CA2670492A1 - System for indicating the state of loading of a vehicle - Google Patents
System for indicating the state of loading of a vehicle Download PDFInfo
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- CA2670492A1 CA2670492A1 CA002670492A CA2670492A CA2670492A1 CA 2670492 A1 CA2670492 A1 CA 2670492A1 CA 002670492 A CA002670492 A CA 002670492A CA 2670492 A CA2670492 A CA 2670492A CA 2670492 A1 CA2670492 A1 CA 2670492A1
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- Prior art keywords
- controller
- vehicle
- suspension
- suspension component
- angle
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Classifications
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- 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
- B60G17/019—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 type of sensor or the arrangement thereof
- B60G17/01908—Acceleration or inclination sensors
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- 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
- B60G17/017—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 use when the vehicle is stationary, e.g. during loading, engine start-up or switch-off
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B21/00—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant
- G01B21/22—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring angles or tapers; for testing the alignment of axes
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B7/00—Measuring arrangements characterised by the use of electric or magnetic techniques
- G01B7/003—Measuring arrangements characterised by the use of electric or magnetic techniques for measuring position, not involving coordinate determination
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B7/00—Measuring arrangements characterised by the use of electric or magnetic techniques
- G01B7/30—Measuring arrangements characterised by the use of electric or magnetic techniques for measuring angles or tapers; for testing the alignment of axes
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01G—WEIGHING
- G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
- G01G19/02—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles
- G01G19/028—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles combined with shock-absorbing devices
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01G—WEIGHING
- G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
- G01G19/08—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for incorporation in vehicles
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01G—WEIGHING
- G01G23/00—Auxiliary devices for weighing apparatus
- G01G23/18—Indicating devices, e.g. for remote indication; Recording devices; Scales, e.g. graduated
- G01G23/36—Indicating the weight by electrical means, e.g. using photoelectric cells
- G01G23/37—Indicating the weight by electrical means, e.g. using photoelectric cells involving digital counting
- G01G23/3728—Indicating the weight by electrical means, e.g. using photoelectric cells involving digital counting with wireless means
- G01G23/3735—Indicating the weight by electrical means, e.g. using photoelectric cells involving digital counting with wireless means using a digital network
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/10—Independent suspensions
- B60G2200/14—Independent suspensions with lateral arms
- B60G2200/142—Independent suspensions with lateral arms with a single lateral arm, e.g. MacPherson type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/11—Mounting of sensors thereon
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/11—Mounting of sensors thereon
- B60G2204/116—Sensors coupled to the suspension arm
- B60G2204/1162—Sensors coupled to the suspension arm directly mounted on the suspension arm
-
- 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
- B60G2400/05—Attitude
- B60G2400/051—Angle
- B60G2400/0511—Roll angle
-
- 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
- B60G2400/05—Attitude
- B60G2400/051—Angle
- B60G2400/0512—Pitch angle
-
- 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
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- 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
- B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
- B60G2600/04—Means for informing, instructing or displaying
- B60G2600/042—Monitoring means
-
- 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
- B60G2600/04—Means for informing, instructing or displaying
- B60G2600/044—Alarm means
-
- 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
- B60G2600/20—Manual control or setting means
- B60G2600/202—Manual control or setting means using a remote, e.g. cordless, transmitter or receiver unit
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- 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
- B60G2800/70—Estimating or calculating vehicle parameters or state variables
Abstract
A system for indicating the state of load of a vehicle having suspension components comprising: at least one transducer (11) mountable on a single suspension (3) component such that a signal relating to the angular deflection of the suspension component can be generated; and a controller configured to receive the signal and generate an output representative of the state of load of the vehicle.
Description
SYSTEM FOR INDICATING THE STATE OF LOADING OF A VEHICLE
The present invention relates to a system and method for indicating the state of loading of (for example) a commercial vehicle.
There are many reasons for fitting to a commercial vehicle a weighing system for indicating the state of payload or loading (e.g. payload safety and load optimisation).
Commercial motor vehicles are designed to move quantities of materials or goods on public roads. The vehicles are subject therefore to the interests of local, regional or national authorities who are particularly interested in vehicle overloading which may lead to possibly dangerous driving conditions for the operator and other road users.
Another interest arises from the perspective of road or bridge damage by prolonged use by overloaded vehicles. The responsible vehicle operator also has a need to ensure that the payload per journey is maximised safely for commercial reasons.
A commercial vehicle is typically made up of three major components for description purposes, namely multi-component suspension assemblies, a chassis and a body.
Each suspension assembly itself is made up of a number of suspension components such as axle housings, beams, springs, damping components and bearings. Under loading conditions, these suspension components will move relative to each other and also relative to the chassis or body.
Early weighing systems to indicate axle or vehicle overloading rely on sensors which react to the movement of one of these components relative to another of these components within the suspension assembly or one of these components relative to the chassis or body. These early weighing systems therefore rely on a dynamic device which is attached physically to a number of components that move relative to each other in order to indicate the relative position of one component to another.
The dynamic device may be considered as a two (or more) part device and the extent to which parts move (or are affected by the movement of other parts) can be related to the payload weight. One such device is disclosed in US-A-6566864. A
conventional weighing system of this type is adversely affected by the very harsh environmental conditions in which it is installed and special measures are required to enable adequate sealing or shielding of the device in service. The weighing system is ii-dlerently susceptible to damage from large resilient objects caught or thrown up from a road surface. A device can be damaged if the axle or wheel encounters an over-travel event not typically seen in service (such as travelling on a particularly poor surface or as a result of a vehicle collision).
The present invention relates to a system for indicating the state of loading of a vehicle which exploits a transducer intimately mounted on or attached to a suspension component of a suspension assembly.
Thus viewed from one aspect the present invention provides a system for indicating the state of loading of a vehicle having suspension components comprising:
a transducer mountable on a single suspension component such that a signal relating to the angular deflection of the suspension component can be generated; and a controller configured to receive the signal and generate an output representative of the state of loading of the vehicle.
The system of the invention has the advantage that the transducer is mountable on a single suspension component and does not suffer the disadvantages occasioned by debris and is resilient to over-travel events. There are also no disadvantages as are typically experienced with systems of the prior art whereby mechanical wear can be a significant drawback and the connecting portions of two or more pieces require sealing.
Typically the transducer is a one-piece measuring device. In a preferred embodiment, the system comprises a plurality of one-piece devices, each mountable mountable on a single suspension component (eg close to a vehicle axle). Preferably each of the plurality of one-piece devices is mountable on a different suspension component.
Preferably each of the plurality of one-piece devices is mountable on a suspension component of a different suspension assembly. Preferably a cne-piece device is mountable on a suspension component of each suspension assembly (eg each of the offside and nearside, front and rear suspension assemblies).
The present invention relates to a system and method for indicating the state of loading of (for example) a commercial vehicle.
There are many reasons for fitting to a commercial vehicle a weighing system for indicating the state of payload or loading (e.g. payload safety and load optimisation).
Commercial motor vehicles are designed to move quantities of materials or goods on public roads. The vehicles are subject therefore to the interests of local, regional or national authorities who are particularly interested in vehicle overloading which may lead to possibly dangerous driving conditions for the operator and other road users.
Another interest arises from the perspective of road or bridge damage by prolonged use by overloaded vehicles. The responsible vehicle operator also has a need to ensure that the payload per journey is maximised safely for commercial reasons.
A commercial vehicle is typically made up of three major components for description purposes, namely multi-component suspension assemblies, a chassis and a body.
Each suspension assembly itself is made up of a number of suspension components such as axle housings, beams, springs, damping components and bearings. Under loading conditions, these suspension components will move relative to each other and also relative to the chassis or body.
Early weighing systems to indicate axle or vehicle overloading rely on sensors which react to the movement of one of these components relative to another of these components within the suspension assembly or one of these components relative to the chassis or body. These early weighing systems therefore rely on a dynamic device which is attached physically to a number of components that move relative to each other in order to indicate the relative position of one component to another.
The dynamic device may be considered as a two (or more) part device and the extent to which parts move (or are affected by the movement of other parts) can be related to the payload weight. One such device is disclosed in US-A-6566864. A
conventional weighing system of this type is adversely affected by the very harsh environmental conditions in which it is installed and special measures are required to enable adequate sealing or shielding of the device in service. The weighing system is ii-dlerently susceptible to damage from large resilient objects caught or thrown up from a road surface. A device can be damaged if the axle or wheel encounters an over-travel event not typically seen in service (such as travelling on a particularly poor surface or as a result of a vehicle collision).
The present invention relates to a system for indicating the state of loading of a vehicle which exploits a transducer intimately mounted on or attached to a suspension component of a suspension assembly.
Thus viewed from one aspect the present invention provides a system for indicating the state of loading of a vehicle having suspension components comprising:
a transducer mountable on a single suspension component such that a signal relating to the angular deflection of the suspension component can be generated; and a controller configured to receive the signal and generate an output representative of the state of loading of the vehicle.
The system of the invention has the advantage that the transducer is mountable on a single suspension component and does not suffer the disadvantages occasioned by debris and is resilient to over-travel events. There are also no disadvantages as are typically experienced with systems of the prior art whereby mechanical wear can be a significant drawback and the connecting portions of two or more pieces require sealing.
Typically the transducer is a one-piece measuring device. In a preferred embodiment, the system comprises a plurality of one-piece devices, each mountable mountable on a single suspension component (eg close to a vehicle axle). Preferably each of the plurality of one-piece devices is mountable on a different suspension component.
Preferably each of the plurality of one-piece devices is mountable on a suspension component of a different suspension assembly. Preferably a cne-piece device is mountable on a suspension component of each suspension assembly (eg each of the offside and nearside, front and rear suspension assemblies).
The transducer may be a static device. The transducer may be or incorporate an inclinometer or accelerometer. The transducer may be mountable close to a vehicle axle. The suspension component may be a component of a rubber suspension assembly, a trailing arm-type suspension assembly, a leaf-spring suspension assembly or a damper (such as a shock absorber or spring eg coiled or airbag spring) suspension assembly.
The system may include a reference device capable of measuring the angle of inclination of the vehicle chassis or body. A knowledge of the angle of inclination of the vehicle chassis or body may be used to adjust the value of the angles measured by the transducers to allow use of the system on ground that is not level (ie on an incline).
The system preferably further comprises at least one reference device adapted to generate a reference signal relating to the attitude of the vehicle, wherein the controller is further configured to receive the reference signal and adapt the output signal representative of the state of load to account for the variance in the or each deflection angle created by the attitude of the vehicle.
The (or each) reference device is typically fitted to the vehicle remote from the suspension assembly. The (or each) reference device may be fitted to the vehicle chassis or body. Typically the (or each) reference device is fitted to an upper part of the vehicle chassis or body.
Preferably the controller output signal activates a sensory output device.
The system preferably further comprises a display. Preferably the display is the sensory output device. Preferably the display and the controller are integrated to form a single unit. Preferably the display is used to program the controller.
The system may be configured to detect a disturbance. In a preferred embodiment, the controller is configured to detect whether the vehicle is subject to a disturbance.
Preferably the disturbance is vehicle movement, vehicle loading or vehicle unloading.
The system may include a reference device capable of measuring the angle of inclination of the vehicle chassis or body. A knowledge of the angle of inclination of the vehicle chassis or body may be used to adjust the value of the angles measured by the transducers to allow use of the system on ground that is not level (ie on an incline).
The system preferably further comprises at least one reference device adapted to generate a reference signal relating to the attitude of the vehicle, wherein the controller is further configured to receive the reference signal and adapt the output signal representative of the state of load to account for the variance in the or each deflection angle created by the attitude of the vehicle.
The (or each) reference device is typically fitted to the vehicle remote from the suspension assembly. The (or each) reference device may be fitted to the vehicle chassis or body. Typically the (or each) reference device is fitted to an upper part of the vehicle chassis or body.
Preferably the controller output signal activates a sensory output device.
The system preferably further comprises a display. Preferably the display is the sensory output device. Preferably the display and the controller are integrated to form a single unit. Preferably the display is used to program the controller.
The system may be configured to detect a disturbance. In a preferred embodiment, the controller is configured to detect whether the vehicle is subject to a disturbance.
Preferably the disturbance is vehicle movement, vehicle loading or vehicle unloading.
Preferably the disturbance detector is adapted to interrupt the sensory output of the supervisory device during the disturbance. ' Preferably each of a plurality of transducers is mountable on a different suspension component. Preferably each of the plurality of transducers is mountable on a single suspension component of a different suspension assembly. Preferably a transducer is mountable on a single suspension component of each suspension assembly (e.g.
each of the offside and nearside, front and rear suspension assemblies).
Viewed from a fu.rther aspect the present invention provides a wheeled vehicle having suspension components comprising:
a system as defined hereinbefore, wherein the transducer is mounted on a suspension component.
Preferably the transducer is mounted close to a vehicle axle.
Preferably the wheeled vehicle comprises a suspension assembly at each of the offside front corner, offside rear corner, nearside front corner and nearside rear corner.
The transducer device may be mounted on (for example) a strut, leaf spring or trailing arm of the suspension assembly. Typically the transducer is intimately mounted (eg adhered or fastened) on an upper face of the suspension component.
In a preferred embodiment the vehicle has at least two front suspension assemblies, each suspension assembly having at least one suspension component. Preferably the vehicle has at least two rear suspension assemblies, each suspension assembly comprising at least one suspension component.
In a preferred embodiment said transducer and/or said reference device commu-nicate with said controller over a wireless channel. To this end, said transducer, or each of said transducers, may comprise a signal transmitter, and said control-ler may comprise an associated signal receiver. Likewise, said reference device, or each of said reference devices, may comprise a signal transmitter, and said controller may comprise an associated signal receiver. The same signal receiver may be used for the signals of said transducer and the signals of said reference device.
Viewed from a yet further aspect the present invention provides a method of monitoring the load condition of a vehicle having suspension components comprising:
monitoring the deflection angle of the (or each) suspension component; and generating an output signal from a controller which is representative of the load condition.
Preferably the method further comprises:
measuring the tare angle of at least one suspension component using an inclinometer or accelerometer mounted on a single suspension component, storing said angle in the controller and setting a lower threshold corresponding to said tare angle;
measuring the load angle of at least one suspension component using an inclinometer or accelerometer mounted on a single suspension component, storing said angle in the controller and setting an upper threshold corresponding to said load angle;
comparing the deflection angle to the upper and lower threshold and using said comparison to determine the load condition; and generating an output signal from the controller when either of the upper or lower threshold is reached.
Preferably the method further comprises:
measuring the attitude of the vehicle using a reference device mounted on the vehicle;
the controller receiving the reference signal and adjusting the tare angle and the load angle for the or each suspension component to account for the attitude of the vehicle prior to loading the vehicle.
In a preferred embodiment, the vehicle has at least two front suspension assemblies, each suspension assembly having at least one suspension component, the method further comprising:
generating an output signal from the controller which is representative of the load condition with reference to the front suspension assemblies only.
In a preferred embodiment, the vehicle has at least two rear suspension assemblies, each suspension assembly comprising at least one suspension component, the method further comprising the steps of:
generating an output signal from the controller which is representative of the load condition with reference to the rear suspension assemblies only.
Preferably the method further comprises:
setting an intermediate threshold, the value of the intermediate threshold being between 30% and 98% of the value of the upper threshold; and, the controller generating an output signal when the deflection angle reaches the intermediate threshold point.
Particularly preferably the value of the intermediate threshold is between 40%
and 98% of the value of the upper threshold, more preferably between 50% and 98%
of the value of the upper tlireshold, yet more preferably between 60% and 98% of the value of the upper threshold (typically 80% of the value of the upper threshold).
Preferably the method further comprises:
monitoring the deflection angle of at least one suspension component at two separate time intervals;
determining the difference of the deflection angles from the two separate time intervals; and the controller generating a disturbance signal indicating that motion is detected if the difference is greater than a pre-determined amount.
Preferably the method further comprises the controller sampling the deflection angle at discrete intervals and storing the sampled data as n sample sets each comprising a number of samples, where n is an integer; and the controller generating a disturbance signal indicating that motion is detected if the difference between two successive sample sets is greater than a pre-determined value.
In accordance with the invention, the state of loading or load condition of the vehicle may be the payload or the applied payload weight, gross vehicle weight or axle weight. In accordance with the invention, the state of loading of the vehicle may be a fraction of maximum full loading or overload.
The invention will now be described in a non-limitative manner solely by way of example and with reference to the accompanying drawings in which:
Figure 1 A view of a conventional coiled spring damper combination vehicle suspension assembly.
Figure 2 A view of a conventional suspension-monitoring device relying on two point mounting.
Figure 3 A view of the conventional suspension-monitoring device of Figure 2 under an increased vehicle load.
Figure 4 A view of a first embodiment of the present invention assembled on a spring damper suspension assembly.
Figure 5 A view of a second embodiment of the present invention assembled on an airbag spring with remote damper suspension assembly.
Figure 6 A view of a third embodiment of the present invention assembled on a leaf spring suspension assembly.
Figure 7 A view of a fourth embodiment of the present invention assembled on a rubber suspension assembly.
Figures 8 and 8.1 A respective schematic layout of two embodiments of the present invention.
Figure 9 A flowchart illustrating operation of an embodiment of the invention.
Figures 10 and 10.1 A flowchart illustrating the installation, calibration and operation of an embodiment of the invention.
In Figure 1, an arrangement of components common to many vehicles is illustrated.
The ground (1) is shown in section supporting a wheel (2) at a corner of a vehicle.
Drive components are omitted for clarity. The wheel (2) is attached to the vehicle by a hiub (7) which is supported by a sprung damper assembly (6) and struts (3) (only one of which is shown for clarity). The sprung damper assembly (6) and struts (3) which are components of the suspension assembly have bearings at each end allowing constrained movement of the hub (7). These bearings are attached to points on a vehicle chassis (4) or body (5) depending on vehicle design.
In Figure 2, a conventional weighing system is shown fitted to the suspension assembly illustrated in Figure 1. The weighing system consists of two parts (9) and (10) intimately coupled together. The part (9) is connected to the vehicle chassis (4) by a suitable fitting part (8). The part (10) is fitted to the strut (3). The parts (9) and (10) are fitted to their respective supports by bearings. The relative interaction of the two parts (9) and (10) is characteristic of the movement of the vehicle chassis (4) relative to the suspension assembly.
Figure 3 shows the same suspension assembly illustrated in Figure 2 but under increased vehicle loading. The position of the strut (3) relative to the vehscle chassis (4) or body (5) has changed and the sprung damper assembly (6) has reduced in length. It is clear that parts (9) and (10) are dynamic and move relative to each other either within themselves (or otherwise) or impart forces on each other. The relative movement or these forces can cause problems with ingress of unwanted material into the moving parts or over-travel events. It is also evident that being fitted in an open environment, these parts are potentially at risk of damage from unknown resilient foreign bodies thrown up from the road at great speed.
Embodiments illustrated in Figures 4-9 and described hereinbelow wherever possible have common numbering with Figures 1-3.
Figure 4 illustrates a first embodiment of the present invention fitted to the suspension assembly illustrated in Figures 2 and 3. The embodiment is a weighing system comprising a transducer (11) iritimately mounted on or adhered to a strut (3) and a reference device (12) for monitoring the inclination of the chassis (4) or body (5) mounted remotely from the suspension components. A supervisory device (not shown in the drawings) monitors the transducers (11, 12). From a knowledge of signal outputs at several fixed positions (established on fitting and subsequent installation checks), the supervisory device is able to infer the state of loading or of overload of a vehicle in service. The reference device (12) moderates the behaviour of the supervisory device in order to take account of vehicle use on an incline.
Figure 5 illustrates a second embodiment of the present invention fitted to a suspension assembly comprising an airbag spring (13).
Figure 6 illustrates a third embodiment of the present invention fitted to a leaf spring suspension assembly. The hub (7) is connected to the leaf spring (17) by saddles and u-bolts (15). The leaf spring (17) is held in place on the chassis (4) by a set of pins and sliackles (16,18) which constrain the movement of the spring (17). The transducer (I 1) is intimately mounted on the leaf spring (17).
Figure 7 illustrates a fourth embodiment of the present invention fitted to a trailing arm type or rubber suspension assembly. The latter utilises a short arm (19) to support the hub (7). The short arm (19) is constrained to move by rubber supports which react to movement of the short arm (19) relative to the chassis (4).
In all of these Figures, the necessary electrical cabling or any powertrain or driveshaft components are omitted for the sake of clarity.
Figure 8 shows a schematic layout of an embodiment of the present invention. A
transducer (11) is mounted on a suspension component of each wheel. The transducers (11) are in electrical communication with the controller via a reference device (12) and a power supply unit (101).
The transducers (11) in this embodiment incorporate an inclinometer and capability to generate an output signal in accordance with the measured angle. Transducers (11) of this nature are well known in the art. An example of such a transducer is an Analog Devices ADXL203 Dual axis accelerometer/inclinometer.
The reference device (12) measures the attitude of the vehicle. If the vehicle is on an incline, either longitudinally or latitudinally, the offset experienced by the suspension components can be accounted for and the associated threshold values (described below) adjusted accordingly. The reference device (12) therefore comprises a pair of inclinometers held in an orthogonal relationship such that the longitudinal and latitudinal angular displacement with respect to level can be ascertained. The reference device also contains circuitry such that signal processing can be performed on the signals relating to the attitude of the vehicle and suspension component angles in order to incorporate them into a single output signal for the controller (100) to receive via the power output. The man skilled in the art will appreciate that this is a matter of convenience rather than necessity and that the signal processing can take place in the controller.
The controller (100) comprises a microprocessor and some memory, such that the microprocessor can be programmed with suitable algoritluns for receiving and manipulating the signal from the reference device in order to produce the required output representative of the load condition. The software/algorithms used for this operation require standard operations as would be familiar to the man skilled in the art. The output signal generated by the controller (100) can be used by a sensory device such as a flashing strobe light or siren which are connected via the expansion input/outputs as connected to the power supply unit (101). There is a display unit incorporated into the controller (100). The display of the display unit can be used to show the load condition to, for example, the person loading the vehicle or driver by producing a suitable message on the display screen such as showing the percentage of the threshold values of the load condition. The display unit can be used as a programming interface for programming the controller (100). The display is provided with a number of touch buttons corresponding to various menu options presented on the display screen, whereby the operator will be presented with a first menu upon powering up the system. Navigating numerous menus will allow a user to program the controller for various different types of transducers (11) and for various different vehicles within the options setup in the controller memory.
An example of this type of display with integral controller is a Vansco model number VMD1216A. This is a commercially available unit which communicates using the Control Area Network (CAN) protocol which is well known in the art for such applications. The VMD1216A comprises an Infinian C164 micro controller, 512 kb flash (re-programmable without disassembly), 128 kb of RAM and 8 kb of EEPROM.
It also comprises five input buttons on the face of the unit for programming the controller (100).
In-the embodiment according to Figure 8, the signals of the transducers (11) and the reference device (12) are transmitted to the controller (100) over cables.
Figure 8.1 shows an alternative embodiment in which the transducers (11), the reference device (12), the power supply unit (101) and the controller (100) com-municate via one or more wireless channels. Examples of such wireless commu-nication channels are WiFi, ZigBee, proprietary wireless networks and the like.
Suitable frequency bands include, for example, ISM 866 MHz, ISM 915 MHz (USA) or ISM band 2.4 GHz. In principle, any electromagnetic or non-electromagnetic radiation may be used for the wireless communication. For example, each of the transducers (11) may comprise a radio transmitter with an associated antenna. Also the reference device (12) may comprise a radio trans-mitter with an associated antenna. Correspondingly, the power supply unit (101) or the controller (100) may comprise a radio receiver with an associated antenna.
Figure 9 is a flowchart illustrating the operation of an embodiment of the invention.
Each of the transducers (11) which are mounted on the moveable suspension components as shown in figures 4, 5, 6 and 7 comprise an inclinometer to measure the angular displacement of the suspension component. The transducer (11) produces and outputs a signal corresponding to the measured angular deflection. This is used by a controller (100) to generate a signal representative of the load condition of the vehicle as related to the angular deflection of the suspension component. To put the angular deflection in context, a first set threshold values ior the angular deflection experienced by the suspension component is obtained ie the angle of the suspension component is measured whilst the vehicle is empty and while it is carrying a full load (the so-called tare angle and load angle respectively). These measurements are carried out on flat ground and the tyres must be properly inflated. Once the tare angle and load angle have been measured the corresponding output signal from the or each transducer (11) is fed into the controller. The controller (100) defines a relationship between the tare weight of the vehicle (which has been previously measured and loaded into the controller) and the tare angle. The same is done for the load weight and load angle.
The value of the tare angle is set as the tare threshold or 0% point. The value of the load angle is set as an upper threshold point or 100% point. There is a further lower threshold which is typically set between 60% and 98% and more typically set at 80%
of the upper threshold. Using these set points the controller (100) can attribute an angular displacement with a percentage loading. As the vehicle is loaded with a load, the load condition can be continually monitored by the controller and an output signal generated when the upper threshold has been reached for a given suspension component. This embodiment can also detect whether there is any continued disturbance during the monitoring of the load condition to ascertain whether loading of the vehicle has ceased. This is accomplished by detecting any alteration in the angular displacement in the suspension components by comparing the average values of the angular displacements at different time intervals. If the vehicle is still being loaded, a signal is generated by the controller to indicate that a load condition cannot be properly determined.
With reference to Figure 10 and 10.1, the installation, calibration and operation of the device will be described in more detail.
Installation (201-207): The first step is to ascertain whether the transducers (11) have been electronically (rather than mechanically) installed (201). Every time a new type of transducer (11) is used it must be registered with the controller in order for the controller to be properly configured for the appropriate output signal from the transducer. Installation is achieved by selecting the model number of the commercially available transducer (11) from a pre-programmed list held in the controller memory. This is done by using the menu selection process described above.
It is also necessaiy to identify which wheel/suspension assembly the transducer (11) is placed on (eg the front offside) and the orientation of the transducer (11).
The orientation refers to the position of the transducer (11) relative to the longitudinal axis of the vehicle chassis. For example, in figure 9, the two rightmost transducers (11) are represented as being in-line with the longitudinal axis of the vehicle whereas the two leftmost transducers (11) are perpendicular for the longitudinal axis of the vehicle. Once this has been established, it is necessary to decide whether calibration is required (207).
Calibration (209-221): Calibration is necessary to set the upper and lower threshold values for the system. It is required after any maintenance on the. system or the vehicle such as for example the replacement of a suspension component or transducer.
The purpose of calibration is to measure the angular displacement of the loaded and unloaded vehicle in order to have a reference frame within which the system can operate. The tare, upper and lower threshold values correspond to the angular displacement of the suspension component when the vehicle has no load, a maximum load and between 60% and 98% (more typically 80%) of the upper threshold respectively. In (209) the unloaded axle weights are entered into the controller and the angular displacement of the suspension component is measured to give the vehicle tare angle. This value is then stored (213) for future reference. The vehicle is then loaded to its maximum load weight which is achieved by loading the vehicle on a weighbridge (or weigh-pads) before measuring the angular displacement of the suspension components (217) and storing these values in the controller. The final calibration step (221) is to set an alarm point for both of the axles and the gross vehicle weight.
Operation (223 - 263): In operation, the controller cycles through a continuous loop whereby the values from the rear transducers (11) and front transducers (11) are continually monitored and their condition assessed. The first step is to take the values from the rear transducers (11) (223) and use the controller to calculate a percentage loading for the rear axle when compared to the upper threshold for the rear axle (227).
The next step is clearing the motion detect warning system (225). After calculating the load for the rear axle as a percentage (227), the value is put through the motion filter in order to ascertain whether the vehicle is still being loaded (229).
The motion filter is an averaging filter used to compare the value of the angular displacements taken at two separate time intervals. The controller samples the angular displacement over a time period and stores these values in a sample set comprising n samples (where n is an integer). By comparing the difference in the average of two sample sets with a pre-determined value, the presence of motion can be detected. The size of the sample sets and the value of the pre-determined value are dependent on the dynamic properties of the vehicle in question. The factors to be considered are the amount of deflection and the frequency of oscillation to be accounted for. If the percentage loading for the rear does not pass through the limits of the motion filter, a warning is displayed on the display unit (100) and the controller returns to step (223) to read the values from the rear transducer again. This process is repeated until the motion detector confirms there is no further disturbance in the vehicle as a result of loading upon which time the controller captures the values from the front transducers (231) and calculates the percentage loading for the front axle (233). The percentage value for the front axle is fed through the motion filter and if the limits are exceeded, the display unit (100) motion detect warning system is activated and the controller tums to step (223). This process is repeated again until the percentage loading for the front axle passes through the motion filter. The controller then calculates the total percentage loading of the vehicle on the basis of the front and rear axle loadings prior to passing the value through the motion filter. If the value does not pass through the motion filter, the display unit (100) displays motion detect warning and the controller returns to step (223). However, if the value passes through the motion filter the controller compares the loading values to the alarm set points which correspond to the threshold values for the upper limits as set in (221). If the rear alarm set point has been reached (241), the controller checks whether the display is displaying the motion detect warning. If it is, the controller returns to step (223). If not the display unit overload alarm output is activated (257) and a buzzer is sounded (259). Having sounded the alarm the controller returns to step (223) via (261). The same process is repeated for the front ala-m set point and the total alarm set point (243, 245). If the alarm set points have not been reached for either the rear, front or total percentage of vehicle loading values then the controller proceeds to step (247). A
comparison of the percentage loading to the rear lower threshold is then executed. If the controller detects that the lower threshold has been exceeded the display unit is checked to ascertain as to whether the motion detect warning displayed. If the motion detect warning system is activated the controller returns to step (263). If the motion detect warning is not displayed then the near overload warning system is activated causing a near overload siren to be sotulded. If, on the other hand, the lower threshold is not exceeded in any of the rear then a check is made to ascertain whether the display unit (100) is displaying the detect warning yet again. If it is not then the display unit (100) signals that the loading is safe. If there is motion detected then the controller (100) returns to step (263). This process is repeated for the front and total percentage loading values.
each of the offside and nearside, front and rear suspension assemblies).
Viewed from a fu.rther aspect the present invention provides a wheeled vehicle having suspension components comprising:
a system as defined hereinbefore, wherein the transducer is mounted on a suspension component.
Preferably the transducer is mounted close to a vehicle axle.
Preferably the wheeled vehicle comprises a suspension assembly at each of the offside front corner, offside rear corner, nearside front corner and nearside rear corner.
The transducer device may be mounted on (for example) a strut, leaf spring or trailing arm of the suspension assembly. Typically the transducer is intimately mounted (eg adhered or fastened) on an upper face of the suspension component.
In a preferred embodiment the vehicle has at least two front suspension assemblies, each suspension assembly having at least one suspension component. Preferably the vehicle has at least two rear suspension assemblies, each suspension assembly comprising at least one suspension component.
In a preferred embodiment said transducer and/or said reference device commu-nicate with said controller over a wireless channel. To this end, said transducer, or each of said transducers, may comprise a signal transmitter, and said control-ler may comprise an associated signal receiver. Likewise, said reference device, or each of said reference devices, may comprise a signal transmitter, and said controller may comprise an associated signal receiver. The same signal receiver may be used for the signals of said transducer and the signals of said reference device.
Viewed from a yet further aspect the present invention provides a method of monitoring the load condition of a vehicle having suspension components comprising:
monitoring the deflection angle of the (or each) suspension component; and generating an output signal from a controller which is representative of the load condition.
Preferably the method further comprises:
measuring the tare angle of at least one suspension component using an inclinometer or accelerometer mounted on a single suspension component, storing said angle in the controller and setting a lower threshold corresponding to said tare angle;
measuring the load angle of at least one suspension component using an inclinometer or accelerometer mounted on a single suspension component, storing said angle in the controller and setting an upper threshold corresponding to said load angle;
comparing the deflection angle to the upper and lower threshold and using said comparison to determine the load condition; and generating an output signal from the controller when either of the upper or lower threshold is reached.
Preferably the method further comprises:
measuring the attitude of the vehicle using a reference device mounted on the vehicle;
the controller receiving the reference signal and adjusting the tare angle and the load angle for the or each suspension component to account for the attitude of the vehicle prior to loading the vehicle.
In a preferred embodiment, the vehicle has at least two front suspension assemblies, each suspension assembly having at least one suspension component, the method further comprising:
generating an output signal from the controller which is representative of the load condition with reference to the front suspension assemblies only.
In a preferred embodiment, the vehicle has at least two rear suspension assemblies, each suspension assembly comprising at least one suspension component, the method further comprising the steps of:
generating an output signal from the controller which is representative of the load condition with reference to the rear suspension assemblies only.
Preferably the method further comprises:
setting an intermediate threshold, the value of the intermediate threshold being between 30% and 98% of the value of the upper threshold; and, the controller generating an output signal when the deflection angle reaches the intermediate threshold point.
Particularly preferably the value of the intermediate threshold is between 40%
and 98% of the value of the upper threshold, more preferably between 50% and 98%
of the value of the upper tlireshold, yet more preferably between 60% and 98% of the value of the upper threshold (typically 80% of the value of the upper threshold).
Preferably the method further comprises:
monitoring the deflection angle of at least one suspension component at two separate time intervals;
determining the difference of the deflection angles from the two separate time intervals; and the controller generating a disturbance signal indicating that motion is detected if the difference is greater than a pre-determined amount.
Preferably the method further comprises the controller sampling the deflection angle at discrete intervals and storing the sampled data as n sample sets each comprising a number of samples, where n is an integer; and the controller generating a disturbance signal indicating that motion is detected if the difference between two successive sample sets is greater than a pre-determined value.
In accordance with the invention, the state of loading or load condition of the vehicle may be the payload or the applied payload weight, gross vehicle weight or axle weight. In accordance with the invention, the state of loading of the vehicle may be a fraction of maximum full loading or overload.
The invention will now be described in a non-limitative manner solely by way of example and with reference to the accompanying drawings in which:
Figure 1 A view of a conventional coiled spring damper combination vehicle suspension assembly.
Figure 2 A view of a conventional suspension-monitoring device relying on two point mounting.
Figure 3 A view of the conventional suspension-monitoring device of Figure 2 under an increased vehicle load.
Figure 4 A view of a first embodiment of the present invention assembled on a spring damper suspension assembly.
Figure 5 A view of a second embodiment of the present invention assembled on an airbag spring with remote damper suspension assembly.
Figure 6 A view of a third embodiment of the present invention assembled on a leaf spring suspension assembly.
Figure 7 A view of a fourth embodiment of the present invention assembled on a rubber suspension assembly.
Figures 8 and 8.1 A respective schematic layout of two embodiments of the present invention.
Figure 9 A flowchart illustrating operation of an embodiment of the invention.
Figures 10 and 10.1 A flowchart illustrating the installation, calibration and operation of an embodiment of the invention.
In Figure 1, an arrangement of components common to many vehicles is illustrated.
The ground (1) is shown in section supporting a wheel (2) at a corner of a vehicle.
Drive components are omitted for clarity. The wheel (2) is attached to the vehicle by a hiub (7) which is supported by a sprung damper assembly (6) and struts (3) (only one of which is shown for clarity). The sprung damper assembly (6) and struts (3) which are components of the suspension assembly have bearings at each end allowing constrained movement of the hub (7). These bearings are attached to points on a vehicle chassis (4) or body (5) depending on vehicle design.
In Figure 2, a conventional weighing system is shown fitted to the suspension assembly illustrated in Figure 1. The weighing system consists of two parts (9) and (10) intimately coupled together. The part (9) is connected to the vehicle chassis (4) by a suitable fitting part (8). The part (10) is fitted to the strut (3). The parts (9) and (10) are fitted to their respective supports by bearings. The relative interaction of the two parts (9) and (10) is characteristic of the movement of the vehicle chassis (4) relative to the suspension assembly.
Figure 3 shows the same suspension assembly illustrated in Figure 2 but under increased vehicle loading. The position of the strut (3) relative to the vehscle chassis (4) or body (5) has changed and the sprung damper assembly (6) has reduced in length. It is clear that parts (9) and (10) are dynamic and move relative to each other either within themselves (or otherwise) or impart forces on each other. The relative movement or these forces can cause problems with ingress of unwanted material into the moving parts or over-travel events. It is also evident that being fitted in an open environment, these parts are potentially at risk of damage from unknown resilient foreign bodies thrown up from the road at great speed.
Embodiments illustrated in Figures 4-9 and described hereinbelow wherever possible have common numbering with Figures 1-3.
Figure 4 illustrates a first embodiment of the present invention fitted to the suspension assembly illustrated in Figures 2 and 3. The embodiment is a weighing system comprising a transducer (11) iritimately mounted on or adhered to a strut (3) and a reference device (12) for monitoring the inclination of the chassis (4) or body (5) mounted remotely from the suspension components. A supervisory device (not shown in the drawings) monitors the transducers (11, 12). From a knowledge of signal outputs at several fixed positions (established on fitting and subsequent installation checks), the supervisory device is able to infer the state of loading or of overload of a vehicle in service. The reference device (12) moderates the behaviour of the supervisory device in order to take account of vehicle use on an incline.
Figure 5 illustrates a second embodiment of the present invention fitted to a suspension assembly comprising an airbag spring (13).
Figure 6 illustrates a third embodiment of the present invention fitted to a leaf spring suspension assembly. The hub (7) is connected to the leaf spring (17) by saddles and u-bolts (15). The leaf spring (17) is held in place on the chassis (4) by a set of pins and sliackles (16,18) which constrain the movement of the spring (17). The transducer (I 1) is intimately mounted on the leaf spring (17).
Figure 7 illustrates a fourth embodiment of the present invention fitted to a trailing arm type or rubber suspension assembly. The latter utilises a short arm (19) to support the hub (7). The short arm (19) is constrained to move by rubber supports which react to movement of the short arm (19) relative to the chassis (4).
In all of these Figures, the necessary electrical cabling or any powertrain or driveshaft components are omitted for the sake of clarity.
Figure 8 shows a schematic layout of an embodiment of the present invention. A
transducer (11) is mounted on a suspension component of each wheel. The transducers (11) are in electrical communication with the controller via a reference device (12) and a power supply unit (101).
The transducers (11) in this embodiment incorporate an inclinometer and capability to generate an output signal in accordance with the measured angle. Transducers (11) of this nature are well known in the art. An example of such a transducer is an Analog Devices ADXL203 Dual axis accelerometer/inclinometer.
The reference device (12) measures the attitude of the vehicle. If the vehicle is on an incline, either longitudinally or latitudinally, the offset experienced by the suspension components can be accounted for and the associated threshold values (described below) adjusted accordingly. The reference device (12) therefore comprises a pair of inclinometers held in an orthogonal relationship such that the longitudinal and latitudinal angular displacement with respect to level can be ascertained. The reference device also contains circuitry such that signal processing can be performed on the signals relating to the attitude of the vehicle and suspension component angles in order to incorporate them into a single output signal for the controller (100) to receive via the power output. The man skilled in the art will appreciate that this is a matter of convenience rather than necessity and that the signal processing can take place in the controller.
The controller (100) comprises a microprocessor and some memory, such that the microprocessor can be programmed with suitable algoritluns for receiving and manipulating the signal from the reference device in order to produce the required output representative of the load condition. The software/algorithms used for this operation require standard operations as would be familiar to the man skilled in the art. The output signal generated by the controller (100) can be used by a sensory device such as a flashing strobe light or siren which are connected via the expansion input/outputs as connected to the power supply unit (101). There is a display unit incorporated into the controller (100). The display of the display unit can be used to show the load condition to, for example, the person loading the vehicle or driver by producing a suitable message on the display screen such as showing the percentage of the threshold values of the load condition. The display unit can be used as a programming interface for programming the controller (100). The display is provided with a number of touch buttons corresponding to various menu options presented on the display screen, whereby the operator will be presented with a first menu upon powering up the system. Navigating numerous menus will allow a user to program the controller for various different types of transducers (11) and for various different vehicles within the options setup in the controller memory.
An example of this type of display with integral controller is a Vansco model number VMD1216A. This is a commercially available unit which communicates using the Control Area Network (CAN) protocol which is well known in the art for such applications. The VMD1216A comprises an Infinian C164 micro controller, 512 kb flash (re-programmable without disassembly), 128 kb of RAM and 8 kb of EEPROM.
It also comprises five input buttons on the face of the unit for programming the controller (100).
In-the embodiment according to Figure 8, the signals of the transducers (11) and the reference device (12) are transmitted to the controller (100) over cables.
Figure 8.1 shows an alternative embodiment in which the transducers (11), the reference device (12), the power supply unit (101) and the controller (100) com-municate via one or more wireless channels. Examples of such wireless commu-nication channels are WiFi, ZigBee, proprietary wireless networks and the like.
Suitable frequency bands include, for example, ISM 866 MHz, ISM 915 MHz (USA) or ISM band 2.4 GHz. In principle, any electromagnetic or non-electromagnetic radiation may be used for the wireless communication. For example, each of the transducers (11) may comprise a radio transmitter with an associated antenna. Also the reference device (12) may comprise a radio trans-mitter with an associated antenna. Correspondingly, the power supply unit (101) or the controller (100) may comprise a radio receiver with an associated antenna.
Figure 9 is a flowchart illustrating the operation of an embodiment of the invention.
Each of the transducers (11) which are mounted on the moveable suspension components as shown in figures 4, 5, 6 and 7 comprise an inclinometer to measure the angular displacement of the suspension component. The transducer (11) produces and outputs a signal corresponding to the measured angular deflection. This is used by a controller (100) to generate a signal representative of the load condition of the vehicle as related to the angular deflection of the suspension component. To put the angular deflection in context, a first set threshold values ior the angular deflection experienced by the suspension component is obtained ie the angle of the suspension component is measured whilst the vehicle is empty and while it is carrying a full load (the so-called tare angle and load angle respectively). These measurements are carried out on flat ground and the tyres must be properly inflated. Once the tare angle and load angle have been measured the corresponding output signal from the or each transducer (11) is fed into the controller. The controller (100) defines a relationship between the tare weight of the vehicle (which has been previously measured and loaded into the controller) and the tare angle. The same is done for the load weight and load angle.
The value of the tare angle is set as the tare threshold or 0% point. The value of the load angle is set as an upper threshold point or 100% point. There is a further lower threshold which is typically set between 60% and 98% and more typically set at 80%
of the upper threshold. Using these set points the controller (100) can attribute an angular displacement with a percentage loading. As the vehicle is loaded with a load, the load condition can be continually monitored by the controller and an output signal generated when the upper threshold has been reached for a given suspension component. This embodiment can also detect whether there is any continued disturbance during the monitoring of the load condition to ascertain whether loading of the vehicle has ceased. This is accomplished by detecting any alteration in the angular displacement in the suspension components by comparing the average values of the angular displacements at different time intervals. If the vehicle is still being loaded, a signal is generated by the controller to indicate that a load condition cannot be properly determined.
With reference to Figure 10 and 10.1, the installation, calibration and operation of the device will be described in more detail.
Installation (201-207): The first step is to ascertain whether the transducers (11) have been electronically (rather than mechanically) installed (201). Every time a new type of transducer (11) is used it must be registered with the controller in order for the controller to be properly configured for the appropriate output signal from the transducer. Installation is achieved by selecting the model number of the commercially available transducer (11) from a pre-programmed list held in the controller memory. This is done by using the menu selection process described above.
It is also necessaiy to identify which wheel/suspension assembly the transducer (11) is placed on (eg the front offside) and the orientation of the transducer (11).
The orientation refers to the position of the transducer (11) relative to the longitudinal axis of the vehicle chassis. For example, in figure 9, the two rightmost transducers (11) are represented as being in-line with the longitudinal axis of the vehicle whereas the two leftmost transducers (11) are perpendicular for the longitudinal axis of the vehicle. Once this has been established, it is necessary to decide whether calibration is required (207).
Calibration (209-221): Calibration is necessary to set the upper and lower threshold values for the system. It is required after any maintenance on the. system or the vehicle such as for example the replacement of a suspension component or transducer.
The purpose of calibration is to measure the angular displacement of the loaded and unloaded vehicle in order to have a reference frame within which the system can operate. The tare, upper and lower threshold values correspond to the angular displacement of the suspension component when the vehicle has no load, a maximum load and between 60% and 98% (more typically 80%) of the upper threshold respectively. In (209) the unloaded axle weights are entered into the controller and the angular displacement of the suspension component is measured to give the vehicle tare angle. This value is then stored (213) for future reference. The vehicle is then loaded to its maximum load weight which is achieved by loading the vehicle on a weighbridge (or weigh-pads) before measuring the angular displacement of the suspension components (217) and storing these values in the controller. The final calibration step (221) is to set an alarm point for both of the axles and the gross vehicle weight.
Operation (223 - 263): In operation, the controller cycles through a continuous loop whereby the values from the rear transducers (11) and front transducers (11) are continually monitored and their condition assessed. The first step is to take the values from the rear transducers (11) (223) and use the controller to calculate a percentage loading for the rear axle when compared to the upper threshold for the rear axle (227).
The next step is clearing the motion detect warning system (225). After calculating the load for the rear axle as a percentage (227), the value is put through the motion filter in order to ascertain whether the vehicle is still being loaded (229).
The motion filter is an averaging filter used to compare the value of the angular displacements taken at two separate time intervals. The controller samples the angular displacement over a time period and stores these values in a sample set comprising n samples (where n is an integer). By comparing the difference in the average of two sample sets with a pre-determined value, the presence of motion can be detected. The size of the sample sets and the value of the pre-determined value are dependent on the dynamic properties of the vehicle in question. The factors to be considered are the amount of deflection and the frequency of oscillation to be accounted for. If the percentage loading for the rear does not pass through the limits of the motion filter, a warning is displayed on the display unit (100) and the controller returns to step (223) to read the values from the rear transducer again. This process is repeated until the motion detector confirms there is no further disturbance in the vehicle as a result of loading upon which time the controller captures the values from the front transducers (231) and calculates the percentage loading for the front axle (233). The percentage value for the front axle is fed through the motion filter and if the limits are exceeded, the display unit (100) motion detect warning system is activated and the controller tums to step (223). This process is repeated again until the percentage loading for the front axle passes through the motion filter. The controller then calculates the total percentage loading of the vehicle on the basis of the front and rear axle loadings prior to passing the value through the motion filter. If the value does not pass through the motion filter, the display unit (100) displays motion detect warning and the controller returns to step (223). However, if the value passes through the motion filter the controller compares the loading values to the alarm set points which correspond to the threshold values for the upper limits as set in (221). If the rear alarm set point has been reached (241), the controller checks whether the display is displaying the motion detect warning. If it is, the controller returns to step (223). If not the display unit overload alarm output is activated (257) and a buzzer is sounded (259). Having sounded the alarm the controller returns to step (223) via (261). The same process is repeated for the front ala-m set point and the total alarm set point (243, 245). If the alarm set points have not been reached for either the rear, front or total percentage of vehicle loading values then the controller proceeds to step (247). A
comparison of the percentage loading to the rear lower threshold is then executed. If the controller detects that the lower threshold has been exceeded the display unit is checked to ascertain as to whether the motion detect warning displayed. If the motion detect warning system is activated the controller returns to step (263). If the motion detect warning is not displayed then the near overload warning system is activated causing a near overload siren to be sotulded. If, on the other hand, the lower threshold is not exceeded in any of the rear then a check is made to ascertain whether the display unit (100) is displaying the detect warning yet again. If it is not then the display unit (100) signals that the loading is safe. If there is motion detected then the controller (100) returns to step (263). This process is repeated for the front and total percentage loading values.
Claims (25)
1. A system for indicating the state of loading of a vehicle having suspension components comprising:
a transducer mountable on a single suspension component such that a signal relating to the angular deflection of the suspension component can be generated; and a controller configured to receive the signal and generate an output representative of the state of loading of the vehicle.
a transducer mountable on a single suspension component such that a signal relating to the angular deflection of the suspension component can be generated; and a controller configured to receive the signal and generate an output representative of the state of loading of the vehicle.
2. A system as claimed in claim 1 further comprising:
at least one reference device adapted to generate a reference signal relating to the attitude of the vehicle, wherein the controller is further configured to receive the reference signal and adapt the output signal representative of the state of loading to account for the variance in the or each deflection angle created by the attitude of the vehicle.
at least one reference device adapted to generate a reference signal relating to the attitude of the vehicle, wherein the controller is further configured to receive the reference signal and adapt the output signal representative of the state of loading to account for the variance in the or each deflection angle created by the attitude of the vehicle.
3. A system as claimed in claims 1 or 2 wherein the controller output signal activates a sensory output device.
4. A system as claimed in any preceding claim further comprising a display.
5. A system as claimed in claim 4 wherein the display is the sensory output device.
6. A system as claimed in claim 4 or 5 wherein the display and the controller are integrated to form a single unit.
7. A system as claimed in any of claims 4 to 6 wherein the display is used to program the controller.
8. A system as claimed in any preceding claim wherein the controller is configured to detect whether the vehicle is subject to a disturbance.
9. A system as claimed in any preceding claim wherein the transducer is a one-piece device.
10. A system as claimed in any preceding claim comprising a plurality of transducers each mountable on a single suspension component.
11. A system as claimed in claim 10 wherein each of the plurality of transducers is mountable on a different suspension component.
12. A system as claimed in claim 10 or 11 wherein each of the plurality of transducers is mountable on a single suspension component of a different suspension assembly.
13. A system as claimed in any of claims 10 to 12 wherein a transducer is mountable on a single suspension component of each suspension assembly.
14. A wheeled vehicle having suspension components comprising:
a system as claimed in any preceding claim, wherein a transducer is mounted on a single suspension component.
a system as claimed in any preceding claim, wherein a transducer is mounted on a single suspension component.
15. A method of monitoring the load condition of a vehicle having suspension components comprising:
monitoring the deflection angle of the (or each) suspension component; and generating an output signal from acontroller which is representative of the load condition.
monitoring the deflection angle of the (or each) suspension component; and generating an output signal from acontroller which is representative of the load condition.
16. A method as claimed in claim 15 further comprising:
measuring the tare angle of at least one suspension component using an inclinometer or accelerometer mounted on a single suspension component, storing said angle in the controller and setting a lower threshold corresponding to said tare angle;
measuring the load angle of at least one suspension component using an inclinometer or accelerometer mounted on a single suspension component, storing said angle in the controller and setting an upper threshold corresponding to said load angle;
comparing the deflection angle to the upper and lower threshold and using said comparison to determine the load condition; and generating an output signal from the controller when either of the upper or lower threshold is reached.
measuring the tare angle of at least one suspension component using an inclinometer or accelerometer mounted on a single suspension component, storing said angle in the controller and setting a lower threshold corresponding to said tare angle;
measuring the load angle of at least one suspension component using an inclinometer or accelerometer mounted on a single suspension component, storing said angle in the controller and setting an upper threshold corresponding to said load angle;
comparing the deflection angle to the upper and lower threshold and using said comparison to determine the load condition; and generating an output signal from the controller when either of the upper or lower threshold is reached.
17. A method as claimed in claim 15 or 16 further comprising:
measuring the attitude of the vehicle using a reference device mounted on the vehicle;
the controller receiving the reference signal and adjusting the tare angle and the load angle for the or each suspension component to account for the attitude of the vehicle.
measuring the attitude of the vehicle using a reference device mounted on the vehicle;
the controller receiving the reference signal and adjusting the tare angle and the load angle for the or each suspension component to account for the attitude of the vehicle.
18. A method as claimed any of claims 15 to 17, wherein the vehicle has at least two front suspension assemblies, each suspension assembly having at least one suspension component, the method further comprising:
generating an output signal from the controller which is representative of the load condition with reference to the front suspension assemblies only.
generating an output signal from the controller which is representative of the load condition with reference to the front suspension assemblies only.
19. A method as claimed in any of claims 15 to 18, wherein the vehicle has at least two rear suspension assemblies, each suspension assembly comprising at least one suspension component, the method further comprising the steps of:
generating an output signal from the controller which is representative of the load condition with reference to the rear suspension assemblies only.
generating an output signal from the controller which is representative of the load condition with reference to the rear suspension assemblies only.
20. A method as claimed in any of claims 15 to 19 further comprising:
setting an intermediate threshold, the value of the intermediate threshold being between 60% and 98% of the value of the upper threshold; and, the controller generating an output signal when the deflection angle reaches the intermediate threshold point.
setting an intermediate threshold, the value of the intermediate threshold being between 60% and 98% of the value of the upper threshold; and, the controller generating an output signal when the deflection angle reaches the intermediate threshold point.
21. A method as claimed in any of claims 15 to 20 further comprising:
monitoring the deflection angle of at least one suspension component at two separate time intervals;
determining the difference of the deflection angles from the two separate time intervals; and the controller generating a disturbance signal indicating that motion is detected if the difference is greater than a pre-determined amount.
monitoring the deflection angle of at least one suspension component at two separate time intervals;
determining the difference of the deflection angles from the two separate time intervals; and the controller generating a disturbance signal indicating that motion is detected if the difference is greater than a pre-determined amount.
22. A method as claimed in any of claims 15 to 20 further comprising:
the controller sampling the deflection angle at discrete intervals and storing the sampled data as n sample sets each comprising a number of samples, where n is an integer; and the controller generating a disturbance signal indicating that motion is detected if the difference between two successive sample sets is greater than a pre-determined value.
the controller sampling the deflection angle at discrete intervals and storing the sampled data as n sample sets each comprising a number of samples, where n is an integer; and the controller generating a disturbance signal indicating that motion is detected if the difference between two successive sample sets is greater than a pre-determined value.
23. A system as claimed in any of claims 1 to 13, wherein the transducer comprises a wireless signal transmitter and wherein the controller comprises an associated wireless signal receiver such that the transducer and the controller may communicate over a wireless channel.
24. A system as claimed in claim 2, wherein the reference device comprises a wireless signal transmitter and wherein the controller comprises an associated wireless signal receiver such that the reference device and the controller may communicate over a wireless channel.
25. A method as claimed in any of claims 15 to 22, wherein the deflection angle is communicated to the controller over a wireless channel.
Applications Claiming Priority (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GBGB0623802.6A GB0623802D0 (en) | 2006-11-29 | 2006-11-29 | An arrangement of interconnected devices or system to indicate loading state or overload of the axles on a vehicle |
| GB0623802.6 | 2006-11-29 | ||
| US11/717,332 | 2007-03-13 | ||
| US11/717,332 US7761258B2 (en) | 2006-11-29 | 2007-03-13 | Method of monitoring a load condition of a vehicle |
| EP07251083.7 | 2007-03-15 | ||
| EP07251083A EP1905618B1 (en) | 2006-11-29 | 2007-03-15 | System for indicating the state of loading of a vehicle |
| PCT/EP2007/009456 WO2008043578A1 (en) | 2006-11-29 | 2007-10-31 | System for indicating the state of loading of a vehicle |
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| CA2670492A1 true CA2670492A1 (en) | 2008-04-17 |
| CA2670492C CA2670492C (en) | 2015-02-10 |
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| US (3) | US7761258B2 (en) |
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| JP (1) | JP5450082B2 (en) |
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-
2006
- 2006-11-29 GB GBGB0623802.6A patent/GB0623802D0/en not_active Ceased
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2007
- 2007-03-13 US US11/717,332 patent/US7761258B2/en active Active
- 2007-03-15 EP EP07251083A patent/EP1905618B1/en active Active
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- 2007-03-15 GB GB0705019.8A patent/GB2444277B/en not_active Expired - Fee Related
- 2007-10-31 BR BRPI0719683-0A patent/BRPI0719683B1/en active IP Right Grant
- 2007-10-31 CN CNA2007800490136A patent/CN101610927A/en active Pending
- 2007-10-31 EP EP07819489A patent/EP2099626B1/en active Active
- 2007-10-31 MX MX2009005629A patent/MX2009005629A/en not_active Application Discontinuation
- 2007-10-31 AU AU2007306559A patent/AU2007306559B2/en active Active
- 2007-10-31 JP JP2009538605A patent/JP5450082B2/en active Active
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- 2007-10-31 WO PCT/EP2007/009456 patent/WO2008043578A1/en active Application Filing
- 2007-10-31 ZA ZA200903723A patent/ZA200903723B/en unknown
- 2007-10-31 RU RU2009124466/11A patent/RU2456171C2/en active
- 2007-10-31 DK DK07819489.1T patent/DK2099626T3/en active
- 2007-10-31 CA CA2670492A patent/CA2670492C/en active Active
- 2007-10-31 KR KR1020097013652A patent/KR20090095620A/en not_active Application Discontinuation
- 2007-10-31 ES ES07819489T patent/ES2376046T3/en active Active
- 2007-11-01 TW TW096141133A patent/TW200836947A/en unknown
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2009
- 2009-05-27 IL IL199001A patent/IL199001A0/en unknown
- 2009-06-12 NO NO20092267A patent/NO20092267L/en not_active Application Discontinuation
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2010
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2015
- 2015-11-04 US US14/932,647 patent/USRE46706E1/en active Active
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