瑞典专利SE1150287A1 Estimation of weight for a vehicle

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专利摘要:
The present invention relates to a method and a system for estimating a weight, etc. for a vehicle, wherein name estimation is based on: - at least two forces which act on the vehicle, said at least two forces comprising a driving force Ey and at least one additional force, and - a topographical information for a current wave section. According to the present invention, the estimation is performed said at least two forces are dominated by said driving force Fp Fig. 2
公开号:SE1150287A1
申请号:SE1150287
申请日:2011-04-01
公开日:2012-10-02
发明作者:Fredrik Roos
申请人:Scania Cv Ab；
IPC主号:

专利说明:

l5 20 25 30 automatic gear selection. Automatic gear selection is made, for example, in an automatic gearbox manual gearbox, for which it is important to be able to determine a current driving resistance and thus which gear should be selected at a current time.
How a topography for a road section affects the vehicle is also strongly dependent on the weight of the vehicle, ie the mass of the vehicle, since the weight is decisive for how much the vehicle is accelerated or decelerated by a downhill or uphill slope. The weight of the vehicle is therefore an important parameter even in cruise control which takes into account the topography of a road section, so-called Look-Ahead cruise control, where the size of a requested engine torque at a time depends on how the future road section topography will affect the vehicle's speed. Of course, the weight of the vehicle is an important parameter even in conventional cruise control.
There are today several methods which are applied to estimate the vehicle mass, ie the vehicle weight. Such a method uses information from an air suspension system in the vehicle.
The air suspension system measures axle pressure on all axles that have air suspension, and reports this load to a control unit, which based on these loads can calculate the mass of the vehicle.
This method works well if all axles are air-suspended. However, the method works unsatisfactorily, or not at all, if one or more axles lack air suspension. This method is, for example, particularly problematic in vehicle trains including trailers or trailers, which do not report axle load. This can occur relatively often as more or less unknown trailers are often coupled to the vehicle train when using the vehicle. This method is also problematic during operation of the vehicle, as the axle loads vary as the vehicle drives over unevenness in the road surface, which can lead to the weight estimation becoming incorrect due to the varying axle pressures. 10 15 20 25 30 Other known methods for mass estimation consist of acceleration-based mass estimates. These use the fact that you can calculate the mass based on a force the engine applies to the vehicle and an acceleration this force results in. The force from the engine is known in the vehicle, but for these methods the acceleration needs to be measured or estimated.
According to one method, the acceleration is estimated by performing a derivation of the vehicle speed. This method works well at high accelerations, ie at low gears at relatively low speeds, but it is a disadvantage of the method that it is affected by the road slope, which necessitates the derivation, since the road slope is an unknown parameter for the system.
According to another method, the acceleration is estimated using an accelerometer. The accelerometer-based method has the advantage that the acceleration is measured directly. However, only a limited amount of today's vehicles include an accelerometer, which means that this method is not generally applicable to all vehicles.
The current accelerometer-based method also suffers from the noise meter signal being noisy, which reduces the accuracy of the method.
According to another method, the acceleration during shifting is estimated.
This method uses the assumption that the driving resistance is unchanged during a shift and therefore compares the vehicle's acceleration before during and after shifting to determine the vehicle weight. This method results in very unsatisfactory estimates of the vehicle mass.
The acceleration-based mass estimates generally have disadvantages in that certain driving conditions must be met in order for a good estimate to be performed. It is not at all certain that these conditions are met during a run, which is why a good mass estimate is then not possible. For example, the acceleration-based mass estimates require full throttle acceleration at low gears to give a reliable result. When such full throttle acceleration does not always occur during a drive, such as if the vehicle starts driving on a downhill slope, for example from a petrol station at an entrance to a motorway, and then with the help of the downhill slope can accelerate relatively calmly to then maintain a substantially constant speed During the rest of the journey, these methods often do not provide a good estimate of vehicle weight.
Thus, the prior art methods of mass estimation are not always possible to apply and / or do not provide reliable estimates for all runs.
Brief Description of the Invention It is an object of the present invention to provide accurate estimates of vehicle weight nn in a computationally efficient manner.
This object is achieved by means of the above-mentioned method for estimating a weight Hm for a vehicle according to the characterizing part of claim 1. The object is also achieved by means of the above-mentioned system for estimating a weight Hm for a vehicle according to the characterizing part of claim 21, and by computer software mentioned above.
According to the present invention, estimation of a weight etc. is performed for a vehicle when the influence from the sources of errors affecting the estimation is minimal. This is achieved by the invention choosing to perform the estimation at times when the driving force Ey dominates the forces affecting the vehicle. Since the driving force P3 is well known at the same time as it contains relatively few errors, a good quality estimate can be obtained by the invention. In other words, a high-quality estimate can be made because it is based mainly on the driving force Ey, which itself maintains high quality.
In addition, only making estimates as they are likely to be of high quality also means that the amount of calculations performed for these estimates is severely limited.
According to one embodiment of the invention, the estimation is based at least on an effect of the forces having on the vehicle for a period of time (from t0 to te, t0-te) or distance (from X0 to xe, xyog), on a change in speed of the vehicle during the time period t0-te or the distance x0-xe, and on a change in altitude of the vehicle during the time period t0-te or the distance xyvg. For these estimates, a start velocity V0 and an end velocity at the beginning (t0, X0) and the end (te, xe) of the time period or distance, respectively, can be used in the estimation, which is advantageous since a derivation of the noisy velocity signal does not have to be made. This reduces the errors in the estimate.
These estimates can be calculated using integrals over the time period ty% @, which also increases the quality of the estimates as the integrations act as a filter for disturbances of the constituent quantities.
BRIEF DESCRIPTION OF THE DRAWINGS The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for like parts, and in which: Figure 1 shows a control unit, and Figure 2 shows example data measured at a run. Description of Preferred Embodiments A variety of forces affect a vehicle as it is driven. One of these forces is a driving force P3, which drives the vehicle forwards, or backwards when the vehicle reverses. Additional such forces include one or more of a force Ek related to rolling resistance, a force Eg related to air resistance and a force Eg related to gravity. Furthermore, the road slope d has a large effect on the driving resistance of the vehicle.
An estimate of a weight etc. for a vehicle is therefore based, according to the present invention, on the driving force driving force Ey and on at least one additional force, which may consist of one or more of the rolling resistance force Eg, the air resistance force Eg, the gravitational force Eb, and a topographic information for a current road section. From the topographical information, an influence from the road slope d during a road section can be determined. According to the present invention, the estimation of the vehicle weight Hm is performed when the forces acting on the vehicle are dominated by the driving force EE. The driving force E3 dominates the forces acting on the vehicle, for example at a high acceleration, which can occur at low gears, or when the vehicle maintains a high speed on an uphill slope.
Estimating the vehicle weight Hm for a period of time ty% ¿or a distance xg -xed the driving force P3 is the dominant force acting on the vehicle means that good accuracy can be obtained for the estimation, since a magnitude of the driving force Ey is well known to the vehicle. The vehicle thus has access to information about the driving force P3, where this information has high accuracy. On the other hand, information available in the vehicle about the additional forces that affect the vehicle, such as information about the rolling resistance force Eg and the air resistance force Eg, has low accuracy and often includes inaccuracies. The additional forces are often estimated on the basis of a model for a standard vehicle, which may differ from the specific vehicle for which the vehicle weight Hm is to be estimated. In addition, weather and road conditions affect the rolling resistance force Fä and the air resistance force Eg, so the uncertainty about the magnitude of these forces is significant.
In addition, taking into account the topographical information when estimating means that gravitational forces Eg resulting from, for example, steep uphill slopes are taken into account when estimating the vehicle weight nw, so that the estimation can also be performed for example when the vehicle is not accelerating but still maintains a high speed. uphill. Overall, the present invention provides a vehicle weight estimate, which chooses to perform the estimate when the force on the vehicle is dominated by the driving force P3, which with good accuracy is known within the vehicle, whereby an estimate with very good accuracy can be made with certainty. Substandard estimates are thus avoided and reliable estimates are obtained by utilizing a minimum of computational capacity.
According to an embodiment of the present invention, it is considered that the at least two forces acting on the vehicle are dominated by the driving force P3 if the driving force EE is considerably greater than the one or more additional forces which act on the vehicle.
The estimation of the vehicle weight Hm should, according to the present invention, be performed when this is the case.
According to an embodiment of the present invention, the driving force E} is considered to be considerably greater than the one or more additional forces if a current taken out moment M of an engine for the vehicle exceeds a predetermined proportion of a maximum moment MMM the engine can deliver. This can also be seen as the driving force Ey being considered considerably greater than the one or more additional forces if the actual driving force FT exceeds a predetermined proportion of a maximum driving force Pßmæç on a current gear. In this way, it can easily be decided when or if an estimate of the vehicle weight etc. is to be performed.
According to an embodiment of the invention, the driving force FT is considered to be considerably greater than the one or more additional forces if a current drawn moment M of the engine of the vehicle exceeds 90% of the maximum moment MMQ for ITlOtOID.
This predetermined share may constitute an adjustable value.
This adjustable value can then be adjusted so that the estimation is performed an arbitrarily appropriate number of times per mileage.
In other words, the proportion here is predetermined for a certain mileage, but can be adjusted in size between different mileages. This arbitrary suitable number can be easily obtained with the aid of this adjustable value. The level to which this value should be adjusted may depend on several factors. In general, the level is adjusted to a balance between the number of estimates made and the quality of the estimates made. A lower level of the adjustable value means that estimates are performed when the driving force EE is less dominant than what would have been required for an estimate to have been made for a higher level of the adjustable value, which leads to more estimates being made, but the accuracy of these estimates may vary slightly. A higher lower level for the adjustable value gives fewer estimates with high accuracy.
According to another embodiment of the invention, the magnitude of the driving force EE is related to the magnitude of the one or more additional forces acting on the vehicle. Here, the driving force P3 is considered to be considerably greater than these one or more additional forces if the driving force E% is at least a predetermined number of times as large as the at least one additional force. Here, the driving force P3 must be a predetermined number of times greater than one or more of the rolling resistance force Ek, air resistance force Eg and gravity force Eg which affects the vehicle for the estimation of vehicle weight etc. to be performed, where the predetermined number can be determined so that the estimation is guaranteed high quality. . For example, the driving force FT can be considered dominant if it is at least three (3) times as great as the one or more additional forces that affect the vehicle, whereby the estimation of the vehicle weight Hm must be performed.
Of course, the predetermined number does not have to be an integer multiple, but can also consist of any applicable number, such as a fraction. Thus, for example, the driving force E} can also be considered dominant if it is at least two and a half (2.5) times as large as the one or more additional forces which act on the vehicle.
This predetermined number can be an adjustable value. In other words, the number here is predetermined for a certain mileage, but can be adjusted in size between different mileages. This predetermined adjustable value can then, in the same way as for the predetermined proportion above, be adjusted so that the estimation is performed an arbitrarily appropriate number of times per mileage. A low level of this adjustable value leads to more estimates being made, but the accuracy of these estimates may vary slightly. A high lower level for this adjustable value gives fewer estimates, but with high accuracy.
In previously known methods for estimating the vehicle weight, etc., the acceleration a of the vehicle has been used. The acceleration a has then been determined by deriving the vehicle speed. The signal for the vehicle speed can be relatively noisy, which can make Tax de ti Kraft, where the derivative of the speed signal becomes very noisy. The calculation of the vehicle weight Hm is therefore not accurate with more well-known methods. equations for the vehicle can be set up as follows: Pvïüf: mVa Fm IFT + FR + FA + FG F = TTE f ”(eq. 1) fQ == ky FR I (k2V + k3V2 'Fk ﬂ mvg I Fxcmvg FG = mvgsin0L Füm are all forces which affect the vehicle; g is the gravitational constant; d is the slope of the radians; v is the vehicle speed; Ûm is a total gear ratio for the driveline, including wheel radius; 13 is the engine output torque; a is the vehicle acceleration, which is derived from the vehicle speed v; kl, kg, kg, k4 are constants; and F @; is a coefficient of rolling resistance (which depends on the vehicle speed v).
These equations can be rewritten so that an expression for calculating the vehicle mass is obtained: l0 l5 20 25 ll FT + FR + FA + FG = VAT => FT + FRCmVg + FA + mvgsinOc = VAT => mja-g ﬂ w-g¶na) = P} + P; => (eq. 2) FT + FA m = ---- f- a-g ﬂ w-gmna V As mentioned above and also shown in equation 2, a signal for acceleration a is used in previously known methods. , which is determined by deriving the vehicle speed.
The speed signal is noisy, which makes the derivative of the speed signal very noisy, which is why the estimate of the vehicle weight Hm becomes inaccurate.
According to an embodiment of the present invention, the estimation of the vehicle weight nw is based on the effect on the vehicle that the at least two forces, i.e. the driving force P3 and the one or more additional forces which affect the vehicle, have for a period of time tg-th. This time period to-te has a length within a permissible time interval, i.e. the time period tg-te is longer than a minimum permitted time and shorter than a maximum permitted time. The estimate of the vehicle weight Hm is also based on a change in speed of the vehicle during the time period tg-te, and on a change in height of the vehicle during the time period tg-te.
Since the estimation here depends on a change in velocity, i.e. on a difference between a starting velocity vgo and a final velocity vè, it is sufficient to determine a starting value V0 and a final value vè for the velocity, which makes the estimation effective.
Thus, it is sufficient here to determine a starting value V0 for the speed and an end value for the speed and then to determine the difference between them, so that a derivation of the speed v to obtain the acceleration a need not be performed. In this way, according to the embodiment, the estimation is avoided based on a noisy and error-generating acceleration signal. This will be clear below.
The above-mentioned time period, during which the influence of the forces on the vehicle is determined, may also correspond to a distance Xy- xe which is traveled during the said time period tg-te. This distance xyvg then has a length within a permissible distance range, so that the distance xp-xe is longer than a minimum permissible length for the distance and shorter than a maximum permissible length for the distance. The estimation of the vehicle weight Hm is also based on a change in speed of the vehicle during this distance xyod, and on a change in height of the vehicle during the distance xp-xe. Here, too, the estimation can be based on a starting value vp and an end value for the speed of the vehicle, which makes the estimation computationally efficient. A derivation of the speed v to obtain the acceleration a does not need to be performed here either, so the estimation is of high quality.
According to an embodiment of the invention, the height change is determined based on a road slope d for a current road section. Thus, the start and final value for the height of the vehicle are determined here based on information related to the road slope d.
The slope d can be determined here based on topographic map information in combination with positioning information.
Maps containing topographical information, ie containing information about, for example, road slope d and / or altitude for different parts of a road section, can be used here together with positioning information, which tells where on this map the vehicle is located, and thereby also give a value for the inclination of the road d. Such positioning information can be obtained, for example, by using systems such as GPS (Global Positioning System) or the like.
According to an embodiment of the invention, the vehicle mass etc. can be calculated as follows when the road slope d is determined with the aid of information from map data and GPS information: te ﬁ ß + aw fo m = _ V [E _ IE [(61 -gFRC -gsinayzf (ve -VO ) - [(gFRC + gsinuyzf lo [o [E ﬁ ß + nw fo (eq. 3) An advantage of this embodiment is, as mentioned above, that the acceleration ai of the equation for the estimate is replaced by the final velocity vè minus the initial velocity vp. of the noisy speed signal is avoided, which increases the quality of the estimate.As stated above, equation 3 can also be set up for a distance X0 to xe, instead of the period tg to te.
According to an embodiment of the invention, the path inclination a is determined based on information provided by an accelerometer. When accelerometer information is used, the vehicle weight etc. can be determined according to: [(12 + FA) dz m =% (eq. 4) V [E Jka accelerometer - gFRC) dt [o The accelerometer can not distinguish the component of the weight acceleration g which contributes in the direction of the accelerometer and on the acceleration of the vehicle a. The accelerometer therefore measures both the acceleration of gravity g and the acceleration of the vehicle a. On the basis of this, a term from equation 3 can be deleted in equation 4. As stated above, equation 4 can also be set up for a distance X0 to X6, instead of the period tg to tea.
According to an embodiment of the invention, the estimation of the vehicle weight nw is based on a change in height between a starting point and an end point.
The change in altitude of the vehicle, i.e. the difference between a start height and an end height, can be determined based on topographic map data in combination with positioning information.
The height change between a start point and an end point can also be determined based on the road slope d for a current road section. When the road slope d and the time and / or distance the vehicle travels are known, the height difference can be determined relatively easily. The slope a can, as described above, be determined based on topographic map information in combination with positioning information, or based on information from GH âCCGlGIOIUGtGI.
The height change between a start point and an end point can also be determined based on a change in atmospheric pressure of the vehicle. Here, a first measurement of the atmospheric pressure at the starting point and a second measurement of the atmospheric pressure at the end point are made, whereby the change in altitude becomes known.
According to an embodiment of the invention, the following expression can be used to obtain an expression for the estimate of the vehicle weight based on altitude change, where the altitude change is determined by, for example, map data or atmospheric pressure as described above: 10 l5 20 l5 AEK + AEP + EL = jFTdx (eq. E ) fo, where - AEK is the difference in rorelseenergi; - AEP is the difference in potential energy; - Eh is loss energy; and - If} dx is a propulsion work performed during the distance X0 from the starting point xp to the end point xe.
Thus, the difference in rudder energy plus the difference in potential energy plus loss energy must be equal to the propulsion work performed during the section X0-xe.
Furthermore, the loss energy can be expressed as: EL: J- (FR + FA) dx = IFAdx + mvJgFRC (v) dx. (eq. 7) The difference in kinetic energy can be expressed as: V2_V2 AEK = n% -Å-Å. (eq. 8) 2 The difference in potential energy can be expressed as: AJ§, = nggAh (eq. 9), where _ Ah is the height difference between the start point X0 and the end point xa l0 l5 20 25 16 The vehicle mass etc. is then obtained, according to an embodiment of the invention as: J- (FT-FAWX m = "° (equao) V 2 2 n '[vezv ﬂ] + glh + [gFRCWvX Equations 3, 4 and 10 indicate all ways of estimating vehicle weight, etc., in which integration over a period of time to te, or a distance xp to xe is used.An advantage of basing the estimates on integrals of the forces is that the calculation of the estimate itself acts as a filter for disturbances.Because the estimates here integrate over a relatively long period of time to-te, or over a relatively long distance xyvg, affects temporary errors, for example due to noise at the road slope d, speed, or some other quantity, the estimation to a very small extent.The above-presented methods for estimating the vehicle mass are now relatively fault-insensitive.
As mentioned above, the estimates will be performed when the driving force F is large in relation to other forces, since the knowledge of and the accuracy of the driving force P3 is greater than for other forces. For example, the estimation can be performed when the motor torque M 'is over 90% of a maximum motor torque HRM, or when FT> x (Pg + Ey. The size of x here directly determines how many estimates will be performed during the time period / distance and also determines the quality The value for x gives good quality of the estimates, but few estimates. The sources of error are thus minimized with the invention by performing the estimate, ie calculating the algorithm, when we know that the sources of error are small in relation to the signals we know. 15 20 25 30 17 The starting point to is thus the time when the condition that the driving force Ffär dominant in relation to other forces is met.The end point te becomes the time when the condition is no longer fulfilled, or if a maximum permitted time for the time period tg-te has been reached.
In order for an estimate (calculation) to be considered reliable, it must, according to one embodiment, be longer than a minimum allowable time (or longer is a minimum allowable distance).
In addition, it must be shorter than a maximum permitted time (or shorter than a maximum permitted distance), which reduces the number of calculations if the condition is met for a long time / distance. According to one embodiment, the minimum time allowed is 6 seconds and the maximum time allowed is 30 seconds. Alternatively, the minimum and maximum permissible time are of the order of 6 and 30 seconds, respectively.
The calculations are thus limited to a maximum of approximately 30 seconds per calculation occasion.
One skilled in the art realizes that the above equations for estimating vehicle weight, etc. can also be performed in whole or in part by summing discrete values for the constituent quantities instead of integrating continuous values for these quantities.
When an estimate of the vehicle weight has now been performed, according to an embodiment of the invention, this estimated vehicle weight etc. is stored in a memory. When more than one vehicle weight estimate HW has been averaged, these are more than one estimate to obtain an average vehicle weight now. The more than one estimates of vehicle weight, etc. can also be used to produce a median value for the vehicle weight nn, or some other type of average value formation or filtering that evens out individual deviations in the value for the weight. According to one embodiment of the present invention, each of the estimates is provided with a classification indicating how reliable the estimate is. This classification can be determined, for example, based on how large the motor torque M 'is in relation to the maximum motor torque M ﬁ m, or how F'. large y is in the equation 3 / = - Ä-, ie how large the FA + FR driving force P3 is in relation to the sum of the air resistance force Eg and the rolling resistance force Eg. This classification can then be used to assess the quality of estimates made.
This classification can be used to determine whether additional estimates should be made and / or stored. According to one embodiment, a new estimate of the vehicle weight etc. is stored in memory only if the classification of the new estimate is higher than the classification for an already stored estimate.
According to an alternative, a new estimate of the vehicle weight is now also stored in the memory if it has received essentially the same level for its classification as an already stored estimate.
According to another embodiment, new estimates are performed only if the conditions for an estimate of a higher class than the class for an estimate already stored in memory are good. Thus, only estimates are performed here that can result in high-quality estimates, which gives a total high calculation efficiency for the estimates of vehicle weight, etc. Whether the estimates can be of high quality can be determined here based on how large the motor torque M'is in relation to the maximum motor torque M¿m, or how large the driving force P3 is in relation to the sum of the air resistance force Eg and the rolling resistance force Fä, in a corresponding manner as described above for the classification of the estimates. The person skilled in the art realizes that a method for estimating the vehicle weight etc. according to the present invention can also be implemented in a computer program, which when executed in a computer causes the computer to perform the method. The computer program usually consists of a computer program product 103 (shown in Figure 1) stored on a digital storage medium, the computer program being included in a computer program readable medium of the computer program product.
Said computer readable medium consists of a suitable memory, such as for example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc .
Figure 1 schematically shows a control unit 100. The control unit 100 comprises a calculation unit 101, which may be constituted by substantially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC).
The calculation unit 101 is connected to a memory unit 102 arranged in the control unit 100, which provides the calculation unit 101 e.g. the stored program code and / or the stored data calculation unit 101 need to be able to perform calculations. The calculation unit 101 is also arranged to store partial or final results of calculations in the memory unit 102.
Furthermore, the control unit 100 is provided with devices 111, 112, 113, 114 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input 111 devices 113, 113 may be detected as information and may be converted into signals which may be processed by the computing unit 111. These signals are then provided to the computing unit 101. The devices 112 ll4 for transmitting output signals are arranged to convert signals obtained from the computing unit 101 for creating output signals by e.g. modulate the signals, which can be transmitted to other parts of the vehicle control system, to gear selection systems or to Look-Ahead cruise control.
Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may consist of one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or any other bus configuration; or by a wireless connection.
One skilled in the art will appreciate that the above-mentioned computer may be the computing unit 101 and that the above-mentioned memory may be the memory unit 102.
The present invention also relates to a system for estimating vehicle weight, etc. This system is arranged to base the estimate on a driving force P3 and at least one additional force, and on a topographical information for a current wave section. The system according to the present invention comprises means for comparing the driving force P3 and the at least one further force. The system is further arranged to perform the estimation when the at least two forces acting on the vehicle, i.e. the driving force E} and the at least one additional force, are dominated by the driving force Fp. According to an embodiment of the invention, the means which performs the comparison is arranged to determine the driving force E}. dominant if it is significantly greater than the at least one additional force.
By using the system according to the invention, as described above for the method according to the invention, estimates are obtained for which the influence of the error sources is reduced, since the estimates are only performed when the signals the system is well aware of and has high quality have a great influence on the estimate.
Figure 2 shows data from a run where the present invention has been applied for estimating the vehicle weight Hm. The lower curve shows the driving force P3, the middle curve shows the vehicle speed v, and the upper curve shows the estimate of the vehicle weight etc. As can be seen, the estimate varies between 20,000 kg and 22,500 kg during large parts of the run.
Correct vehicle mass Hm for the test vehicle was 21,200 kg when driving. Thus, by means of the estimate according to the invention, a good estimate of the vehicle weight etc. was obtained.
The estimates according to the invention are considerably more accurate than previously known methods for estimating vehicle weight etc.
Those skilled in the art will also appreciate that the above system may be modified according to the various embodiments of the method of the invention.
In addition, the invention relates to a motor vehicle, for example a truck or a bus, comprising at least one system for estimating the vehicle weight etc.
The present invention is not limited to the above-described embodiments of the invention but relates to and encompasses all embodiments within the scope of the appended independent claims.

权利要求:
Claims (22)
[1]
A method for estimating a weight Hm for a vehicle, wherein said estimation is based on: - at least two forces acting on the vehicle, said at least two forces comprising a driving force EE and at least one additional force, and - a topographical information for a current section of road, characterized in that the estimation is performed when said at least two forces are dominated by said driving force FW
[2]
A method according to claim 1, wherein said at least one further force comprises at least one of the forces in the group: - a force Eg related to rolling resistance; - a force Eg related to air resistance; and - a force Eg related to gravity.
[3]
A method according to any one of claims 1-2, wherein said driving force P3 dominates the at least two forces if said driving force Ey is considerably larger than said at least one additional force.
[4]
A method according to claim 3, wherein said driving force Ey is considerably greater than said at least one further force if a current taken moment M of an engine for said vehicle exceeds a predetermined proportion of a maximum moment MMÜ for said engine.
[5]
A method according to claim 4, wherein said predetermined proportion constitutes an adjustable value, which can be adjusted so that said estimation is performed an appropriate number of times per mileage. 10 15 20 25 30 23
[6]
A method according to any one of claims 4, wherein said predetermined proportion constitutes 90% of said maximum moment MMaX -
[7]
The method of claim 3, wherein said driving force EE is substantially greater than said at least one additional force if said driving force EE is at least a predetermined number of times as large as the at least one additional force.
[8]
A method according to claim 7, wherein said predetermined number of times constitutes an adjustable value, which can be adjusted so that said estimation is performed an appropriate number of times per mileage.
[9]
A method according to any one of claims 7, wherein said number of times corresponds to three times.
[10]
A method according to any one of claims 1-9, wherein said estimation is performed based on at least: - an effect of said at least two forces on said vehicle during a time period tg-te, said time period to-te having a length within a permissible time interval ; - a change in speed of said vehicle during said time period tg-te; and - a change in height of said vehicle during said time period tg-te.
[11]
A method according to claim 10, wherein said time period ty% ¿corresponds to a distance xyvg, which is traveled during said time period ty% ¿, wherein said distance xyod has a length within a permissible distance range.
[12]
A method according to any one of claims 10-11, wherein said height change is determined based on a road slope d for a current road section. 10 15 20 25 24
[13]
A method according to claim 12, wherein said road slope d is determined based on at least one of the sources in the group: - topographic map information in combination with positioning information; and _ a âCCGlGIOITIGlÉGI.
[14]
A method according to any one of claims 10-11, wherein said altitude change is determined based on elevation information obtained from topographic map information in combination with positioning information.
[15]
A method according to any one of claims 10-11, wherein said height change is determined based on a change in atmospheric pressure during said predetermined time period tg-th.
[16]
A method according to any one of claims 10-15, wherein said effect of said at least two forces on said vehicle during said tip period is obtained by at least one calculation method in the group of: - an integration of said effect of at least two forces over said time period to -tg - a summation of the effect of said at least two forces over discrete values corresponding to said time period to-tg - an integration of said effect of at least two forces over a distance xp-X6 corresponding to said time period to-te; and - a summation of the action of said at least two forces over discrete values for a distance xyog corresponding to said time period tota
[17]
A method according to any one of claims 1-16, wherein at least two separate estimates of said weight etc. are used to determine an averaged weight etc. 10 15 20 25 25
[18]
A method according to any one of claims 1-17, wherein said estimate is provided with a classification, said classification indicating how reliable the estimate is.
[19]
A computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to any one of claims 1-18.
[20]
A computer program product comprising a computer readable medium and a computer program according to claim 19, wherein said computer program is included in said computer readable medium.
[21]
A system for estimating a weight Hm of a vehicle, wherein said system is arranged to base said estimation on: - at least two forces acting on the vehicle, said at least two forces comprising a driving force EE and at least one additional force, and - a topographic information for a current section of road, characterized in that the system comprises means for comparing said driving force P3 and said at least one further force, the system being arranged to perform the estimation when said at least two forces are dominated by said driving force Fß.
[22]
The system of claim 21, wherein said means for comparison is arranged to determine said driving force P3 as dominating the at least two forces if said driving force FT is significantly greater than said at least one additional force.

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同族专利:

公开号 | 公开日

WO2012134377A1|2012-10-04|

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US20140156222A1|2014-06-05|

RU2013148741A|2015-05-10|

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BR112013023856B1|2021-03-02|

EP2694930A4|2014-11-26|

CN103534563A|2014-01-22|

BR112013023856A2|2016-12-13|

EP2694930A1|2014-02-12|

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法律状态:

优先权:

申请号 | 申请日 | 专利标题

SE1150287A|SE536124C2|2011-04-01|2011-04-01|Estimation of weight for a vehicle|SE1150287A| SE536124C2|2011-04-01|2011-04-01|Estimation of weight for a vehicle|

CN201280021453.1A| CN103534563A|2011-04-01|2012-03-26|Estimation of weight for a vehicle|

US14/008,218| US9500514B2|2011-04-01|2012-03-26|Estimation of weight for a vehicle|

PCT/SE2012/050329| WO2012134377A1|2011-04-01|2012-03-26|Estimation of weight for a vehicle|

BR112013023856-9A| BR112013023856B1|2011-04-01|2012-03-26|method for estimating a weight for a vehicle, computer readable support and system for estimating a weight for a vehicle|

RU2013148741/11A| RU2588385C2|2011-04-01|2012-03-26|Evaluation of vehicle weight|

EP12764915.0A| EP2694930B1|2011-04-01|2012-03-26|Weight estimation of a vehicle|

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