METHOD AND CONTROL UNIT FOR CONTROLLING A CHASSIS SYSTEM IN A VEHICLE COMPRISING A LEAF SPRING

Abstract

The present invention relates to a control unit for controlling a chassis system between at least a ground contact point and a frame of a vehicle, the chassis system comprising a leaf spring and a chassis arrangement, said chassis arrangement is adapted to receive a chassis condition input signal and to control a chassis condition of said chassis arrangement in response to said chassis condition input signal, said chassis system further comprising a strain gauge adapted to issue a strain gauge output signal indicative of a strain in said leaf spring, wherein said control unit is adapted to receive said strain gauge output signal and to issue said chassis condition input signal to said chassis arrangement on the basis of said strain gauge output signal. The invention also relates to a method, a chassis system, and a vehicle.

Claims

1. A control unit for controlling a chassis system between at least a ground contact point and a frame of a vehicle, the control unit configured to: receive a strain gauge output signal of a strain gauge of a chassis system, the strain gauge output signal indicative of a strain in a leaf spring of the chassis system; and issue a chassis condition input signal to a chassis arrangement of the chassis system to assume a chassis condition of the chassis arrangement on a basis of the strain gauge output signal.

2. The control unit of claim 1, wherein the control unit is configured to, based on a change of the strain in the leaf spring resulting from a change in the chassis condition of the chassis arrangement, issue the chassis condition input signal to the chassis arrangement to assume a chassis condition resulting in an operating condition of the chassis system in which a strain of the leaf spring is equal to or below a predetermined maximum leaf spring strain level.

3. The control unit of claim 1, wherein the control unit is configured to continuously issue the chassis condition input signal in response to a present strain gauge output signal.

4. The control unit of claim 1, wherein the control unit is configured to, based on a change of the strain in the leaf spring resulting from a change in the chassis condition of the chassis arrangement: determine a current vehicle operating condition having an expected duration using the strain gauge output signal; and issue the chassis condition input signal to the chassis arrangement to assume a chassis condition resulting in an operating condition of the chassis system in which a strain of the leaf spring is expected to be equal to or below a predetermined maximum leaf spring strain level for the duration of the current vehicle operating condition.

5. The control unit of claim 1, wherein the control unit is configured to, based on a change of the strain in the leaf spring resulting from a change in the chassis condition of the chassis arrangement: estimate a future vehicle operating condition having an expected duration using the strain gauge output signal; and issue the chassis condition input signal to the chassis arrangement to assume a chassis condition resulting in an operating condition of the chassis system in which a strain of the leaf spring is expected to be equal to or below a predetermined maximum leaf spring strain level for the duration of the future vehicle operating condition.

6. The control unit of claim 1, wherein the chassis condition of the chassis arrangement can be controlled by a pressurized fluid.

7. The control unit of claim 1, wherein the chassis arrangement comprises at least one of a suspension arrangement or a brake arrangement.

8. The control unit of claim 1, wherein the control unit is configured to control a first chassis system associated with at least one ground contact point of the vehicle and a second chassis system associated with at least one other ground contact point of the vehicle.

9. The control unit of claim 1, wherein the control unit is configured to: determine a height condition of the vehicle on the basis of the strain gauge output signal; and issue the chassis condition input signal to the chassis arrangement to assume a chassis condition resulting in an operating condition of the chassis system in which the height condition of the vehicle is within a predetermined height threshold.

10. The control unit of claim 1, wherein the control unit is configured to: determine a load condition of the vehicle on the basis of the strain gauge output signal; and issue the chassis condition input signal to the chassis arrangement to assume a chassis condition resulting in an operating condition of the chassis system suitable for the load condition of the vehicle.

11. The control unit of claim 1, wherein the control unit is configured to determine a handling condition indicative of the occurrence of a handling event of the vehicle on the basis of the strain gauge output signal.

12. A method for controlling a chassis system between at least a ground contact point and a frame of a vehicle, the method comprising: receive, by a control unit, a strain gauge output signal of a strain gauge of a chassis system, the strain gauge output signal indicative of a strain in a leaf spring of the chassis system; and issue, by the control unit, a chassis condition input signal to a chassis arrangement of the chassis system to assume a chassis condition of the chassis arrangement on a basis of the strain gauge output signal.

13. The method of claim 12, wherein issuing a chassis condition input signal comprises issuing, based on a change of the strain in the leaf spring resulting from a change in the chassis condition of the chassis arrangement, a chassis condition input signal to the chassis arrangement to assume a chassis condition resulting in an operating condition of the chassis system in which a strain of the leaf spring is equal to or below a predetermined maximum leaf spring strain level.

14. The method of claim 12, wherein steps of the method are carried out in an ongoing procedure at a predetermined rate.

15. The method of claim 12, wherein the method comprises determining, based on a change of the strain in the leaf spring resulting from a change in the chassis condition of the chassis arrangement, a current vehicle operating condition having an expected duration using the strain gauge output signal; and wherein issuing the chassis condition input signal comprises issuing a chassis condition input signal resulting in an operating condition of the chassis system in which a strain of the leaf spring is expected to be equal to or below a predetermined maximum leaf spring strain level for the duration of the current vehicle operating condition.

16. The method of claim 12, wherein the method comprises estimating, based on a change of the strain in the leaf spring resulting from a change in the chassis condition of the chassis arrangement, a future vehicle operating condition having an expected duration using the strain gauge output signal; and wherein issuing the chassis condition input signal comprises issuing a chassis condition input signal resulting in an operating condition of the chassis system in which a strain of the leaf spring is expected to be equal to or below a predetermined maximum leaf spring strain level for the duration of the future vehicle operating condition.

17. The method of claim 12, wherein the chassis condition of the chassis arrangement is controlled by a pressurized fluid.

18. The method of claim 12, wherein the chassis arrangement comprises a suspension arrangement.

19. The method of claim 12, comprising controlling a first chassis system associated with at least one ground contact point of the vehicle and controlling a second chassis system associated with at least one other ground contact point of the vehicle.

20. The method of claim 12, further comprising determining a height condition of the vehicle on the basis of the strain gauge output signal, wherein issuing the chassis condition input signal to the chassis arrangement comprises issuing the chassis condition input signal to the chassis arrangement to assume a chassis condition resulting in an operating condition of the chassis system in which the height condition of the vehicle is within a predetermined height threshold.

21. The method of claim 12, further comprising determining a load condition of the vehicle on the basis of the strain gauge output signal, wherein issuing the chassis condition input signal to the chassis arrangement comprises issuing the chassis condition input signal to the chassis arrangement to assume a chassis condition resulting in an operating condition of the chassis suitable for the load condition of the vehicle.

22. The method of claim 12, further comprising determining a handling condition indicative of the occurrence of a handling event of the vehicle on the basis of the strain gauge output signal, and wherein issuing the chassis condition input signal to the chassis arrangement comprises issuing the chassis condition input signal to the chassis arrangement to assume a chassis condition resulting in an operating condition of the chassis system suitable for the handling condition of the vehicle.

23. A chassis system configured for arrangement between at least a ground contact point and a frame of a vehicle comprising: a leaf spring; a strain gauge arranged to provide a strain gauge output signal indicative of a strain in the leaf spring; and a chassis arrangement configured to: receive a chassis condition input signal issued on the basis of the strain gauge output signal; and control a chassis condition of the chassis arrangement in response to the chassis condition input signal.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0071] With reference to the appended drawings, below follows a more detailed description of embodiments of the invention cited as examples.

[0072] In the drawings:

[0073] FIG. 1 is a schematic drawing of a vehicle in which a chassis system may be implemented;

[0074] FIG. 2 illustrates an embodiment of a chassis system;

[0075] FIG. 3 illustrates schematically an embodiment of a control unit;

[0076] FIG. 4 illustrates schematically an embodiment of a method.

DETAILED DESCRIPTION

[0077] The invention will be described below for a vehicle in the form of a truck 200 such as the truck illustrated in FIG. 1. The truck 200 should be seen as an example of a vehicle for which the method of the present invention could be carried out, or which could comprise the control unit and/or chassis assembly in accordance with the present invention.

[0078] However, the method, control unit or chassis assembly may be implemented in a plurality of different types of vehicles, such as a truck, a tractor, a car, a bus, a work machine such as a wheel loader or any other type of construction equipment.

[0079] The vehicle 200 comprises a vehicle body with a longitudinal axis extending in a longitudinal direction L, a transversal axis T extending in a transversal direction, and a vertical axis V extending in a vertical direction. The longitudinal axis L, the transversal axis T and the vertical axis V are perpendicular to each other. Moreover, as indicated in FIG. 1, the longitudinal direction L corresponds to an intended direction of travel of the vehicle and the vertical direction V is parallel to a vertical line when the vehicle is positioned on a flat horizontally extending surface.

[0080] Purely by way of example, FIG. 1 schematically illustrates the truck 200 comprising two chassis systems 1, 1′, each chassis system 1, 1′ comprising a leaf spring 10, 10′. Each of the chassis systems 1, 1′ are arranged between a respective ground contact point P, P′ and frame (not shown) of the vehicle 200.

[0081] In the illustrated exemplary embodiment, the leaf springs 10, 10′ are arranged on a vehicle axle 300. The leaf springs 10, 10′ are fixed to the vehicle frame with fixing members such as e.g. bolts at distal end portions of the leaf springs 10, 10′.

[0082] In the example illustrated in FIG. 1, each chassis system 1, 1′ is associated with a wheel 2, 2′ constituting the ground contact points P, P′ located on each lateral side of the vehicle 200. In FIG. 1, the wheels 2, 2′ are the front wheels of the vehicle 200. In the illustrated example, the wheels 2, 2′ are arranged to the vehicle axle 300.

[0083] It will be understood that the present description is equally applicable to chassis systems associated with other wheels or ground contact points of the vehicle, or in particular to a single chassis system.

[0084] FIG. 2 illustrates an example embodiment of the invention, as applied in a first and a second chassis system 1, 1′ as illustrated in FIG. 1. The description will be made with reference to the first chassis system 1. It will be understood that the description may optionally be applied also to the second chassis system 1′.

[0085] As schematically illustrated in FIG. 2, the chassis system comprises a strain gauge 14 adapted to issue a strain gauge output signal indicative of a strain in the leaf spring 10. As indicated in FIG. 2, the strain gauge 14 may be embedded in the leaf spring 10. The leaf spring 10 may be composite leaf spring with at least one embedded strain gauge 14. Alternatively, the strain gauge 14 may be arranged at or adjacent the leaf spring 10 in a manner so as to be able to issue the strain gauge output signal.

[0086] One or more strain gauge elements may be provided to form the strain gauge 14 of the leaf spring 10.

[0087] A control unit 100 is adapted to receive the strain gauge output signal from the strain gauge 14, as indicated by the dashed line in FIG. 2. The control unit 100 is preferably an electronic control unit. The control unit may be arranged in the vehicle 200 or remote from the vehicle 200.

[0088] In addition, the control unit 100 may be adapted to receive information from one or more auxiliary sensors. Purely by way of example, the one or more auxiliary sensors may include at least one of a vehicle sensor, a ground condition sensor (e.g. an inclinometer) and/or means for determining the current position of the vehicle 100.

[0089] Furthermore, the chassis system 1 comprises a chassis arrangement 20. The control unit 100 is adapted to issue a chassis condition input signal to the chassis arrangement 20, as indicated by the dashed line in FIG. 2, upon which the chassis arrangement 20 assumes a chassis condition.

[0090] The control unit 100 may be in communication with the strain gauge 14, and/or the chassis arrangement 20 and/or any additional one or more auxiliary sensors through wireless and/or wire based communication means.

[0091] The control of the chassis condition of the chassis arrangement 20 based on the strain gauge output signal from the leaf spring strain gauge 14 of the leaf spring 10 provides for numerous control possibilities of the chassis arrangement 20.

[0092] For example, the chassis condition of the chassis arrangement 20 can be controlled by means of a pressurized fluid. Purely by way of example, the chassis arrangement 20 may be hydraulically or pneumatically controlled. In this case, the chassis condition input signal comprises a hydraulic or pneumatic input control signal.

[0093] In the FIG. 2 embodiment, the chassis arrangement 20 is a suspension arrangement. Furthermore, in the illustrated embodiment the chassis arrangement 20 is implemented by a pneumatic air spring. As such, the chassis condition of the chassis arrangement 20 which is controlled by the chassis condition input signal is, or is at least indicative of, the pneumatic pressure in the air spring.

[0094] However, it is conceivable to implement the chassis arrangement 20 as another type of suspension arrangement such as a damper or stopper arrangement.

[0095] Purely by way of example, the leaf spring 10 and the chassis arrangement 20 may be operatively connected to the same ground contact point P. From FIGS. 1 and 2, it may be gleaned that the leaf spring 10 and the chassis arrangement 20 are operatively connected to the same ground contact point P via the wheel 2 on one lateral side of the vehicle 200. By way of example, and as in the illustrated embodiment, the chassis arrangement 20 may operate directly or indirectly on the leaf spring 10. The chassis arrangement 20 may for example be arranged between the leaf spring 10 and the frame of the vehicle 200.

[0096] In another, non-illustrated example, the chassis arrangement 20 may be a brake arrangement. For example, the chassis arrangement 20 may be a pneumatic brake cylinder. For example, in principle the strain gauge output signal indicative of a strain in the leaf spring 10 may be used to determine a present effective braking force and the brake pressure corresponding to the chassis condition of the pneumatic brake cylinder may be adjusted accordingly. As such, though purely by way of example, the braking of the vehicle may be based on a detected strain in the leaf spring 10.

[0097] In a non-limiting example, the chassis arrangement 20 and leaf spring 10 may be arranged such that a change in the condition of the chassis arrangement 20 results in a change of the strain in the leaf spring 10, and the control unit 100 is adapted to issue the chassis condition input signal to the chassis arrangement 20 to assume a chassis condition resulting in an operating condition of the chassis system 1 in which a strain of the leaf spring 10, as indicated by the strain gauge output signal, is equal to or below a predetermined maximum leaf spring strain level.

[0098] Hence, using the above procedure, the maximum leaf spring strain level may be set so as to save the leaf spring 10 from excessive strain, and thus to ensure satisfactory function of the leaf spring 10 over e.g. a predetermined period of time or use cycles. This option hence provides a possibility of avoiding wear or breakage of the leaf spring 10.

[0099] As a non-limiting example, the control unit 100 is adapted to continuously issue the chassis condition input signal in response to a present strain gauge output signal. For example, the chassis condition of the chassis arrangement 20 may be continuously adapted so as to ensure that the strain of the leaf spring 10, as indicated by the strain gauge output signal, is equal to or below a predetermined maximum leaf spring strain level. As such, the chassis condition of the chassis arrangement 20 may be continuously adapted depending on the output from the strain gauge 14 of the leaf spring 10. For example, using the above procedure, if the strain gauge output signal varies when the vehicle 200 travels over an uneven road, the chassis condition of the chassis arrangement 20 may be continuously adapted so as to save the leaf spring 14 from excessive strain when travelling over the road.

[0100] As another non-limiting example, a change in the condition of the chassis arrangement 20 results in a change of the strain in the leaf spring 10, and the control unit 100 is adapted to determine a vehicle operating condition having an expected duration using the strain gauge output signal, and to issue the chassis condition input signal to the chassis arrangement 20 to assume a chassis condition resulting in an operating condition of the chassis system 1 in which a strain of the leaf spring 10, as indicated by the strain gauge output signal, is expected to be equal to or below a predetermined maximum leaf spring strain level, for the duration of the current vehicle operating condition. As such, a current vehicle operating condition may be determined using the strain gauge output signal, and a suitable chassis condition may be set for an expected duration of the vehicle operating condition. For example, using the above procedure, if the strain gauge output signal indicates that the vehicle 200 travels over an uneven road, the duration of travel over this uneven road may be estimated, and the chassis condition of the chassis arrangement 20 may be set to a level which is estimated to be sufficient to save the leaf spring 14 from excessive strain during the duration of travel over the uneven road.

[0101] In another non-limiting example, a change in the condition of the chassis arrangement 20 results in a change of the strain in the leaf spring 10, and the control unit is adapted to estimate a future vehicle operating condition having an expected duration using the strain gauge output signal, and to issue the chassis condition input signal to the chassis arrangement 20 to assume a chassis condition resulting in an operating condition of the chassis system 1 in which a strain of the leaf spring 10, as indicated by the strain gauge output signal, is expected to be equal to or below a predetermined maximum leaf spring strain level, for the duration of the future vehicle operating condition. As such, a future vehicle operating condition may be estimated using the strain gauge output signal, and a suitable chassis condition may be set for an expected future duration of the vehicle operating condition. For example, using the above procedure, if the strain gauge output signal indicates that, if in the future the vehicle 200 travels over an uneven road the leaf spring 14 risks suffering from excessive strain, a future occurrence of travel over such an uneven road and its duration may be estimated, and the chassis condition of the chassis arrangement 20 may be set to a level which is estimated to be sufficient to save the leaf spring 14 from excessive strain during the future duration of travel over the uneven road.

[0102] In a non-limiting example, the control unit 100 is configured to determine a height condition of the vehicle 200 on the basis of the strain gauge output signal, and to issue the chassis condition input signal to the chassis arrangement 20 to assume a chassis condition resulting in an operating condition of the chassis system 1 in which the height condition of the vehicle 200, as indicated by the strain gauge output signal, is within a predetermined height threshold.

[0103] For example, the strain gauge output signal may be used to determine a height condition of the vehicle 200, and the chassis condition of the chassis arrangement 20 may be used for setting a desired height. Hence, this option may be used to achieve vehicle levelling.

[0104] In a non-limiting example, the control unit 100 is configured to determine a load condition of the vehicle 200 on the basis of the strain gauge output signal, and to issue the chassis condition input signal to the chassis arrangement 20 to assume a chassis condition resulting in an operating condition of the chassis system 1 suitable for the load condition of the vehicle, as indicated by the strain gauge output signal.

[0105] An operating condition of the chassis system suitable for the load condition of the vehicle 200 may for example be an operating condition diminishing the impact of uneven loading.

[0106] In another example, an increased load on the suspension system may motivate an adjustment of the vehicle height. If the control system determines that the load of the vehicle has increased on the basis of the received strain gauge output signal, a suitable operating condition for the chassis system to the load condition may be an operating condition in which the height of the vehicle is increased. To this end, the control unit may set a predetermined height threshold suitable for the indicated load condition.

[0107] To distinguish whether an alteration in the strain gauge output signal corresponds e.g. to an actual load difference or an actual height difference, the control unit may utilize additional input signals, such as for example a signal indicating whether the vehicle is presently loaded/unloaded or not, a signal indicating the speed of the vehicle, etc. As already mentioned in the above, the control unit may be connected to one or more auxiliary sensors to this end.

[0108] In a non-limiting example, the control unit 100 is configured to determine a handling condition indicative of the occurrence of a handling event of the vehicle 200 on the basis of the strain gauge output signal, preferably the control unit 100 is adapted to issue the chassis condition input signal to the chassis arrangement 20 to assume a chassis condition resulting in an operating condition of the chassis system 1 suitable for the handling condition of the vehicle 200, as indicated by the strain gauge output signal.

[0109] A handling condition describes generally the way the vehicle responds and reacts to the input of a driver as well as how it moves over e.g. a road. Handling events may for example including braking events, cornering events, and acceleration events, as well as e.g. an uphill driving event or an uneven road event.

[0110] Purely by way of example, the handling condition may be a condition causing a redistribution of vehicle load over the frame and the operating condition suitable for the handling condition may be an operating condition counteracting the redistribution of load over the frame. For example, if the handling condition is a brake event causing the load to be redistributed towards the front of the vehicle, a suitable operating condition may be an operating condition in which the front of the vehicle is raised in relation to the back of the vehicle.

[0111] It will be understood that for determining different conditions of the vehicle as outlined in the above, information from various auxiliary sensors may be used in combination with the strain gauge output signal.

[0112] Purely by way of example, in addition to using the strain gauge output signal to issue a chassis condition control signal to the second chassis system, the control unit may be adapted to determine a condition of the vehicle based on the strain gauge output signal, and to provide an output indicative of the condition to any other system.

[0113] For example, the control unit 100 may be adapted to determine a height condition of the vehicle on the basis of the strain gauge output signal, and to issue a height condition output signal indicative of the height condition of the vehicle as indicated by the strain gauge output signal. Such a height condition output signal could be used e.g. as input to a system for displaying information of the height of the vehicle 200.

[0114] For example, the control unit 100 may be adapted to determine a load condition of the vehicle 200 on the basis of the strain gauge output signal, and to issue a load condition output signal indicative of the load condition of the vehicle 200 as indicated by the strain gauge output signal. Such a load condition output signal could be used e.g. as input to a system for displaying information of the load condition of a vehicle 200, and/or to a system for issuing a warning if the vehicle is overloaded.

[0115] For example, the control unit 100 may be adapted to determine a handling condition indicative of the occurrence of a handling event of the vehicle on the basis of the strain gauge output signal, and to issue a handling condition output signal indicative of the handling condition of the vehicle as indicated by the strain gauge output signal. For example, such a handling condition could be used as input to a system for automatic maneuvering of the vehicle, or to a system for fleet management of several vehicles.

[0116] Purely by way of example, and as illustrated in FIGS. 1-2, the control unit 100 may be arranged to control a plurality of chassis systems 1, 1′. Purely by way of example, and as illustrated in FIGS. 1-2, the control unit 100 may be arranged to control a first chassis system 1 associated with at least one ground contact point P of the vehicle 200 and a second chassis system 1′ associated with at least one other ground contact point P′ of the vehicle 200. As described in the above, the first chassis system 1 comprises a leaf spring with a leaf spring strain sensor 14, and a chassis arrangement 20 as described in the above. Similarly, the second chassis system 1′ comprises a leaf spring 10′ with a leaf spring strain sensor 14′, and a chassis arrangement 20′ as described in the above. In the illustrated example, the ground contact points P, P′ are implemented by the contact of the wheels 2, 2′ to the ground.

[0117] As a non-limiting example, the one ground contact point P of the first chassis system and the other ground contact point P′ of the second chassis system are on different lateral sides of the vehicle 200.

[0118] By way of example, and as illustrated in FIGS. 1-2, the control unit 100 may be arranged to control a chassis system 1, 1′ as described in the above for each one of the front ground contact points P, P′ of the vehicle. In another option, the control unit 100 may be arranged to control a chassis system as described in the above for all ground contact points P, P′ of the vehicle.

[0119] FIG. 3 is a schematic flow chart showing a control unit 100, connected to a leaf spring strain gauge 14 and a chassis arrangement 20. As outlined in the above, the control unit 100 may communicate with the leaf spring strain gauge(s) 14 and the chassis arrangement 20 via wired or wireless connections.

[0120] FIG. 4 is a flow chart of method steps according to embodiments of the invention. The method steps are for controlling a chassis system 1 between at least a ground contact point P and a frame of a vehicle 200, wherein the chassis system 1 comprises a leaf spring 10 and a chassis arrangement 20, the chassis arrangement 20 being adapted to receive a chassis condition input signal and to control a chassis condition of the chassis arrangement 20 in response to the chassis condition input signal. In a first step S100, the method comprises receiving a strain gauge output signal indicative of a strain in the leaf spring 10, and in a second step S200, the method comprises issuing a chassis condition input signal to the chassis arrangement 20 to assume a chassis condition on the basis of the strain gauge output signal.

[0121] In addition to the above, the second step S200 of the method may, where a change in the condition of the chassis arrangement 20 results in a change of the strain in the leaf spring 10, comprise issuing a chassis condition input signal to the chassis arrangement 20 to assume a chassis condition resulting in an operating condition of the chassis system 1 in which a strain of the leaf spring 10, as indicated by the strain gauge output signal, is equal to or below a predetermined maximum leaf spring strain level S200.

[0122] Further modifications and alternatives of the method will be apparent from the above description of the chassis system 1, vehicle 200 and control unit 100.

[0123] Even though the invention has been described with reference to specific exemplifying embodiments thereof, many different alterations, modifications and the like will become apparent for those skilled in the art. Accordingly, it is to be understood that the present invention is not limited to the embodiments described above and illustrated in the drawings, rather the skilled person will recognize that many changes and modifications may be made within the scope of the appended claims.