• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    METHOD FOR ESTIMATION OF A DISTANCE LENGTH BETWEEN TRAILER AXLES. The present invention relates to a method for estimating the effective wheelbase length of a trailer in a vehicle combination comprising a tow vehicle and at least one towed trailer. In accordance with the present invention, said method comprises the following steps: - pulling the vehicle combination ahead; - record of vehicle combination speed; - tow vehicle steering angle record; - yaw rate record of tow vehicle and towed trailers or pivot angle record for each towed trailer; - recording of the steering angle of each trailer towed; - using the recorded values to calculate a value for the effective wheelbase for each trailer towed. A provision for estimating the effective wheelbase length of a trailer in a vehicle combination is also presented. The advantage of the present invention is that the effective wheelbase of a vehicle combination can be estimated during dynamic cornering (dynamic curves).
    公开号:BR112015009693B1
    申请号:R112015009693-0
    申请日:2012-10-31
    公开日:2021-09-08
    发明作者:Tagesson Kristoffer
    申请人:Volvo Truck Corporation；
    IPC主号:
    专利说明:

    TECHNICAL FIELD
    [001] The present invention relates to a method for estimating the wheelbase length of at least one trailer of a vehicle combination comprising a tow vehicle and at least one towed trailer. The method is especially suitable for vehicle combinations having more than one trailer towed. STATE OF TECHNIQUE OVERVIEW
    [002] In order to reduce the number of heavy vehicles on roads, longer vehicle combinations comprising more than one trailer trailer are proposed for use on regular roads in some countries. Regardless of reducing the required number of towing vehicles for a specific load, energy consumption and exhaust gas emission will also be reduced compared to traditional vehicle combinations. Normally, the length and weight of the vehicle combination is controlled by laws and regulations. A vehicle combination that is currently permitted in some European countries in a truck-dolly-semitrailer combination (truck-platform-semitrailer or truck-trailer-semitrailer), which is slightly longer than a normal truck- trailer. Such a combination makes it possible for a truck to tow a semi-trailer using a small trailer often referred to as a trailer platform or platform. A platform is a small trailer that can be attached to a truck or trailer in order to support a semi-trailer. The platform is equipped with a fifth wheel to which the semitrailer is coupled.
    [003] In some countries, longer and/or heavier vehicle combinations are also allowed under strict conditions. Such vehicles can comprise several trailers and can be more than (exceeding) 50 meters. These are often used in remote areas and for specific purposes. In Australia road trains comprising more than 4 trailers are used in some states and on some roads. Longer combination vehicles (LCV's) are also used, for example, in the USA, Canada and Argentina. All these LCV’s are used under strict regulations.
    [004] A problem that can arise when longer and varying vehicle combinations are used is that of determining the effective wheelbase of each towed trailer. Knowledge of the effective wheelbase is, for example, advantageous to have when traction at low speed of the vehicle combination is to be aided by an autonomous or semi-automatic function, for example, when sorting (packaging, load stowing) , in order to simplify the positioning of the vehicle combination on a loading ramp. It is especially important to know the effective wheelbase when automatic or semi-automatic reversing is to be implemented.
    [005] The effective wheelbase is a well-known expression. When a vehicle is provided with more than one wheel axle at one end, these wheel axles can be approximated with only one virtual wheel axle. A vehicle having only this virtual wheel axle could, in the ideal case, behave in almost exactly the same way as the original vehicle with more wheel axles. For a vehicle combination, ie a tow vehicle followed by one or several towed units, each vehicle unit will therefore have an effective wheelbase. In Figure 1, a vehicle combination (1) comprising a truck (2), a platform (dolly) (3) and a semitrailer (4) is shown. The effective wheelbase is the distance between the trailer connection point and the virtual wheel axle. For the platform (3), the effective wheelbase is the distance (L2) between the trailer coupling (5) and the virtual wheel axle (6) of the platform (3), which is derived from the wheel axles (7) of the platform (3). For the semitrailer (4), the effective wheelbase is the distance (L3) between the kingpin (8) of the semitrailer (4) and the virtual wheel axle (9) of the semitrailer (4), which is derived from of the regular wheel axles (10) of the semitrailer (4). In Figure 1, the virtual wheel axles are shown with dashed lines.
    [006] The easiest way to determine the effective wheelbase of a trailer is to measure the distance from the connection point to the wheel axles and to determine the characteristic tire and wheel axle loads. The effective wheelbase can then be calculated using available explicit formulas. This can be a reliable method when the same trailer is used exclusively and is running at the same load, or when the trailer wheel axle longitudinal position, tire properties and load are continuously made available to all control units that require the information. In reality, this is most often not the case. The effective wheelbase, that is, the virtual wheel axle position, is dependent on each wheel axle load and tire characteristics, which means that the effective wheelbase may vary depending on how the trailer is loaded. Additionally, for a trailer having a liftable wheel axle, the wheelbase will change when the wheel axle is raised.
    [007] The US patent number US 6,301,548 presents a method for determining the wheelbase of steerable (manoeuvrable) vehicles when cornering (making a curve), in which the wheelbase is determined from at least one width defined track, measured wheel circumference speeds and/or measured steering (maneuver) angles. In this method, the radius of the curve is used as an input to the method, which means that the vehicle has to drive through a curve with a constant radius.
    [008] European patent number EP 2 324 323 B1 describes a method for determining a wheelbase of a vehicle having at least two wheel axles whereby vehicle measurement signals are recorded at least during vehicle movement through a curve, and where the wheelbase is determined from at least the measured signals. A yaw rate and wheel rotational speeds for determining wheel speeds are measured and the wheelbase is determined from geometric calculations. In this method, the radius of the curve is used as an input to the method, which means that the vehicle has to drive through a curve with a constant radius.
    [009] These methods are primarily adapted to determine the wheelbase for a vehicle combination comprising a tow vehicle and a towed trailer pulling through a continuous curve. There is therefore still room for an improved method and arrangement adapted to vehicle combinations having at least one trailer towed and where steering is not restricted to steady state cornering (turns). PRESENTATION OF THE INVENTION
    [010] An object of the present invention is, therefore, to provide an improved method for estimating the effective wheelbase length of a trailer in a vehicle combination comprising a tow vehicle and at least one towed trailer. A further object of the present invention is to provide an improved arrangement for estimating the effective wheelbase length of a trailer in a vehicle combination comprising a tow vehicle and at least one towed trailer.
    [011] The solution of the problem in accordance with the present invention is described in the independent patent claim 1 for the method, and in the independent patent claim characterization part 11 for the provision. The other dependent patent claims contain further advantageous developments of the method and arrangement of the present invention.
    [012] In a method for estimating the effective wheelbase of a trailer in a vehicle combination comprising a towed vehicle and at least one towed trailer, the steps of pulling the vehicle combination ahead, recording the speed are understood vehicle combination, tow vehicle steering angle record, tow vehicle yaw rate record and towed trailers or pivot angle record for each towed trailer, steering angle record for each trailer towed, and using the determined values to calculate a value for the effective wheelbase for each trailer towed.
    [013] For this first embodiment of the method of the present invention, the method can estimate the effective wheelbase of the at least one towed trailer. The estimation of the effective wheelbase is made when the vehicle combination is pulled forward for a pre-determined time interval, where the time interval can be between a few seconds and even several minutes. The length of the time interval can, for example, depend on the type of road on which the vehicle combination is towed. As steering angles and yaw rates and/or pivot angles are used for estimation, it is advantageous that the vehicle combination will at least pull through a curved portion of the road. During the time interval, the different values are determined and registered with a pre-determined sampling frequency, in such a way that a series of registered value sets, which can be arranged in matrices, are obtained. One or more of these sets or matrices of recorded values are then used to calculate the effective wheelbase for the towed trailers of the vehicle combination.
    [014] It is possible to sort (sort) the value sets before the actual wheelbase is calculated. When the vehicle combination pulls absolutely in a straight line, the recorded values, for example, steering angles or articulation angles of towed trailers will be substantially zero, which means that there is no point in calculating a wheelbase effective using these value sets. Consequently, such sets of values can be downloaded before the effective wheelbase is calculated. It is also possible that such amounts have not been registered. It is, for example, possible that some or all of the values will be compared to threshold values before a set of values will be recorded. If one of the values is below or above the threshold level, the set of values is not recorded. When the vehicle combination has moved for a pre-determined time interval, a number of sets of values have been recorded. One or more of these sets of values are used to calculate an effective wheelbase. You can calculate a number of wheelbases using different sets of values and calculate the average of these actual wheelbase values.
    [015] The estimation of the effective wheelbase is preferably made by assembling (fitting) a vehicle model using a least squares condition. In this way, deviations from the values used are minimized. Deviations in values can, for example, come from disturbances or noise in the measured signals. This can, for example, arise from road conditions, which may not always be perfect. A pothole can, for example, influence a truck's yaw rate or a trailer's steering angle value. Other types of road defects can also influence the estimate. By using a least squares approximation, and by performing several estimates for different sets of values, an effective wheelbase estimate that differs by a few percent or less from the actual effective wheelbase value can be obtained.
    [016] The different values recorded are either obtained by measuring the values directly using sensors or by estimating the required values using other measured signals.
    [017] One measure that can be estimated is the yaw rate. The yaw rates of vehicles are, for example, coupled to the pivot angles of the following vehicles. The yaw rate of the first towed trailer can, for example, be approximated by using the yaw rate of the tow vehicle and by adding the time derived from the articulation angle between the tow vehicle and the first towed trailer.
    [018] The tow vehicle yaw rate can, for example, be determined either by estimation or by a measurement. Estimation can be done by using an estimation method based on vehicle combination properties such as vehicle wheel speed, vehicle mass, vehicle length, steering angle, etc. Yaw rate measurements are made using a yaw rate sensor.
    [019] In a provision for estimating the effective wheelbase length of a trailer in a vehicle combination comprising a tow vehicle and at least one towed trailer, comprising a resource for obtaining the speed of the vehicle combination, a resource for obtaining the towing vehicle steering angle, a resource for obtaining the steering angle of each towed trailer, the purpose of the present invention is solved in which the provision additionally comprises a resource for obtaining the yaw rate of the towing vehicle and each towed trailer or to obtain the articulation angle for each towed trailer, a capability to record the values obtained in a dataset, and a capability to calculate a value for the effective wheelbase for each towed trailer.
    [020] For this first embodiment of the arrangement of the present invention, the arrangement comprises resource for estimating the effective wheelbase of the at least one towed trailer. The estimation of the effective wheelbase is made by recording appropriate values obtained either by measurements or by estimates when the vehicle combination is pulled forward for a time interval, where the time interval can be between a few seconds to several minutes. The length of the time interval can, for example, depend on the type of road on which the vehicle combination is towed. As steering angles, yaw rate and/or pivot angles are used for the estimates, it is advantageous for the vehicle combination to at least pull through a curved portion of the road. However, the curve does not have to be continuous with a specified radius. During the time interval, the different values are determined and recorded with a predetermined sampling frequency, in such a way that a series of recorded value sets, which can be arrayed, is obtained. One or more of these sets or matrices of recorded values are then used to calculate the effective wheelbase for the towed trailers of the vehicle combination. The arrangement comprises the facility for calculating a value for the effective wheelbase, and the facility preferably uses a least squares fit for a linear track vehicle model to estimate the effective wheelbase. BRIEF DESCRIPTION OF THE DRAWINGS OF THE INVENTION
    [021] The present invention will be described in greater detail below by means of the drawings, in which: Figure 1 shows a schematic vehicle combination comprising a towing vehicle and two towed trailers; Figure 2 shows an example of a linear vehicle model; and Figure 3 shows a schematic flowchart of an inventive method for estimating the effective wheelbase of a vehicle combination. METHODS FOR CARRYING OUT THE INVENTION
    [022] The embodiments of the present invention with further developments and aspects, and described hereinafter are to be considered as exemplary only and are in no way limiting the inventive spirit and scope of protection provided by the accompanying patent claims.
    [023] Figure 1 shows a schematic vehicle combination (1) comprising a tow vehicle (2) and two trailer trailers (3, 4). The towing vehicle (2) is preferably a regular truck adapted for commercial use on the highway, but it could also be a tractor having a fifth wheel or a bus. The first towed trailer (3) is, in the example shown, a platform (dolly) having a drawbar connected to the trailer coupling of the truck. The platform is provided with two wheel axles (7). The second towed trailer (4) is a semi-trailer, which is provided with a king pin (8) that is connected to the fifth wheel of the platform. This example shows a common type of longer vehicle combination, but it is also possible to estimate the effective wheelbase for other types of vehicle combinations having other types of tow vehicles and other types and numbers of towed vehicles.
    [024] One such example is a vehicle combination comprising a tractor and a regular trailer or a tractor, a semi-trailer and a regular trailer. A regular trailer having both a front wheel axle and one or several rear wheel axles can be modeled as two trailed trailers. The towed first trailer comprises the drawbar and the first wheel axle and the effective wheelbase extends from the drawbar connection to the front wheel axle, or the virtual front wheel axle if the trailer is provided with more than one front wheel axle. The second towed trailer comprises the trailer body and the rear wheel axle or rear wheel axles, where the effective wheelbase extends from the pivot point between the trailer body and the first wheel axle to the rear axle. trailer's virtual rear wheels.
    [025] In order to estimate the effective wheelbase for each trailer towed, a number of measurements are recorded in sets of values when the vehicle combination is towed forward. Measurements are preferably recorded when conditions match certain predefined conditions, for example when the speed of the vehicle combination is within a predefined range and when the road condition matches a predefined road profile. It is, for example, advantageous to perform records when the road is relatively level (uniform) and flat. The time of a logging period is preferably within a predefined time range, which can be from a few seconds to a number of minutes or more. The time period can either be preset or logging can stop when a pre-defined number of approved value sets have been logged. The recorded values are stored in a memory, preferably comprised in a vehicle control unit.
    [026] The measurements that are recorded are as follows: the speed (vx) of the truck, the steering angle (δi) of the truck, the yaw rate (ri) of the truck, the steering angles (82, 83) of each trailer, the yaw rate (r2, r3) of each trailer and the pivot angles (Φ2, Φ3) of each trailer. Truck speed is measured in a conventional way, for example with a tachometer or GPS. The truck's steering angle is measured by a steering angle sensor. The truck yaw rate is either measured with a yaw rate sensor or estimated using known truck properties. The steering angle of a trailer is the angle at which a trailer's steerable (maneuverable) wheel axle turns (steering), if the trailer is provided with a steering wheel function. Steering angle is measured by a steering angle sensor provided on the steerable wheel axle of that trailer. The pivot angle for a trailer is the angle between the centerline of the trailer to the centerline of the vehicle ahead. The articulation angle is a measure of the articulation between vehicles. The articulation angle can be measured with a articulation sensor mounted on the coupling between vehicles and with another type of sensor. The articulation angle can, for example, be measured with optical sensors or by using a camera. The yaw rate of a trailer is either measured with a yaw rate sensor or is estimated using, for example, the pivot angle.
    [027] When an adequate number of value sets have been registered, the effective wheelbase, (L2) or (L3), is calculated for each trailer towed. The effective wheelbase is preferably estimated using a weighted least squares approximation:
    where (tyi) is a two-element vector comprising the measured pivot angles, for time interval (i), and ( ) is a two-element vector comprising the estimated pivot angles using a linear vehicle model, for the range of time (i). Similarly, (r1) is a three-element vector comprising the recorded yaw rates and ( ^i ) is a three-element vector comprising the estimated yaw rates using the linear vehicle model. Additionally, (W<p) and (Wr) are arbitrary diagonal weighted matrices. The recorded steering angles (Si), (Ô2), and (Õ3) serve as inputs to the linear vehicle model. The summation is made over the complete time series for which records were made.
    [028] In the method, either the yaw rate of the towed vehicle and the towed trailers are required, or the articulation angles of the towed trailers are required. A special case is when all elements in (W<p) are identically set to zero, which means that the hinge angles are no longer part of the optimization. Consequently, measurements of joint angles are no longer required. Analogously, when all elements in (Wr) are identically set to zero, that means yaw rates are no longer part of the optimization in any way. Consequently, yaw rate measurements are no longer required at all. Consequently, both yaw rates and articulation angles are required in order to obtain a good estimate of the effective wheelbases of towed trailers. However, using both yaw rates and pivot angles can determine a result with higher accuracy.
    [029] With the estimated effective wheelbase of each trailed trailer, it is possible to perform an automatic reversing with the vehicle combination without knowledge of the effective wheelbase of each trailed trailer in advance (ahead). Such an estimate is advantageous in that it takes into account the effective (real) properties of the vehicle combination. The effective wheelbase for the trailer will vary, for example, depending on load and load position. By this method, the effective wheelbase will be adapted to the effective load of a trailer.
    [030] Additionally, when a multiplicity of different trailers is used at different times, the effective wheelbase will be estimated for the effective vehicle combination being used. The driver does not need to measure the different trailers or enter wheelbase values for the specific trailer into the control system.
    [031] The estimate can be performed automatically on a specific occasion, such as each time the ignition is started, each time the vehicle is stopped for a predetermined time, when the load is changed by a predetermined amount , or at specified geographic locations such as loading docks. An additional advantage of the method of the present invention is that all required measurements are already known for the vehicle control system, except for the articulation angles. As a result, the only additional component required is an articulation sensor for each trailer towed. An articulation sensor can, for example, be integrated in the coupling or in the fifth wheel where the next towed vehicle is tied to the previous vehicle. A device for measuring the articulation angle can also be placed on the vehicle ahead, such as the truck, and can measure from a distance. As a result it is possible to obtain information about the effective wheelbase of a trailer without provision of the trailer with an extra sensor.
    [032] In Figure 2, a linear vehicle model of a truck-platform-semitrailer vehicle combination is shown. The vehicle combination contains three rigid bodies joined by joints that have a rotational degree of freedom. The following equations of state are derived for lateral movement and yaw:

    where (mi) and (Izi) are the yaw mass and inertia for unit (i). A (vyi) and (ri) are the lateral speed and yaw rate of each unit (i). The total lateral forces and yaw moment are constructed by a linear tire force model. By eliminating the joining forces and kinematic constraints, a linear state space-shaped vehicle combination model can be written as:
    where (u) in this case represents the driver steering input, that is, the truck steering angle, the platform steering angle, and the semitrailer steering angle. The matrices (A) and (B) are dependent on forward speed, tire characteristics and effective wheelbases. This type of model is well known as a linear track model for an articulated vehicle. Similar models are used extensively in the vehicle field and are therefore not described in greater detail.
    [033] Given the vehicle model, equation (1) can be solved using an existing solution technique, such as, for example, the Monte-Carlo method.
    [034] Figure 3 shows a schematic flowchart of the method for estimating the effective wheelbase length of a trailer in a vehicle combination comprising a tow vehicle and at least one towed vehicle. The method is performed while pulling the vehicle combination ahead for a pre-determined time interval.
    [035] In step (100), the speed of the vehicle combination is obtained and recorded. Truck speed is known to the control system and is preferably measured by the tachometer.
    [036] In step (110), the tow vehicle steering angle is recorded. The steering angle is known to the truck's control system and is preferably measured by a steering angle sensor.
    [037] In step (120), the tow vehicle yaw rate is recorded. The effective yaw rate can be determined either by measuring the effective yaw rate with a yaw rate sensor or by estimating the effective yaw rate using other vehicle properties such as wheel speed and steering angle.
    [038] In step (130), the steering angle of each trailer towed is recorded. Steering angle is the angle at which the steerable (maneuverable) wheel axle is turned (steered) if the trailer is provided with a steerable wheel axle. If a trailer is not provided with a steerable wheel axle, this value will be set to zero.
    [039] In step 140, the pivot angle for each trailer towed is recorded. The articulation angle is the angle of coupling between two vehicles, and is a measure of the difference between the centerline of the vehicle ahead and the vehicle following it. The articulation angle can be measured with a specific articulation angle sensor in the coupling, or by using another type of sensor, based, for example, on optical principles.
    [040] In step (150), the yaw rate for each trailer towed is recorded. The effective yaw rate can be determined either by measuring the effective yaw rate with a yaw rate sensor or by estimating the effective yaw rate using other vehicle properties, such as towed trailer pivot angles.
    [041] In step (160), a value for the effective wheelbase for each trailer towed is calculated using recorded values. The calculation of the effective wheelbase is preferably done using a least squares approximation, although other approximations may also be used.
    [042] Steps (100) through (150) are repeated a predetermined number of times during a predetermined time interval. When the predetermined time interval is completed, the calculation of the effective wheelbase in step (160) can be performed one or several times, using one or more sets of data recorded from the measurements. It is, for example, possible to adjust one or more threshold values for the dataset in such a way that only values that will provide a good estimate are used. It is not, for example, possible to obtain a good estimate of the effective wheelbase when an articulation angle is 0.1 degrees, as such a small value can actually be induced by noise or other disturbances. It may, therefore, be preferred to select and collect the registered datasets that will provide an adequate effective wheelbase.
    [043] The present invention is not to be considered as being limited to the embodiments described above, a number of variations and additional modifications being possible within the scope of subsequent patent claims. REFERENCE SIGNS 1: Vehicle Combination 2: Truck 3: Platform (Dolly) 4: Semitrailer 5: Trailer Coupling 6: Platform Virtual Wheel Axle 7: Platform Wheel Axles 8: King Pin 9: Virtual Wheel Axle semitrailer 10: semitrailer wheel axles
    权利要求:
    Claims (9)
    [0001]
    1. Method for estimating the effective wheelbase length of a trailer in a vehicle combination comprising a towed vehicle and at least one towed trailer, the method comprising the following steps: - pulling the vehicle combination ahead; - record the speed of the vehicle combination; - record the towing vehicle's steering angle; - record the yaw rate of the towed vehicle and trailers or record the pivot angle for each trailer trailer; - record the steering angle of each trailer towed; the method characterized in that it additionally comprises the step of: - using the recorded values to calculate a value for the effective wheelbase for each trailer towed.
    [0002]
    2. Method according to claim 1, characterized in that both the yaw rate of the towed vehicle and the towed trailers and the articulation angle for each towed trailer is also recorded.
    [0003]
    3. Method according to claim 1 or 2, characterized in that the recorded values are arranged in a data set.
    [0004]
    4. Method according to any one of claims 1 to 3, characterized in that a plurality of data sets is registered.
    [0005]
    5. Method according to any of the preceding claims, characterized in that a plurality of effective wheelbase values is calculated, and that an average value of the calculated values is used as the effective wheelbase value.
    [0006]
    6. Method according to any of the preceding claims, characterized in that the method is repeated each time the vehicle ignition is activated.
    [0007]
    7. Method according to any of the preceding claims, characterized in that the method is repeated each time the load of a trailer has changed by a predetermined amount.
    [0008]
    8. Provision for estimating the effective wheelbase length of a trailer (3, 4) in a vehicle combination (1) comprising a towed vehicle (2) and at least one towed trailer (3, 4), where the disposition understands; - feature to obtain the speed of the vehicle combination; - feature to obtain the towing vehicle's steering angle; - feature to obtain the steering angle of each trailer towed; - feature to obtain the yaw rate of the tow vehicle and each trailer towed or to obtain the articulation angle for each trailer towed; - resource for recording the values obtained in a data set; characterized by the fact that the layout additionally comprises - feature for calculating a value for the effective wheelbase for each trailer towed, the feature for calculating a value for the effective wheelbase uses at least a minimum squares adjustment for a vehicle model of a linear track.
    [0009]
    9. Arrangement, according to claim 8, characterized in that the arrangement comprises a resource for obtaining both the yaw rate of the towing vehicle and the towed trailers and the articulation angle for each towed trailer.
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    法律状态:
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-02-04| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-06-15| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-08-17| B350| Update of information on the portal [chapter 15.35 patent gazette]|
    2021-09-08| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 31/10/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/SE2012/000173|WO2014070047A1|2012-10-31|2012-10-31|Method for estimation of a trailer wheelbase length|
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