WO2013190570A1 - Système et procédé de répartition de charge - Google Patents

Système et procédé de répartition de charge Download PDF

Info

Publication number
WO2013190570A1
WO2013190570A1 PCT/IN2013/000377 IN2013000377W WO2013190570A1 WO 2013190570 A1 WO2013190570 A1 WO 2013190570A1 IN 2013000377 W IN2013000377 W IN 2013000377W WO 2013190570 A1 WO2013190570 A1 WO 2013190570A1
Authority
WO
WIPO (PCT)
Prior art keywords
load
axle
axles
tyre
vehicle
Prior art date
Application number
PCT/IN2013/000377
Other languages
English (en)
Inventor
Santhosh PATEL
Original Assignee
Volvo India Pvt Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volvo India Pvt Ltd filed Critical Volvo India Pvt Ltd
Publication of WO2013190570A1 publication Critical patent/WO2013190570A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
    • B60G17/0155—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit pneumatic unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B60G17/0185—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method for failure detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/02—Trucks; Load vehicles
    • B60G2300/026—Heavy duty trucks
    • B60G2300/0262—Multi-axle trucks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/50—Pressure
    • B60G2400/52—Pressure in tyre
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B60G2400/61—Load distribution
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/30—Height or ground clearance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/02—Retarders, delaying means, dead zones, threshold values, cut-off frequency, timer interruption
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/984—Tyre Pressure Monitoring Systems

Definitions

  • the invention generally relates to the field of load balancing between axles of a vehicle.
  • the invention provides a load distribution system for a vehicle comprising three or more axles, a plurality of tyres, and one or more suspensions, wherein each axle of the three or more axles is connected with at least one tyre of the plurality of tyres, and wherein at least one suspension of the one or more suspensions is connected with one or more axles of the three or more axles.
  • the load distribution system comprises one or more tyre pressure detection devices, wherein at least one tyre pressure detection device of the one or more tyre pressure detection devices is configured to monitor tyre pressure of one or more tyres of the plurality of tyres.
  • the load distribution system further comprises a control unit configured to control the at least one suspension based on a rolling resistance force at at least one tyre of the plurality of tyres, wherein the control unit is configured to estimate the rolling resistance force based on the tyre pressure of the at least one tyre, and wherein the control unit is configured to control the at least one suspension for distributing a load between at least two axles of the three or more axles.
  • control unit is configured to control the at least one suspension for reducing the rolling resistance force at the at least one tyre of the plurality of tyres.
  • control unit is configured to control the at least one system for reducing a vehicle rolling resistance force, wherein the vehicle rolling resistance force is estimated based on the rolling resistance force at each tyre of the plurality of tyres.
  • control unit is configured to control the at least one suspension for distributing the load between the at least two axles by comparing the tyre pressure of the at least one tyre with a tyre pressure threshold value.
  • control unit is configured to control the at least one suspension for re-distributing the load between the at least two axles.
  • the at least two axles comprise a first rear axle and a second rear axle.
  • the control unit is configured to control the at least one suspension for distributing the load between the first rear axle and the second rear axle.
  • the control unit is configured to control the at least one suspension for reducing the load at one of the first rear axle and the second rear axle.
  • control unit is configured to control the at least one suspension based on an axle- load at at least one axle of the at least two axles and an allowed load limit of the at least one axle.
  • control unit is configured to control the at least one suspension by estimating a change in the rolling resistance force based on one or more of an axle-load at at least one axle of the at least two axles and an estimated axle-load at the at least one axle.
  • control unit is configured to control the at least one suspension by estimating a change in fuel consumption rate based on the estimate of change in the rolling resistance force.
  • control unit is configured to control the at least one suspension by estimating an amount of energy required for controlling the at least one suspension for distributing the load between the at least two axles.
  • control unit is further configured to estimate one or more of a vehicle speed, a vehicle handling information, and a vehicle fuel loss information.
  • control unit is configured to estimate the vehicle speed based on one or more of the tyre pressure, an axle-load at each axle of the three or more axles and the rolling resistance force.
  • the control unit is also configured to estimate the vehicle handling information based on one or more predefined tyre friction models.
  • the control unit is also configured to estimate the vehicle fuel loss information based on an estimate of change in the rolling resistance force, wherein the change in the rolling resistance force is estimated based on one or more of the axle-load at at least one axle of the three or more axles and an estimated axle-load at the at least one axle.
  • the at least one suspension is a pneumatic suspension.
  • the at least one suspension is configured to be controlled for adjusting a position of the vehicle chassis with respect to one or more tyres of the plurality of tyres.
  • the invention provides an electronic control unit configured to generate a load distribution signal for distributing a load between two or more axles of a vehicle comprising three or more axles, wherein the load distribution signal is generated based on a rolling resistance force at at least one tyre of a plurality of tyres of the vehicle.
  • the invention provides a method for distributing a load between two or more axles of a vehicle, the vehicle comprising three or more axles, a plurality of tyres and one or more suspensions, wherein each axle of the three or more axles is connected with at least one tyre of the plurality of tyres, and wherein at least one suspension of the one or more suspensions is connected with one or more axles of the three or more axles of the vehicle.
  • the method comprises monitoring tyre pressure of one or more tyres of the plurality of tyres.
  • the method further comprises controlling the at least one suspension based on a rolling resistance force at at least one tyre of the plurality of tyres, wherein the rolling resistance force is estimated based on the tyre pressure of the at least one tyre, and wherein the at least one suspension is controlled for distributing the load between the two or more axles.
  • estimating the rolling resistance force comprises estimating a change in the rolling resistance force, wherein the change in the rolling resistance force is estimated based on one or more of an axle-load at at least one axle of the two or more axles and an estimated axle-load at the at least one axle.
  • distributing the load between the two or more axles comprises estimating a change in fuel consumption rate, wherein the change in fuel consumption rate is estimated based on the estimate of change in the rolling resistance force.
  • distributing the load between the two or more axles comprises re-distributing the load between the two or more axles.
  • distributing the load between the two or more axles comprises comparing the tyre pressure in at least one tyre of the one or more tyres with a tyre pressure threshold value.
  • distributing the load between the two or more axles comprises comparing an axle-load at at least one axle of the two or more axles with one or more allowed load limits of the at least one axle.
  • distributing the load between the two or more axles comprises estimating an amount of energy required for controlling the at least one suspension for distributing the load between the two or more axles.
  • Figure 1 illustrates a simplified diagram of a load distribution system
  • Figure 2 illustrates a flow diagram of a method for distributing a load between two or more axles in accordance with an embodiment of the invention.
  • a vehicle comprises a vehicle chassis, two or more axles, a plurality of tyres, and one or more suspensions.
  • the load or weight of the vehicle is borne, via the suspensions, by the two or more axles, which in turn transmit the load to the plurality of tyres.
  • the vehicle comprises one or more front axles, which are steerable, and one or more rear axles.
  • Each of these axles can be a drive axle, meaning that the power of an engine is transmitted to the wheels of that axle for forwarding the vehicle, or a non- driven axle.
  • Each axle of the vehicle comprises one or two wheels at a first end, and one or two wheels at a second end.
  • each axle is a rigid axle having an axle beam extending transversally to the vehicle.
  • Each axle beam is connected to the chassis by suspensions, in most cases by a right and by a left suspension having at least respectively a right and a left spring, and a right and left damper.
  • Various embodiments of the invention provide a load distribution system for a vehicle and a method for distributing a load between two or more axles of the vehicle.
  • the term 'load' has been used to refer to one of load of the vehicle, load on one or more axles of the vehicle, load on a tyre of the vehicle and load on a set of tyres of the vehicle.
  • the load on an axle can be the amount of vehicle weight supported by the axle or the tyre.
  • the terms 'distributing' and variants thereof have been used to refer to one of an initial distribution of the load and redistribution of the load. However, these are merely illustrative examples of the terms 'load' and 'distributing' and variants thereof, and do not limit the scope of the invention. Other variants would be apparent to those skilled in the art.
  • FIG. 1 illustrates a simplified diagram of a load distribution system 100 operationally connected with a vehicle in accordance with an embodiment of the invention.
  • the invention provides load distribution system 100 for a vehicle comprising a front axle 102, a first rear axle 104, a second rear axle 106, a plurality of tyres and one or more suspensions.
  • First rear axle 104 is in this example located in front of second rear axle 106.
  • the two rear axles are proximal to one another.
  • the longitudinal distance between the two rear axles is small compared to the distance between the front axle and forwardmost rear axle, for example less than 50% or less than 40%.
  • load distribution system 100 comprises one or more tyre pressure detection devices such as, but not limited to, a tyre pressure detection device 108a, a tyre pressure detection device 108b, and a tyre pressure detection device 108c, and a control unit 110.
  • tyre pressure detection devices such as, but not limited to, a tyre pressure detection device 108a, a tyre pressure detection device 108b, and a tyre pressure detection device 108c, and a control unit 110.
  • Each of the one or more tyre pressure detection devices is configured to monitor tyre pressure of at least one tyre of the plurality of tyres of the vehicle.
  • the pressure of each of the tyres of each axle between which some load distribution is to be altered is measured or estimated through the tyre pressure detecting devices.
  • tyre pressure is considered by control unit 1 10 either individually wheel by wheel, or can be considered collectively for all wheels of the axle, for example through a mean value of the individual tyre pressures.
  • tyre pressure detection device 108b and 108c may be configured to monitor tyre pressure of the tyres respectively of first rear axle 104 and of second rear axle 106.
  • each tyre pressure detection device is a direct Tyre Pressure Detection Device (dTPDD).
  • dTPDD direct Tyre Pressure Detection Device
  • Each dTPDD may be attached either internally or externally with a tyre.
  • the dTPDD may comprise a pressure sensor configured either to transmit data through a wired connection or wirelessly to control unit 110. It will be apparent that when the dTPDD is of a type that needs to be attached internally, the number of dTPDDs used would be equal to the number of tyres.
  • each dTPDD would have to be installed such that each dTPDD sends tyre pressure information of the corresponding tyre to control unit 110.
  • the dTPDD may comprise a central unit operationally connected with a plurality of sensors.
  • each tyre of the vehicle is attached with at least one sensor of the plurality of sensors.
  • the at least one sensor sends the tyre pressure information of the corresponding tyre to the central unit.
  • the central unit of the dTPDD accordingly communicates the tyre pressure of each tyre to control unit 1 10.
  • each tyre pressure detection device is an indirect Tyre Pressure Detection Device (iTPDD).
  • iTPDD is configured to monitor one or more of rotation speed of a wheel and/or a tyre and one or more wheel and/or tyre signals. Further, each iTPDD is attached externally with one or more tyres of the vehicle to monitor one or more of said rotation speeds and signals.
  • An under-inflated tyre typically has a relatively smaller diameter and a relatively higher angular velocity than a correctly inflated tyre. The differences in the corresponding parameters can be measured and used to determine whether a particular tyre is correctly inflated or not.
  • Said parameters can be monitored through one or more wheel speed sensors, which can be operationally connected with each iTPDD to enable said monitoring.
  • the wheel speed sensors may be already present on one or more of an anti-lock braking system and a suspension of the vehicle.
  • Each tyre pressure detection device is also configured to transmit the tyre pressure of the corresponding tyre or the corresponding set of tyres to control unit 110.
  • Each tyre pressure detection device is operationally connected with control unit 110 for
  • tyre pressure detection device 108a may be operationally connected with control unit 1 10 for transmitting the tyre pressure of front tyre 112.
  • each tyre pressure detection device is connected with control unit 1 10 via a wired connection using one or more wires and other suitable connecting components.
  • wired connection may comprise a databus, such as a CAN-bus.
  • each tyre pressure detection device is connected with control unit 110 wirelessly, wherein each tyre pressure detection device is configured to wirelessly transmit the tyre pressure or an information allowing control unit 110 to determine or estimate this tyre pressure.
  • each tyre pressure detection device may be configured to continuously or quasi continuously (for example several times per second) monitor and transmit the tyre pressure to control unit 110.
  • each tyre pressure detection device may be configured to monitor and transmit the tyre pressure at regular intervals of time.
  • tyre pressure detection device 108a may be configured to monitor and transmit the tyre pressure of front tyre 1 12 after every minute or after every 10 minutes.
  • Control unit 1 10 is configured to control at least one suspension of the one or more suspensions of the vehicle based on the tyre pressure of at least one tyre of the plurality of tyres, in view of minimizing the total rolling resistance of the vehicle.
  • Control unit 110 may be an electronic control unit configured to receive one or more signals from one or more tyre pressure detection devices. The electronic control unit may also be configured to process the received signals. In addition, the electronic control unit may be configured to transmit the processed signals to the at least one suspension or suspension control unit to control the at least one suspension. Alternately, control unit 110 may be a microprocessor configured to control the at least one suspension based on the tyre pressure signals. Further, in accordance with various embodiments of the invention, control unit 1 10 is installed at a suitable position on the vehicle for controlling the at least one suspension.
  • Control unit 110 may be operationally connected with the one or more
  • control unit 110 is configured to control the at least one suspension for adjusting a position of the vehicle chassis or body with respect to one or more tyres of the vehicle, especially for adjusting a height of the chassis or body compared to the wheels or tyres of a given axle.
  • the at least one suspension may accordingly be a suspension which can be controlled for adjusting the position of the vehicle chassis or body with respect to the one or more tyres.
  • each of the one or more suspensions is a pneumatic suspension comprising suspension units such as a right suspension unit 114a for first rear axle 104, a left suspension unit 1 14b for first rear axle 104, a right suspension unit 114c for second rear axle 106 and a left suspension unit 114d for second rear axle 106.
  • Each suspension unit listed above comprises one or several air bellows.
  • control unit 110 is configured to control at least one of the one or more pneumatic suspensions by controlling the air pressure within the air bellows.
  • air bellows are controlled using a pneumatic system comprising a central air pump and one or more control valves, wherein the pneumatic system regulates the air pressure within different air bellows of the vehicle through the control valves.
  • control unit 1 10 may be configured to control the pneumatic system to control the air pressure within one or more air bellows. It should be noted that the invention is not limited to the use of such air bellows as suspension units.
  • control unit 110 is configured so that the control of the at least one suspension comprises comparing the tyre pressure of at least one tyre of the plurality of tyres with a tyre pressure threshold value.
  • control unit 110 is configured to control the at least one suspension if the tyre pressure of the at least one tyre is less than or equal to the tyre pressure threshold value.
  • the tyre pressure threshold value may be pre-fed to control unit 1 10, and may be decided based on impact of tyre pressure changes on vehicle performance and fuel consumption. Otherwise, control of the suspension may be performed without this first step of comparing.
  • control unit 110 is configured to control the at least one suspension for distributing the load between a first rear axle 104 and a second rear axle 106 of the vehicle.
  • control unit 110 is configured to control one or more of suspension unit 1 14a, suspension unit 114b, suspension unit 114c and suspension unit 114d for distributing the load between first rear axle 104 and second rear axle 106.
  • control unit 110 is configured to control the at least one suspension based on a rolling resistance force at at least one tyre of the plurality of tyres.
  • control unit 110 may be configured to control the at least one suspension based on the rolling resistance force at one or more of a tyre 116a, a tyre 116b, a tyre a 116c, a tyre 116d, a tyre 1 16e, a tyre 116f, a tyre 1 16g and a tyre 116h.
  • control unit 1 10 is configured to control the at least one suspension in such a way that a rolling resistance force at at least one tyre of the plurality of tyres is minimized.
  • control unit 110 is configured to control the at least one suspension in such a way that a total vehicle rolling resistance force occurring at each vehicle tyre is minimized.
  • tyre or vehicle rolling resistance will be minimized only to a certain extent, due for example to technical or regulatory constraints.
  • control unit 110 is configured to estimate the rolling resistance force at each tyre, or at least at each axle, based on the following equation (1):
  • Fx n f(P,V) x Fz n (1)
  • Fx n rolling resistance force at tyre number n (or at a given axle)
  • Fz n load at tyre number n (or at a given axle)
  • P represents tyre pressure of tyre number n (or the mean pressure for the tyres of a given axle)
  • V represents speed of the vehicle.
  • the output of Fx n is a constant C, wherein constant 9(C) is a function of (P,V, Fz n ) and varies linearly depending on the tyre pressure, vehicle speed and tyre load.
  • control unit 110 is configured to receive 'Fz n ' for use in equation (1) from one or more load sensors (not illustrated) of the vehicle.
  • Each load sensor may be configured to measure and transmit the load of a corresponding tyre or of a given axle to control unit 1 10.
  • a load sensor may be attached with front tyre 112 or to a front suspension to measure the load at front tyre 112.
  • control unit 1 10 may be configured to receive 'V for use in equation (1) from a speed sensor (not illustrated) of the vehicle.
  • Control unit 1 10 may be configured to use the received load and vehicle speed information along with the tyre pressure for estimating the rolling resistance force using equation (1).
  • load on a given axle and therefore load on a given tyre, i.e. the amount of vehicle weight supported by the axle or the tyre, can be derived from the pressure in the air bellows of a pneumatic suspension.
  • control unit 1 10 is configured to distribute the load between first rear axle 104 and second rear axle 106 based on an estimate of change in the rolling resistance force at one or more tyres of the plurality of tyres of the vehicle.
  • the change in rolling resistance force at a tyre may be calculated using equation (1), by varying the value of Fz n .
  • the current load at a second rear axle 106 for example a drive axle
  • the current load at a first rear axle 104 which can be named a pusher axle
  • the tyre pressure of one or more tyres connected to the pusher axle is below the required pressure, then it may be desired to transfer load from the pusher axle to the drive axle so as to reduce the overall vehicle rolling resistance.
  • equation (1) can be used to obtain the two
  • Control unit 110 may also be configured to compute the change in the rolling resistance force at the corresponding tyre. In the above example, control unit 110 may be configured to estimate the change in the rolling resistance force by calculating the rolling resistance force using the two values of Fz n i.e. 10000 and 9000 kilograms respectively. In accordance with the embodiment, control unit 110 may be configured to estimate a tentative load at the tyre for estimating the change in the rolling resistance force.
  • control unit 110 is configured to distribute the load between first rear axle 104 and second rear axle 106 based on a vehicle rolling resistance force.
  • control unit 1 10 is configured to calculate the vehicle rolling resistance force based on the following equation (2):
  • TFx Fxi + Fx 2 + Fx 3 + + Fx n (2) wherein, TFx represents the vehicle rolling resistance force; and Fxj's represent rolling resistance force at tyre number i, wherein i's range from 1 to n, and wherein n represents the number of tyres of the vehicle.
  • control unit 110 is configured to distribute the load between first rear axle 104 and second rear axle 106 by estimating a change in the vehicle rolling resistance.
  • the change in the vehicle rolling resistance force may be estimated using equations (1) and (2) and substituting the value of Fxj's for each tyre.
  • control unit 110 computes a first value of the vehicle rolling resistance force based on the load at each tyre.
  • control unit 110 computes a second value of the vehicle rolling resistance force based on a tentative load at each tyre of the vehicle.
  • control unit 110 computes the change in the vehicle rolling resistance force by calculating the difference in the first and second value of the vehicle rolling resistance force.
  • control unit 110 calculates values of axle load, or of individual tyre loads for which the vehicle rolling resistance force is minimized. Subsequently, control unit 110 controls the at least one suspension to obtain in effect those axle or tyre load values.
  • the calculation may involve calculating the load distribution at each axle for different values of load at one axle, then calculating the corresponding rolling resistance force, and then determining the lowest value of rolling resistance force.
  • control unit 1 10 may calculate a tentative load distribution at each axle by making an initial assumption that the load of an underinflated axle is reduced by a certain amount. This can be achieved by applying the laws of static equilibrium, taking into account the distance between the axles and the weight distribution along the length of the vehicle.
  • control unit 110 may calculate the corresponding rolling resistance force at each axle or at least at the underinflated axle. The calculation can be repeated for several assumptions of reduced load at the underinflated axle. The minimum value of rolling resistance force will determine the optimal new tentative load at each axle.
  • control unit 110 may control the at least one suspension to obtain in effect those axle or tyre load values. If the optimal tentative load is not possible or allowable, then another load distribution value, less optimal but more favorable than the current load distribution, is implemented by control unit 1 10.
  • control unit 110 could optionally be configured to distribute the load between first rear axle 104 and second rear axle 106 if the estimate of change in the vehicle rolling resistance force is greater than or equal to a change threshold value.
  • the change threshold value may be pre-fed to control unit 1 10. Further, the change threshold value may be set depending on the desired change in the fuel consumption rate of the vehicle. Since a change in the vehicle rolling resistance force leads to a changed vehicle fuel consumption rate, it may be advantageous to set the change threshold value based on an estimate of change in the fuel consumption rate due to the change in the vehicle rolling resistance force.
  • control unit 1 10 is configured to estimate a change in fuel consumption rate of the vehicle based on the estimate of change in the vehicle rolling resistance force.
  • control unit 110 is configured to distribute the load between first rear axle 104 and second rear axle 106 if the estimated change in the fuel consumption rate is greater than or equal to a fuel consumption threshold value.
  • control unit 110 determines the fuel consumption rate based on the following equation (3):
  • Fcr (TFd - TFx)/3 (3)
  • Fcr represents the fuel consumption rate depending on an average vehicle speed
  • TFd represents the desired vehicle rolling resistance force for given vehicle speed
  • TFx represents the actual vehicle rolling resistance force due to inflated tyre pressure and for a given vehicle speed.
  • the average vehicle speed can be provided to control unit 110 after predetermined time intervals such as for example after every minute or 5 minutes.
  • Equation (3) is based on the simplified assumption that rolling resistance accounts for one third of the fuel consumption rate.
  • fuel consumption rate can be determined according to other formulas and/or measurements.
  • control unit 1 10 is configured to estimate the change in the vehicle rolling resistance force based on a tentative load at each of first rear axle 104 and second rear axle 106.
  • control unit 110 is configured to estimate the tentative load at one or more rear axles based on an axle-load at one of the rear axles, and an allowed load limit of at least one rear axle.
  • control unit 110 is configured to estimate the tentative load at first rear axle 104 and second rear axle 106 based on the axle-load at one or more of first rear axle 104 and second rear axle 106 and the allowed load limit at one of first rear axle 104 and second rear axle 106.
  • governmental authorities prescribe load limits for axle loading as a safety precaution and/or in view of minimizing the damage to road. For example, the transportation authority may prescribe that the load on a given axle of a truck should not exceed 8000 kilograms. Allowed load limits may not necessarily imply the load limits prescribed by governmental authorities, and may refer to load limits prescribed by other regulatory or safety authorities.
  • allowed load limits may imply a safety limit prescribed by a third party or even by the vehicle manufacturer, especially in view of the maximum load for which an axle is designed. In any of the abovementioned scenarios, it would be beneficial to keep the load on an axle below the allowed load limit for that axle.
  • control unit 1 10 is configured to receive the axle-load from one or more load sensors (not illustrated) corresponding to each axle of the vehicle, or corresponding at least to two of said axles.
  • Each load sensor may be configured to measure and transmit the axle-load at the corresponding axle to control unit 110.
  • the allowed load limit for each axle may be pre-fed to control unit 1 10.
  • control unit 110 is configured to estimate a tentative load at each axle by first calculating an amount of load that can be transferred from or to each axle. Accordingly, control unit 1 10 is configured to calculate the amount of load that can be transferred by calculating the difference between the axle-load and the allowed load limit on each axle. In an embodiment, control unit 110 is configured to calculate the amount of load which can be transferred to an axle based on the following equation (4):
  • AL ALL - AXL (4) wherein AL represents the amount of load that can be transferred to the axle, ALL represents the allowed load limit for the axle, and AXL represents the axle-load at the axle.
  • control unit 110 is configured to estimate the tentative load at each axle based on the amount of load that can be transferred from or to each axle.
  • control unit 110 is configured to estimate the tentative load at first rear axle 104 and second rear axle 106 based on the following equations (5) and (6):
  • TL104 AXL104 - AL106 (5)
  • TL106 AXL106 + AL106 (6)
  • TL104 and TL106 represent the tentative loads at first rear axle 104 and second rear axle respectively
  • AXL104 and AXL106 represent the axle-load at first rear axle 104 and second rear axle 106 respectively
  • AL106 represents the AL derived for second rear axle 106 using equation (4). It would be apparent that in this tentative load distribution, the load at first rear axle 104 is reduced by an amount AL106 and the load at second rear axle 106 is increased by the same amount that is AL106.
  • control unit 1 10 may utilize equations (5) and (6) to compute the tentative load.
  • Equations (5) and (6) represent an approximation that may yield acceptable results under certain conditions, for example conditions relating to a certain vehicle geometry, especially related to the respective locations of the various axles.
  • Those skilled in the art can derive more refined approximations of the tentative load distribution based on the laws of static equilibrium.
  • Control unit 1 10 may alternately be configured to estimate the tentative load at first rear axle 104 and second rear axle 106 using the following equations (7) and (8):
  • TL104 AXL104 + AL104 (7)
  • TL106 AXL106 - AL104 (8) wherein, TL104 and TL106 represent the tentative loads at first rear axle 104 and second rear axle respectively; AXL104 and AXL106 represent the axle-load at first rear axle 104 and second rear axle 106 respectively and AL104 represents the AL derived for first rear axle 104 using equation (4).
  • Control unit 110 may be configured to use one of equations (5) and (6) and equations (7) and (8) for estimating the tentative load at first rear axle 104 and second rear axle 106 based on the tyre pressure.
  • control unit 110 may be configured to use equations (5) and (6) if the tyre pressure of at least one tyre connected with first rear axle 104 is below the tyre pressure threshold value. It would be apparent that a distribution based on values obtained using one or more equations (5), (6), (7) and (8) would cause one or more of the corresponding axles to be loaded at their respective load limits. Also, such a distribution would normally be beneficial in case there is a severe pressure loss. In case of a minor pressure loss, control unit 1 10 is configured to obtain the optimal rolling resistance force, wherein axles are not loaded at the maximum load limit but at a load where the load distribution is optimal or at least near optimal for minimizing the vehicle rolling resistance force.
  • control unit 110 is configured to distribute the load between first rear axle 104 and second rear axle 106 based on the estimated tentative loads at first rear axle 104 and second rear axle 106. In an embodiment, control unit is configured to distribute the load between first rear axle 104 and second rear axle 106 based on an amount of energy required for controlling the at least one suspension for distributing the load between said axles. In accordance with the embodiment, control unit 110 is configured to estimate the amount of energy required to modulate the air pressure within suspension units such as suspension unit 1 14a, suspension unit 114b, suspension unit 1 14c and suspension unit 114d, for distributing the load between first rear axle 104 and second rear axle 106. In addition, control unit 110 is configured to distribute the load between first rear axle 104 and second rear axle 106 if the amount of energy required to control the at least one suspension is below a suspension control threshold value. The suspension control threshold value may be pre-fed to control unit 110.
  • control unit 110 may be further configured to estimate one or more of a vehicle speed, a vehicle handling information, and a vehicle fuel loss information.
  • control unit 1 10 is configured to estimate the vehicle speed based on one or more of the tyre pressure, an axle-load at each axle of the three axles and the rolling resistance force at each tyre of the plurality of tyres.
  • the vehicle speed is estimated by estimating a compensation factor for vehicle speed based on the tyre pressure and axle-load.
  • a sensor (not illustrated) is attached with the gearbox of the vehicle, wherein the sensor is configured to transmit wheel circumference to control unit 110.
  • control unit 1 10 is configured to derive the vehicle speed based on the compensation factor.
  • control unit 110 is configured to estimate the compensation factor using the following equation (9): n x Rl x R2 x 1000
  • W/K represents the compensation factor
  • n represents the number of teeth of the gearbox wheel per output shaft cogs
  • Rl represents wheel ratio of a rear wheel
  • R2 represents an axle ratio of a rear axle
  • L represents the wheel circumference in meters
  • a represents the correction factor derived based on the axel load and tyre pressure
  • control unit 1 10 is configured to estimate the vehicle handling , information based on one or more predefined tyre friction models.
  • control unit 110 may be configured to estimate the vehicle handling information based on Dugoff s tyre friction model, wherein a lateral tyre force on a tyre may be derived using the following equation (10) given by Guntur R. and Shankar S. in "A friction circle concept for Dugoff s tyre friction model", International Journal of Vehicle Design, Volume 1, No.4, Pages 373-377, 1980:
  • control unit 1 10 is configured to estimate the vehicle fuel loss information based on an estimate of change in the rolling resistance force.
  • control unit 110 is configured to estimate the vehicle fuel loss information based on the following equation (12):
  • Vfl Fcr x Nkm (12) wherein, Vfl represents the total vehicle fuel loss, Fcr is the fuel consumption rate calculated using equation (3), and Nkm represents the number of kilometers the vehicle has been driven with inflated tyre.
  • Control unit 1 10 may optionally transmit one or more of the estimated vehicle speed, vehicle handling information and the vehicle fuel loss information to a display unit (not illustrated) of the vehicle. Control unit 1 10 may accordingly be connected with the display unit for enabling the transmission.
  • the display unit may be configured to render one or more of the estimated vehicle speed, the estimated vehicle handling information and the estimated vehicle fuel loss information based on the information received from control unit 1 10.
  • the display unit may be appropriately positioned on the vehicle such that the information rendered on the display unit may be readily accessible to an operator of the vehicle.
  • control unit 1 10 may be suitably configured to distribute the load between multiple axles of the plurality of axles of the trailer trucks.
  • control unit 1 10 may be used for vehicles comprising three axles, numerous modifications in the application and configuration of control unit 1 10 would be apparent to the skilled artisans. For example, it may be possible to embed the
  • control unit 1 10 into an existing component of the vehicle such as an engine or drive control component, thereby eliminating the requirement of an extra component for distributing the load.
  • control unit 1 10 is not mounted within the vehicle, and is located at a separate location, wherein control unit 1 10 is operationally connected to the vehicle via a network.
  • a suitable component of the vehicle may be configured to receive the tyre pressure and other required information, which is then transmitted over the network to control unit 110.
  • Some vehicles are equipped with tyre pressure detection devices. In such vehicles, control unit 1 10 suffices for distributing the load between axles of the vehicle.
  • control unit 110 may be configured to receive the tyre pressure information of each tyre from the tyre pressure detection devices on the vehicle.
  • control unit 110 may be configured to generate and transmit a load distribution signal to the at least one suspension for distributing the load.
  • control unit 110 receives the required information for controlling the at least one suspension.
  • Figure 2 illustrates a flow diagram of a method for distributing a load between two or more axles of vehicle in accordance with an embodiment of the invention. Various steps of the method may be implemented using one or more components of load distribution system 100 described in detail in conjunction with the description of figure 1.
  • the invention provides the method for a vehicle comprising three axles, a plurality of tyres and one or more suspensions.
  • tyre pressure of one or more tyres of the plurality of tyres is monitored.
  • the tyre pressure of the one or more tyres may be monitored using one or more tyre pressure detection devices such as, but not limited to, tyre pressure detection device 108a, tyre pressure detection device 108b and tyre pressure detection device 108c.
  • the tyre pressure of the one or more tyres is monitored continuously or quasi continuously (for example several times per second).
  • the tyre pressure of the one or more tyres is monitored at regular intervals of time for example after every minute or after every 10 minutes.
  • the tyre pressure of the one or more tyres is compared with a tyre pressure threshold value.
  • control unit 110 compares the tyre pressure of each of the one or more tyres with the tyre pressure threshold value.
  • step 202 is repeated, that is, step 204 is performed after receiving the next tyre pressure information.
  • a vehicle rolling resistance force is estimated using equations (1) and (2) described in detail in conjunction with the description of figure 1.
  • estimating the vehicle rolling resistance force comprises estimating the change in the vehicle rolling resistance force.
  • control unit 1 10 estimates the change in the vehicle rolling resistance force.
  • step 208 the estimate of change in the vehicle rolling resistance force is compared with a change threshold value. If the estimated change in the vehicle rolling resistance force is less than the change threshold value, then step 202 is repeated, that is steps 204 and 206 are repeated after receiving the next tyre pressure information.
  • a tentative load at the one or more axles is estimated.
  • the tentative load can be estimated starting from a current load distribution.
  • laws of static equilibrium can be used to estimate the tentative load at each of the one or more axles.
  • a change in fuel consumption rate is estimated based on the estimated change in the vehicle rolling resistance force.
  • step 202 is repeated, that is steps 204, 206 and 208 are repeated after receiving the next tyre pressure information.
  • step 208 the change in fuel consumption rate based on the updated tyre pressure information is calculated. If the estimated change in fuel consumption rate is greater than or equal to the fuel consumption threshold value, then the tentative load at the one or more axles is estimated.
  • estimating tEe tentative load on the one or more axles comprises estimating the tentative load at a first rear axle and a second rear axle of the vehicle.
  • control unit 110 estimates the tentative load at each axle based on one or more of equations (4), (5), (6), (7) and (8) described in detail in conjunction with the description of figure 1.
  • control unit 110 estimates the tentative load at the first rear axle and the second rear axle using one or more of said equations (4), (5), (6), (7) and (8).
  • control unit 1 10 selects one or more said equations (4), (5), (6), (7) and (8) based on the comparison of the tyre pressure of the one or more tyres with the tyre pressure threshold value.
  • Equations (5) and (6) represent an approximation that may yield acceptable results under certain conditions, for example conditions relating to a certain vehicle geometry, especially related to the respective locations of the various axles. Those skilled in the art can derive more refined approximations of the tentative load distribution based oh the laws of static equilibrium. Likewise, equations (7) and (8) represent another approximation that may yield acceptable results under certain conditions.
  • Control unit 1 10 may alternately estimate the tentative load distribution at each axle by determining values of axle, or of individual tyre loads, for which the vehicle rolling resistance force is minimized. The estimation may involve calculating the load distribution at each axle for different values of load at one axle, then calculating the corresponding rolling resistance force, and then determining the lowest value of vehicle rolling resistance force.
  • control unit 110 may calculate a tentative load distribution at each axle by making an initial assumption that the load of an underinflated axle is reduced by a certain amount. This can be achieved by applying the laws of static equilibrium, taking into account the distance between the axles and the weight distribution along the length of the vehicle.
  • control unit 1 10 may calculate the corresponding rolling resistance force at each axle or at least at the underinflated axle. The calculation can be repeated for several assumptions of reduced load at the underinflated axle. The minimum value of rolling resistance force will determine the optimal new tentative load at each axle. If the axle load values are possible or allowable when taking into account other constraints, such as technical and .
  • control unit 110 may control the at least one suspension to obtain in effect those axle or tyre load values. If the optimal tentative load is not possible or allowable, then another load distribution value, less optimal but more favorable than the current load distribution, is implemented by control unit 1 10.
  • control unit 110 controls at least one suspension of the one or more suspensions for distributing the load between the first rear axle and the second rear axle in such a way that a rolling resistance force at at least one tyre of the plurality of tyres is minimized.
  • control unit 110 is configured to control the at least one suspension in such a way that a total vehicle rolling resistance force occurring at each vehicle tyre is minimized.
  • tyre or vehicle rolling resistance will be minimized only to a certain extent, due for example to technical or regulatory constraints.
  • control unit 110 controls the at least one suspension for distributing the load between the first rear axle and the second rear axle by estimating the amount of energy required for controlling the at least one suspension.
  • control unit 1 10 controls the at least one suspension if the estimated amount of energy required for controlling the at least one suspension is less than a suspension control threshold value.
  • the method further comprises the step of estimating one or more of a vehicle speed information, a vehicle handling information and a fuel loss information.
  • the vehicle speed information is estimated by calculating a vehicle speed compensation factor using equation (9) described in detail in conjunction with the description of figure 1.
  • the vehicle handling information is calculated using equations (10) and (1 1) described in detail in conjunction with the description of figure 1.
  • control unit 110 is configured to estimate one or more of the vehicle speed information, the vehicle handling information and the fuel loss information.
  • the method may further include transmitting one or more of the estimated vehicle speed information, the estimated vehicle handling information and the estimated fuel loss information to a display of the vehicle.
  • control unit 1 10 transmits one or more of the estimated vehicle speed information, the estimated vehicle handling information and the estimated fuel loss information to the display.
  • the method may also include rendering the estimated vehicle speed information, the estimated vehicle handling information and the estimated fuel loss information over the display to an operator of the vehicle.
  • the criteria for distributing the load between the axles of the vehicle may be varied according to the desired change in vehicle performance.
  • the method may be used to distribute the load between the axles of the vehicle if the tyre pressure in any one of the tyres of the vehicle is above a tyre pressure threshold value.
  • the load distribution system and method of the invention has numerous advantages. Firstly, the distribution of load between the axles of the vehicle is based on various factors such as, but not limited to, vehicle rolling resistance force and fuel consumption rate. Accordingly, the distribution of load may be optimal or near optimal, thereby leading to improved vehicle performance and fuel economy. In addition, the distribution of load may be helpful in extending the life of various vehicle components such as, but not limited to, tyres and axles. It would be apparent that reducing load on an axle comprising incorrectly inflated tyres would not just rectify the load on the incorrectly inflated tyres, but would also lead to better vehicle performance and fuel economy.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention porte sur un système et sur un procédé de répartition de charge pour répartir une charge entre deux ou plusieurs essieux d'un véhicule. Le système de répartition de charge comprend un ou plusieurs dispositifs de détection de pression de pneu, au moins un dispositif de détection de pression de pneu du ou des dispositifs de détection de pression de pneu étant configuré de façon à contrôler une pression de pneu d'un ou de plusieurs pneus de la pluralité de pneus. Le système de répartition de charge comprend de plus une unité de commande configurée de façon à commander la ou les suspensions sur la base d'une force de résistance au roulement d'au moins un pneu de la pluralité de pneus, l'unité de commande étant configurée de façon à estimer la force de résistance au roulement sur la base de la pression de pneu du ou des pneus, et l'unité de commande étant configurée de façon à commander la ou les suspensions de façon à répartir une charge entre au moins deux essieux des trois essieux ou davantage.
PCT/IN2013/000377 2012-06-22 2013-06-18 Système et procédé de répartition de charge WO2013190570A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN2477/CHE/2012 2012-06-22
IN2477CH2012 2012-06-22

Publications (1)

Publication Number Publication Date
WO2013190570A1 true WO2013190570A1 (fr) 2013-12-27

Family

ID=49001021

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IN2013/000377 WO2013190570A1 (fr) 2012-06-22 2013-06-18 Système et procédé de répartition de charge

Country Status (1)

Country Link
WO (1) WO2013190570A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9855843B2 (en) 2016-02-24 2018-01-02 Cnh Industrial America Llc System and method for controlling the speed of a track-driven work vehicle based on monitored loads to avoid track overheating
US10017035B2 (en) 2016-02-24 2018-07-10 Cnh Industrial America Llc System and method for controlling a multi-axle work vehicle based on axle loading
SE1751630A1 (en) * 2017-12-22 2019-06-23 Scania Cv Ab Method and a control arrangement for controlling vehicle operation comprising axle load control of at least one vehicle during vehicle operation
WO2019199380A1 (fr) * 2018-04-12 2019-10-17 Exxonmobil Research And Engineering Company Système pour alertes de performance de pneu et remédiation assistée
EP3778332A1 (fr) * 2019-08-13 2021-02-17 TuSimple, Inc. Détermination de distribution de poids de véhicule
CN115048720A (zh) * 2022-06-14 2022-09-13 合众新能源汽车有限公司 一种多轴车辆悬架力调整方法及装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10029282A1 (de) * 2000-06-14 2001-12-20 Bosch Gmbh Robert Verfahren und Vorrichtung zur Ermittlung des Beladungszustandes eines Fahrzeugs
US20070296173A1 (en) * 2004-10-18 2007-12-27 Volvo Lastvagnar Ab Axle load control system and a wheel base adjustment system
EP2366562A1 (fr) * 2010-03-01 2011-09-21 Scania CV AB Procédé et système d'amélioration de la manýuvrabilité d'un véhicule à moteur

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10029282A1 (de) * 2000-06-14 2001-12-20 Bosch Gmbh Robert Verfahren und Vorrichtung zur Ermittlung des Beladungszustandes eines Fahrzeugs
US20070296173A1 (en) * 2004-10-18 2007-12-27 Volvo Lastvagnar Ab Axle load control system and a wheel base adjustment system
EP2366562A1 (fr) * 2010-03-01 2011-09-21 Scania CV AB Procédé et système d'amélioration de la manýuvrabilité d'un véhicule à moteur

Non-Patent Citations (4)

* Cited by examiner, † Cited by third party
Title
E. M. NEGRUS ET AL: "Rolling resistance force", EUROPEAN TYRE SCHOOL, MODULE 8 - TESTING AND EVALUATION OF TYRE LIKE COMPONENT PART OF MOTOR VEHICLE, 1 January 2001 (2001-01-01), pages 1 - 7, XP055079218, Retrieved from the Internet <URL:https://www.tut.fi/ms/muo/tyreschool/moduulit/moduuli_8/hypertext_1/3/3_3.html> [retrieved on 20130913] *
EDWARD M. KASPRZAK; KEMPER E. LEWIS; DOUGLAS L. MILLIKEN: "Inflation Pressure effect in the nondimentional tyre model", SAE INTERNATIONAL, 2006-01-3607
EL TANNOURY C ET AL: "A variable structure observer for an on-line estimation of a tyre rolling resistance and effective radius", VARIABLE STRUCTURE SYSTEMS (VSS), 2012 12TH INTERNATIONAL WORKSHOP ON, IEEE, 12 January 2012 (2012-01-12), pages 167 - 172, XP032125729, ISBN: 978-1-4577-2066-6, DOI: 10.1109/VSS.2012.6163496 *
GUNTUR R.; SHANKAR S.: "A friction circle concept for Dugoff tyre friction model", INTERNATIONAL JOURNAL OF VEHICLE DESIGN, vol. 1, no. 4, 1980, pages 373 - 377

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9855843B2 (en) 2016-02-24 2018-01-02 Cnh Industrial America Llc System and method for controlling the speed of a track-driven work vehicle based on monitored loads to avoid track overheating
US10017035B2 (en) 2016-02-24 2018-07-10 Cnh Industrial America Llc System and method for controlling a multi-axle work vehicle based on axle loading
CN111479742A (zh) * 2017-12-22 2020-07-31 斯堪尼亚商用车有限公司 用于控制包括在车辆操作期间对至少一个车辆进行轴负载控制的车辆操作的方法和控制设备
WO2019125286A1 (fr) * 2017-12-22 2019-06-27 Scania Cv Ab Procédé et arrangement de commande pour commander le fonctionnement d'un véhicule comprenant la commande de la charge d'essieu d'au moins un véhicule pendant le fonctionnement du véhicule
SE541394C2 (en) * 2017-12-22 2019-09-10 Scania Cv Ab Method and a control arrangement for controlling vehicle operation comprising axle load control of at least one vehicle during vehicle operation
SE1751630A1 (en) * 2017-12-22 2019-06-23 Scania Cv Ab Method and a control arrangement for controlling vehicle operation comprising axle load control of at least one vehicle during vehicle operation
CN111479742B (zh) * 2017-12-22 2023-08-04 斯堪尼亚商用车有限公司 用于控制车辆操作的方法和控制设备
WO2019199380A1 (fr) * 2018-04-12 2019-10-17 Exxonmobil Research And Engineering Company Système pour alertes de performance de pneu et remédiation assistée
EP3778332A1 (fr) * 2019-08-13 2021-02-17 TuSimple, Inc. Détermination de distribution de poids de véhicule
US11441937B2 (en) 2019-08-13 2022-09-13 Tusimple, Inc. Vehicle weight distribution determination
EP4321404A1 (fr) * 2019-08-13 2024-02-14 TuSimple, Inc. Détermination de distribution de poids de véhicule
US12000727B2 (en) 2019-08-13 2024-06-04 Tusimple, Inc. Vehicle weight distribution determination
CN115048720A (zh) * 2022-06-14 2022-09-13 合众新能源汽车有限公司 一种多轴车辆悬架力调整方法及装置

Similar Documents

Publication Publication Date Title
US11524543B2 (en) Systems and methods for determining vehicle characteristics
WO2013190570A1 (fr) Système et procédé de répartition de charge
US8188385B2 (en) Determination of the mass of a vehicle
EP3204275B1 (fr) Système et procédé permettant de déterminer si une remorque est fixée à un véhicule
US9211774B2 (en) Vehicle load management
US9950702B2 (en) Method for stabilizing the driving behavior of a tractor-trailer combination and vehicle movement dynamics control device
US20070129865A1 (en) Vehicle height controlling suspension apparatus having signal-freeze determining function and vehicle height control method thereof
US20090119000A1 (en) Method and Device for Determining Mass-Related Variables of a Vehicle
US11912351B2 (en) Steering control device and steering device
US20090218881A1 (en) Fluid pressure control device
US11618295B2 (en) Electronic suspension control system for a vehicle
US20060178799A1 (en) Enhanced roll control system
CN116745148A (zh) 高精度车辆荷载计算
KR101228291B1 (ko) 인텔리전트 타이어 모니터링 시스템
US11338676B2 (en) Load sensing system for a vehicle and method of inhibiting vehicle movement based on sensed load
AU2005307153A1 (en) Method and computer program for distributing load between axles of a vehicle
EP2199123A1 (fr) Système de commande de suspensions pneumatiques d&#39;un véhicule fourni avec au moins un pont moteur et au moins un essieu supplémentaire avec une charge symétrique sur chaque essieu
CA3088369A1 (fr) Systeme de commande de suspension electronique pour un vehicule
US9597950B2 (en) Traction system and a method for controlling said traction system
EP2294370B1 (fr) Procédé et dispositif pour commander une fonction d&#39;un véhicule
KR101879118B1 (ko) 공기입 타이어의 공기압제어 장치
US20210276538A1 (en) Device and method for controlling wheel slip of vehicle
KR20170112040A (ko) 전자제어현가장치의 전자제어유닛 장착 판별장치 및 그 방법
KR101260334B1 (ko) 차량의 주행 제어 장치 및 그 제어 방법
KR20100104546A (ko) 타이어 공기압력 모니터링 시스템 및 그 모니터링 방법

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13750742

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 13750742

Country of ref document: EP

Kind code of ref document: A1