Method and Device for Determining Mass-Related Variables of a Vehicle

• US 20090119000A1
• Filed: 12/16/2005
• Published: 05/07/2009
• Est. Priority Date: 12/17/2004
• Status: Abandoned Application

• Current Assignee: Daimler AG (Mercedes-Benz Group AG)
• Original Assignee: Daimler Chrysler Company LLC (Stellantis NV)
• Inventors: MAI, Markus, BAUMANN, Peter, METZ, Karl-Heinz
• Application Number:
  US11/793,252
• Publication Number:
  US 20090119000A1
• Time in Patent Office: Days
• US Class Current: 701/124
• CPC Class Codes: B60G 17/0162 mainly during a motion involving steering operation, e.g. cornering, overtaking B60G17/0164 takes precedence
• CPC Class Codes: B60G 17/019 characterised by the type of sensor or the arrangement thereof B60G17/01941 takes precedence
• CPC Class Codes: B60G 2400/202 Piston speed; Relative velocity between vehicle body and wheel
• CPC Class Codes: B60G 2400/252 vertical
• CPC Class Codes: B60G 2400/63 Location of the center of gravity
• CPC Class Codes: B60G 2800/9124 Roll-over protection systems, e.g. for warning or control
• CPC Class Codes: G01G 19/086 wherein the vehicle mass is dynamically estimated
• CPC Class Codes: G01M 1/122 Determining position of centre of gravity
• CPC Class Codes: G01M 1/125 of aircraft

Abstract

A method for determining mass-related variables of a vehicle is described. Spring compression travel values (L_e,1, L_e,r) are measured on at least one sprung axle of the vehicle, and an actual value (z_s,1) for the height of the center of gravity of the vehicle is determined from the measured spring compression travel values (L_e,1, L_e,r), their temporal variation ({dot over (L)}_e,1, {dot over (L)}_e,r), and at least one transversal dynamics variable which describes the transversal dynamics of the vehicle.

Claims

1-15. -15. (canceled)

16. A method for determining mass-related variables of a vehicle, said method comprising:

measuring spring compression travel values on at least one sprung axle of the vehicle;

determining temporal variation of the measured spring compression travel values;

determining at least one transversal dynamics variable describing transversal dynamics of the vehicle; and

determining an actual value of a height of a center of gravity of the vehicle from the measured spring compression travel values, their temporal variation and the at least one transversal dynamics variable.

17. The method as claimed in claim 16, further comprising:

measuring wheel loads on at least one sprung axle of the vehicle; and

determining at least one of an actual value of the center of gravity in a longitudinal direction of the vehicle, an actual value of the center of gravity in a transversal direction of the vehicle, and an actual value of a total weight of the vehicle from the measured wheel loads.

18. The method as claimed in claim 17, further comprising:

measuring wheel loads on at least one sprung axle of the vehicle;

determining a second value of the height of the center of gravity of the vehicle from the measured wheel loads, their temporal variation, and at least one transversal dynamics variable which describes the transversal dynamics of the vehicle; and

determining an end value of the height of the center of gravity of the vehicle from the actual value and the second value.

19. The method as claimed in claim 18, further comprising:

determining on the basis of a mass calculation of an electro-pneumatic brake system of the vehicle at least one of a second value of the center of gravity in the longitudinal direction of the vehicle, a second value of the center of gravity in the transversal direction of the vehicle, and a second value of the total weight of the vehicle; and

determining from the actual values and the second values respectively associated end values for at least one of the center of gravity in the transversal direction of the vehicle, the center of gravity in the longitudinal direction of the vehicle, and the total weight of the vehicle.

20. The method as claimed in claim 16, further comprising the acts of using as transversal dynamics variables at least one of a steering angle, transversal acceleration, vehicle speed, a yaw rate, a steering speed, a wheel speed, and a vehicle basic stabilization parameter.

21. The method as claimed in claim 19, further comprising, in a commercial vehicle with a semi-trailer, determining the actual values and the second values for both the commercial vehicle and for the semi-trailer.

22. The method as claimed in claim 19, further comprising, for a vehicle being a towing vehicle with a trailer, determining the actual values and the second values for both the towing vehicle and for the trailer.

23. The method as claimed in claim 19, further comprising the act of passing the actual values and the second values to an electronic stabilization system for influencing the driving behavior of the vehicle.

24. The method as claimed in claim 23, further comprising defining at least one threshold value of a state variable of the electronic stabilization system as a function of the actual values and the second values.

25. The method as claimed in claim 24, further comprising using as the threshold value of the state variable at least one of a maximum permissible attitude angle, a maximum permissible transversal acceleration, and a maximum permissible yaw rate.

26. The method as claimed in claim 24, further comprising defining the threshold value of the state variable, after the vehicle is stationary for a selected time period, by renewing a determination of the actual values and the second values.

27. A device for determining mass-related variables of a vehicle, said device comprising:

at least two displacement sensors for determining spring compression travel values on at least one sprung axle;

at least one sensor for determining at least one transversal dynamics variable; and

actual value acquisition elements for determining an actual value of a height of a center of gravity of the vehicle from the measured spring compression travel values, temporal variation thereof, and the at least one transversal dynamics variable.

28. The device as claimed in claim 27, further comprising:

at least two pressure sensors for measuring wheel loads on the at least one sprung axle; and

actual value acquisition elements for determining at least one of an actual value of the center of gravity in the longitudinal direction of the vehicle, an actual value of the center of gravity in the transversal direction of the vehicle, and an actual value of a total weight of the vehicle from the measured wheel loads.

29. The device as claimed in claim 28, further comprising:

at least two pressure sensors for determining the wheel loads on the at least one sprung axle;

second value means for determining a second value for the height of the center of gravity of the vehicle from the wheel loads, their temporal variation and the at least one transversal dynamics variable; and

end value acquisition elements for determining an end value of the height of the center of gravity of the vehicle from the actual value and the second value.

30. The device as claimed in claim 27, further comprising:

an electro-pneumatic brake system;

second value acquisition elements for determining, based on a mass calculation of the electro-pneumatic brake system, at least one of a second value of the center of gravity in the longitudinal direction of the vehicle, a second value of the center of gravity in the transversal direction of the vehicle, and a second value for a total weight of the vehicle; and

end value acquisition elements for determining, from the actual values and the second values, at least one of respective end values of the center of gravity in the longitudinal direction of the vehicle, the center of gravity in the transversal direction of the vehicle, and the total weight of the vehicle.

31. A vehicle electronic stabilization system, comprising:

sensors for measuring spring compression travel values on at least one sprung axle of the vehicle;

value acquisition elements for determining temporal variation of the measured spring compression travel values and at least one transversal dynamics variable describing transversal dynamics of the vehicle; and

additional value acquisition elements for determining an actual value of a height of a center of gravity of the vehicle from the measured spring compression travel values, their temporal variation and the at least one transversal dynamics variable.

32. The stabilization system according to claim 31, further comprising:

sensors for measuring wheel loads on at least one sprung axle of the vehicle; and

value acquisition elements for determining at least one of an actual value of the center of gravity in a longitudinal direction of the vehicle, an actual value of the center of gravity in a transversal direction of the vehicle, and an actual value of a total weight of the vehicle from the measured wheel loads.

33. The stabilization system according to claim 31, further comprising:

sensors for measuring wheel loads on at least one sprung axle of the vehicle;

value acquisition elements for determining a second value of the height of the center of gravity of the vehicle from the measured wheel loads, their temporal variation, and at least one transversal dynamics variable which describes the transversal dynamics of the vehicle; and

further value acquisition elements for determining an end value of the height of the center of gravity of the vehicle from the actual value and the second value.

34. The stabilization system according to claim 31, further comprising:

value acquisition elements for determining, on the basis of a mass calculation of an electro-pneumatic brake system of the vehicle, at least one of a second value of the center of gravity in the longitudinal direction of the vehicle, a second value of the center of gravity in the transversal direction of the vehicle, and a second value of the total weight of the vehicle; and

further value acquisition elements for determining from the actual values and the second values respectively associated end values for at least one of the center of gravity in the transversal direction of the vehicle, the center of gravity in the longitudinal direction of the vehicle, and the total weight of the vehicle.