• 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:
    A stability detection system is provided for detecting the stability of an articulated vehicle. The stability detection system may include a weigh system configured to measure the weight distribution of the vehicle. A controller may provide a warning when the detected weight distribution exceeds a threshold.
    公开号:SE1250114A1
    申请号:SE1250114
    申请日:2012-02-13
    公开日:2012-08-16
    发明作者:Carl R Starkey；Boyd B Nichols
    申请人:Deere & Co；
    IPC主号:
    专利说明:

    [1] [0001] The present disclosure relates to stability detection, and more particularly to aweight-based stability detection system for detecting a rollover condition of a Workvehicle.BACKGROUND AND SUMMARY
    [2] [0002] Articulated vehicles, such as articulated dump trucks (ADT's), are known in theart. For example, ADT's typically include a cab portion having a first frame supportingan operator cab, and a trailer portion having a second frame supporting a bin. The bin isconfigured to contain a load and is typically coupled to an actuator for angular movementrelative to the second frame. The first frame and the second frame may be operablycoupled through an articulation joint.
    [3] [0003] ADT's may suffer from stability issues when not operated or loaded correctly.For example, instability may arise from the ADT being poorly loaded or being near theend of the articulation range and may be aggravated by operation of the ADT in such acondition at relatively high speeds or on a slope. Instability may result in a "bin dump"condition where the center of gravity of the trailer portion moves outside of the wheelbase of the trailer portion. In this condition, the trailer portion may roll over while thecab portion remains upright.
    [4] [0004] According to an embodirnent of the present disclosure, a vehicle having achassis is provided. The chassis includes a cab portion, a trailer portion, and a couplingassembly positioned between the cab portion and the trailer portion. The cab portionincludes a first frame, and the trailer portion includes a second frame. The couplingassembly is configured to provide pivoting movement of the trailer portion relative to thecab portion, and the trailer portion includes a bin configured to contain a load. A firstwheel assembly is coupled to the first frame to support the cab portion, and second andl62o194zv1third wheel assemblies are coupled to the second frame to support the trailer portion. Aweigh system is positioned to detect weight supported by each of the second and thirdWheel assemblies. A controller in communication with the weigh system is configured todetermine a measure of the stability of the trailer portion based on a comparison of thedetected weight on the second wheel assembly with the detected weight on the thirdwheel assembly. The controller generates a warning upon the determined measure ofstability being outside a threshold range.
    [5] [0005] According to another embodiment of the present disclosure, a vehicle isprovided including a front portion and a trailer portion. The front portion includes a frontframe, and a front wheel assembly is operably coupled to the front frame to support thefront portion. The trailer portion includes a rear frame and a bin supported by the rearframe, and the bin is configured to support a load. First and second rear wheelassemblies are operably coupled to the rear frame to support the trailer portion. A framecoupling is positioned between the front frame and the rear frame, the frame couplingbeing configured to provide pivoting movement between the front frame and the rearframe. A first weight detector is positioned to measure weight supported by the first rearwheel assembly, and a second weight detector is positioned to measure weight supportedby the second rear wheel assembly. At least one sensor supported by the vehicle isconfigured to detect a parameter of the vehicle. A controller in communication with thefirst and second weight detectors calculates a weight distribution of the vehicle on thefirst and second wheel assemblies based on a comparison of the measured weightssupported by the first and second rear wheel assemblies. The controller is configured todetermine the stability of the vehicle based on a comparison of the calculated weightdistribution with a threshold weight distribution range. The controller dynamicallyadjusts the threshold weight distribution range based on input from the at least oneSCHSOL
    [6] [0006]method of determining the stability of an articulated vehicle is provided. The methodAccording to yet another exemplary embodiment of the present disclosure, aincludes the step of providing a vehicle having a cab portion, a trailer portion, and acoupling member positioned between the cab portion and the trailer portion. The cab620l942vlportion includes a first frame supported by a front Wheel assembly, and the trailer portionincludes a second frame supported by first and second rear wheel assemblies. Themethod includes setting a threshold range representative of a range of Weightdistributions of the vehicle on the first and second rear wheel assemblies, receiving a firstweight measurement representative of weight supported by the first Wheel rear assembly,and receiving a second weight measurement representative of weight supported by thesecond rear Wheel assembly. The method further includes detecting a parameter of thevehicle with a vehicle sensor and calculating a Weight distribution of the vehicle on thefirst and second rear wheel assemblies based on the first and second weightmeasurements. The method further includes monitoring the stability of the vehicle basedon a comparison of the weight distribution with the threshold range and dynamicallyadjusting the threshold range based on a change in the detected parameter of the vehicle.BRIEF DESCRIPTION OF THE DRAWINGS
    [7] [0007] The above-mentioned and other features and advantages of the invention, andthe manner of attaining them, Will become more apparent and the disclosure itself will bebetter understood by reference to the following description taken in conjunction with theaccompanying drawings, wherein:
    [8] [0008]detection system of the present disclosure;FIG. 1 illustrates an exemplar-y articulated vehicle incorporating the stability
    [9] [0009] FIG. 2 illustrates a top schematic view of the articulated vehicle of FIG. 1 witha first frame and a second frame in an aligned position;
    [10] [0010] FIG. 3 illustrates a representative view of an exemplary stability detectionsystem of the vehicle of FIG. 1;[0011] FIG. 4 illustrates an exemplary rear Wheel assembly of the vehicle of FIG. l;
    [12] [0012] FIG. 5 illustrates an exemplary method of detecting vehicle stability accordingto one embodiment;6201 942vl
    [13] [0013]vehicle of FIG. 1 including a strut height sensor; andFIG. 6 illustrates a representative view of an exemplary strut assembly of the
    [14] [0014] FIG. 7 illustrates an exemplary walking beam of the vehicle of FIG. 1 includinga weight sensor.
    [15] [0015] Corresponding reference characters indicate corresponding parts throughout theseveral views. The exemplifications set out herein illustrate exemplary embodiments ofthe invention, and such exemplifications are not to be construed as limiting the scope ofthe invention in any manner.DETAILED DESCRIPTION
    [16] [0016] The embodiments disclosed herein are not intended to be exhaustive or to limitthe disclosure to the precise forms disclosed in the following detailed description.Rather, the embodiments are chosen and described so that others skilled in the art mayutilize their teachings.
    [17] [0017] Referring initially to FIGS. 1 and 2, an exemplary articulated vehicle 10includes a chassis 11 having a first or cab portion 12 and a second or trailer portion 16.Cab portion 12 includes a first frame 14, and trailer portion 16 includes a second frame18. First frame 14 is connected to second frame 18 through a coupling assembly 20. Inthe illustrated embodiment, coupling assembly 20 includes a pivot frame coupling 22 anda rotational frame coupling 26. Pivot frame coupling 22 provides for articulatedmovement, or pivoting, of second frame 18 relative to first frame 14 about a vertical axis24. Rotational frame coupling 26 provides for rotational movement of second frame 18relative to first frame 14 about a longitudinal axis 28. In one embodiment, vehicle 10includes one or more hydraulic actuators configured to control the angle between firstand second frames 14, 18 for steering vehicle 10.
    [18] [0018] First frame 14 illustratively supports an operator's cab 30 and an engine 31 forpropelling vehicle 10. A first or front wheel assembly 32 supports cab portion 12 and isoperably coupled to first frame 14. First wheel assembly 32 illustratively includes a pair6201 942V]of wheels 34a and 34b. Additional wheels and/or wheel assemblies may be used tosupport cab portion 12.
    [19] [0019]An actuator, such as a hydraulic cylinder 37, may be coupled to bin 35 for angularlyA dump body or bin 35 for containing a load is supported by second frame 18.elevating bin 35 relative to second frame 18 (as shown in phantom in FIG. 1).
    [20] [0020]each illustratively includes a front wheel 40 and a rear wheel 42. In the illustratedLeft and right rear wheel assemblies 36a, 36b support second frame 18 andembodiment, each of front wheels 40 and rear wheels 42 are rotatably coupled to atandem or walking beam 44 (see also FIG. 4). Tandem 44 is pivotally coupled to secondframe 18 through a pivot tandem coupling 46. Operation of tandem 44 facilitatespivoting movement of front wheel 40 relative to rear wheel 42 about coupling 46, therebyfacilitating continuous ground engagement by wheels 40 and 42. In the illustratedembodiment of FIGS. 1, 2, and 4, coupling 46 consists of a ri gid shaft that extends fromsecond frame 18 to tandem 44 to provide the pivoting therebetween. In one embodiment,other than rotation, shaft 46 has a fixed position relative to second frame 18 such thatshaft 46 moves vertically, longitudinally, and laterally with second frame 18. As a result,as bin 35 is loaded and unloaded and when vehicle 10 rides over bumpy or uneventerrain, shaft 46 moves with second frame 18.
    [21] [0021] In the illustrated embodiment, front and rear wheels 40 and 42 are at a fixeddistance from shaft 46. As a result, the vertical location of the axis of rotation of frontand rear wheels 40 and 42 relative to second frame 18 is independent of the load carriedby bin 35. In the illustrated embodiment, because rigid shaft 46 is directly coupled tosecond frame 18 and tandem 44, the spring constant between second frame 18 andtandem 44 is large so that there is substantially no body roll between second frame 18 andtandem 44.
    [22] [0022] Vehicle 10 may include alternative wheel assembly configurations. Forexample, fewer or more wheels may support trailer portion 16 and/or cab portion 12. Inone embodiment, first wheel assembly 32 may include a single axle assembly coupledbetween wheels 34a and 34b and to first frame 14. See, for example, front axle 6056201 942vlillustrated in phantom in FIG. 2. Alternatively, an independent axle may couple eachWheel 34a, 34b to first frame 14. Similarly, trailer portion 16 may be supported by one ormore single axle Wheel assernblies having two Wheels coupled at opposite ends of asingle axle assembly coupled to second frame 18. In one embodiment, a drive shaft 57(see FIG. 1) coupled between front wheel assembly 32 and rear wheel assemblies 36a,36b includes a differential for allowing front wheel assembly 32 to rotate at differentspeeds than rear wheel assemblies 36a, 36b. The respective axles of front and rear Wheelassemblies 32, 36a, 36b may also include one or more differentials.
    [23] [0023]become unstable due to a shift in the center of gravity of vehicle 10. Several factors mayIn some extreme operating conditions, vehicle 10 or trailer portion 16 maycontribute to the instability of vehicle 10 or trailer portion 16, including the steeringangle, the ground speed, the smoothness of the terrain, the position of bin 35, the loadcondition of trailer portion 16, and/or the slope angle of vehicle 10, for example.Movement of the center of gravity of trailer portion 16 or vehicle 10 toward the outsideof the Wheelbase may put vehicle 10 at risk of tipping over.
    [24] [0024] For example, as trailer portion 16 approaches a tip~over condition, thecombined weight of trailer portion 16 and any load supported therein is substantiallycarried by either the left rear Wheel assembly 36a or the right rear Wheel assembly 36b.Referring to FIG. 2, during a normal or unrestricted mode or operation, a line of action50a, 50b extends between pivot frame coupling 22 and each tandem coupling 46a, 46b.Trailer portion 16, including second frame 18, bin 35 and any load supported therein,defines a center of gravity 52. If the center of gravity 52 moves out of the stabilityregions 54a, 54b defined between the longitudinal axis 28 and the lines of action 50a,50b, then the trailer portion 16 may become unstable and roll over. In some operatingconditions, the weight of cab portion 12 may contribute to the load on wheel assemblies36a, 36b and to the location of the center of gravity 52.
    [25] [0025] Similarly, When bin 35 is in a raised position and carrying a load, and vehicle10 is positioned on a slope such that front wheel assembly 32 is positioned above rearwheel assemblies 36a, 36b, the center of gravity of vehicle 10 moves towards the back of6201 942vlthe vehicle 10. If the center of gravity of vehicle 10 shifts to a point behind rear wheelassemblies 36a, 36b, the combined weight of vehicle 10 falls substantially on rear wheels42, and the vehicle 10 may be at risk of tippin g over backward. Other factors may furtherinfluence the center of gravity location and stability of vehicle 10, including the loadcarried by bin 35 being in a frozen state.
    [26] [0026] Referring to FIG. 3, vehicle 10 includes an onboard stability detection system56 to monitor the stability of trailer portion 16 and/or vehicle 10 and to initiate a warningwhen trailer portion 16 or vehicle 10 approaches a tip-over condition. Stability detectionsystem 56 includes a weigh system 58 and a controller 76 in communication with weighsystem 58. Controller 76 may be included with a vehicle control unit of vehicle 10, butmay alternatively be a separate controller from the vehicle control unit. Controller 76includes a processor having a memory containing software configured to analyze inputsfrom various vehicle sensors. A user interface 85 may also be provided for the operatorto access controller 76, for example, to modify settings or to input instructions.Controller 76 may also provide feedback to user interface 85. User interface 85 may beof conventional design, such as a keypad or control panel, and may be positioned withincab 30. User interface 85 illustratively includes a display 86 for providing an operatorwith vehicle information, such as vehicle speed, diagnostics, sensor information, or othervehicle parameters.
    [27] [0027] Stability detection system 56 independently measures the weight on each of leftand right rear wheel assemblies 36a, 36b during the operation of vehicle 10. Inparticular, weigh system 58 includes a first weight sensor 62 coupled to wheel assembly36a and a second weight sensor 64 coupled to wheel assembly 36b. Weight sensors 62,64 measure the load of vehicle 10 on each of wheel assemblies 36a, 36b, respectively,and provide signals indicative of the measured loads to controller 76. As describedherein, the trailer portion 16 and any load contained therein contribute to the measuredweight at sensors 62, 64. In some conditions, the weight of cab portion 12 may alsocontribute to the weight on wheel assemblies 36a, 36b detected with weight sensors 62,64.6201 942vl
    [28] [0028]detection system 56 is illustrated. Controller 76 calculates a threshold weight distributionReferring to FIG. 5, an exemplary method of stability detection with stabilityvalue or range at block 100 based on various parameters and inputs from vehicle Sensors,as described herein. At blocks 102 and 104, based on inputs from weight sensors 62, 64,controller 76 compares the measured wei ghts supported by each wheel assembly 36a, 36bto determine the weight distribution on wheel assemblies 36a, 36b. At block 106,controller 76 compares the calculated weight distribution to the calculated thresholdvalue or range of values, and at block 108 provides a warning to the operator if thecalculated weight distribution exceeds the threshold value or is outside the range ofvalues.
    [29] [0029]begins to shift to one of wheel assemblies 36a, 36b. As described herrein, at the tip-overAs trailer portion 16 approaches a tip-over condition, the weight distributioncondition, the center of gravity 52 of trailer portion 16 falls outside the wheel base of thevehicle 10, and the combined weight of trailer portion 16 and the load in bin 35 is carriedby either left rear wheel assembly 36a or right rear wheel assembly 36b. As such, at thetip-over condition, a 100% weight distribution will be detected at either first weightsensor 62 or second weight sensor 64.
    [30] [0030]controller 76 will initiate a warning to an operator when 90% or more of the combinedFor example, with a weight distribution threshold range of 50% to 90%,weight of trailer portion 16 and any load contained therein is on either left rear wheelassembly 36a or right rear wheel assembly 36b (i.e., when the left-to-right or right-to-leftweight ratio on wheel assemblies 36a, 36b is nine-to-one). Upon receiving the warning,an operator may adjulst control of the vehicle appropriately to avoid tippin g over trailerportion 16 or vehicle 10.
    [31] [0031] In the illustrated embodiment, first and second weight sensors 62, 64 are straingau ges each mounted to a corresponding walking beam 44 for detecting the strain onbearns 44 due to the weight of vehicle 10. See, for example, second weight sensor 64coupled to beam 44 illustrated in FIGS. 4 and 7. Referring to FIG. 7, strain gauge orweight sensor 64, shown in phantom, is positioned in a cavity 65 located in a top surface6201 942V]45 of Walking beam 44. In the illustrated embodiment, sensor 64 and cavity 65 arepositioned near a center portion of walking beam 44 and above shaft 46 for detecting theload on beam 44, although sensor 64 may be positioned in other suitable positions. Acover 67 is provided in cavity 65 to substantially enclose sensor 64 within cavity 65. Inone embodiment, a seal is provided between cover 67 and the surface forming cavity 65to provide a sealed enclosure for sensor 64. A sensor cable 69 is configured to couplesensor 64 to controller 76 for providing feedback to controller 76. Sensor 64 isillustratively positioned substantially parallel to a longitudinal axis 48 of walking beam44, although sensor 64 may also be positioned substantially perpendicular to axis 48 ofwalking beam 44. In one embodiment, sensor 64 includes one strain gau ge mountedsubstantially parallel to axis 48 and another strain gauge mounted substantiallyperpendicular to axis 48. In one embodiment, sensor 64 is coupled to walking beam 44with an adhesive.
    [32] [0032] By detecting the strain on beams 44 of wheel assemblies 36a, 36b, sensors 62,64 provide electrical signals indicative of the weight on each wheel assembly 36a, 36b tocontroller 76. Weight sensors 62, 64 may be mounted at other locations suitable formeasuring the weight on each wheel assembly 36a, 36b. Further, other suitable weightsensors may be provided for detecting the weight supported by wheel assemblies 36a,36b.
    [33] [0033]66 coupled to front wheel assembly 32 for measuring the load of vehicle 10 on frontln one embodiment, weigh system 58 includes one or more third weight sensorswheel assembly 32, as illustrated in FIGS. 2 and 3. Based on the input from third weightsensor 66, controller 76 may compare the measured weights on rear wheel assemblies36a, 36b and front wheel assembly 32 to determine the weight distribution of vehicle 10.Controller 76 may compare the calculated weight distribution to a threshold value orrange, and provide a warning to the operator if the calculated weight distribution exceedsthe threshold value or falls outside the threshold range. For example, with the weightdistribution threshold set at 90%, controller 76 may initiate a warning when 90% or moreof the combined weight of vehicle 10 and any load contained therein is on either rear620l942vlwheel assemblies 36a, 36b or front wheel assembly 32 (i.e., when the front-to-back orback-to-front weight ratio on wheel assemblies 32, 36a, 36b is iiine-to-one).
    [34] [0034] In one embodiment, two weight sensors 66 are coupled to front axle 60 formeasuring the load on the left and right portions of front axle 60 of front wheel assembly32. For example, a weight sensor 66 may be coupled to the front left axle near wheel34a, and another weight sensor 66 may be coupled to the front right axle near wheel 34b.Alternatively, weight sensors 66 may be mounted at other suitable locations on frontwheel assembly 32 for measuring the weight of vehicle 10 on front wheel assembly 32.Further, additional or fewer weight sensors 66 may be provided for measuring the load onfront wheel assembly 32.
    [35] [0035]of vehicle 10 based on first and second weight sensors 62, 64 without the use of thirdAlternatively, controller 76 may determine the front-to-back weight distributionweight sensor 66. With the weight of unloaded vehicle 10 stored in memory, controller76 may determine an approximate total loaded weight of vehicle 10 based on the detectedload in bin 35 (detected with weight sensors 62, 64). Controller 76 may compare theweight supported by rear wheel assemblies 36a, 36b to the determined total weight ofvehicle 10 to detect the weight distribution of vehicle 10. For example, controller 76 maydetect when a certain percentage (90%, for example) of the combined weight of vehicle10 and any load contained therein is on rear wheel assemblies 36a, 361) or front wheelassembly 32 based on the detected weight on rear wheel assemblies 36a, 36b.
    [36] [0036]by measuring the height of the strut assembly at each of the left and right wheels 34a,The wei ght distribution on front wheel assembly 32 may be further determined34b. Referring to FIG. 6, front wheel assembly 32 includes a strut suspension system 120having a shock absorber 122 coupled to each of wheels 34a, 34b and configured tocompress in response to the weight of vehicle 10 on wheel 34a, 34b. A strut heightsensor 124 in communication with controller 76 may be mounted to strut suspensionsystem 120 at each of wheels 34a, 34b to measure the height or compression distance ofstrut suspension system 120 due to the weight of vehicle 10. In the illustratedembodiment, strut height sensor 124 is mounted to shock absorber 122 and measures the1 06201 942v1compression distance of shock absorber 122, although strut height sensor 124 may bemounted at other locations on strut suspension systern 120 suitable for ineasuring theheight or compression of strut suspension system 120. Based on the measured strutheight, controller 76 may determine the weight of vehicle 10 on wheel 34a, 34b.Accordingly, controller 76 may determine the Weight distribution of vehicle 10 on wheels34a, 34b for use in analyzing the stability of vehicle 10. For example, as strut suspensionsystem 120 approaches an unloaded state, controller 76 may determine that the weight ofvehicle 10 is shifting towards the back of vehicle 10 and that vehicle 10 is approaching abackwards tipover condition.
    [37] [0037] In the illustrated embodiment, controller 76 dynamically adjusts the weightdistribution threshold based on inputs from additional sensors provided on vehicle 10.Referring again to FIG. 3, stability detection system 56 includes a speed sensor 68, asteering angle sensor 70, a bin position sensor 72, a slope sensor 74, and a terrain sensor78 in communication with controller 76. In one embodiment, slope sensor 74 and terrainsensor 78 comprise a single sensor. In particular, slope data obtained from slope sensor74 may be used to determine terrain information. Based on inputs 90 from these sensors,the weight distribution threshold on wheel assemblies 36a, 36b may be dynamicallyaltered to accommodate changing operating conditions. In the illustrated embodiment,the weight distribution threshold is the threshold at which a warning or alarm is providedto an operator.
    [38] [0038] Speed sensor 68 and steering angle sensor 70 may be coupled to controller 76for measuring the speed and steering angle of vehicle 10, respectively. Steering anglesensor 84 may comprise a conventional potentiometer, or other suitable angle sensor. Inone embodiment, steering angle sensor 70 is coupled to coupling assembly 20 formeasuring the articulation or pivoting angle ot between first frame 14 and second frame18, as illustrated in FIG. 2. In one embodiment, one or more steering angle sensors 70may be used to measure both the rotational angle and the pivoting angle ot of secondframe 18 relative to first frame 14. In response to the measured speed and steering angle,controller 76 may adjust the threshold level of the weight distribution on wheelassemblies 36a, 36b. For example, as the vehicle speed increases and second frame 181 1620194211l 5rotates or pivots relative to first frame 14, controller 76 may lower the Weight distributionthreshold due to a potentially higher tip-over risk resulting from increased vehiclemomentum or inertia. As such, a warning is provided sooner than if the vehicle wasmoving in a straight line to account for the increased momentum of vehicle 10. ln oneembodiment, controller 76 progressively lowers the weight distribution threshold as thesteering angle and/or speed progressively increase. Alternatively, controller 76 mayadjust the weight distribution threshold based on the measured speed alone or themeasured steering angle alone.
    [39] [0039]bin 35 relative to second frame 18. In response to the measured position of bin,Bin inclination sensor 72 is configured to measure the angle of inclination ofcontroller 76 may adjust the threshold level of the weight distribution on wheelassemblies 36a, 36b. For example, a raised bin 35 moves the center of gravity 52towards the back of vehicle 10 and higher relative to vehicle 10, potentially leading to amore unstable vehicle 10 than with bin 35 in a lowered position, depending on otherOperating conditions. As a result, controller 76 may decrease the weight distributionthreshold as bin 35 moves from a lowered position to a raised position. Bin inclinationsensor 72 may comprise a conventional potentiometer, or other suitable angle sensor orposition sensor.
    [40] [0040]depend on the presence of a load in bin 35. For example, when a loaded bin 35 is raisedThe threshold adjustrnent due to the measured angle of bin 35 may furtherrelative to second frame 18, the material contained in bin 35 may shift, resulting in asudden shift in the center of gravity 52 of trailer portion 16 that may increase theinstability of vehicle 10. As such, controller 76 may further decrease the weightdistribution threshold when bin 35 is loaded compared to when bin 35 is not loaded toaccount for a potentially greater risk of tip-over. Weight sensors 62, 64 may be used todetect the presence and weight of a load in bin 35, or vehicle 10 may include a separatesensor for load detection.
    [41] [0041] Slope sensor 74 is configured to measure the slope of the ground under vehiclelO. ln response to the measured slope angle, controller 76 may adjust the warning1262o194zv1threshold level of the weight distribution on wheel assemblies 36a, 36b. With vehicle 10at an angle due to the slope of the ground, material contained in bin 35 may shift,resulting in a sudden shift in the center of gravity 52 of trailer portion 16 that mayincrease the instability of vehicle 10. Further, the slope of the ground combined with theposition of bin 35 may cooperate to affect the location of the center of gravity of vehicle10. As a result, controller 76 may decrease the weight distribution threshold upondetection of an increase in the slope angle to account for a potentially greater tip-overrisk. Other factors may contribute to the threshold adjustment, including the direction ofthe slope and the weight of the load in bin 35. In one embodiment, controller 76decreases the weight distribution threshold based on both an increased slope angle andthe detection of a load in bin 35.
    [42] [0042]evenness or surface contour of the ground or terrain. Controller 76 may dynamicallyAs described herein, slope sensor 74 may also be used to determine theadjust the weight distribution threshold based on the evenness of the ground beingtraversed by vehicle 10. Uneven ground may result in sudden momentum shifts andaccelerations of vehicle 10 that contribute to the instability of vehicle 10. For example, aseries of bumps in the travel path of vehicle 10 may pro gressively move the center ofgravity 52 towards the outside of the wheelbase of vehicle 10. Further, momentum shiftsdue to uneven terrain may result in a sudden shift of material contained in bin 35,possibly further decreasing the stability of vehicle 10. As a result, upon detection ofrough terrain conditions, controller 76 may decrease the wei ght distribution threshold toaccommodate a potentially increased risk of reaching a tip-over condition. Slope sensor74 may comprise a conventional inclinometer, or other suitable sensor for detecting slopeor inclination. In one embodiment, slope sensor 74 may comprise one or moreaccelerometers, such as tri-axial accelerometers, mounted to vehicle 10 to detect theground slope and vehicle accelerations and/or momentum shifts indicative of terrain.
    [43] [0043] In the illustrated embodiment, controller 76 may adjust the weight distributionthreshold based on unique combinations of inputs from sensors 68, 70, 72, 74, 78. Forexample, certain Operating conditions detected with one sensor may affect the weight13s2o1942v1distribution threshold when additional Operating conditions are detected with anothersensor. For example, as described above, the speed of vehicle l0 detected with speedsensor 68 may affect the weight distribution threshold only when combined with thedetection of a steering angle with steering angle sensor 70. Other combinations of sensorinputs may be used to adjust the weight distribution threshold.
    [44] [0044]upon determining that the measured weight distribution meets or exceeds the calculatedAs described herein, controller 76 provides a warning signal to the operatorweight ratio threshold. In the illustrated embodiment, stability detection system 56includes an audio device 80 in communication with controller 76, as shown in FIG. 3,that provides an audible warning to the operator. Audio device 80 may include aloudspeaker, buzzer, beeper, or other suitable device configured to provide an audiblewarning to an operator. In one embodiment, user interface 85 displays a visual warningto an operator on display 86. In one embodiment, the calculated weight distribution andthe weight distribution threshold are provided on display 86 for viewing by an operator.
    [45] [0045]vary based on the level of the detected weight distribution. For example, with a weightIn one embodiment, the type of warning signal provided to an operator maydistribution threshold set at 90%, controller 76 may provide an initial warning of a firsttype upon the measured weight distribution reaching 70%, a warning of a second typewhen the measured weight distribution reaches 80%, and a warning of a third type whenthe measured weight distribution reaches the threshold of 90%. For example, thedifferent types of warnings may be audio warnings varying in loudness, duration, tone,pitch, etc. An operator may differentiate between various levels of tip-over risk based onthe type of warning signal provided and control the operation of vehicle l0 accordingly.
    [46] [0046]adjust or inhibit an operation of vehicle l0 to reduce the likelihood of vehicle 10 reachingIn one embodiment, controller 76 may initiate a control event to automaticallya tip-over condition. For example, controller 76 may inhibit movement of bin 35 upondetection of the measured weight distribution exceeding a threshold. Further, upon adetermination that the measured weight distribution exceeds a threshold, controller 76may initiate control of an automatic stabilization system that facilitates the reduction of1462o1942v1típ-over risk. See, for example, the stabilization system disclosed in U.S. ApplicationSerial No. 12/258,066, filed October 24, 2008, entitled "Articulated Vehicle StabilizationSystem," now U.S. Patent Application Publication No. 2009/0196722, the disclosure ofWhich is incorporated herein by reference.
    [47] [0047]articulated vehicle 10, stability detection system 56 may be implemented on other typesWhile stability detection system 56 is described herein with respect toof vehicles. For example, stability detection system 56 may be implemented in otherwork or utility vehicles such as a motor grader, a tractor, a bulldozer, a feller buncher, acrawler, an excavator, a skidder, or another utility vehicle. Similarly, stability detectionsystem 56 may also be implemented in a commercial vehicle or other roadworthy motorvehicles.
    [48] [0048] While this invention has been described as having preferred designs, the presentinvention can be further modified within the spirit and scope of this disclosure. Thisapplication is therefore intended to cover any Variations, uses, or adaptations of theinvention using its general principles. Further, this application is intended to cover suchdepartures from the present disclosure as come Within known or customary practice in theart to which this disclosure pertains and which fall within the limits of the appendedclaims.s2o1942v1
    权利要求:
    Claims (29)
    [1] l. A vehicle including: a chassis including a cab portion, a trailer portion, and a coupling assemblypositioned between the cab portion and the trailer portion, the cab portion including afirst frame and the trailer portion including a second frame, the coupling assembly beingconfigured to provide pivoting movement of the trailer portion relative to the cab portion,the trailer portion including a bin configured to contain a load; a first wheel assembly coupled to the first frame to support the cab portion; second and third wheel assemblies coupled to the second frame to support thetrailer portion; a weigh system positioned to detect Weight supported by each of the second andthird wheel assemblies; and a controller in communication with the weigh system, the controller beingconfigured to determine a measure of the stability of the trailer portion based on acomparison of the detected weight on the second wheel assembly with the detectedweight on the third wheel assembly, the controller generating a warning upon thedetermined measure of stability being outside a threshold range.
    [2] 2. The vehicle of claim 1, wherein the warning includes at least one of an audiblewarning and a visual warning.
    [3] 3. The vehicle of claim l, wherein the measure of the stability of the trailer portionincludes the weight distribution of the vehicle on the second and third wheel assemblies,wherein at a tip-over condition the weight of the vehicle supported by one of the secondand third wheel assemblies is substantially zero, wherein the weight distribution of thevehicle at the tip-over condition is outside the threshold range.
    [4] 4. The vehicle of claim l, wherein the coupling assembly is configured to providerotational movement of the trailer portion relative to the cab portion about a longitudinalaxis of the trailer portion.
    [5] 5. The vehicle of claim 1, further including at least one sensor supported by thevehicle, the at least one sensor detecting at least one of a vehicle speed, a vehicle steeringangle, a slope of the ground, and an evenness of the ground, the controller dynamically adjusting the threshold range based on input from the at least one sensor. 1 66201 94zv1
    [6] 6. The vehicle of claim 5, wherein the bin of the trailer portion is configured tomove between a first position and a second position relative to the second frame, the atleast one sensor further including a bin position sensor for detecting the position of thebin relative to the second frame.
    [7] 7. The vehicle of claim 1, wherein the weigh system includes a first weight sensorpositioned to measure weight supported by the second wheel assembly and a secondweight sensor positioned to measure Weight supported by the third wheel assembly.
    [8] 8. The vehicle of claim 7, wherein each of the second and third wheel assembliesincludes at least two wheels coupled to a Walking beam, the walking beam beingpivotally coupled to the second frame, the first weight sensor comprising a strain gaugecoupled to the walking beam of the second wheel assembly and the second weight sensorcomprising a strain gauge coupled to the walking beam of the third wheel assembly.
    [9] 9. The vehicle of claim 1, wherein the weigh system includes a weight sensorpositioned to measure weight supported by the first wheel assembly, the controller beingconfigured to determine a second measure of the stability of the vehicle based on acomparison of the detected weight on the first wheel assembly with the detected weightson the second and third wheel assemblies.
    [10] 10. The vehicle of claim 9, wherein the controller is configured to provide a warningupon the determined measure of the stability of the vehicle being outside a secondthreshold range.
    [11] 11. The vehicle of claim 9, wherein the weight sensor is coupled to an axle of the firstwheel assembly.
    [12] 12. A vehicle including: a front portion including a front frame; a front wheel assembly operably coupled to the front frame to support the frontportion; a trailer portion including a rear frame and a bin supported by the rear frame, thebin being configured to support a load; first and second rear wheel assemblies operably coupled to the rear frame to support the trailer portion; 1762o1942vi a frame couplin g positioned between the front frame and the rear frame, the framecoupling being configured to provide pivoting movement between the front frame and therear frame; a first weight detector positioned to measure weight supported by the first rearwheel assembly; a second weight detector positioned to measure weight supported by the secondrear Wheel assembly; at least one sensor supported by the vehicle and configured to detect a parameterof the vehicle; and a controller in communication with the first and second weight detectors, thecontroller calculating a weight distribution of the vehicle on the first and second wheelassemblies based on a comparison of the measured weights supported by the first andsecond rear wheel assemblies, the controller being configured to determine the stabilityof the vehicle based on a comparison of the calculated weight distribution with athreshold weight distribution range, the controller dynamically adjusting the thresholdweight distribution range based on input from the at least one sensor.
    [13] 13. The vehicle of claim 12, wherein the controller provides a warning signal to anoperator upon a deterrnination that the calculated weight distribution is outside thethreshold weight distribution range, the warning signal including at least one of anaudible signal and a visual signal.
    [14] 14. The vehicle of claim 13, further including a user interface in communication withthe controller, the user interface being configured to provide inputs to the controller andto receive communications from the controller, the controller providing the warningsignal through the user interface.
    [15] 15. The vehicle of claim 12, wherein the at least one sensor includes a speed sensorconfigured to detect the speed of the vehicle, the controller dynamically adjusting thethreshold weight distribution range based on the detected speed of the vehicle.
    [16] 16. The vehicle of claim 12, wherein the at least one sensor includes a steering anglesensor for detecting the steering angle of the vehicle, the controller dynamically adjustingthe threshold weight distribution range based on the detected steering angle of the vehicle. 1 862o1942v1
    [17] 17. The vehicle of claim 12, wherein the bin is configured to move between a loweredposition and a raised position relative to the rear frame, the at least one sensor including abin position sensor configured to detect the position of the bin, the controller dynamicallyadjusting the threshold weight distribution range based on the detected position of thebin.
    [18] 18. The vehicle of claim 12, wherein the at least one sensor includes a slope sensorfor determining the slope of the ground traversed by the vehicle, the controllerdynamically adjusting the threshold weight distribution range based on the detected slopeof the ground.
    [19] 19. The vehicle of claim 12, wherein the at least one sensor includes a terrain sensorfor detecting the evenness of the ground traversed by the vehicle, the controllerdynamically adjusting the threshold weight distribution range based on the detectedevenness of the ground.
    [20] 20. The vehicle of claim 12, further including a third weight detector positioned tomeasure the weight of the vehicle on the front wheel assembly, the controller calculatinga second weight distribution of the vehicle based on a comparison of the measured weighton the front wheel assembly with the measured weight on the first and second rear wheelassemblies, the controller determining the stability of the vehicle based on a comparisonof the second weight distribution with a second threshold weight distribution range.
    [21] 21. The vehicle of claim 20, wherein the controller dynamically adjusts the secondthreshold weight distribution range based on input from the at least one sensor, thecontroller providing a warning to an operator upon the second weight distribution beingoutside the second threshold weight distribution range.
    [22] 22. A method of determining the stability of an articulated vehicle, the methodincluding the steps of: providing a vehicle having a cab portion, a trailer portion, and a coupling memberpositioned between the cab portion and the trailer portion, the cab portion including afirst frame supported by a front wheel assembly, the trailer portion including a secondframe supported by first and second rear wheel assemblies; setting a threshold range representative of a range of weight distributions of the vehicle on the first and second rear wheel assemblies; 1 962o1942v1 receiving a first weight measurement representative of weight supported by thefirst wheel rear assembly; receiving a second weight measurement representative of weight supported by thesecond rear wheel assembly; detecting a parameter of the vehicle with a vehicle sensor; calculating a weight distribution of the vehicle on the first and second rear wheelassemblies based on the first and second weight measurements; monitoring the stability of the vehicle based on a comparison of the weightdistribution with the threshold range; and dynamically adjusting the threshold range based on a change in the detectedparameter of the vehicle.
    [23] 23. The method of claim 22, further including the step of providing a warning signalupon determining that the weight distribution is outside the threshold range.
    [24] 24. The method of claim 22, further including the steps of providing a first warningwhen the weight distribution is at a first level relative to the threshold range andproviding a second warning when the weight distribution is at a second level relative tothe threshold range, the first warning being different from the second warning.
    [25] 25. The method of claim 22, further including the steps of measuring the speed andthe steering angle of the vehicle and reducing the threshold range upon detection of anincrease in at least one of the speed and the steering angle of the vehicle.
    [26] 26. The method of claim 22, wherein the trailer portion includes a bin supported bythe second frame and configured to contain a load, wherein the bin is configured to moverelative to the second frame between a lowered position and a raised position, furtherincluding the steps of detecting the position of the bin and reducing the threshold rangeupon detection of the bin in the raised position.
    [27] 27. The method of claim 26, further including the steps of detecting the presence of aload in the bin and reducing the threshold range upon detection of a load in the bin.
    [28] 28. The method of claim 22, further including the steps of detecting the evenness ofthe ground traversed by the vehicle and reducing the threshold range upon detection of uneven ground. 6201 942m
    [29] 29. The method of claim 22, further including the steps of measuring the slope of theground traversed by the vehicle and reducirig the threshold range upon detection of an increase in the slope of the ground. 2162oi942v1
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    法律状态:
    优先权:
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    US13/027,969|US8818699B2|2011-02-15|2011-02-15|Weight-based stability detection system|
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