• 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 method in connection with an arrangement for a vehicle, comprising a trailer coupled to a tractor, for estimating the height of the center of gravity HCG for the trailer, wherein the tractor comprises a front wheel axle and a rear wheel axle, wherein at least the rear wheel axle is resiliently suspended by a wheel axle suspension system and the trailer comprises at least one wheel axle and is coupled to the tractor via a fifth wheel, and wherein the arrangement comprises a calculating unit (2) adapted to receive the values related to the acceleration a in the longitudinal direction of the vehicle and to the axle load N2 pertaining to the rear wheel axle of the tractor. The method comprises the steps for - determining the associated values for the axle load N2 for the rear axle of the tractor and the acceleration a; of the vehicle, for a number of different acceleration values, - determining a parameter j related to a relation between the said determined associated values for the axle load N2 and the acceleration ai - estimating the height of the center of gravity HCG for the trailer via calculations performed in accordance with a predetermined algorithm in which said parameter j is included.
    公开号:SE1250609A1
    申请号:SE1250609
    申请日:2012-06-12
    公开日:2013-09-23
    发明作者:Joseph Ah-King；Deleer Barazanji
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    15 20 25 30 2 precision determine the height position of the center of gravity of a truck because the height position can vary considerably depending on the composition of the load in question and the stabilization system used today can therefore often not achieve optimal stability of a truck during operation.
    It is possible to estimate the height of the center of gravity by studying the heeling movement of the vehicle, ie. when the car sways to the right and left. This is because the amplitude the vehicle sways with is directly linked to the center of gravity. When the amplitude reaches a certain point, the vehicle begins to tip over. By determining a characteristic amplitude for the vehicle, you can see how high the center of gravity is given that you have some data such as. torsional rigidity and spring rigidity as well as tire rigidity.
    Another solution is proposed in SE-525 248, which in short is to estimate the center of gravity height using torque and force equations. This is achieved by, using load sensing sensors, sensing the load on at least two of the vehicle's axles, the vehicle's acceleration, and the angle of inclination of the roadway, given already known information about dynamic movements due to accelerations and the slope of the road that gives different axle loads.
    Solutions based on the heeling movement have the disadvantage that the trailer is not a completely rigid body and that you must know the spring stiffness.
    In the arrangement described in SE-525 248, load estimation is required for at least two of the vehicle's axles.
    The object of the present invention is to provide an improved method and an improved arrangement for estimating the center of gravity (HGC) of a trailer by using essentially only information and measurement results which are available on the towing vehicle, i.e. where as little information as possible about the trailer is needed.
    Summary of the Invention The above objects are achieved by the invention defined by the independent claim. Preferred embodiments are defined by the dependent claims.
    According to one embodiment, the axle load for the rear axle of the towing vehicle is preferably determined by means of output signals from the air suspension.
    By practicing the present invention, the systems using the center of gravity height can be improved. Warning and assistance system to warn and prevent the vehicle from overturning (so-called roll-over) is such a system that can not be used because it currently does not have an accurate value of the center of gravity. Roll-over occurs when a vehicle tips over precisely because you have a high center of gravity, which means that you tip over at a lower speed in curves than if you had a low center of gravity. Roll-over is one of the most dangerous types of accidents and there are many indications that virtually all such accidents would be prevented if you have a good center of gravity estimation, which you do not have today.
    Brief Description of the Drawings Figure 1 is a flow chart illustrating the method of the present invention.
    Figure 2 is a simplified block diagram of the arrangement according to the invention.
    Figure 3 illustrates the power ratio of a vehicle as it turns and clearly illustrates the risk of the vehicle overturning.
    Figure 4 shows a schematic view of a towing vehicle and shows the forces related to the model, as well as other parameters.
    Figure 5 shows a schematic view of a trailer and shows the forces related to the model, as well as other parameters.
    Figure 6 schematically shows a trailer where attractive forces have been indicated.
    Figure 7 schematically shows a trailer where repelling forces have been indicated.
    Figure 8 shows an air. Suspension configuration according to a first type.
    Figure 9 shows an air enligt suspension configuration according to a second type.
    Figure 10 shows a schematic view of a towing vehicle and a trailer to illustrate the forces in connection with the calculation of the effect of the air resistance. Detailed Description of Preferred Embodiments of the Invention The present invention utilizes a so-called longitudinal model to provide an estimate of the center of gravity of the vehicle. An advantage of this model is that it includes relatively few uncertain parameters. A difficulty with the model is that it includes detection and estimation of load changes, which is a difficult task, but through the introduction of air suspension on trucks, these are possible to estimate. New ways of making cargo estimates using air suspension systems are constantly evolving and these are getting better at utilizing the properties of air suspension.
    A description of the longitudinal model for estimating the center of gravity height will now be given.
    The load transfer between the vehicle's axles and coupling points differs for each acceleration value and each situation. The load on the rear axle is stated as a function of the acceleration and this relationship is different and uniquely defined for each center of gravity (HCG) value defined by equations of torque equilibrium which will be shown below.
    In the following description and in the drawings, the following terms will be used: i = 1, 2, 3, 4 denotes the front axle of the towing vehicle, the rear axle, the fifth wheel and the axles of the trailer. x1 is the wheelbase (m) of the towing vehicle.
    X2 is the distance from the position of the center of gravity (CG) of the towing vehicle to the rear axle (m) of the towing vehicle. x3 is the distance between the turntable and the rear axle (m) of the towing vehicle. x4 is the distance between the center of gravity (CG) of the trailer and the rear axle (m) of the trailer. x5 is the distance between the rear axle of the trailer and the turntable (m). y1 is the center of gravity (HCG) of the towing vehicle (m). y; is the height of the turntable (m). yg is the center of gravity (HCG) of the trailer (m).
    You are the vertical force at the point in (N). Fi is the forward longitudinal force of wheels at the axis i (N). consumes the track gauge of the trailer (m). ay is the acceleration across the vehicle (m / sz). a is the longitudinal acceleration of the vehicle (rn / sz). g is the gravitational constant (m / sz). md is the mass of the towing vehicle (kg). m1 is the mass of the trailer (kg). m is the total mass of the vehicle (kg). r is the wheel radius (m). s is the displacement of the center of gravity CG transversely from the vehicle line of symmetry RC (m).
    Fr is the normal force on the right wheels (N).
    F1 is the normal force on the left wheels (N). p is the pressure that the brakes apply to the wheels (bar). pi is the pressure that the brakes apply to the wheels on the axle (bar). ps is the pressure required to start braking the wheels (bar). psi is the pressure required to start braking the wheels on the axle in (bar).
    Tbi is braking torque per pressure (Nm / bar). ms is the vehicle's "spring Weight" (kg). k is the spring constant (N / m).
    Fb is the braking force (N).
    Tea is the engine's torque (Nm).
    Ft is the driving force (N).
    Out is the total gear ratio, ie. from the gearbox and the differential.
    Fh is the deceleration force (N).
    Th is the torque of the retarder (Nm).
    Ud is the gear ratio of the differential.
    Cd is the air resistance coefficient. v is the speed of the vehicle (m / s) Figure 3 illustrates the power ratio of a vehicle as it turns and clearly illustrates the risk of the vehicle overturning. As a first step, the load transfer of the towing vehicle will be examined for the purpose of estimating the longitudinal and vertical position of the center of gravity of the vehicle.
    Figure 4 shows a schematic view of a towing vehicle and shows the forces related to the model, as well as other parameters.
    The weight of the empty towing vehicle mdmply as well as the normal forces N1 and Ng are known.
    Therefore, the part of the normal forces of the towing vehicle that depends on a certain amount of fuel in the fuel tank can be calculated if one knows the longitudinal position xf of the center of gravity of the fuel tank.
    Nzfuelxl _ mfuelgxf C05 (6) I 0 (3-1) The same calculation can be made with respect to the normal force on the front axle.
    Equation (31) can be written as: _ mfuelgxf C05 (9) N2, fuel _ (32) xi Which is added to the nonnal force of the empty towing vehicle which then gives the service weight of the vehicle: NZ = NZßmpty + NZfuel (33) In the next step it is calculated the longitudinal position of the center of gravity which is obtained from the equation of torque equilibrium with reference to Figure 4.
    Nlxl - mdgxz cos (6) = 0 (3.4) This equation is rewritten as X2 Nl _ xl (35) In mdg cos (6) _ mdg cos (6) 10 15 20 25 30 Then the equation of torque equilibrium for the vertical center of gravity for the towing vehicle is determined.
    -Nzxl - mdayl + mdgy1sin (9) + md_g (x1 - x2) c0s (0) = 0 (3.6) If you write if equation (36) is obtained: yl = (37) md (g sin (6) -a) By to insert x; from equation (35) in equation (3.7) and with knowledge of the normal force of at least one of the vehicle axles and information about the acceleration and the inclination of the road, the equation is solved and gives the height y1 of the center of gravity of the towing vehicle.
    Corresponding calculations will now be described for the trailer.
    Figure 5 shows a schematic view of a trailer and shows the forces related to the model, as well as other parameters.
    When accelerating or decelerating and when driving on hilly roads, the loads will be transferred between the axles of the trailer and the turntable depending on the acceleration or deceleration and the slope of the road; acceleration transfers load from the front axle to the rear axle, while deceleration transfers the load from the rear axle to the front axle.
    The position x4 of the longitudinal equilibrium of the trailer is calculated by the following stationary torque equilibrium equation (on flat ground) where the designations are shown in Figure 5. (3-3) N3x5 - mtgx4 = 0 This equation (3.8) can be written as 10 15 20 25 30 x. , = 1% (39) ml and Ng is determined either by weighing at least one of the axles of the towing vehicle or the axles of the trailer as x3 is known or obtained from the vehicle control unit which calculates an estimate for the load on the rear axle and for mt. mt can also be estimated by comparing an estimate of the total weight of the vehicle with the weight of the tractor.
    The searched value y3, ie. center of gravity (HCG), is obtained from the torque equation with designations from Figure 6, which schematically shows a trailer where attractive forces are indicated, as follows: N3x5 - Fgyz - mtg cos (9) x4 + mtg sin (9) y3 + mtayg = 0 (310) The forces N 3 and F3 related to the turntable must also be calculated to estimate yg. A way to determine these will now be shown. This refers to the forces that act at the coupling point between the towing vehicle and the trailer.
    The direction and magnitude of the longitudinal force F3 on the turntable depends on the relationship between the towing vehicle and the trailer as well as on the rolling and air resistance forces and affects the load transfer measured on the rear axle of the towing vehicle. Therefore, this force must be considered and estimated. If the vehicle accelerates, the relationship will be as illustrated in Figure 6, while braking will give rise to different scenarios. If the trailer brakes only a part f of or the whole (f = 1 () 0%) mass of the towing vehicle, or if the towing vehicle brakes only a part f of or the whole (f = 100%) mass of the trailer, the forces will be those shown in figure Figure 7 schematically shows a trailer where repelling forces have been indicated. The following equation will show how F3 is estimated when accelerating or braking the towing vehicle.
    F3 = mta + FRollandDrag (3-11) The following equation applies when the trailer brakes a part of the towing vehicle: 10 15 20 25 30 FB = fmda + FRollandDrag (3-12) And the following equation applies when the trailer brakes a part of itself and also the towing vehicle brakes: FB = fmta + FRollandDrag (3-13) The force Fgollandlyphage will be determined below using equations (324-326) and f obtained by the relationship between the braking forces of the trailer and the towing vehicle.
    The braking forces will be discussed below and the following relationship applies to f in the case described by equation (3.l3). ma-F f: E 4- mta (3. 14) Ng is the vertical force of the turntable and is the part of the load carried by the towing vehicle. Typical values for this are about a third of the mass of the trailer.
    This force is in turn distributed between the axles of the towing vehicle as follows: Rear axle of the towing vehicle: ANZ = m fi (315) X1 Front axle of the towing vehicle: Azvl = Ng (316) 1 In addition, the transmission weight between the axles of the towing vehicle is as follows (the force on the rear wheels of the towing vehicle): 10 15 20 25 30 10 NZ Z mdg (x1_x2) + mday1 xi The forces on the rear and front axles of the towing vehicle depend on acceleration and deceleration and then becomes as follows with reference to the designations in Figure 4: NZ = Ns (X1_x3) + 3 / 2F3 + :: mra + mc.9 (x1-x2) 6.18) Nl = N3 + Tntg_N2 In these two equations as well as in the future, , for the sake of simplicity, the slope of the road to be neglected, ie. 6 = 0. Ng is obtained from equation (318).
    The next step is to use the information from the air suspension used for the towing vehicle to estimate the load N 2 on the rear axle of the towing vehicle. Ng is a parameter required to estimate the height of the center of gravity and how this is determined will be described below.
    A number of parameters will now be described with respect to how they are determined.
    Estimation of vehicle weight m.
    The weight of the towing vehicle is assumed to be known. The weight of the trailer is estimated e.g. using signals from the air suspension, engine and / or vehicle speed change information. m = md + m, (320) Detection and estimation of weight transfer Preferably, the vehicle's air suspension system is used to estimate the weight transfer between the vehicle's axles. It should be noted that the invention is applicable to vehicles with other ventilation systems that can emit signals representing the load on the wheel axle.
    Use of the vehicle's air suspension system will be exemplified by describing two different types of air suspension systems for the rear axle of the towing vehicle. One of these is shown in Figure 8 and consists of two air springs at the rear axle which are each located between the chassis above and a connected rod from below which in turn is mounted below the drive shaft and connects air springs on one side of the drive shaft. to a joint that enables rotation around the joint. The joint is connected to the chassis via a rigid arm and the drive shaft is attached from above to the bar almost on. This configuration is affected not only by vertical forces on the wheels but also by longitudinal forces such as. braking forces, tensile forces and forces due to the inclination of the road. The reason for this is the torque of the rod between the air spring and the frame which is proportional to the longitudinal forces on the wheel.
    These longitudinal forces form part of the forces on the air spring and must therefore be subtracted from the resulting force on the shaft recorded by the air spring in order to obtain only the load transferred between the shafts.
    The second air suspension configuration is shown in Figure 9 and consists of four air springs where two are arranged on each side of the drive shaft connected via a number of joints. It can be assumed that the air bellows in this configuration are not affected by longitudinal forces but only by vertical forces which are the forces of interest here. The force acting on the air vein depends on both the air pressure in the air vein and the length of the vein.
    As a complement to the weight transfer estimation discussed above, the weight transfer can also be measured using leaf spring systems mounted on the front axle by applying Hook's law.
    Now the longitudinal forces acting on the wheels will be discussed.
    It was discussed above that the air pressure and then also the weight estimation for the air springs are also affected by the longitudinal forces. During different maneuvers, different forces act, such as braking and traction forces, and since these forces affect the measurement of the axle loads, these must be estimated in order to be able to subtract them from the total force on the air springs. These forces and their effect and estimation are discussed below.
    Traction forces The traction force is the force exerted by the vehicle's wheels on the road to move the vehicle and counteract natural forces in the direction of the vehicle's movement such as road inclination forces (Fgïade), air resistance (Fdmg) and rolling resistance (From). 10 15 20 25 30 12 These forces are usually combined by the following equation: Trrjew = mi + Froll + Fdrag + Fgrade (321) The same force must be generated by the vehicle's engine and is equal to: Ft = fl (322) Braking forces Braking is started by applying pressure to the brake cylinders, the pressure transmitted to each of the vehicle's axles is measured, and the pressure then a torque which in turn generates a force that stops the vehicle. The relationship between pressure and torque is normally set so that a pressure of 1 bar corresponds to a torque that is 5500 Nm.
    The pressure required to start braking is in the order of 0.4 bar. These values are approximations that differ between different vehicles and axles depending on many factors such as temperature and the wear and tear of the brake components. To reduce the uncertainty, a roller brake test can be performed and thereby obtain the following equation for applied brake torque per unit of brake pressure. _ FbT Tb _ (rv-ps) (323) Retarder force.
    The retarder is a system intended to brake the vehicle by applying a force opposite to the traction force. It can easily be described as slowing down the vehicle by affecting the driveline. The retardation force can be calculated in a similar way to the traction force using the following equation: (324) 10 15 20 25 30 13 The air resistance of the vehicle must also be estimated and then the following general expression of the air resistance has been used: F = špcd / ii fl (325) Where p is the density of the air, Cd is the coefficient of air resistance, A is the front area of the vehicle.
    The following exemplary values have been used: Cd = 0.73, p = 1.225 (kg / m3) and the force on the trailer has been assumed to be equal to the force on the towing vehicle, ie. F a 1 = F az which results in the following force Fa being present on the fifth wheel: Fa: Fal -Fag (326) The remaining contributions from the air resistance are handled by the following equation based on the torque equilibrium in Figure 10 at points A and B: h . + h Nza ï 1 3 xl-xg; F 612 x3x5 Far _ (hz "l" h4) (327) Slope of the road The slope of the road can be estimated in different ways. According to one method, a map database that is updated with data on the slope of the road is used. Another way is to use the output signal from an accelerometer in combination with geometric relationships. An additional way is to use a GPS device that provides information about the slope of the road.
    Acceleration Acceleration can be determined, for example, by deriving the wheel speed, by using an accelerometer or with a GPS unit. 10 15 20 25 30 14 Derivation (differentiation) of the wheel speed signal is a practical way to determine the acceleration, but does not work so well when braking when the wheel slides. The following equations are examples of how the acceleration can be calculated: a, - = "fff-l (328) al. = (329) Where: ai: the acceleration at the time i (m / sz). Vi: the velocity at the time i (m / sz). s) .h: ti-ti_1, ie the difference between adjacent times t is constant.
    The height of the turntable.
    The vertical position of the turntable is a variable that depends on both the distance between the axle and the frame and the wheel radius.
    Ayz = Ayf + AH + r (330) Where AH is the distance between the axis and the frame. Ayf is the distance between the frame and the connection point of the turntable.
    The change in yg which is related to the tire pressure and load is assumed to be negligible during load transfer and it is assumed that the variation of the wheel radius is minimal. The distance between the frame and the connection point is assumed to be constant. With these assumptions, equation (330) can be solved and a value of y2 can be estimated.
    Complete model The relationship between the axle load on the rear axle of the towing vehicle and the acceleration contains information about the center of gravity height, which has emerged from the description above. 10 15 20 25 30 15 Equation (3. 18) together with equation (3.l1) in which equation (3. 10) is inserted is reduced to equation (3.31).
    In Equation (3.18), Ng was determined, i.e. the axle force of the rear axle of the towing vehicle. Equation (3.11) is used to determine the force P3 that affects the turntable and equation (3.10) is the equilibrium equation for the torque in which the desired quantity y3 is included.
    The determined relationship, equation (3.31), applies to acceleration and only braking of the towing vehicle, or use of the retarder after reducing the axle load with the force of the air resistance because these forces would otherwise give rise to a non-linear relationship if not previously subtracted from the equation (3. 18), i.e. the force N23 from equation (3.27) is subtracted from N; in equation (3. 18) before the deposit. xi) * i <; §-f> * y1 + y2 -] * - 1 m: xs yg = yz + om) In the formula, j denotes the slope of a curve obtained by linear regression of a number of related points for the load on the towing vehicle. rear axle as a function of acceleration. Other parameters that are included are available for a calculation unit in the arrangement according to the invention in the manner described above.
    The greater the difference between different acceleration values, the more certain the center of gravity can be determined. In order for an acceleration value to be accepted for calculation, the acceleration must be constant for at least a predetermined time, for example in the order of a few seconds.
    A large number of associated values are used to achieve reliable results, ie. so that the slope j of the curve can be determined with the greatest possible certainty.
    These calculations take place continuously during the operation of the vehicle. 10 15 20 25 30 16 When using the estimation according to equation (3.3 1), an assumption] different situations can arise.
    Upon acceleration, the towing vehicle pulls the trailer with the longitudinal force Fg via the turntable. This force becomes larger for higher values of the longitudinal acceleration and causes a greater weight transfer from the front axle of the towing vehicle to the rear axle. Furthermore, the higher the HCG, the smaller the vertical force on the turntable as more load is transferred backwards to the axles of the trailer. Thus, the higher the HCG, the less the load on the rear axle of the towing vehicle compared to if the HCG was lower.
    In the situation where each part brakes itself, ie. the towing vehicle or the trailer brakes itself, this means that the longitudinal force on the turntable remains unchanged and therefore only the vertical forces change, which adds weight to the towing axle of the towing vehicle with decreasing longitudinal acceleration. The increased weight becomes higher with increasing HCG.
    At e.g. deceleration braking brakes the towing vehicle itself and the trailer. This increases the longitudinal force on the turntable with decreasing longitudinal acceleration. This means that the weight transferred from the axles of the trailer to the turntable is less than in other situations with similar values of acceleration. The same longitudinal force at the turntable will affect the weight transfer of the towing vehicle in such a way that even more weight than in other situations is transferred from the rear axle of the towing vehicle to the front axle of the towing vehicle. This means that the weight of the towing vehicle's rear axle is reduced.
    In addition, this weight decreases with decreasing HCG because the lower the HCG, the less weight is transferred from the axles of the trailer to the turntable, which in turn means that less weight is transferred to the rear axle of the towing vehicle.
    In the situation where the trailer brakes the towing vehicle, this means that the longitudinal force on the turntable pulls the towing vehicle, which adds weight from the front axle of the towing vehicle to the rear axle, which results in increasing weight on the rear axle of the towing vehicle. In addition, the higher the HCG, the more weight is transferred from the axles of the trailer to the turntable and finally to the rear axle of the towing vehicle. 10 15 20 25 30 17 There are air pressure sensors on the air bellows' air bellows that send information about the air pressure in the air bellows, there is also a system already today for estimating the axle load based on the air pressure in the air bellows.
    The solution according to the present invention differs depending on the type of wheel suspension on the vehicle.
    Figures 8 and 9 show, as previously discussed, two examples of wheel suspension types.
    For the first type, shown in Figure 8, you must subtract the driving forces, braking forces and retarder forces from the axle load that you get from the air bellows because the geometry of the wheel suspension affects the air bellows from which you in turn measure the axle load. The second type, shown in Figure 9, is not affected by this.
    In addition, the air resistance must be removed in the same way.
    The present invention thus relates to a method in connection with an arrangement for a vehicle which comprises a trailer coupled to a towing vehicle. The method refers to the estimation of the center of gravity of the HCG for the trailer. The flow chart in Figure 1 schematically illustrates the method.
    The towing vehicle comprises a front wheel axle and a rear wheel axle, at least the rear wheel axle being resiliently suspended with a wheel axle suspension system. The trailer comprises at least one wheel axle and is connected to the towing vehicle via a turntable (see for example figure 10). The arrangement comprises a calculation unit 2 (see figure 2) adapted to receive values related to the acceleration ai in the longitudinal direction of the vehicle and to the axle load Ng with respect to the rear wheel axle of the towing vehicle.
    The method comprises the steps of - determining the associated values of the axle load Ng of the rear axle of the towing vehicle and the acceleration ai of the vehicle, of a number of different values of the acceleration, - determining a parameter j related to a relationship between said determined associated values of the axle load Ng and the acceleration ai, estimate the center of gravity of the HCG center of gravity of the trailer by calculations performed according to a predetermined algorithm (Equation 3.31) where said parameter j, acceleration ai, and axle load Ng are included. The axle load is preferably determined based on output signals from the wheel axle suspension system for the rear wheel axle of the towing vehicle. According to one embodiment, said wheel axle suspension system is an air suspension.
    The parameter j consists of the direction of a line calculated, by the calculation unit 2, by linear regression for said associated values of Ng and ai.
    In order for the calculations to be reliable, the acceleration ai must be substantially constant for at least a predetermined time for the value to be included in the calculations of j.
    This predetermined time when the acceleration is to be substantially constant is, for example, of the order of 5 seconds. During that time, the acceleration is only allowed to vary at most, for example +/- 10%.
    The collection of associated values for N; and ai is preferably continuous and the values fl collected the more securely j can be determined, for example at least ten associated values are required to calculate j.
    According to one embodiment, the estimation of the center of gravity height HCG, ie. yg, continuously.
    It can be initiated, for example, when the sensors used to determine the axle load indicate that the vehicle has been loaded or unloaded, which entails a change in the center of gravity height.
    The predetermined algorithm thus consists of the following equation (331): j * xi x5> md _x3 * l (mt) *} / 1 + Y2 m Y3 = Y2 + t The invention also comprises an arrangement for implementing the method.
    The arrangement comprises a calculation unit 2 which is schematically shown in figure 2. The input signals consist of the axle load Ng of the rear axle of the towing vehicle and the acceleration ai.
    Furthermore, the calculation unit uses already known parameters which are indicated in the figure with a block arrow. These known parameters include, for example, the vehicle-related dimensions xi, xi and x5 (see Figures 4 and 5) and the weight of the towing vehicle md. 19 Incidentally, reference is made, among other things, to the review above of the method where the arrangement is also described.
    The present invention is not limited to the above-described preferred embodiments.
    Various alternatives, modifications and equivalents can be used. The above embodiments are therefore not to be construed as limiting the scope of the invention as defined by the appended claims.
    权利要求:
    Claims (15)
    [1]
    A method in connection with an arrangement for a vehicle, comprising a trailer coupled to a towing vehicle, for estimating the center of gravity HCG of the trailer, the towing vehicle comprising a front wheel axle and a rear wheel axle, at least the rear wheel axle being resiliently suspended by a The wheel axle suspension system and the trailer comprise at least one wheel axle and are coupled to the towing vehicle via a turntable, and the arrangement comprises a calculation unit adapted to receive values related to the acceleration ai in the longitudinal direction of the vehicle and to the axle load Ng of the rear axle. comprises the steps of - determining associated values of the axle load Ng for the rear axle of the towing vehicle and the acceleration ai of the vehicle, for a number of different values of the acceleration, - determining a parameter j related to a relationship between said determined associated values of the axle load ration ai, - estimate the center of gravity height HCG of the trailer by calculations performed in accordance with a predetermined algorithm where said parameter j is included.
    [2]
    The method of claim 1, wherein the axle load Ng is determined based on outputs from the rear axle suspension system of the towing vehicle of the towing vehicle.
    [3]
    The method of claim 1 or 2, wherein said wheel axle suspension system is an air suspension.
    [4]
    The method according to any one of claims 1-3, wherein said parameter j is the direction of a line calculated by linear regression for said associated values of Ng and ai.
    [5]
    The method according to any one of claims 1-4, wherein the acceleration ai must be substantially constant for at least a predetermined time for the value to be included in the calculations of j.
    [6]
    The method according to any one of claims 1-5, wherein the number of associated values for 10 15 20 25 30 21 Ng and ai required to calculate j must exceed 10.
    [7]
    The method according to any one of claims 1-6, wherein the estimation of the center of gravity HCG is ongoing.
    [8]
    The method of any of claims 1-7, wherein said predetermined algorithm is the following equation (331): X5 ma J * X1 = + _ + - Ya Yz (X1 _ x3) * [(mt) *} / 1 V2 mt l
    [9]
    An arrangement for a vehicle, comprising a trailer coupled to a towing vehicle, the arrangement being adapted to estimate the center of gravity HCG of the trailer, and wherein the towing vehicle comprises a front wheel axle and a rear wheel axle, at least the rear wheel axle being resiliently suspended by a wheel axle. The suspension system and the trailer comprise at least one wheel axle and are coupled to the towing vehicle via a turntable, the arrangement comprising a calculation unit (2) adapted to receive values related to the acceleration ai in the longitudinal direction of the vehicle and to the axle load Ng of the rear wheel axle characterized in that the calculation unit (2) is adapted to - determine the associated values of the axle load Ng for the rear axle of the towing vehicle and the acceleration ai of the vehicle, for a number of different values for the acceleration, - determine a parameter related to a relationship between said determined associated axle values stone Ng and the acceleration ai, - estimate the center of gravity HCG of the trailer by calculations performed according to a predetermined algorithm where said parameter j is included.
    [10]
    The arrangement according to claim 9, wherein the axle load is determined based on output signals from the wheel axle suspension system for the rear wheel axle of the towing vehicle.
    [11]
    The arrangement of claim 9 or 10, wherein said wheel axle suspension system is an air suspension.
    [12]
    The arrangement according to any one of claims 9-11, wherein said parameter j is the direction of a line calculated by linear regression for said associated values of Ng and ai.
    [13]
    The arrangement according to any one of claims 9-12, wherein the acceleration ai must be substantially constant for at least a predetermined time for the value to be included in the calculations of j.
    [14]
    The arrangement according to any one of claims 9-13, wherein the number of associated values for Ng and ai required to calculate j must exceed 10.
    [15]
    The arrangement according to any one of claims 8 to 14, wherein the estimation of the center of gravity HCG is continuous.
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    公开号 | 公开日 | 专利标题
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    同族专利:
    公开号 | 公开日
    EP2828633A1|2015-01-28|
    EP2828633A4|2015-08-12|
    SE536560C2|2014-02-18|
    WO2013141787A1|2013-09-26|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE10053605B4|2000-10-28|2012-08-23|Robert Bosch Gmbh|System and method for determining the center of gravity of a vehicle|
    SE525248C2|2003-02-18|2005-01-11|Scania Cv Ab|Arrangement and method for estimating the center of gravity of a vehicle|
    JP4230961B2|2004-06-04|2009-02-25|富士重工業株式会社|Estimation apparatus and vehicle motion control apparatus using the same|
    DE102004060809A1|2004-12-17|2006-06-29|Daimlerchrysler Ag|Method and device for determining mass-related variables of a vehicle|CN108139289B|2015-10-16|2021-05-04|沃尔沃卡车集团|Method for determining the height of the center of gravity of a vehicle|
    CN106679782A|2017-03-02|2017-05-17|南京理工大学|Vehicle weight measuring method and apparatus based on reduction of suspension|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1200184|2012-03-22|
    SE1250609A|SE536560C2|2012-03-22|2012-06-12|Method and arrangement for estimating the center of gravity of a towed vehicle|SE1250609A| SE536560C2|2012-03-22|2012-06-12|Method and arrangement for estimating the center of gravity of a towed vehicle|
    EP13765165.9A| EP2828633A4|2012-03-22|2013-03-15|Method and arrangement for estimating height of center of gravity for a trailer|
    PCT/SE2013/050266| WO2013141787A1|2012-03-22|2013-03-15|Method and arrangement for estimating height of center of gravity for a trailer|
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