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WO2018088852A1 - Dispositif de mesure de charge de véhicule de fret et procédé de correction de charge de pneu - Google Patents

Dispositif de mesure de charge de véhicule de fret et procédé de correction de charge de pneu Download PDF

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Publication number
WO2018088852A1
WO2018088852A1 PCT/KR2017/012752 KR2017012752W WO2018088852A1 WO 2018088852 A1 WO2018088852 A1 WO 2018088852A1 KR 2017012752 W KR2017012752 W KR 2017012752W WO 2018088852 A1 WO2018088852 A1 WO 2018088852A1
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WIPO (PCT)
Prior art keywords
tire
pressure
load
tolerance
temperature
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Ceased
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PCT/KR2017/012752
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English (en)
Korean (ko)
Inventor
이태영
김명곤
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Individual
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Individual
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Priority claimed from KR1020160151300A external-priority patent/KR101729260B1/ko
Priority claimed from KR1020170134018A external-priority patent/KR102044486B1/ko
Application filed by Individual filed Critical Individual
Publication of WO2018088852A1 publication Critical patent/WO2018088852A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • 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

Definitions

  • the present invention is a cargo load measurement and tire load correction method, a cargo load measurement device capable of alarm warning of overload or unbalance of cargo and tire load correction for calculating and correcting the tire load of the cargo loaded vehicle It is about a method.
  • a tire pressure monitoring system is a system that monitors the air pressure of a tire and warns a driver when it falls below a prescribed air pressure to prevent an accident.
  • a TPMS sensor is installed on the tire of the vehicle, and the sensor detects the tire pressure and transmits the pressure signal to the tire pressure management device.
  • the technical problem of the present invention is to provide a means for alarm warning by measuring the unbalance of the cargo vehicle overload or cargo for the safety of cargo loading of the cargo vehicle.
  • the technical problem of the present invention is to provide a means for taking immediate action in the event of an abnormal tire pressure due to the loading of a freight vehicle.
  • the present invention also provides a correction method for automatically calculating a load by automatically correcting a tire pressure change due to natural leakage, tire wear, tire replacement, or the like during a vehicle driving period.
  • Embodiment of the present invention is provided for each wheel of the freight vehicle that is a vehicle that can load the cargo, the tire pressure sensor for sensing the tire pressure;
  • a wheel shaft load calculation unit configured to calculate a load of the wheel shafts for each wheel shaft by using the temperature when the tire pressure sensor senses the tire pressure and the tire pressure detected at each wheel provided at each end of each wheel shaft;
  • a freight vehicle gross weight calculation unit for calculating the total weight of the freight vehicle by summing each wheel axle load; And outputting a cargo overload warning when the calculated gross vehicle weight exceeds a predetermined gross weight warning threshold value and outputs a wheel axle overload warning when any one of the wheel shaft loads of each wheel shaft exceeds the preset wheel shaft reference load.
  • Alert output unit may include.
  • An embodiment of the present invention is to measure the temperature and pressure measured after the start of the tolerance, the temperature and pressure value for each tire after 30 minutes running, the preset correction temperature (where the correction temperature is the pressure value of each tire at a specific temperature).
  • the temperature set arbitrarily to calculate the pressure value of each tire when the specific temperature is reached can be summed up to obtain the tire pressure value of the whole vehicle.
  • a standard load tire load calculation process for each tire that calculates the load applied to a tire for each tire in a state in which a load of a reference load is loaded;
  • the tire-loaded load loading process for each tire calculated for each; may include.
  • the alarm warning of the overload of the cargo vehicle or the unbalance of the cargo can be helped to ensure safe driving of the vehicle.
  • the air of a tire can be heated at the time of the tire pressure abnormality by loading of a freight vehicle, and a temporary measure can be taken.
  • the loading load can be calculated by measuring the change in tire temperature and pressure through some modifications of the software and the apparatus without using a large cost by using the TPMS already commercially used. This prevents overloading and prevents penalties from penalties and penalties caused by overloading of truck drivers.
  • the freight charges estimated by the approximate weight at the construction site have the effect of resolving complaints between the two parties based on the accurate load load measurements. Proper loading of cargo can minimize road breakage and deformation, and the resulting cost of recovery will be reduced, avoiding significant budget waste.
  • 1 is a view showing a view of a freight vehicle from the side.
  • Figure 2 is a block diagram of a freight vehicle load measurement apparatus according to an embodiment of the present invention.
  • FIG 3 is a view showing a tire pressure sensor provided on each wheel shaft according to an embodiment of the present invention.
  • FIG 4 is an exemplary graph of the pressure diagram of the L / H (left / front) wheel of the first axis according to an embodiment of the present invention.
  • 5 is a graph using an approximate load in accordance with an embodiment of the invention.
  • Figure 6 is a diagram showing a state of warning the position of the wheel shaft exceeds the wheel shaft reference load in accordance with an embodiment of the present invention.
  • FIG. 7 is a view showing a load vehicle load measurement device interworking wireless communication with the overload control terminal according to an embodiment of the present invention.
  • 8 to 10 is a slope graph for calculating the conventional tire load.
  • Figure 11 is an illustration of a tire provided on a large vehicle having a four-axis wheel shaft according to an embodiment of the present invention.
  • FIG. 13 is a flowchart illustrating a process of calculating a tire load as a first correction method of calculating a tire load by using a reference reset slope that resets a reference slope according to an embodiment of the present invention.
  • FIG. 14 is a flowchart illustrating a process of generating a tolerance standard reset slope and a tire load tolerance tire for each tire according to an exemplary embodiment of the present invention.
  • 15 is a flowchart illustrating a process of generating a loading standard reset slope and calculating a standard load tire load for each tire according to an exemplary embodiment of the present invention.
  • FIG. 16 shows a graph of a reset slope in accordance with an embodiment of the present invention.
  • FIG. 17 is a flowchart illustrating a process of calculating a tire load with a second correction method of applying a correction value calculated by calculating a separate correction value according to an embodiment of the present invention to a tire load.
  • 18 is a table showing tire pressure for each condition according to application of a correction value (application of correction 2 method).
  • 19 is a diagram showing a graph on which a correction value is calculated according to an embodiment of the present invention.
  • FIG. 1 is a view showing a side view of a freight vehicle
  • Figure 2 is a block diagram of a load measurement and overload / unbalance alarm device according to an embodiment of the present invention
  • Figure 3 is an embodiment of the present invention
  • Figure 4 is a view showing a tire pressure sensor provided on each wheel shaft according to
  • Figure 4 is an exemplary graph of the pressure diagram of the L / H (left / front) wheel of the first shaft according to an embodiment of the present invention
  • Figure 5 Figure 6 is a graph using an approximate load according to the embodiment
  • Figure 6 is a view showing a state of warning the position of the wheel shaft exceeds the wheel shaft reference load in accordance with an embodiment of the present invention.
  • the freight vehicle load measurement and overload / unbalance alarm device of the present invention may be implemented in the form of an electronic control unit (ECU) of the vehicle and an instrument display panel, or an individual vehicle terminal (eg, communicated with the electronic control unit of the vehicle). , An OBD terminal).
  • ECU electronice control unit
  • instrument display panel or an individual vehicle terminal (eg, communicated with the electronic control unit of the vehicle).
  • OBD terminal An OBD terminal
  • the freight vehicle load measurement and overload unbalance alarm device of the present invention may include a tire pressure sensor 120, a wheel shaft load calculation unit 110, a freight vehicle gross weight calculation unit 130, and a warning output unit 140. have.
  • the electronic device may further include an unbalance detection unit 150 and an overload notification unit 160.
  • the tire pressure sensor 120 is a sensor for detecting tire pressure provided for each wheel of a freight vehicle that is a vehicle capable of loading cargo. Wheels are connected to both ends of each wheel axle, and each of these wheels is provided with a tire pressure sensor 120 to sense the tire pressure. For example, as shown in FIG. 3, a right first tire detection sensor 111a and a left first tire detection sensor 111b are provided on a first wheel shaft, and a right second tire detection sensor 112a is provided on a second wheel shaft. ) And a left first tire detection sensor 112b may be provided, and a right third tire detection sensor 113a and a left third tire detection sensor 113b may be provided on the third wheel shaft.
  • the wheel shaft load calculation unit 110 uses the temperature when the tire pressure sensor 120 detects the tire pressure and the tire pressure detected by each wheel provided at both ends of each wheel shaft, and the wheel shaft load for each wheel shaft. To calculate.
  • the gross weight calculating unit adds up each wheelshaft load and calculates the gross vehicle weight.
  • the wheel shaft load calculation unit 110 may include an unloaded tire pressure database 111, a maximum load tire pressure database 112, a tire load calculation module 113, and a wheel shaft load calculation module 114.
  • the unloaded tire pressure database 111 is a database that stores tire pressure for each tire when the cargo is not loaded in the freight vehicle, for each tire. This unloaded tire pressure can be measured and stored experimentally. For example, the tire pressure for each temperature at standstill is measured and stored without loading the cargo. And tire pressure by temperature in the state of operation without load is measured.
  • the maximum load tire pressure database 112 is a database that stores tire pressure for each tire at the time of loading a cargo having a maximum allowable load on a freight vehicle for each tire.
  • the maximum load tire pressure can likewise be measured and stored by experiment. For example, load the cargo to the maximum allowable range and measure the tire pressure by temperature at standstill. And the maximum load of cargo and the tire pressure by temperature in the running state is measured.
  • the tire load calculation module 113 calculates the tire load according to the tire pressure measured when the cargo is actually loaded by using the slope between the unloaded tire pressure and the maximum antagonistic tire pressure.
  • the wheel shaft load calculating module 114 adds the tire loads coupled to both ends of the wheel shaft and calculates it as the wheel shaft load.
  • V volume
  • n molecular number
  • R molecular constant
  • this application theory is represented as a graph of any one wheel (eg, L / H wheel of the first axis) as shown in FIG.
  • tire pressure values of each axis such as 1 axis L / H (left / front) and R / H (right / front), 2 axes, 3 axes, and 4 axes are converted into weights and summed. In this way, the total weight of the vehicle can be calculated in addition to the individual loads of each tire of each axle.
  • the size, type, and amount of air injected into each tire are all different for each freight vehicle. Therefore, the initial tire pressure value for each axle, left and right tires of the vehicle covered by this system is obtained through TPMS, and then the measured value is compared and the tire pressure and temperature change during the process of loading the actual object are compared and appropriate. Ensure that the load can be maintained.
  • the tire's initial pressure and temperature of the tire are read and stored.
  • the temperature inside the tire measures individual tire pressures and temperature values of the right and left tires for each axis just before driving in the state of initial tolerance, ignoring the difference by seasonal factors or time zones of the day (A point in FIG. 4).
  • the warning output unit 140 outputs a cargo overload warning when the calculated gross vehicle weight exceeds a preset gross weight warning reference value, wherein any one of the wheel shaft loads of each wheel shaft exceeds the preset wheel shaft reference load. In this case, the wheel axle overload warning is output.
  • the calculated cargo vehicle gross weight exceeds the preset gross weight warning threshold, it is determined as an approximate weight through 1/2 derivative in outputting the cargo overload warning.
  • the values of the pressure values at the maximum and the maximum pressures of the respective left and right tires appear on the TPMS when the cargo is loaded on the actual site. Compared with the values, it can be seen that the maximum allowable weight is not exceeded if it is within the range of these two graph pressure values. In this state, it is marked as appropriate at each tire position on the TPMS monitor and is exceeded if it exceeds the allowable value. After calculating the pressure values for each wheel axle and left and right tires, sum the loads for each tire and indicate whether the total load exceeds the allowable value.
  • the warning output unit 140 at the time of the wheel shaft overload warning, also displays the position of the wheel shaft having a wheel shaft load exceeding the predetermined wheel shaft reference load. For example, when the wheel shaft load of the third wheel shaft in front of the vehicle is higher than the wheel shaft reference load, the wheel shaft load of the third wheel shaft is high as shown in FIG. 6. These warnings can be both display and voice.
  • the embodiment of the present invention can compare the load of each wheel axle and warn whether the balance (balance) of the freight vehicle is maintained or unbalanced (unbalanced). This is because when the cargo is loaded on only one side of the cargo vehicle, the cargo load is concentrated on the load-carrying parts, which may cause an accident during driving.
  • the load monitoring and overload / unbalance alarm device of the freight vehicle detects whether the load balance state is unbalanced due to the load being tilted to one of the left side, the right side, the front side, and the rear side. It includes an unbalance detection unit 150.
  • Unbalance detection may include left and right unbalance detection and before and after unbalance detection.
  • the unbalance detection unit 150 adds the tire pressures of the tires on the left side of the freight vehicle to calculate the left tire average pressure, and adds the tire pressures of the tires on the right side of the freight vehicle. To calculate the left tire average pressure. Therefore, when the error range between the left tire average pressure and the right tire average pressure exceeds the reference error range, the load balance state is detected as the left and right unbalanced state.
  • the unbalance detection unit 150 may detect the left and right unbalanced state of the corresponding axis when the error range between the pressure of the left and right tires of the same axis is out of the reference error range.
  • the unbalance detection unit 150 calculates the front tire average pressure by summing the tire pressures of the tires in front of the vehicle based on the center of the freight vehicle, and calculates the rear tire average pressure.
  • the rear tire average pressure is calculated by summing the tire pressures of the tires in the tires.
  • the warning output unit 140 outputs an unbalance warning indicating the unbalanced state of the freight vehicle when detected as an unbalanced state. Therefore, when an unbalance warning is displayed, the driver may reload the cargo or take an action such as to prevent an accident caused by the cargo being loaded in one place.
  • the present invention implements to increase the tire pressure by temporarily raising the temperature of the tire, if it is not possible to increase the air pressure of the tire. This is because, in the case of air, the kinetic energy increases when heat is applied, and the tire pressure may increase due to an increase in the kinetic energy of the air in the tire.
  • a hot wire (not shown) is built in each wheel of the present invention.
  • the warning output unit 140 heats each hot wire of the wheels on the left side of the freight vehicle when a left tilted unbalanced state in which the left tire average pressure is lower than the right tire average pressure is detected. This raises the temperature of the tire coupled to the wheel on the left side of the freight vehicle, and consequently increases the tire pressure of the tire coupled to the wheel on the left side of the freight vehicle, thereby partially improving the balance tilted to the left.
  • each hot wire of the wheels on the right side of the freight vehicle is heated. This raises the temperature of the tire coupled to the wheel on the right side of the freight vehicle, and consequently increases the tire pressure of the tire coupled to the wheel on the right side of the freight vehicle, thereby partially improving the balance tilted to the right.
  • the warning output unit 140 heats each hot wire of the wheels in front of the freight vehicle when the front tilted unbalanced state in which the front tire average pressure is lower than the rear tire average pressure is detected. Conversely, when a rear tilt unbalance condition is detected in which the rear tire average pressure is lower than the front tire average pressure, each hot wire of the wheels behind the freight vehicle is heated.
  • the freight load measurement and overload / unbalance alarm device when wirelessly interlocked with the overload control terminal 10, one or more of the total weight, wheel axle load, and unbalance state of the freight vehicle together with the vehicle number of the freight vehicle
  • the control unit 10 may further include an overload notification unit 160 for wireless transmission.
  • the overload terminal 10 may correspond to a high pass reader provided at the entrance or exit of the highway.
  • the load measurement and overload / unbalance alarm device built into the freight vehicle is NFC, infrared communication, Bluetooth communication, etc.
  • the overloading terminal 10 may contact the highway patrol and the like to control the overloading cargo vehicle.
  • the tire pressure and temperature immediately before driving are read and stored as intrinsic initial values.
  • the temperature inside the tire measures the individual tire pressure and temperature value of each tire coupled to the wheel axle immediately before driving in the state of initial tolerance, ignoring the difference by seasonal factors or time zones of the day (A point in FIG. 8).
  • the pressure and temperature values of the tire coupled to the wheel shaft are measured and stored as in the first (point B of FIG. 8). If you connect these two points, you can get a graph of the change in pressure value according to the temperature change of each tire.
  • the vehicle type approval total load specified for each type of vehicle immediately before driving (in terms of tolerance load + maximum load in the Korean Patent Application No. 10-1729260 filed by the applicant) From this point onwards, the meaning of vehicle type approval is to be used to clarify the meaning.
  • the maximum load capacity is defined as the maximum load capacity according to the vehicle type approval. For example, if the maximum load for each tire of the dump truck is 3 tons, 3 tons) is loaded, and the temperature and pressure of each tire are read and the value is stored (point C in FIG. 8).
  • the tire load is calculated according to the tire pressure measured when the cargo is actually loaded. For example, when the tire pressure of the first tire (1 axle L / H) measured at 50 ° C. after loading the cargo in FIG. 1 is 142 psi, such 142 ps is the tolerance of the first tire and the maximum loading of the first tire. It is the midpoint on the vertical line of the reference slope. Therefore, 3.5 tons, which is the median value (1/2) of 2 tons as a prerequisite for the tolerance reference slope and 5 ton as a precondition for the maximum loading reference slope, is calculated as the tire load applied to the first tire.
  • the tire load is calculated according to the tire pressure measured when the cargo is actually loaded, using the tolerance standard slope and the maximum loading standard slope initially set.
  • the tire air pressure of each wheel shaft may cause tire air pressure fluctuation due to natural leakage, tire replacement, or the like.
  • tire air pressure fluctuation due to natural leakage, tire replacement, or the like.
  • the tolerance-based slope and the maximum loading-based pressure slope which are the calculation base, are changed as the driving time of the vehicle increases.
  • the tolerance reference slope which is the A-B straight line, which is initially set
  • the maximum load reference slope which is the C-D straight line
  • the tire load In calculating the tire load using the tire pressure, the tire load should be calculated using the reset slope after periodically resetting the tolerance reference slope that is the A-B straight line and the maximum load reference slope that is the C-D straight line. Therefore, it is difficult to accurately measure the load load by ignoring the pressure change in the tire. Therefore, a method of accurately calculating the load load by automatically correcting the tire pressure change is necessary.
  • Korean Patent No. 10-1729260 filed by the applicant, calculates the load of each tire individually without undergoing a scale measurement for each tire.
  • This is a slope graph for calculating the conventional tire load of FIG. 3. That is, the tire measured when the cargo is actually loaded by using the slope between the tire pressure in the tolerance state and the tire pressure in the maximum load state.
  • the tire load is calculated according to the pressure.
  • Y is the actual load
  • E is the tolerance load (value provided by the vehicle manufacturer)
  • F is the vehicle type approval gross load (tolerance load + maximum load)
  • y1 is the 1 axis when the temperature is x1 in the tolerance state.
  • y2 is one axis when the maximum load capacity temperature is x1 L / H tire pressure
  • ⁇ is the one axis measured when the temperature is x1 after loading a certain amount of cargo in tolerance L / H tire pressure value.
  • the tire temperature is 50 ° C at the time of measurement
  • the pressure value is T3 (x1, y3)
  • E is 2ton
  • F is 5ton
  • y1 is 160
  • y2 is 200
  • ⁇ becomes y3, which is 180.
  • the maximum load graph (straight line C-D).
  • the cargo having the maximum load value of 3 tons should be obtained except the tolerance load of 2 tons.
  • This process is cumbersome and requires a lot of procedures and time. Therefore, the temperature-pressure value at the stationary state of the vehicle when the load is measured at the weighing platform without loading through a random cargo instead of the maximum load graph (straight CD in Figure 3) is measured without using this method. If the temperature-pressure value after and 30 minutes of driving is obtained, an arbitrary load graph (ie, 3.5 ton temperature-pressure graph, straight line C′-D ′ in FIG. 3) can be obtained.
  • variable shaft If the measuring vehicle is equipped with a variable shaft and the pressure on the tire of this shaft is equal to or smaller than the tolerance weight pressure value read at the beginning of the measurement and the pressure value after loading, the variable shaft is not loaded at all. This is automatically excluded from the load measurement. When the variable shaft is lowered, it is automatically calculated according to the change in the pressure value.
  • the tire load was calculated using the initially set inclination graph.
  • the first correction method for calculating the tire load using the reference reset slope generated by resetting the reference slope, not the initial reference slope, or ii) A tire obtained by calculating a separate correction value using the conventional method.
  • a second correction scheme is applied to the load.
  • FIG. 11 is an exemplary view of a tire provided in a large vehicle having a four-axis wheel shaft according to an embodiment of the present invention
  • Figure 12 is a table showing the tire pressure for each condition according to an embodiment of the present invention
  • Figure 13 is the present invention
  • FIG. 14 is a flowchart illustrating a process of calculating a tire load as a first correction method of calculating a tire load by using a reference reset slope that resets a reference slope according to an embodiment of the present invention.
  • FIG. 14 is a tolerance standard according to an embodiment of the present invention.
  • FIG. 15 is a flowchart illustrating a process of calculating a reset slope and a tire load calculation process according to tires.
  • FIG. 15 is a flowchart illustrating a process of generating a loading reference reset slope and a reference load tire load for each tire according to an embodiment of the present invention.
  • Figure is a graph showing a reset slope according to an embodiment of the present invention
  • Figure 17 is a separate view according to an embodiment of the present invention
  • FIG. 18 is a flowchart illustrating a process of calculating a tire load as a second correction method of calculating a correction value and applying the calculated correction value to a tire load
  • FIG. 18 is a graph on which a correction value calculation basis is calculated according to an embodiment of the present invention. It is an illustration.
  • Step 1 When the vehicle is started in the tolerance state, the vehicle attitude sensor (accelerometer or gyro, etc.) and the overload alarm are automatically activated to read and store the temperature and pressure of each tire. After 30 minutes of operation, each wheel axle reads and stores each pressure when it reaches a specific calibration temperature (20 ° C or 60 ° C, but 50 ° C based on summer temperatures). Through this process, each tire can know the pressure when it reaches 50 °C. When the tire reaches 50 ° C for each tire, the pressure may be the same or different depending on the front and rear axles, single and double wheels, the degree of tire wear, and the amount of air injected into the tire at the time of measurement.
  • the vehicle attitude sensor accelerelerometer or gyro, etc.
  • the overload alarm are automatically activated to read and store the temperature and pressure of each tire.
  • each wheel axle After 30 minutes of operation, each wheel axle reads and stores each pressure when it reaches a specific calibration temperature (20 ° C or 60 ° C, but 50
  • Step 2 Simultaneously read the pressure and temperature of each tire while driving for about 30 minutes.
  • Step 3 Tolerance reference reset slope (A'-B ') is generated by connecting the coordinates of temperature and pressure measured before starting in the tolerance state with the coordinates of temperature and pressure values after 30 minutes of travel. )
  • Step 4 Calculate the sum of the pressure values of each tire that was stored at 50 ° C and store them separately.
  • Step 5 Calculate the ratio of the total pressure value for each tire by dividing the tire pressure value for each 50 ° wheelshaft obtained in step 1 by the sum of the pressure values for each tire obtained in step 4.
  • Step 6 This is the weight of the ball (this tolerance is already known as the specification of the vehicle manufacturer. It is assumed here to be 20 ton.) If the manufacturer does not give a value of the ball, it is possible to calculate the weight of the ball by using the weighbridge. When the tire is distributed at the pressure ratio of each tire at 20 tons, the tolerance load applied to each tire is calculated, and when the sum is performed by the left and right wheel axle ties, each celebration weight is calculated.
  • the total tire pressure of the four-axis freight vehicle after the tire pressure decrease due to natural leakage in the initial setting state is 1560 psi
  • the first tire one axle L / If the pressure value of H) is 160 psi, it is 10.3% of the total tire pressure, and the load applied to the first tire in the tolerance state is 2.05 tons.
  • the tolerance reference reset slope A'-B '(temperature-pressure graph) in the first tire reference tolerance state is configured.
  • the load applied to the other second tire (one axis R / H) on the first axis is 2.12 tons, and when summed, the congratulations on the first axis in the tolerance state are 4.17 tons.
  • the total load in the weighbridge is measured as 36 tons by loading any cargo, it can be seen that the total load of the cargo is 16 tonnes minus 20 tons of confusing load.
  • any cargo of 16 tons weight may be a cargo that can pressurize the tire relatively homogeneously, such as sand, or there may be an inhomogeneous cargo that may apply different pressure to the tire depending on the location of the rock, but the individual temperature for each tire Since the pressure applied to each tire is measured by a pressure graph, the condition or type of load is not considered.
  • the total tire pressure changes from 1560 psi to 1800 psi at the calibrated temperature standard tolerance, and the first tire is changed from 160 psi to 180 psi. It can be seen that the load is about 3.60 tons based on the total load 36 tons.
  • C'-D ' is the temperature and pressure graph of the standard load.
  • a graph of the tolerance weight straight line (A ⁇ -B ⁇ ) of 2.05ton and the loading reference reset slope (C'-D ') of 3.60ton can be derived.
  • the first correction method of the present invention includes a tolerance standard reset slope generation process (S510), a tolerance tire load calculation process (S520), a loading standard reset slope generation process (S530), and reference tires for each tire It may include a load calculation process (S540), cargo-loaded tire load calculation process for each tire (S550), unbalance and overload alarm process (S560).
  • S510 tolerance standard reset slope generation process
  • S520 tolerance tire load calculation process
  • S530 loading standard reset slope generation process
  • reference tires for each tire It may include a load calculation process (S540), cargo-loaded tire load calculation process for each tire (S550), unbalance and overload alarm process (S560).
  • Tolerance reference reset slope generation process (S510), using the temperature and pressure measured after the start of the tolerance vehicle in the natural leakage state, the temperature and pressure for each tire measured after 30 minutes of the tolerance vehicle, the slope of the tolerance reference reset ( A'-B ') is generated (FIG. 9).
  • Tolerance reference reset slope generation process includes a tolerance starting temperature and pressure measurement process (S511), tolerance driving pressure measurement process (S512), and loading standard reset slope setting process (S513), as shown in FIG. can do.
  • the tolerance starting temperature and pressure measuring process S511 is a process of measuring and storing the temperature and pressure of each tire after starting the tolerance vehicle.
  • the vehicle attitude sensor and the overload alarm device of the present invention are activated to measure and store the temperature and pressure of each tire after the start-up.
  • the tolerance driving pressure measurement process S512 is a process of measuring and storing the pressure of each tire when the correction temperature set for each tire is reached while the tolerance vehicle driving is performed. For example, assuming that the correction temperature is set to 50 ° C, the pressure when the temperature reaches 50 ° C for each tire is measured and stored.
  • Tolerance standard reset slope setting process (S513), in the XY coordinate consisting of the X axis of the temperature axis and the Y axis of the pressure axis, the temperature and pressure measured after the start of the tolerance vehicle, and the temperature of each tire measured after 30 minutes running
  • the process of connecting the pressure to create the tolerance reference reset slope (A'-B ').
  • Tolerance tire load calculation process (S520) for each tire as shown in Figure 14, the tolerance tire total pressure calculation process (S521), tolerance tire pressure ratio calculation process (S522), tire tolerance ratio application process (S523) for each tire Can have
  • the tolerance tire summation pressure calculation process (S521) is a process of calculating the tolerance tire summation pressure, which is a value obtained by adding up the pressure of each tire at the set correction temperature. For example, assuming that the correction temperature is 50 ° C, the sum of the pressure values of each tire stored at 50 ° C is calculated as the tolerance tire summation pressure.
  • the tire-to-tire tire pressure ratio calculation process (S522) for each tire is a process of calculating the tire-to-tire pressure ratio, which is the ratio of each tire pressure to the tolerance tire total pressure, for each tire. For example, if the total tire pressure of a four-axle truck is 1560 psi, the pressure value of the first tire (1 axle L / H) is 160 psi, which is 10.3% of the total tire pressure.
  • Tolerance tire pressure ratio application process is a process of calculating the tolerance tire load which is a tire load in a tolerance state by tire by multiplying the tolerance tire pressure ratio of each tire by a confusing load. For example, if the pressure value of the first tire (1 axle L / H) is 160 psi, which corresponds to 10.3% of the total tire pressure, the tolerance tire load applied to the first tire in the tolerance state is 10.3 of 20 tons of the total pore load. It becomes 2.05ton as%.
  • the loading reference reset slope generation process S530 may have a loading start temperature and pressure measurement process S531, a loading driving pressure measurement process S532, and a loading reference reset slope setting process S533. have.
  • the loading starting temperature and pressure measuring process S531 is a process of measuring and storing the temperature and the pressure of each tire after starting the vehicle in the reference loading state. For example, after loading 16 tons of cargo in a 20 ton vehicle with a weight and starting it, the temperature and pressure of each tire are measured and stored. Therefore, it is possible to grasp the temperature and pressure of each tire when a loaded vehicle having a total load of 36 tons is started.
  • the loading driving pressure measuring process is a process of measuring and storing a temperature and a pressure value after 30 minutes of running under a reference load, and also measuring and storing the pressure of each tire when the correction temperature is reached. For example, assuming that the correction temperature is set to 50 ° C, the pressure when the temperature reaches 50 ° C for each tire is measured and stored.
  • the loading standard reset slope setting process (S533) is performed by connecting the temperature and pressure measured after the vehicle is started at the standard load state and the temperature and pressure of each tire measured after 30 minutes of driving. -D '). Accordingly, as shown in FIG. 16, a graph of the loading reference resetting slope C′-D ′ may be formed differently from the loading reference slope C-D initially set at the time of shipment of the vehicle. If the vehicle is driven for a long time after leaving the vehicle, it will have a graph form of the loading standard reset slope (C'-D ') instead of the initially set loading standard slope (C-D) due to the wind falling out of the tire or tire replacement.
  • the tire After the generation of the loading standard reset slope C'-D ', the tire has a reference loading tire load calculation process (S540) for calculating the tire loading reference tire applied to the tire under the reference loading state for each tire.
  • the standard loading tire load calculating process for each tire may include a process of calculating a total tire loading pressure (S541), calculating a tire pressure ratio for each tire (S542), and applying a loading tire pressure ratio ( S543).
  • the stack tire sum pressure calculation process S541 is a process of calculating the stack tire sum pressure, which is a value obtained by adding up the pressures of the tires at the correction temperature (for example, 50 ° C.).
  • the tire-loaded tire pressure ratio calculation step S542 for each tire is a process of calculating the tire-to-tire pressure ratio, which is the ratio of each tire pressure to the tire-loaded tire pressure. For example, if the total tire pressure of the standard load of a four-axle freight vehicle is 1800 psi, the pressure value of the first tire (one axle L / H) is 180 psi, which is 10.0% of the total tire pressure.
  • the loading tire pressure ratio application process S543 is a process of calculating the reference loading tire load, which is the tire load in a state in which cargo of the reference load is loaded, by multiplying the reference load by the loading tire pressure ratio of each tire. For example, assuming that the total weight of a vehicle under standard load is 36 tons by loading a standard load of 16 tons with a ton load of 20 tons, the pressure value of the first tire (1 axle L / H) is 180 psi, which is 10.0 of the total tire pressure. If it corresponds to%, this means that the reference tire load applied to the first tire in the reference load loading state becomes 3.6.ton, which is 10% of the 36 tons weight of the reference load loading vehicle (FIG. 5).
  • the tolerance reference reset slope generation process, and the loading reference reset slope generation process uses a temperature and pressure measurement measured when the vehicle in the horizontal state within the range of 0 ° ⁇ 2 °, and the 0 ° ⁇ 2 ° range
  • the temperature and pressure measured when the vehicle is off should be disposed of. This is because when pressure is measured in a non-horizontal vehicle state outside the 0 ° to 2 ° range, accurate pressure measurement may not be possible.
  • a vehicle attitude sensor for leveling the vehicle horizontally, horizontally, or horizontally may measure whether the vehicle is horizontal.
  • FIG. 17 is a flowchart illustrating a process of calculating a tire load as a second correction method of applying a correction value calculated by calculating a separate correction value according to an exemplary embodiment of the present invention to a tire load
  • FIG. 18 illustrates the application of the correction value
  • FIG. 19 is a table illustrating tire pressure for each condition according to FIG. 19, and
  • FIG. 19 is a diagram illustrating a graph on which a correction value is calculated according to an embodiment of the present invention.
  • the load of all cargos can be measured according to the method of correction 1, if a change in tire pressure such as natural air leakage (tire or leakage of tire pressure) or replacement of tires occurs over time, although the reset of the slope graph is required, the second correction method of the present invention is to correct the initially set pressure value. To calculate the load.
  • the second correction for calculating a separate correction value and applying the calculated correction value to the tire load includes a tolerance reference slope storage process (S910), a maximum loading reference slope storage process (S920), Service period elapsed tolerance tire pressure calculation process (S930), pressure correction value generation process (S940), correction pressure diagram calculation process (S950), cargo loading tire correction load calculation process (S960), and unbalance and overload alarm process (S970) It may include.
  • Tolerance reference slope storage process stores the tolerance reference slope (AB) generated by connecting the temperature and pressure of each tire measured after the start of the tolerance vehicle, and the temperature and pressure of each tire measured after 30 minutes running It's a process.
  • the tolerance reference slope (A-B) and the maximum load reference slope graph (C-D) of the tolerance state of each wheel axle tire at the initial setting are stored respectively, and the load is calculated using the difference in pressure value for each load.
  • Operating period elapsed tolerance tire pressure calculation process (S930), after the preset operating period has elapsed after the tolerance reference slope storage and the maximum load reference slope storage, the operating period using the tolerance reference slope, the maximum load reference slope Elapsed tolerance is the process of calculating tire pressure.
  • the pressure correction value generating process S940 is a process of generating a pressure correction value which is a difference between the tolerance tire pressure at the time of storing the tolerance reference slope and the tolerance tire pressure after the running period.
  • the correction pressure curve calculation process (S950) is a process of calculating a loading tire correction pressure diagram according to the tire pressure of each tire measured when the cargo is actually loaded using the tolerance reference slope and the maximum loading reference slope. For example, at a calibrated temperature of 50 ° C, the uniaxial L / H tolerance tire pressure measured after natural leakage of the tire is 160 psi, and the initial tolerance load axial L / H tire tolerance pressure is 165 psi before the tire natural leakage. Assuming that the tire load value is 2 ton, there is a difference of 5 psi between the initial tire pressure value and the tire pressure value after natural leakage.
  • the newly set tolerance load is obtained by subtracting the tire pressure value at initial setting and the tire pressure difference value after natural leakage from the initial set tolerance load pressure value 165 psi by subtracting the correction value 5 psi which is the pressure difference.
  • the newly set cargo loading tire pressure curve C'-D ' may be calculated by subtracting a correction value of 5 psi due to natural leakage during tolerance from the initially set maximum loading tire pressure value.
  • the cargo loading tire correction load calculation process is a process of calculating a cargo loading tire correction load by adding or subtracting a tire natural leakage pressure correction value before the cargo loading tire correction. For example, as shown in FIG. 18 and FIG. 19, if the type approval total load of a vehicle is 40 tons and the tolerance load is 20 tons, the maximum load is 20 tons. It is assumed that the tolerance load applied to the tire at a correction temperature of 50 ° C based on the first tire (one axis L / H) based on the initial setting time point is 2.00 tons and the tolerance reference slope pressure value is 165 psi (Fig. 12).
  • the tolerance load of the first tire measured after natural leakage after point K1 (x1, y1) on straight line AB is 2.05 tons and the tolerance reference slope pressure value is 160 psi (point K3 on straight line A ⁇ -B ⁇ ( x1, y3))
  • the difference in pressure between the two is 5 psi, in which case the pressure compensation is 5 psi.
  • the load on the first tire of the vehicle type approval total load is 4.00 tons and the tire pressure value at this time is 190 psi.
  • the load on the first tire of the final vehicle type approval total load is 4.02 tons, and if the tire pressure value is 185 psi, the pressure value of the randomly loaded cargo will be L (x1, y5).
  • the load value of this cargo is based on the straight line A ⁇ -B ⁇ , which is the temperature and pressure graph after natural leakage, and the straight line C ⁇ -D ⁇ , which is the reset slope of the maximum load after natural leakage. It can be calculated by calculating in the same manner and expressed as a formula as shown in [Equation 2] below.
  • the tire load of any loaded cargo after the running period is Y (that is, the load value at point L (x1, y5) in Fig. 12), the tolerance load after natural leakage is E, the total load F of vehicle type approval after natural leakage, and tolerance standard.
  • Y1 is the tire pressure at the correction temperature at the slope
  • y2 is the tire pressure at the correction temperature of the maximum load reference slope
  • y3 is the tire pressure at the correction temperature at the compensation temperature at the slope after the natural leakage. If the tire pressure at the correction temperature at the maximum load reference reset slope is y4 and the pressure value at the correction temperature of any load is y5,
  • the vehicle When measuring for calibration, the vehicle should be positioned horizontally to find the correct temperature and pressure value of each wheel axle tire.
  • the vehicle attitude sensor (gyro, acceleration sensor, etc .; Sensor).
  • the condition for correcting the initial pressure value is the pressure at which the internal temperature of each wheel axle is changed by the initial pressure and natural leakage and tire replacement while the vehicle attitude stopped at vehicle start-up maintains the horizontal attitude (range set in the system).
  • all the wheel axle tires are compared with each other to correct the initial set pressure value.
  • the vehicle position must be corrected to the initial set pressure value not only when the vehicle is stopped but also when driving in the horizontal position.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Transportation (AREA)
  • Mathematical Physics (AREA)
  • General Physics & Mathematics (AREA)
  • Human Computer Interaction (AREA)
  • Tires In General (AREA)

Abstract

Un mode de réalisation de la présente invention peut comprendre : un capteur de pression de pneu disposé sur chaque roue de pneu d'un véhicule de fret qui peut charger du fret, pour détecter une pression de pneu ; une unité de calcul de charge d'arbre de roue qui calcule une charge d'arbre de roue pour chaque arbre de roue à l'aide d'une température lorsque la pression de pneu est détectée dans le capteur de pression de pneu, et la pression de pneu détectée sur les roues de pneu agencées aux deux extrémités de chacun des arbres de roue, respectivement ; une unité de calcul de charge de véhicule de fret totale pour calculer une charge de véhicule de fret totale par ajout de chacune des charges d'arbre de roue ; et une unité de sortie d'avertissement qui délivre en sortie un avertissement de surcharge de fret lorsque la charge de véhicule de fret totale calculée dépasse une valeur de référence d'avertissement de charge totale préconfigurée, et délivre en sortie un avertissement de surcharge d'arbre de roue lorsque toute charge d'arbre de roue parmi des charges d'arbre de roue d'arbres de roue dépasse une charge de référence d'arbre de roue pré-configurée.
PCT/KR2017/012752 2016-11-14 2017-11-10 Dispositif de mesure de charge de véhicule de fret et procédé de correction de charge de pneu Ceased WO2018088852A1 (fr)

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CN110926572A (zh) * 2019-11-18 2020-03-27 武汉理工大学 一种基于光纤光栅传感器的车辆超载监测系统及方法
WO2020226513A1 (fr) 2019-05-07 2020-11-12 Otago Innovation Limited Nouveaux dosages de ligands
CN113218487A (zh) * 2021-03-12 2021-08-06 肇庆小鹏新能源投资有限公司 车辆载荷预警方法、装置、车辆及存储介质
CN114973679A (zh) * 2022-06-13 2022-08-30 上海源悦汽车电子股份有限公司 车辆超载监管方法、装置、电子设备、系统及存储介质
WO2025073848A1 (fr) * 2023-10-05 2025-04-10 Compagnie Generale Des Etablissements Michelin Procede d'estimation de la variation de charge repartie sur une remorque d'un convoi a l'arret

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KR20120026919A (ko) * 2010-09-10 2012-03-20 씨트론 주식회사 과적 감지 시스템
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WO2020226513A1 (fr) 2019-05-07 2020-11-12 Otago Innovation Limited Nouveaux dosages de ligands
WO2020226512A1 (fr) 2019-05-07 2020-11-12 Otago Innovation Limited Nouveaux dosages de ligands
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CN110926572A (zh) * 2019-11-18 2020-03-27 武汉理工大学 一种基于光纤光栅传感器的车辆超载监测系统及方法
CN113218487A (zh) * 2021-03-12 2021-08-06 肇庆小鹏新能源投资有限公司 车辆载荷预警方法、装置、车辆及存储介质
CN114973679A (zh) * 2022-06-13 2022-08-30 上海源悦汽车电子股份有限公司 车辆超载监管方法、装置、电子设备、系统及存储介质
WO2025073848A1 (fr) * 2023-10-05 2025-04-10 Compagnie Generale Des Etablissements Michelin Procede d'estimation de la variation de charge repartie sur une remorque d'un convoi a l'arret
FR3153888A1 (fr) * 2023-10-05 2025-04-11 Compagnie Generale Des Etablissements Michelin Procédé d’estimation de la variation de charge repartie sur une remorque d’un convoi à l’arrêt

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