WO2003000512A1 - Agencement pour vehicule commercial et vehicule commercial correspondant - Google Patents

Agencement pour vehicule commercial et vehicule commercial correspondant Download PDF

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Publication number
WO2003000512A1
WO2003000512A1 PCT/SE2002/001230 SE0201230W WO03000512A1 WO 2003000512 A1 WO2003000512 A1 WO 2003000512A1 SE 0201230 W SE0201230 W SE 0201230W WO 03000512 A1 WO03000512 A1 WO 03000512A1
Authority
WO
WIPO (PCT)
Prior art keywords
load surface
space
suspension means
longitudinal direction
fluid
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/SE2002/001230
Other languages
English (en)
Inventor
Henric Nordlöf
Roine Reimdal
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Scania CV AB
Original Assignee
Scania CV AB
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 Scania CV AB filed Critical Scania CV AB
Priority to DE10296950.7T priority Critical patent/DE10296950B4/de
Publication of WO2003000512A1 publication Critical patent/WO2003000512A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/052—Pneumatic spring characteristics
    • B60G17/0523—Regulating distributors or valves for pneumatic springs
    • 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
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P1/00—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading
    • B60P1/02—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading with parallel up-and-down movement of load supporting or containing element
    • B60P1/027—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading with parallel up-and-down movement of load supporting or containing element with relative displacement of the wheel axles
    • 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
    • B60G2204/111—Mounting of sensors thereon on pneumatic springs
    • 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
    • B60G2400/25—Stroke; Height; Displacement
    • 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
    • B60G2400/25—Stroke; Height; Displacement
    • B60G2400/252—Stroke; Height; Displacement vertical
    • 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
    • B60G2400/51—Pressure in suspension unit
    • B60G2400/512—Pressure in suspension unit in spring
    • B60G2400/5122—Fluid spring
    • B60G2400/51222—Pneumatic
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2401/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60G2401/17—Magnetic/Electromagnetic
    • B60G2401/176—Radio or audio sensitive means, e.g. Ultrasonic

Definitions

  • the present invention relates to an arrangement for a commercial vehicle according to the preamble of claim 1.
  • the invention also relates to a commercial vehicle according to the preamble of claim 15.
  • the chassis element supports vehicle components such as, for example, engine, driver's cab and a load-bearing element, e.g. in the form of a load platform or a superstructure. Also, the vehicle's wheel shafts are suspended in the chassis element.
  • Such a suspension system comprises gas springs, e.g. two gas springs between at least one rear wheel shaft and the chassis element.
  • Gas suspension systems are also designed to make it easy to raise and lower the chassis element and hence the loading height, i.e. the load surface of the load-bearing element, thereby facilitating loading and unloading.
  • the loading height may be increased by supplying compressed gas to respective bellows of the springs, and the loading height may be reduced by releasing compressed gas from the bellows of the springs.
  • ELC Electronic Level Control
  • the chassis height is monitored by sensors and the chassis height can be adjusted automatically as necessary. It is for example possible to maintain the prevailing loading height despite increased load, by supplying further compressed gas. It is also possible to maintain the loading height during loading, by supplying compressed gas as required.
  • Such an electronic level loading system also makes it possible to deliver different amounts of gas to the respective gas springs. Such an electronic level loading system thus makes it easy to raise, lower or slope the load surface of the load-bearing element.
  • Electronically controlled level loading systems incorporate pressure sensors designed to detect the gas pressure in the respective bellows.
  • Information about the gas pressure in the respective gas springs of a wheel shaft and knowledge of the effective cross-sectional area of the respective bellows can be used to calculate the weight acting upon the wheel shaft.
  • the suspension characteristics of a gas spring depend on the compressibility of the active medium and the design of the gas spring, particularly the design of the bellows.
  • the compressible medium normally used in gas springs is air.
  • the bearing capacity of an air spring i.e. the latter' s ability to absorb weight, is different at different chassis heights, i.e. at different lengths of the bellows.
  • This difference is used for calculating the weight acting upon the wheel shaft when the load surface of the load-bearing element supported by the chassis element is in an initial position coinciding with the level at which the load surface usually is with respect to the wheel shaft during driving, i.e. the level at which the load surface is during movement of the vehicle, according to previous technology. If the load surface has thus been raised or lowered at the time of loading, correct calculation of said weight entails having, according to previous technology, to raise or lower the load surface to the level at which the load surface normally is during movement of the vehicle.
  • the weight which will act upon the wheel shaft is thus calculated on the basis of the respective air pressures in the bellows and the respective effective cross- sectional areas of the bellows when the load surface is at the level at which the load surface is during movement of the vehicle.
  • the driver of the vehicle may control the electronically controlled level maintenance system via some kind of control device.
  • the electronically controlled level maintenance system also incorporates a display means whereby the driver can obtain information about the weight acting upon the wheel shaft.
  • a disadvantage of the procedure described in connection with previous technology is that the driver of the vehicle may be forced to lower and raise the load surface a number of times in order to find out whether, when for example the maximum permissible weight acting upon the road surface is reached, the load surface at the time of loading is at a level which differs from the level at which the load surface is during movement of the vehicle.
  • the load surface need not be in said first position, which may be the level at which the load surface is with respect to the respective shaft during driving, i.e. during movement of the vehicle, in which position the space in the first suspension means has a known length in the longitudinal direction (x), when said weight is calculated.
  • Said weight is thus calculated as a function of both the pressure in and the position of the suspension means, and no lowering or raising of the load surface to said first position is necessary in order reliably to calculate said weight.
  • the suspension means may incorporate a bellows which defines said space of the suspension means.
  • the suspension means may also have a known bearing capacity at a certain length of the space in the longitudinal direction (x), i.e. when the bellows is in a certain position, the suspension means has a certain bearing capacity.
  • Said first and second sensor means are each adapted to send their respective signal to the calculation unit, thus providing the calculation unit with information about the prevailing pressure of the fluid in the bellows and the prevailing length of the bellows. It should be noted that when the load surface is in said second position it may be below or above the position at which the load surface is in said first position. The load surface may also slope in said second position.
  • Some kind of display means is connected to the calculation unit so that, for example, the driver of the vehicle can obtain information about said weight. It should be noted that the driver of the vehicle is primarily interested in obtaining information about the weight which will act upon the road surface via said wheel shaft.
  • the calculation unit may thus also be adapted to use the tare weight of the wheel shaft to calculate, as a next step, said total weight.
  • said fluid comprises a compressible medium, preferably some kind of gas, e.g. air.
  • the bearing capacity of said suspension means is different at different lengths of said space in the longitudinal direction (x) and the calculation unit is adapted to take into account a pertinent compensation factor which is related to said difference in bearing capacity with respect to said difference in length of the space in the longitudinal direction (x) in the situation where the load surface is in said second position and in the situation where the load surface is in said first position at said detected pressure when it calculates said weight.
  • the calculation unit incomprises a first memory unit in which various compensation factors are stored, and each compensation factor relates to a certain difference in bearing capacity with respect to a certain difference in length of the space in the longitudinal direction (x) between the situation where the load surface is in said second position and the load surface is in said first position at a certain pressure.
  • Said compensation factors may be arrived at empirically. The calculation unit can thus retrieve said compensation factors from said first memory unit.
  • the calculation unit is adapted to calculate the prevailing bearing capacity of said fluid in said space at said detected pressure on the basis of said first parameter when the load surface is in said second position, and to calculate the difference in bearing capacity of said fluid in said space between the situation where the load surface is in said second position and the situation where the load surface is in said first position, and said difference in bearing capacity forms said pertinent compensation factor.
  • the length of said space in the longitudinal direction (x) when the load surface is in said first position is known and is stored in the calculation unit.
  • Said calculation unit may incorporate an algorithm for calculating said pertinent compensation factor.
  • the calculation unit comprises a second memory unit in which information is stored about the bearing capacity of said fluid at different lengths of said space in the longitudinal direction (x) and different pressures of the fluid.
  • the calculation unit is further adapted to use said stored information in the memory unit when it calculates/retrieves said pertinent compensation factor.
  • the calculation unit first uses said first parameter and said stored information to arrive at the pertinent bearing capacity of the fluid in said space at said detected pressure. This bearing capacity value is compared with what the bearing capacity of the fluid would have been if the load surface had been in said first position at the prevailing fluid pressure, thereby obtaining said pertinent compensation factor.
  • gas springs behave in a less linear manner, i.e. plotting the relationship between applied force and resulting deformation does not produce a straight line. This relationship is called the spring characteristic of the spring.
  • said compensation factor is adapted to take into account said non-linear spring characteristic. It should be noted, however, that within certain lengths of the space in the longitudinal direction (x) the relationship between length and applied force is linear.
  • the compensation factor is adapted to take into account said linear relationship.
  • said first sensor means comprises at least one first position sensor adapted to detect the distance between the load surface and at least said first wheel shaft, and the calculation unit is adapted also to use said known distance for deriving said first parameter.
  • the position sensor may be situated at many different locations, whether on the load surface or on the chassis element.
  • the position sensor is adapted to send a signal to the calculation unit, which can use information about the distance detected to derive the first parameter, which is related to the length of the space in the longitudinal direction (x) when the load surface is in said second position.
  • said first sensor means may comprise at least one ultrasonic sensor arranged adjacent to the space of said first suspension means, said ultrasonic sensor being adapted to detect the length of the space of said first suspension means in the longitudinal direction (x).
  • the calculation unit receives direct information about the length of the space in the longitudinal direction (x) via a signal from the ultrasonic sensor.
  • a suspension means is arranged adjacent to each wheel of said first wheel shaft.
  • the vehicle thus also incorporates a second suspension means arranged between said first wheel shaft and said chassis element, and said second suspension means also comprises a space which extends in a longitudinal direction (x) and which contains a fluid, said second suspension means together with said first suspension means being adapted to enable the load surface to assume said first position and said second position as a result of a fluid also being supplied to or released from said space of said second suspension means, while said space of said second suspension means also has in the longitudinal direction (x), when the load surface is in said second position, a length which differs from the length which said space of said second suspension means has in the longitudinal direction (x) when the load surface is in said first position.
  • said first parameter and said second parameter for the first suspension means may be assumed to apply also for the second suspension means, whereupon the calculation unit calculates the weight which will act upon the first wheel shaft on the basis of said first parameter and said second parameter of the first suspension means.
  • the load surface may slope in such a way that the space has in the longitudinal direction (x) of the first suspension means a length which differs from the length of the space in the longitudinal direction (x) of the second suspension means.
  • the load may be unevenly distributed on the load surface.
  • the first sensor means is also adapted to detect a first parameter which is related to the length of the space in the longitudinal direction (x) of said second suspension means when the load surface is in said second position
  • the second sensor means is also adapted to detect a second parameter which is related to the pressure of said fluid in said space of said second suspension means when the load surface is in said second position and said load is arranged on said load surface
  • the calculation unit is adapted to calculate the weight which will act upon said first shaft, on the basis of the respective first and second parameters of said first and second suspension means.
  • the vehicle may incorporate a third suspension means and a fourth suspension means which are arranged between a second of said wheel shafts and said chassis element, in which case said third and fourth suspension means each comprise a respective space which extends in a longitudinal direction (x) and contains a fluid, said third and fourth suspension means together with at least said first suspension means being adapted to enable the load surface to assume said first position and said second position as a result of a fluid also being supplied to or released from said spaces of said third and fourth suspension means, and the respective spaces of said third and fourth suspension means each also have in the longitudinal direction (x) when the load surface is in said second position a length which differs from the length which the respective spaces of said third and fourth suspension means each have in the longitudinal direction (x) when the load surface is in said first position.
  • the first sensor means is also adapted to detect a first parameter which is related to the lengths of the respective spaces of said third and fourth suspension means in the longitudinal direction (x) when the load surface is in said second position
  • said second sensor means is also adapted to detect a second parameter which is related to the pressure of said fluid in the respective spaces of said third and fourth suspension means when the load surface is in said second position and said load is arranged on said load surface
  • the calculation unit is adapted to use the respective first and second parameters of said third and fourth suspension means to calculate the weight which will act upon said second wheel shaft.
  • the vehicle may comprise more than two wheel shafts.
  • the vehicle may comprise five wheel shafts.
  • suspension means of the aforesaid type may be arranged between the respective wheel shafts and the longitudinal chassis element.
  • four suspension means of the aforesaid type may be arranged between the respective wheel shafts and the longitudinal chassis element.
  • said first sensor means may be adapted to detect a respective first parameter which relates to the lengths of the respective spaces of the four suspension means of the wheel shafts in the longitudinal direction (x) when the load surface is in the second position
  • said second sensor means be adapted to detect the respective pressures in the respective spaces of the four suspension means of the wheel shafts when the load surface is in the second position and a load is arranged on the load surface
  • the calculation unit uses the respective first and second parameters of the four suspension means of the wheel shafts to calculate the weight which will act upon the wheel shafts.
  • the invention also relates to a commercial vehicle incorporating an arrangement according to any one of claims 1 to 14. BRIEF DESCRIPTION OF THE DRAWINGS
  • Fig. 1 depicts a side view of a heavy vehicle
  • Fig. 2 depicts a suspension system of a vehicle
  • Fig. 3 depicts an arrangement according to the invention, adapted to be applied to the vehicle in Fig.1.
  • Fig. 1 depicts a commercial vehicle 1 with a load-bearing element which comprises a load surface 2.
  • the vehicle 1 incorporates a longitudinal chassis element 3, and the load surface 2 is supported by the chassis element 3.
  • the vehicle 1 comprises a first rear wheel shaft 4 and a second rear wheel shaft 5.
  • the first rear wheel shaft 4 and the second rear wheel shaft 5 comprise two sets of wheels 6,7, but only one wheel 6,7 respectively is depicted on each of the wheel shafts 4,5.
  • a first suspension means 8 is arranged between the first rear wheel shaft 4, adjacent to the first wheel 6 of the first rear wheel shaft 4 and the chassis element 3.
  • a second suspension means 9 (not depicted in Fig.2, but depicted in Fig.3) is arranged between the first rear wheel shaft 4, adjacent to the second wheel (not depicted) of the first rear wheel shaft 4 and the chassis element 3.
  • a third suspension means 10 is arranged between the second rear wheel shaft 5, adjacent to the first wheel 7 of the second rear wheel shaft 5 and the chassis element 3.
  • a fourth suspension means 11 is arranged adjacent to the second wheel (not depicted) of the second rear wheel shaft 5 and the chassis element 3.
  • the respective suspension means 8,9,10,11 each comprise a respective space 12,13,14,15 which extends in a longitudinal direction (x) and contains a compressed gas.
  • the suspension means 8,9,10,11 are of the air springs type, so the compressible medium is air.
  • Each of the respective spaces 12,13,14,15 of the air springs is defined by a bellows.
  • the air springs 8,9,10,11 form part of an electronically controlled level loading system of the commercial vehicle 1 (the level loading system will not be explained in more detail in this patent application).
  • the chassis element 3 and hence the load surface 2 can be raised by supplying compressed air to the respective air springs 8,9,10,11.
  • Compressed air is supplied to the respective air springs 8,9,10,11 from a pressure tank 16 via a valve device 18.
  • the pressure tank 16 is also connected to a compressor 17 of the vehicle 1 via the valve device 18.
  • the chassis element 3 and hence the load surface 2 can be lowered by releasing compressed air from the respective bellows 12,13,14,15.
  • the electronically controlled level loading system also makes it possible to deliver different quantities of air to the respective air springs 8,9,10,11, thus making it possible to cause the load surface to slope.
  • a control unit of the level loading system receives signals from various sensors such as position sensors, thereby making it possible to monitor and adjust the level of the load surface 2.
  • the load surface may be in a first position which may be that in which the load surface normally is during movement of the vehicle, i.e. during driving.
  • the load surface can be raised, lowered and/or sloped to a second position, a so-called loading position, to facilitate the arrangement of a load on the load surface 2 when the vehicle is standing still, by compressed air being supplied to or released from the respective bellows 12, 13, 14, 15 of the air springs
  • the load surface 2 of the vehicle 1 can be adapted to the level of a loading bay from which loading takes place.
  • the length of each of the respective spaces 12,13,14,15 of the air springs 8,9,10,11 in the longitudinal direction (x) differs from the length of the respective spaces 12,13,14,15 in the longitudinal direction (x) in the first position.
  • the state of the art for vehicles incorporating level loading systems of the aforesaid type has made it necessary to have the load surface assume the first position, which is normally the level at which the load surface is during driving, in order to obtain information about the weight which will act upon the respective wheel shafts during movement of the vehicle. If during loading the load surface is at a level which differs from the level at which the load surface is during driving, the driver wishing to obtain correct information about said weight thus has to cause the load surface to assume the first position, whereupon the weight which acts upon the respective wheel shafts is calculated on the basis of the pressure of the air in the respective bellows and the effective cross- sectional area of the respective bellows when the load surface is in the first position.
  • Fig.3 depicts an arrangement 19 according to an embodiment of the invention which is intended to be applied to the vehicle in Fig.l, which vehicle 1 incorporates an electronically controlled level loading system.
  • the arrangement 19 makes it possible to have the load surface 2 remain in the second position, which in this case is the loading position, and to calculate the weight which will act upon the respective wheel shafts 4,5.
  • the arrangement 19 comprises a first sensor means which incorporates a first position sensor 20 for the first wheel shaft 4, and a second position sensor 21 for the second wheel shaft 5, and these position sensors are situated on the load surface 2.
  • the first sensor means may comprise respective ultrasonic sensors 22,23,24,25 arranged adjacent to the respective spaces 12,13,14,15 of the air springs 8,9,10,11.
  • the arrangement 19 also comprises a second sensor means which incorporates respective pressure sensors 26,27,28,29 arranged adjacent to the respective spaces 12,13,14,15 of the air springs 8,9,10,11.
  • the arrangement 19 further comprises a calculation unit 30 and a first memory unit 31.
  • the calculation unit 30 may incorporate a second memory unit 32.
  • the calculation unit 30 may be integrated in the control unit of the level loading system of the vehicle in Fig.1, and so the first memory unit 31 and the second memory unit 32 may be a memory unit of the control unit of the level loading system.
  • the position sensors 20,21 and/or the ultrasonic sensors 22,23,24,25 may take the form of sensors of the level loading system.
  • the pressure sensors 26,27,28,29 may also take the form of sensors of the level loading system.
  • the lengths in the longitudinal direction (x) of the respective spaces 12,13,14,15 of the suspension means 8,9,10,11 when the load surface 2 is in the second position differ from the lengths of the respective spaces 12,13,14,15 in the situation where the load surface 2 is in the first position. It is also supposed that all the suspension means 8,9,10,11 are of the same design.
  • the first position sensor 20 and the second position sensor 21 are designed to send signals to the calculation unit 30.
  • the first position sensor 20 is designed to detect the distance between the load surface 2 and the first rear wheel shaft 4
  • the second position sensor 21 is designed to detect the distance between the load surface 2 and the second rear wheel shaft 5.
  • the calculation unit 30 is designed to use information about said distance and knowledge of the locations of the position sensors 20, 21 to derive a first parameter which is related to the lengths in the longitudinal direction (x) of the respective spaces 12, 13, 14, 15 when the load surface is in the second position.
  • the calculation unit 30 may receive information about the lengths in the longitudinal direction (x) of the respective spaces 12,13,14,15 when the load surface 2 is in the second position, via signals from the ultrasonic sensors 22,23,24,25.
  • Signals from the pressure sensors 26,27,28,29 to the calculation unit 30 provide the calculation unit 30 with information about a second parameter which is related to the respective pressures of the air in the spaces
  • the memory unit 31 stores various compensation factors, and each compensation factor relates to a certain difference in bearing capacity with respect to a certain difference in the length of the space in the longitudinal direction (x) between the situations where the load surface 2 is in said second position and the load surface 2 is in said first position at a certain pressure of the air in the bellows/space.
  • the calculation unit 30 is designed to retrieve the respective pertinent compensation factor from the memory unit 31 and use the respective detected pressure and respective effective cross-sectional area of the bellows and the respective pertinent compensation factor to calculate the weight which will act upon the respective rear wheel shafts 4,5.
  • the effective cross-sectional area is that which the respective bellows/spaces 12,13,14,15 have when the load surface 2 is in the first position.
  • calculation unit 30 may alternatively be designed to calculate the weight which will act upon the respective rear wheel shafts 4,5.
  • the memory unit 32 stores information about the bearing capacity of the air springs 8,9,10,11 at different lengths in the longitudinal direction (x) of the spaces 12,13,14,15 and different pressures of the air in the spaces 12,13,14,15.
  • the calculation unit 30 uses the stored information and the respective first parameters of the suspension means 8,9,10,11 at the respective detected pressures of the air in the spaces 12,13,14,15 to calculate the prevailing bearing capacity of the respective suspension means 8,9,10,11.
  • the next step is that the calculation unit 30 uses the information stored and knowledge of the lengths in the longitudinal direction (x) of the respective spaces 12,13,14,15 in the situation where the load surface 2 would be in the first position to calculate the bearing capacity of the respective suspension means 8,9, 10, 11 at the respective detected pressures of the air in the spaces 12,13,14,15. Thereafter the calculation unit 30 is designed to calculate a pertinent compensation factor for the respective suspension means 8,9,10,11 by calculating the difference in bearing capacity of the respective air springs 8,9,10,11 between the situation where the load surface 2 is in the second position and the situation where the load surface 2 is in the first position.
  • the weight which will act upon the respective rear wheel shafts 4,5 is calculated on the basis of the respective detected pressures of the air in the spaces 12,13,14,15 and the effective cross-sectional area of the respective spaces 12,13,14,15 and the respective pertinent compensation factors.
  • the cross-sectional area is that which the respective bellows/spaces 12,13,14,15 have when the load surface 2 is in the first position. Since in both of the situations described above the calculation unit 30 is designed to take into account the fact that at any given pressure of the air in the bellows 12,13,14,15 the bearing capacity of the air springs is different at different chassis heights, the load surface 2 need not be in the first position in order to calculate reliably the weight which will act upon the respective wheel shafts

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

Abstract

La présente invention se rapporte à un véhicule commercial et à un agencement pour ledit véhicule (1) comprenant une pluralité d'arbres de roue (4, 5) et une surface de charge (2) qui est supportée par un élément de châssis longitudinal (3). Ce véhicule comprend des moyens de suspension (8, 10) du type ressort à soufflets à air, qui permettent à la surface de charge d'adopter une première position et une seconde position. L'agencement comprend un moyen de détection permettant de détecter un paramètre associé à la longueur des soufflets lorsque la surface de charge est dans la seconde position, et un capteur conçu pour détecter un paramètre qui est associé à la pression de l'air dans les soufflets lorsque la surface de charge se trouve dans la seconde position et qu'une charge est disposée sur cette surface décharge. Une unité de calcul est conçue pour calculer le poids qui s'applique sur le premier arbre de roue sur la base des paramètres du ressort à soufflets à air.
PCT/SE2002/001230 2001-06-21 2002-06-18 Agencement pour vehicule commercial et vehicule commercial correspondant Ceased WO2003000512A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE10296950.7T DE10296950B4 (de) 2001-06-21 2002-06-18 Anordnung für ein Nutzfahrzeug und ein Nutzfahrzeug

Applications Claiming Priority (2)

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SE0102218A SE519500C2 (sv) 2001-06-21 2001-06-21 Anordning för ett lastfordon och ett lastfordon

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Cited By (4)

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Publication number Priority date Publication date Assignee Title
EP1571014A3 (fr) * 2004-03-04 2009-10-07 WABCO GmbH Aide au démarrage pour un véhicule
RU201081U1 (ru) * 2020-09-22 2020-11-26 Общество С Ограниченной Ответственностью "Научно-Производственное Объединение "Ростар" Подвеска транспортного средства
JP2022034880A (ja) * 2020-08-19 2022-03-04 株式会社アイシン 車両用重量推定装置、重量推定方法、およびプログラム
RU229465U1 (ru) * 2024-06-11 2024-10-08 Публичное акционерное общество "КАМАЗ" Подвеска рессорная усиленная транспортного средства

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AT520162B1 (de) * 2017-06-22 2022-12-15 Hendrickson Comm Vehicle Sys Europe Gmbh Verfahren zum Bestimmen des Belastungszustandes einer Blattfeder

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EP0170794A2 (fr) * 1984-08-04 1986-02-12 WABCO Westinghouse Fahrzeugbremsen GmbH Dispositif à ressort pneumatique pour véhicules
EP0779168A2 (fr) * 1995-12-14 1997-06-18 WABCO GmbH Dispositif de réglage du niveau
US6032535A (en) * 1997-01-14 2000-03-07 Contitech Luftfedersystem Gmbh Arrangement for making contactless distance and pressure measurements within an air spring

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DE10029332B4 (de) * 2000-06-20 2007-05-24 Continental Aktiengesellschaft Messung des Beladungszustandes eines Kraftfahrzeuges

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Publication number Priority date Publication date Assignee Title
EP0170794A2 (fr) * 1984-08-04 1986-02-12 WABCO Westinghouse Fahrzeugbremsen GmbH Dispositif à ressort pneumatique pour véhicules
EP0779168A2 (fr) * 1995-12-14 1997-06-18 WABCO GmbH Dispositif de réglage du niveau
US6032535A (en) * 1997-01-14 2000-03-07 Contitech Luftfedersystem Gmbh Arrangement for making contactless distance and pressure measurements within an air spring

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1571014A3 (fr) * 2004-03-04 2009-10-07 WABCO GmbH Aide au démarrage pour un véhicule
JP2022034880A (ja) * 2020-08-19 2022-03-04 株式会社アイシン 車両用重量推定装置、重量推定方法、およびプログラム
JP7521323B2 (ja) 2020-08-19 2024-07-24 株式会社アイシン 車両用重量推定装置、重量推定方法、およびプログラム
RU201081U1 (ru) * 2020-09-22 2020-11-26 Общество С Ограниченной Ответственностью "Научно-Производственное Объединение "Ростар" Подвеска транспортного средства
RU229465U1 (ru) * 2024-06-11 2024-10-08 Публичное акционерное общество "КАМАЗ" Подвеска рессорная усиленная транспортного средства

Also Published As

Publication number Publication date
DE10296950T5 (de) 2004-07-01
DE10296950B4 (de) 2015-10-22
SE519500C2 (sv) 2003-03-04
SE0102218D0 (sv) 2001-06-21
SE0102218L (sv) 2002-12-22

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