration action to be taken. It is also claimed for the device that taking said action may include using said signal to modify operation of said superstructure configuration. According to one embodiment, the device is configured to interrupt operation of said body configuration. According to one embodiment, the device is configured to use said signal to visually and / or audibly indicate the risk of tipping of the vehicle.
    The device may further comprise means for determining said load on the basis of bellows pressure of the suspension configuration.
    The device may further comprise means for determining the load on the basis of a deformation of a mechanical suspension, e.g. a leaf suspension or a coil suspension.
    The device may further comprise means for determining the load on the basis of a geometry of the suspension configuration.
    In this case, the tendency to tip can be a ratio between the determined load and a reference load.
    The device may further comprise means for, in the event of changes in load exerted by the superstructure unit, continuously determining the load acting on the wheel axle.
    According to one aspect of the invention, there is provided a motor vehicle comprising a body configuration, at least one wheel axle and a device according to any one of claims 10-18. The motor vehicle can be anything from a truck, bus or car.
    According to one aspect of the invention, there is provided a computer program for determining the inclination of a superstructured motor vehicle comprising at least one wheel axle, said computer program comprising program code stored on a computer readable medium for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps according to any one of claims 1-9. According to one aspect of the invention, there is provided a computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-9, when said computer program is run on an electronic control unit or another computer connected to the electronic control unit.
    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 through practice of the invention. While the invention is described below, it should be understood that the invention is not limited to the specific details described. Those skilled in the art having access to the teachings herein will recognize and incorporate into other additional applications, modifications areas, which are within the scope of the invention. SUMMARY 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 following detailed description which is to be read in conjunction with the accompanying drawings in which like reference numerals refer to like parts in the various figures, and in which: 1 schematically illustrates a vehicle, according to an embodiment of the invention; Figure 2 schematically illustrates a vehicle, according to an embodiment of the invention; Figure 3 schematically illustrates a subsystem of the vehicle shown in Figures 1 and 2, according to an embodiment of the invention; Figure 4a schematically illustrates a flow chart of a method, according to an embodiment of the invention; Figure 4b schematically illustrates in further detail a flow chart of a method, according to an embodiment of the invention; and illustrating a computer, Figure 5 schematically according to an embodiment of the invention. DETAILED DESCRIPTION OF THE FIGURES Referring to Figure 1, a side view of a vehicle 100 is shown. The vehicle 100 includes a motor vehicle with a cab 101, a flatbed and three pairs of wheels. The vehicle 100 is provided with a body configuration 120 including a load crane 130. An operator of the body configuration 120 can load and unload packages 150 by driving the load crane 130 as desired.
    According to this example, the body configuration 120 is arranged relatively close to the cab 101. According to this exemplary embodiment, the vehicle 100 has three wheel axles, namely two rear and one front, at which the respective wheel pairs are arranged in a conventional manner.
    The superstructure configuration 120 according to this embodiment comprises at least one control device, e.g. a joystick, by means of which an operator can operate the loading crane 130 in a desired manner. According to this example, a number of packages 150 are loaded by the vehicle 100. A mass center of the vehicle 100 is displaced. In a case where there is an excessive load displacement, the vehicle may tip, forwards or to either side, depending on a force acting on the package carrying end of the crane. This force is based on the prevailing configuration and relative movement of the load crane.
    According to one aspect of the invention, a load acting on at least one wheel axle of the vehicle 100 is determined. Here, the forces F1, F2 and F3 acting on one side of the front wheel axle and the two rear wheel axles, respectively, are schematically illustrated.
    In a situation where a gradual displacement of the vehicle center of mass occurs forward, the size of the two loads F2 and F3 decreases until there is an increased risk of tipping of the vehicle 100. In case of excessive displacement of the center of mass of the vehicle forward, the vehicle may tip. It should be noted that the magnitude of the force F1 acting on the front wheel axle of the vehicle thereby increases, as schematically shown in Figure 1. It should be noted that the magnitude of the forces F2 and F3 acting on the rear wheel axles of the vehicle thereby decreases. .
    It should be noted that the vehicle 100 according to an aspect of the present invention may be equipped with any number of support legs in a conventional manner.
    According to one embodiment, the innovative device can operate independently of whether support legs are used during operation of the body configuration 120.
    When using support legs, at least one vehicle wheel must be in contact with the ground in order for relevant parameters (bellows pressure and relative height of the air bellows in a suspension configuration) to be detected. The vehicle can thus not be fully raised by the outriggers when using the innovative procedure.
    Referring to Figure 2, a side view of a vehicle 200 is shown. The vehicle 200 includes a motor vehicle with a cab 201, a flatbed and three wheel axles. 200 is 220 including a cabinet. According to this example, the vehicle is a truck with a vehicle arranged with a superstructure configuration cabinet which has so-called overhang. An arbitrary number of packages 150 can be loaded in the cabinet. According to this embodiment, the body configuration 220 has a load hatch arranged at the rear part of the cabinet. The vehicle 200 is particularly suitable for loading or unloading at a loading dock. According to this exemplary embodiment, the vehicle 200 has three wheel axles, namely two rear and one front.
    When loading or unloading the cabinet, a mass center of the vehicle 200 is displaced. In a case where an excessive load displacement occurs, the vehicle can tip, in this case backwards, due to an inappropriately placed mass of goods at the rear end of the vehicle.
    According to one aspect of the invention, a load acting on at least one wheel axle of the vehicle 200 is determined. This schematically illustrates the forces F1, F2 10 and F3 acting on one side of the front wheel axle and the two rear wheel axles, respectively.
    In a situation where a gradual displacement of the center of mass of the vehicle takes place in the rearward direction, the size of at least one of the two loads F2 and F3, in particular F3, increases, until there is an increased risk of tipping of the vehicle 200. In the event of an excessive displacement of the vehicle's center of mass directed backwards, the vehicle may tip over. It should be noted that the magnitude of the force F1 acting on the front wheel axle of the vehicle thereby decreases, as schematically shown in Figure 2.
    Here, the terms "force" and "load" are used synonymously. The term "cargo" is thus not to be confused with a weight of any goods that are stowed or loaded on or in a body configuration of the vehicle 100.
    Here, the term "link" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, for example a radio or microwave link.
    Here, two types of body configurations are exemplified, namely 120 130) body body configuration 220 (including a cabinet). The invention is the superstructure configuration (including the crane and however suitable for a number of different superstructure configurations.
    Examples of vehicles where the invention is applicable are e.g. fire trucks, crane trucks, vehicles with dump trucks, vehicles with tipper cabinets, vehicles with passenger carts, suction trucks, garbage trucks, etc. A person skilled in the art will recognize that different body configurations are applicable to different vehicles, depending on the purpose of use and application. 10 15 20 25 30 14 Here, goods loaded on the vehicle 100 or the vehicle 200 are exemplified as packages.
    It is clear to a person skilled in the art, however, that an arbitrary goods can be meant, such as e.g. boulders, gravel, soil, merchandise, building elements, garbage, fire-fighting equipment, etc.
    With reference to Figure 3, a subsystem 399 of the vehicle 100 and / or the vehicle 200 is shown. The subsystem 399 is arranged in the vehicle 100 and / or the vehicle 200. The subsystem 399 consists of a first control unit 300. The first control unit 300 is described in further detail with reference to to Figure 5.
    Subsystem 399 includes a first pair of air bellows 321a and 321b.
    The air bellows 321a and 321b are part of a suspension system of a wheel suspension device of the vehicle 100 and / or the vehicle 200. The air bellows 321a and 321b are arranged at a first rear wheel axle of a respective wheel therewith, which wheels are attached to said wheel axle in a conventional manner.
    Similarly, a second pair of air bellows 321c and 321d are arranged at a second rear wheel axle of a respective wheel, which are attached to said wheel axle in a conventional manner. Here, equipment for said front axle of the vehicle 100 and / or 200 is not shown. It should be understood, however, that air bellows can be arranged at any suitable wheel axle, and thereby be implemented for use according to the innovative method.
    At each air bellows 321a, 321b, 321c and 321d, a respective pressure sensor 322a, 322b, 322c and 322d is arranged to determine a prevailing pressure in the respective air bellows 321a, 321b, 321c and 321d. Each of the pressure sensors 322a, 322b, 322c and 322d is arranged for communication with the first control unit 300 via a respective link L322a, L322b, L322c and L322d. The pressure sensors are arranged to continuously determine a prevailing pressure Pa, Pb, Pc and Pd in the respective air bellows. The pressure sensors are arranged to continuously send signals S1a, S1b, S1c and S1d including information on prevailing pressure in the respective air bellows 321a, 321b, 321c and 321d via the respective links L322a, L322b, L322c and L322d to the the first control unit 300. The first control unit 300 is arranged to receive the signals S1a, S1b, S1c and S1d.
    At each air bellows 321a, 321b, 321c and 321d, a respective angle sensor 323a, 323b, 323c and 323d is arranged to determine a height of the respective air bellows 321a, 321b, 321c and 321d. This is done by considering an angle between two outer positions of the respective bellows in a conventional manner. This is shown schematically at the air bellows 321b. Each of the angle sensors 323a, 323b, 323c and 323d is arranged for communication with the first control unit 300 via a respective link L323a, L323b, L323c and L323d.
    The angle sensors are arranged to continuously determine a prevailing height Ha, Hb, Hc and Hd of the respective bellows 321a, 321b, 321c and 321d. The angle sensors are arranged to continuously transmit signals S2a, S2b, S2c and S2d including information about the prevailing height of the respective bellows 321a, 321b, 321c and 321d via the respective links L323a, L323b, L323c and L323d to the first control unit 300. the control unit 300 is arranged to receive the signals S2a, S2b, S2c and S2d.
    According to an advantageous embodiment, the first control unit 300 is arranged to determine a load of a wheel axle of the vehicle on the basis of a prevailing bellows pressure of an air bellows of a suspension configuration at the wheel and a prevailing relative height of said air bellows. According to one example, the first control unit 300 may determine a load of a wheel axle of the vehicle on the basis of the signal S1a and S2a.
    According to an advantageous embodiment, the first control unit 300 is arranged to determine a load of a wheel axle of the vehicle on the basis of a prevailing bellows pressure of two air bellows of a suspension configuration, which bellows are arranged at respective opposite wheels of said wheel axle of the vehicle, and on the basis of prevailing relative heights of said air bellows. According to an example, the first control unit 300 can determine a load of a wheel axle of the vehicle on the basis of the signals S1a, S2a, S1b and S2b.
    According to an advantageous embodiment, the first control unit 300 is arranged to determine a load of a wheel axle of the vehicle on the basis of a prevailing bellows pressure of a plurality of air bellows of a suspension configuration, e.g. 4 air bellows, which air bellows are arranged at respective opposite wheels of two wheel axles of the vehicle, and on the basis of prevailing relative heights of said air bellows. According to one example, the first control unit 300 may determine a load of a wheel axle of the vehicle on the basis of the signals S1a, S2a, S1b, S2b, S1c, S2c, S1d, and S2d.
    According to a simple embodiment, the first control unit 300 is arranged to determine a load of a wheel axle of the vehicle on the basis of a prevailing bellows pressure of an air bellows of a suspension configuration at the wheel. According to one example, the first control unit 300 may determine a load of a wheel axle of the vehicle on the basis of one of the signals S1a, S1b, S10 or S1d.
    The subsystem 399 includes an electronic interface 350. The first control unit 300 is arranged for communication with the interface 350 via a link L350. The electronic interface 350 is arranged for connection with a body configuration.
    According to one example, the electronic interface 350 is arranged to be connected to the body configuration 120 (see also Figure 1) via a link L351. According to one example, the electronic interface 350 is arranged to be connected to the body configuration 220 (see also Figure 2) via a link L352. Here, the first control unit 300 is arranged for communication with a control unit or operator module of the body configuration 120 and 220, respectively. The first control unit 300 is arranged to send a signal Sinfo including an indication of the tendency of the vehicle to tip over.
    The signal Sinfo can be used in various ways to enable at least one action regarding the superstructure configuration to be taken. According to an example, the signal Sinfo can be used to interrupt operation of the superstructure configuration. According to an example, the signal Sinfo can be used to automatically or manually modify operation of the bodywork configuration, such as e.g. turn the crane 130 appropriately to reduce the risk of tipping of the vehicle 100.
    The control unit of the superstructure configuration can be arranged for automatic operation of the superstructure configuration, such as e.g. a cargo crane.
    The control unit of the superstructure configuration may alternatively be arranged for operation of the superstructure configuration on the basis of operation performed by an operator by means of the operator module. Upon receiving the signal Sinfo from the first control unit 300, according to an example, the control unit of the superstructure configuration 120 may automatically modify operation of the superstructure configuration, or by means of the operator module indicate to an operator how it should operate the superstructure configuration to achieve a desirable weight shift of goods. .
    The operator module may comprise controls, such as e.g. one or more levers or buttons. The operator module may comprise controls, such as e.g. a touch screen or other device to enable operation of the bodywork configuration. According to one embodiment, the operator module comprises feedback means for indicating a tipping tendency of the vehicle on which it is arranged.
    These feedback means can e.g. include one or more lamps by means of which the tendency to tip of the vehicle can be indicated, e.g. in the form of green, orange or red light. According to this example, a green light can indicate that the vehicle is in balance and that there is no risk of tipping over. Orange light may indicate that there is an increased risk of tipping and red light may indicate that there is an immediate risk of tipping and that operation of the body configuration must be interrupted. indication of tipping risk by means of the visual feedback means of the superstructure configuration is also referred to as taking a measure regarding the superstructure configuration.
    According to an alternative, the feedback means may include means for audibly indicating a prevailing tipping tendency in a corresponding manner, e.g. with an audible signal of different strength or frequency configuration to indicate different risks of tipping tendency of the vehicle. indication of tipping risk by means of the audible feedback means of the superstructure configuration is also referred to as taking a measure regarding the superstructure configuration.
    An operator of the body configuration may act appropriately depending on the visual or audible feedback regarding the tendency of the vehicle to tip during operation of the body configuration, such as e.g. loading or unloading of goods at the vehicle.
    The subsystem 399 comprises a communication unit 360. The first control unit 300 is arranged for communication with the communication unit 360 via a link L360. The communication device 360 is arranged to receive the signal Sinfo. The communication unit 360 is, according to an example, a hand-held device. The first control unit 300 is arranged to send the signal Sinfo to the communication device 360 via the link L360. The communication device 360 is arranged to enable remote control of the body configuration of an operator. According to one example, the communication device 360 is configured with a corresponding control unit as that described above, with respect to the body configuration. According to one example, the communication unit 360 is arranged for communication with the body configuration 120 via a link L353. 360 communication with the superstructure configuration 220. According to an example, Alternatively, the communication unit may be arranged for the communication device 360 arranged with the operator module described above. A second control unit 310 is arranged for communication with the first control unit 300 via a link L320. The second control unit 310 may be releasably connected to the first control unit 300. The second control unit 310 may be a control unit external to the vehicle 100 or the vehicle 200. The second control unit 310 may be arranged to perform the innovative method steps according to the invention. The second controller 310 can be used to upload software to the first controller 300, in particular software to perform the innovative process. The second control unit 310 may alternatively be arranged for communication with the first control unit 300 via an internal network in the vehicle. The second control unit 310 may be arranged to perform substantially similar functions as the first control unit 300, such as e.g. determining, on the basis of the received signals S1a, S1b, S1c, S1d, S2a, S2b, S2c and S2d, a load acting on at least one wheel axle and using said load size as a measure of said tilting tendency. Thereby, the second control unit 310, at a predetermined tipping tendency, can generate a signal Sinfo indicating risk of tipping of the vehicle; and using said signal Sinfo to enable at least one action regarding the body configuration.
    Figure 4a schematically illustrates a flow chart of a method for determining the inclination tendency of a superstructured motor vehicle comprising at least one wheel axle, according to an embodiment of the invention.
    The method comprises a method step s401. Step s401 includes the steps of, by means of the suspension configuration of said wheel axle, determining a load acting on said wheel axle and using the size of said load as a measure of said inclination to tilt. The step s401 also includes the steps of, at a predetermined tipping tendency, generating a signal indicating the risk of tipping of the vehicle and of using said signal to enable at least one action concerning the body configuration. After step s401, the process is terminated. Figure 4b schematically illustrates a flow chart of a method for determining the inclination tendency of a superstructured motor vehicle comprising at least one wheel axle, according to an embodiment of the invention.
    The method includes a first method step s410. Method step s410 includes the step of, by means of the suspension configuration of said wheel axle, determining a load acting on said wheel axle. This can be done in different ways.
    According to one example, at least the pressure information generated by a pressure sensor 323a, 323b, 323c and 323d and the corresponding height information generated by a corresponding angle sensor 322a, 322b, 3220 and 322d are used.
    Alternatively, the method step s41O may include the step of, by means of said wheel suspension configuration, determining a load acting on said wheel axle, where a geography of e.g. a leaf suspension or coil suspension of a wheel suspension device of at least one wheel of the vehicle 100 or the vehicle 200 is used. After the process step s410, a subsequent process step s420 is performed.
    Method step s420 includes the step of using said load size as a measure of said tipping tendency. By determining the size of the load acting on one or more wheel axles, it can be determined whether there is a risk of tipping of the vehicle. According to one example, a change in the size of the load acting on one or more wheel axles can be used to determine whether the risk of tipping increases or decreases during a predetermined time interval. In the event that the size of the load acting on one or more wheel axles decreases, the risk of tipping will increase. After the process step s420, a subsequent process step s430 is performed.
    The process step s430 includes the step of generating a signal Sinfo indicating the risk of tipping of the vehicle at a predetermined tipping tendency. If the tendency to tip exceeds a predetermined value, it can be determined that there is a risk of tipping of the vehicle. This predetermined value can be set to any suitable value. The predetermined value (limit value) may be stored in a memory of the first control unit 300.
    The method step s430 may include the step of sending the signal Sinfo from the first controller 300 to the interface 350. The method step s430 may include the step of sending the signal Sinfo from the first controller 300 to the interface 350 via the communication terminal 360. The method step s430 may include the step of sending the signal first control unit 300 to the body configuration, e.g. the superstructure configuration 120, via the interface 350 or via the communication terminal 360 and the interface 350. After the method step s430, a subsequent method step s440 is performed.
    The method step s440 includes the step of using said signal Sinfo to enable at least one action regarding the body configuration. The method step s440 may comprise the step of using said signal Sinfo of the body configuration to enable at least one action regarding the body configuration to be taken.
    An action can be any suitable action. An example of a measure could be to use said signal Sinfo to modify operation of said body configuration. An example of a measure may include interrupting operation of said superstructure configuration. Interruption of operation can take place automatically by means of the control unit of the superstructure configuration. Interruption of operation can be initiated manually by an operator by means of the operator unit of the superstructure configuration or by means of the communication device 360. audibly indicate the risk of tipping of the vehicle by an operator. After procedure step s440, the procedure is terminated.
    Referring to Figure 5, there is shown a diagram of an embodiment of a device 500. The controllers 300 and 310 as well as the communication device 360, which are described with reference to Figure 3, may according to an embodiment include the device 500. Likewise. the operator unit of the body configuration and a controller of the body configuration may include the device 500. The device 500 includes a non-volatile memory 520, a data processing unit 510 and a read / write memory 550. The non-volatile memory 520 has a first memory portion 530 wherein a computer programs, such as an operating system, are stored to control the operation of the first controller 300 and the second controller 310. Further, the device 500 includes a bus controller, a serial communication port, I / O means, an A / D converter, a time and date input and transfer unit, an event counter and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.
    A computer program P is provided which includes routines for determining the propensity to tip of a superstructured motor vehicle comprising at least one wheel axle, according to one aspect of the innovative method.
    The program P comprises routines for determining a load acting on said wheel axle on the basis of information about a condition of said suspension configuration of said wheel axle. Program P includes routines for using said load size as a measure of said tipping tendency.
    The program P includes routines for, in the event of a predetermined tending tendency, generating a signal Sinfo indicating a risk of tipping in the vehicle. The program P comprises routines for using said signal Sinfo to enable at least one measure regarding the body configuration to be taken. According to an example, the program P comprises routines for automatically sending said signal Sinfo to the superstructure unit 120 or the superstructure unit 220. According to an example, the program P comprises routines for sending said signal Sinfo to e.g. a control unit of the superstructure unit 120 or an instrument panel of the superstructure unit 220. According to one embodiment, the program P comprises routines for wirelessly sending said signal Sinfo to the communication unit 360. The program P may be stored in an executable manner or in a compressed manner in a memory 560 and / or in a read / write memory 550. 10 15 20 25 30 23 When it is described that the data processing unit 510 performs a certain function, it should be understood that the data processing unit 510 performs a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.
    The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. the data processing unit 510 via a data bus 514. To the data port 599, e.g. the links L322a, L323a, L322b, L323b, L322c, L323c, L322d, L323d, L320, L350 and L360 are connected (see Figure 3).
    The read / write memory 550 is arranged to communicate with When data is received on the data port 599, it is temporarily stored in the second memory part 540. When the received input data has been temporarily stored, the data processing unit 510 is prepared to perform code execution in a manner described above. According to one embodiment, signals received at the data port 599 include information about a prevailing air pressure of at least one air bellows 321a, 321b, 321c and / or 321d of the vehicle 100 or the vehicle 200.
    According to one embodiment, signals received at the data port 599 include information about a height of at least one air bellows 321a, 321b, 321c and / or 321d of the vehicle. According to one embodiment, signals received at the data port 599 include information about a geometry of a leaf spring or coil spring at at least one wheel suspension device of the vehicle. The received signals on the data port 599 can be used by the device 500 to determine the tendency to tip of the vehicle 100 or 200 and thereby enable at least one action to be taken regarding the body configuration, according to an aspect of the invention. Parts of the methods described herein may be performed by the device 500 by means of the data processing unit 510 running the program stored in the memory 560 or the read / write memory 550. When the device 500 runs the program, the methods described herein are executed.
    The foregoing description of the preferred embodiments of the present invention has been provided for the purpose of illustrating and describing the invention. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments were selected and described to best explain the principles of the invention and its practical applications, thereby enabling those skilled in the art to understand the invention for various embodiments and with the various modifications appropriate to the intended use.
    权利要求:
    Claims (22)
    [1]
    A method for tilting a wheel axle, comprising the steps of: - by means of the suspension configuration of said wheel axle (321a, 321b, 3210, 321d), determining a load (F1, F2, F3) acting on said wheel axle; use the size of said load as a measure of said inclination to tip; characterized by the steps of - at a predetermined tipping tendency, generating a signal (Sinfo) indicating the risk of tipping of the vehicle (100; 200); and - using said signal (Sinfo) to enable at least one extension configuration action (120,130; 220).
    [2]
    The method of claim 1, wherein taking said action comprises using said signal (Sinfo) to modify operation of said superstructure configuration (120,130; 220).
    [3]
    A method according to claim 1 or 2, wherein taking said action comprises interrupting operation of said superstructure configuration (120,130; 220).
    [4]
    A method according to any one of claims 1-3, wherein taking said action comprises using said signal (Sinfo) to visually and / or audibly indicate the risk of tipping of the vehicle (100; 200).
    [5]
    A method according to any one of the preceding claims, further comprising the step of: - determining said load on the basis of bellows pressure (Pa, Pb, Pc, Pd) of the suspension configuration (321a, 321b, 3210, 321d).
    [6]
    A method according to any one of the preceding claims, further comprising the step of: determining the load on the basis of a deformation of a mechanical suspension, e.g. a leaf suspension or a coil suspension.
    [7]
    A method according to any one of the preceding claims, further comprising the step of: - determining the load on the basis of a geometry of the suspension configuration (321a, 321b, 3210, 321d).
    [8]
    A method according to any one of the preceding claims, wherein the tendency to tip is a ratio between the determined load (F1, F2, F3) and a reference load.
    [9]
    A method according to any one of the preceding claims, further comprising the step of: - in the event of changes in load (F1, F2, F3) exerted by the bodywork unit (120,130; 220), continuously determining the load acting on the wheel axle. determining the superstructured motor vehicle (100; 200) comprising at least one
    [10]
    Apparatus for tending to a wheel axle, comprising: (300; 310; 500) for determining, by means of said suspension configuration (321a, 321b, 3210, 321d), a load acting on said wheel axle; wheel axle means - means (300; 310; 500) for using the size of said load as a measure of said inclination to tip; characterized by - means (300; 310; 500) for generating, at a predetermined tipping tendency, a signal (Sinfo) indicating the risk of tipping of the vehicle (100; 200); and. means (300; 310; 500; 120; 350; 360) for using said signal (Sinfo) to enable at least one extension configuration action (120,130; 220). 10 15 20 25 30 27
    [11]
    The apparatus of claim 10, wherein taking said action comprises using said signal (Sinfo) to modify operation of said body configuration (120, 130; 220).
    [12]
    The device of claim 10 or 11, wherein taking said action comprises interrupting operation of said body configuration (120, 130; 220).
    [13]
    Device according to any one of claims 10-12, wherein taking said action comprises using said signal (Sinfo) to visually and / or audibly indicate the risk of tipping of the vehicle (100; 200).
    [14]
    Device according to any one of claims 10-13, further comprising: - means (322a, 322b, 3220, 322d; 323a, 323b, 3230, 323d) for determining said load (F2, F3) on the basis of bellows pressure (Pa, Pb, P0, Pd) of the suspension configuration (321a, 321b, 3210, 321d).
    [15]
    Device according to any one of claims 10-14, further comprising: - means for determining the load on the basis of a deformation of a mechanical suspension, e.g. a leaf suspension or a coil suspension.
    [16]
    An apparatus according to any one of claims 10-15, further comprising: - means (322a, 322b, 3220, 322d) for determining the load (F2, F3) on the basis of a geometry of the suspension configuration (321a, 321b, 3210, 321d) .
    [17]
    Device according to any one of claims 10-16, wherein the tendency to tip is a ratio between a determined load (F1, F2, F3) and a reference load.
    [18]
    Device according to any one of claims 10-17, further comprising: - means (322a, 322b, 3220, 322d; 323a, 323b, 3230, 323d) for, in the event of changes in load exerted by the body unit (120,130; 220), continuously determine the load acting on the wheel axle (F1, F2, F3). 10 15 20 28
    [19]
    Motor vehicle (100; 200) comprising bodywork configuration (120,130; 220), at least one wheel axle and a device according to any one of claims 10-18.
    [20]
    A motor vehicle (100; 200) according to claim 19, wherein the motor vehicle is something of a truck, bus or passenger car.
    [21]
    A computer program (P) for determining the inclination of a superstructured motor vehicle comprising at least one wheel axle, said computer program (P) comprising program code stored on a computer readable medium for causing an electronic control unit (300; 500) or a another computer (310; 500) connected to the electronic control unit (300; 500) to perform the steps according to any one of claims 1-9.
    [22]
    A computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-9, when said computer program is run on an electronic control unit (300; 500) or another computer (310; 500) connected to the electronic control unit (300; 500).
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    同族专利:
    公开号 | 公开日
    SE535519C2|2012-09-04|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    2021-03-30| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1050863A|SE535519C2|2010-08-24|2010-08-24|Apparatus and method for determining the tilting tendency of a superstructure fitted vehicle|SE1050863A| SE535519C2|2010-08-24|2010-08-24|Apparatus and method for determining the tilting tendency of a superstructure fitted vehicle|
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