System and method for operating vehicle

Abstract

The present subject matter generally relates to systems (300) and methods (200) for operating a vehicle (100). The subject matter comprises a communicatively connected control unit (301), a sensor unit (302) and an output unit (303), wherein the sensor unit (302) detects movement of the frame members (101f, 101r) caused by a load on the vehicle (100) in a stationary state. The control unit (301) determines the weight of the load in response to the movement; determining an optimal operating condition of the vehicle (100) using the weight; and transmit the optimal operating conditions of the vehicle (100) to an output unit (303). The output unit (303) is configured to communicate the optimal operating condition to an operator of the vehicle (100).

Description

Technical Field

[0001] The present subject matter generally relates to a system and method for operating a vehicle. More particularly, but not exclusively, the present subject matter relates to a system and method for determining optimal operating conditions for a vehicle based on the weight of a load on the vehicle. Background Art

[0002] Generally, there are many vehicles, especially commercial passenger or freight vehicles, which are known to be in overloaded conditions due to various reasons. Overloading of vehicles can have adverse effects on the durability, performance and even the life of the vehicle and most importantly on public safety, including the safety of the passengers inside the vehicle. The performance degradation is due to various parameters such as increased center of gravity height or longitudinal distance, reduced fuel efficiency or driving distance, etc. It affects various components such as suspension components, wheel life and other structural parts that make up the vehicle.

[0003] The consequences of road traffic hazards such as accidents and disasters are more serious. Overloaded vehicles or vehicles with protruding / overhanging loads pose a serious danger to themselves and other members of the public. Overloaded vehicles are a leading cause of accidents, injuries and deaths. This results in increased losses for insurance companies, potential litigation for manufacturers and possible strain on public infrastructure and resources.

[0004] In addition, as road safety regulations (especially commercial vehicle regulations) become more stringent around the world, people are paying more and more attention to making vehicles safer and more compliant.

[0005] Furthermore, in many cases, a vehicle may be unintentionally overloaded because the user may not be aware of the load capacity for a particular situation. Furthermore, it is worth noting that the user may not have a basis for estimating the "overloaded" operating conditions for a particular vehicle. In other words, while certain operating conditions may be safe for a given load capacity, the same operating conditions may be unsafe or inappropriate for the same vehicle with a higher load. Operating conditions can include vehicle speed, acceleration, steering, braking, vehicle inclination, rotational speed of the prime mover, etc., and therefore, the user of the vehicle (whether passenger or commercial) may only have to guess at the load and the appropriate operating conditions for said load on that vehicle. Not only that, this situation may result in huge fines, but it may also pose a serious threat to life and property. This also hinders logistics and supply chain operations, thereby increasing costs and losses for various industries that rely on transportation services, which are an indispensable and important part of the economy.

[0006] Furthermore, known weighing scales (e.g., floor scales, pallet scales, bench scales) and other industrial scales (e.g., weighbridges) for vehicles (especially commercial vehicles) have limited functionality and require the vehicle to be brought to a location with such facilities, which may not always be located near the vehicle that has just received the load. Weighing scales are unlikely to be located near the vehicle user every time. Typically, these weighing terminals charge a fee and operators also need to wait in long queues, which results in a waste of time. Furthermore, since there are no weighing terminals in cities, operators must travel longer distances to the outskirts of the city, which affects costs and fuel efficiency.

[0007] Therefore, there is a need to develop a method to determine the vehicle load in a precise manner without the need for an external weighing scale and to inform the driver of the appropriate and safest operating conditions of the vehicle, such as the maximum safe speed, through some indication. This will help the vehicle user to manage the vehicle load more precisely and operate the vehicle safely. This will also provide the owner or driver with the number of times the vehicle has been driven fully loaded.

[0008] Therefore, these inputs will help vehicle manufacturers and users to establish limiting or control strategies to improve vehicle and public safety. Controls can be load-dependent vehicle speed, acceleration, braking and steering inputs. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The details are described with reference to embodiments of the storage assembly and the accompanying drawings. The same numerals are used throughout the drawings to represent similar features and components.

[0010] Figure 1 A flow chart describing an embodiment of a method and operation of a system for operating a vehicle is shown.

[0011] Figure 2 A block diagram of an embodiment of the present application system for operating a vehicle is shown.

[0012] Figure 3 a shows a right side view of an embodiment of the present subject matter, showing the front frame member forming a displacement angle with the front rotating member. Figure 3 b is a perspective view of the vehicle embodiment viewed from the left side of the vehicle. Figure 3 c shows an expanded perspective view of an embodiment of a rear frame member forming a displacement angle with the rear rotating member. Figure 3d A right side view of an embodiment of a rear frame member is shown forming a displacement angle with the rear rotating member.

[0013] Figure 4 The first predetermined data set and the second predetermined data set of the embodiment of the method and system of the present application are shown. DETAILED DESCRIPTION

[0014] To overcome the problems mentioned in the background, the disclosed invention provides an indication to the driver regarding the weight of the load and at least one appropriate safe operating condition. In another aspect of the invention, the system and method also provide for limiting the current operating condition (e.g., vehicle speed) to a maximum safe level for a given load on the vehicle, even if the user takes steps to exceed the maximum safe level. This helps to improve the safety and performance of the vehicle. By limiting the current operating condition and indicating the maximum safe level of the operating condition, the durability of the vehicle / component can be enhanced.

[0015] Therefore, the present invention provides a method and system for operating a vehicle. In one embodiment, the method includes measuring the movement of at least one frame member of the vehicle caused by a load on the vehicle when the vehicle is stationary. The method involves determining the weight of the load in response to the movement of the frame member of the vehicle. It should be noted that the frame member of the vehicle can be its frame assembly, swing arm assembly, suspension assembly or any other component of the vehicle that forms part of the vehicle structure. In one aspect of the invention, a sensor unit attached to the frame member is used to detect movement. The sensor unit is also used to determine the displacement and / or displacement angle of the frame member. In addition, the method involves determining an optimal value of a vehicle operating condition and then transmitting the optimal value of the operating condition to an operator of the vehicle.

[0016] In another embodiment of the present invention, in a method of operating a vehicle, movement of a frame member is measured using a sensor unit and a control unit of the vehicle. The method also includes activating a source of power on the vehicle. Power is provided to the sensor unit and the control unit, and the system detects whether the vehicle is stationary. The output voltage V out Detected by the sensor unit, if the vehicle is stationary, this corresponds to the displacement of the frame member. When it is confirmed that the output voltage is greater than zero volts, the control unit is activated. At zero volts, the frame member is not moving, indicating that the load is essentially zero. This also saves energy, because the control unit is only powered when it is needed to determine the load. This improves the energy efficiency of the vehicle.

[0017] In another embodiment of the present invention, in a method of operating a vehicle, the frame member is a swing arm. The swing arm is pivotally mounted to a fixed portion of a frame assembly of the vehicle and is operably connected to a suspension assembly of the vehicle. The method also performs transmitting an output voltage from a sensor unit to a control unit; the control unit determines a displacement angle of the swing arm based on the output voltage from the sensor unit. The displacement angle corresponds to a displacement of the swing arm relative to an axis parallel to the ground. The displacement is caused by the weight of a load on the vehicle.

[0018] In another embodiment of the present invention, in a method of operating a vehicle, the weight of a load is determined by a control unit. The method includes associating the displacement angle of the swing arm determined by the control unit with first predetermined data and determining the weight of the load on the vehicle. The determined weight is a current weight or a real-time weight based on the association. In addition, the method involves transmitting the determined weight of the load to an operator of the vehicle. The first predetermined data includes a set of vehicle parameters, such as a predetermined range of displacement angles of the swing arm and displacements of suspension components.

[0019] In another embodiment of the present invention, in the method for operating a vehicle, an optimal value of an operating condition is determined by comparing the determined weight of the load with second predetermined data, the second predetermined data including a predetermined range of the weight of the load and a corresponding range of optimal operating conditions. The method further includes controlling the optimal operating condition of the vehicle based on the corresponding determined weight of the load.

[0020] In another embodiment of the invention, in a method of operating a vehicle, the optimum operating condition is the speed of the vehicle carrying the load, and the speed is controlled based on the corresponding determined weight of the load. The controlled speed is also communicated to the operator of the vehicle by sensing means. The sensing means may include visual, auditory and / or tactile means.

[0021] In another embodiment of the present application method, the controlled speed is the maximum speed limited by the vehicle control unit. The vehicle control unit is configured to control multiple vehicle operating conditions. The vehicle control unit can be a known control unit that can control vehicle operating parameters, such as speed, the speed of a prime mover (such as an engine or an electric motor) or a combination thereof, a braking system, fuel injection and other centralized or independent control systems. The method of limiting the operating speed of the vehicle to a maximum safe speed can be achieved by adopting a device known in the art (such as a speed regulator). In one aspect, if the user attempts to break through the range of operating conditions, the system can also deploy an emergency vehicle system (such as an anti-theft device).

[0022] In another embodiment of the present invention, a system for operating a vehicle is provided, the system comprising at least one control unit, at least one sensor unit and at least one output unit. The control unit, the sensor unit and the output unit are in communication connection with each other. The sensor unit detects movement of a frame member of the vehicle. The movement is caused by a load on the vehicle when the vehicle is at rest. The detection of the movement is transmitted to the control unit by the sensor unit. The control unit determines the weight of the load in response to the movement of the vehicle frame detected by the sensor unit. The weight is used by the control unit to determine an optimal operating condition for the vehicle, and the control unit transmits the optimal operating condition for the vehicle to the output unit. The output unit is configured to transmit the optimal operating condition to an operator of the vehicle.

[0023] In another embodiment of the invention, in a system for operating a vehicle, the sensor unit comprises a potentiometer for detecting a displacement angle of the swing arm. The displacement angle corresponds to the movement of the swing arm, and the displacement angle is transmitted to a control unit. The control unit comprises a microprocessor and is configured to determine the weight of a load on the vehicle corresponding to the movement detected by the sensor unit, and transmit the determined weight of the load to an operator of the vehicle.

[0024] In another embodiment of the present invention, in the system for operating a vehicle, the optimal operating condition is a maximum speed of the vehicle determined by the control unit according to the weight of the load of the vehicle. In addition, the control unit (301) is configured to communicate with a vehicle control unit to control the current speed of the vehicle, wherein the vehicle control unit is configured to control a plurality of vehicle operating conditions.

[0025] The following will describe the embodiments of the present invention in detail with reference to the accompanying drawings, taking a saddle-type vehicle as an example. However, the present invention is not limited to the embodiments of the present application.

[0026] Figure 1 The system for operating the vehicle 100 (eg Figure 3 100). The flowchart shows the steps involved in the method 200 for operating the vehicle 100. The method includes activating a source of power for the vehicle 100 using a key or sensor input. Detecting whether the vehicle 100 is stationary. If the vehicle is stationary, the sensor unit 302 is activated, otherwise no further processing is performed. Then, the sensor unit 302 detects at least one frame member (110ff, 110rf) of the vehicle 100 (such as Figure 3 The displacement corresponding to the output voltage V out If V out If the voltage is greater than 0 volts, the control unit 301 is activated. This saves energy in the vehicle 100 so that the control unit 301 does not remain in an on condition after the source of power is activated by a button or other device on the vehicle 100. The sensor unit 302 is also configured to detect movement of the frame members 110rf, 110ff due to the load when the vehicle is stationary. In one embodiment (see Figure 3 ), the frame members are front and rear swing arms, wherein the vehicle 100 is a three-wheeled vehicle, and the sensor unit 302 detects the displacement angles of the swing arms 110ff, 110rf due to the load on the vehicle 100. The method then involves transmitting the measurement results to the control unit 301. The control unit 301 then refers to appropriate first predetermined data and determines the weight of the corresponding load. In one aspect of the invention, the first predetermined data may be a set of vehicle parameters (such as Figure 4 ), such as predetermined swing arm angles 110ff, 110rf and a suspension (400) stroke representing the compression of the shock absorbers (401, 402). Then, through the output unit 303 (see Figure 2 ) transmits the determined weight of the load to the vehicle operator or user who may be the driver or vehicle supervisor. In one embodiment (such as Figure 2 As shown), the output unit is similar to the instrument cluster display unit 303 in the vehicle 100 and is used to transmit the actual weight of the load to the operator of the vehicle 100. The weight of the load is then compared with the maximum allowable load. If the actual load is less than the maximum allowable load, no further processing of the information is performed. However, when the actual load is greater than the maximum allowable load, the control unit 301 determines the optimal operating condition of the vehicle and transmits it to the user or operator of the vehicle 100. The optimal operating condition can be the vehicle speed, the RPM of the prime mover (such as an engine or electric motor), or a combination thereof. In one aspect, the optimal operating condition is the maximum safe speed of the vehicle 100, whereby the method 200 limits the current speed of the vehicle 100 to keep it below the maximum safe speed given the load and vehicle type. The speed of the vehicle 100 is controlled by using means known in the art, such as a speed regulator or other integrated or independent control system, such as a vehicle control unit. The maximum safe speed for a given load comes from second predetermined data, which includes another set of vehicle parameters of the vehicle 100 (see also Figure 4 2). The method 200 also issues a warning to the operator of the vehicle 100 via a light signal or warning on the output unit 303 regarding the overload weight and the maximum safe speed determined by the control unit 301.

[0027] Figure 2 A method for operating a vehicle 100 (such as Figure 3 The system 300 includes a control unit 301, a sensor unit 302 (or a sensor module), and an output unit 303 (or an instrument cluster and a signaling device). The control unit 301, the sensor unit 302, and the output unit 303 are connected to each other for communication. The sensor unit 302 detects the frame members 110ff, 110rf (such as the frame members 110ff, 110rf) of the vehicle 100. Figure 3100). The movement is caused by the load on the vehicle 100 when the vehicle 100 is at rest. The detection of the movement is transmitted to the control unit 301 by the sensor unit 302. The control unit 301 determines the weight of the load in response to the movement of the frame members 110ff, 110rf of the vehicle 100 detected by the sensor unit 302. In one embodiment, the frame members 110ff, 110rf include swing arms 110ff, 110rf of the vehicle 100, which are located at the front (110ff) and rear (110rf) of the vehicle 100. The swing arms 110ff, 110rf are operably connected to the suspension assembly 400. The suspension assembly 400 includes one or more front shock absorbers 401 and one or more rear shock absorbers 401. In an embodiment, the movement of the frame members / swing arms 110ff, 110rf in a stationary vehicle due to the load corresponds to the displacement / travel of the suspension assembly 400. The displacement of the suspension assembly 400 may include compression or decompression of one or more shock absorbers 401, 402. The weight of the load is transmitted to the vehicle operator through the output unit 303. The control unit 301 determines the optimal operating condition of the vehicle 100 by using the weight of the load, and the control unit 301 transmits the optimal operating condition of the vehicle 100 to the output unit 303. The output unit 303 is configured to transmit the optimal operating condition to the operator of the vehicle 100. The sensor unit 302 includes a potentiometer for detecting the displacement angles θf, θr of the frame members 110ff, 110rf. The displacement angles θf, θr correspond to the movement of the front and rear swing arms 110rf of the frame of the vehicle 100. The displacement angles θf, θr are transmitted to the control unit 301. In one embodiment, the control unit 301 includes a microprocessor control unit configured to determine the weight of the load on the vehicle 100 corresponding to the movement detected by the sensor unit 302. In one embodiment, the sensor unit 302 is a potentiometer communicatively coupled to the control unit 303. In one embodiment, the weight is calculated based on at least one set of predetermined data (e.g., a vehicle parameter set showing predetermined data), based on which the system 300 can determine the weight of the load using the measured displacement angles θf and / or θr. If the weight of the load determined by the control unit is greater than the predetermined weight of the load, the control unit 301 regards it as an overload condition and determines the optimal operating condition. In one embodiment, the optimal operating condition is the maximum safe speed of the vehicle 100, which is determined by the control unit 301 based on the weight of the load of the vehicle 100 by using at least one set of predetermined data. The control unit 301 is communicatively coupled to a vehicle control unit 304, which is configured to control various vehicle operating parameters in real time, such as vehicle speed, RPM of the vehicle prime mover, fuel injection, etc. The vehicle control unit 304 can be selected from systems known in the art, which can be independent control systems, such as a governor system, a fuel system, an engine control system, an emergency brake system, etc.After receiving the optimal operating condition or the maximum safe speed of the vehicle 100, the vehicle control unit ensures that the vehicle 100 does not deviate from the optimal value of the operating condition.

[0028] Figure 3d A right side view of an embodiment of a rear frame member 111rf forming a displacement angle θr with the rear rotating member 111 is shown. In this embodiment, the rear frame member is a rear swing arm 110rf of the vehicle 100 and the rotating member is a wheel. One skilled in the art will appreciate that if another component of the frame is used instead of the swing arm 110rf to measure the movement caused by the load, the same inventive concepts of the subject matter apply equally. For example, it could be the movement of a shock absorber mounting bracket. For clarity, Figure 3 a. Figure 3 b. Figure 3 c and Figure 3d Let's discuss together. Vehicle 100 (such as Figure 3 b) and the front frame member / front swing arm 110ff and the rear frame member / swing arm 110rf are respectively Figure 3 a and Figure 3 In this embodiment, the vehicle used is a three-wheeled vehicle, wherein the front swing arm 110ff is used for a single front wheel, and the rear swing arm 110rf shown is used for the rear wheel. Figure 3 a shows the displacement angle θf between the front frame member 110ff of the vehicle 100 and an axis parallel to the ground on which the vehicle 100 is located. In the case where a load is applied to the vehicle 100 when the vehicle 100 is stationary, the displacement caused by the front frame member 110ff moving from its initial position forms the displacement angle θf. Similarly, Figure 3d The displacement angle θr between the axis parallel to the ground and the rear frame member 110rf of the vehicle 100 is shown. The displacement angle θr is formed by displacement caused by the rear frame member 110rf moving from its initial position when a load is applied to the vehicle 100 in a stationary state.

[0029] Figure 4 1 shows a vehicle parameter set for reference of predetermined data of the vehicle 100. After the displacement angles θf, θr are determined, the weight of the load is transmitted to the operator of the vehicle 100 (eg Figure 3a). The vehicle parameter group in Table 1 gives the association between the measured displacement angles θf and θr of the front and rear swing arms and the corresponding suspension travel and the weight of the load. In addition, in Table 2, the optimal operating condition (speed in this embodiment) of the vehicle corresponding to the weight of the load (from the vehicle parameter group) is controlled. It should be noted that the optimal range of operating conditions is not limited to the speed of the vehicle 100. In addition, depending on the type of vehicle 100, the predetermined data set may be different for different vehicles 100. Those skilled in the art will understand that the data values ​​will vary depending on the type or brand of the vehicle. In addition, the data will vary depending on the purpose of the vehicle. For example, vehicles with similar prime mover configurations may have different predetermined first and second sets of data for passenger use, cargo use, or bulldozer use. The same is true for different terrains where the vehicle is used. It is further noted that the predetermined data is not limited to numbers, but is extended to the range of decimal representation and the scientific International System of Units (ISI). Those skilled in the art will understand that based on the inventive concept explained above, more measured values ​​and interpolations can be used to further calibrate or expand the description of the vehicle parameter set in detail.

[0030] List of reference numerals:

[0031] 100 Vehicles

[0032] 110f Frame member front / front swing arm

[0033] 110r Frame member rear / rear swing arm

[0034] 111 Rotating components / wheels

[0035] 200 Methods

[0036] 300 Systems

[0037] 301 Control Unit

[0038] 302 sensor unit

[0039] 303 Output unit

[0040] 400 Suspension Components

[0041] 401, 402 shock absorber

[0042] θf, θr displacement angle

Claims

1. A method (200) for operating a vehicle (100), the method (200) comprising: measuring movement of at least one frame member (110ff, 110rf) of the vehicle (100), the movement caused by a load on the vehicle (100) when the vehicle (100) is at rest; determining a weight of the load in response to the movement of the frame member (110ff, 110rf) of the vehicle (100); determining optimum values ​​for operating conditions of the vehicle (100); as well as The optimal value of the operating condition is communicated to an operator of the vehicle (100).

2. The method (200) of operating a vehicle (100) according to claim 1, wherein the movement is measured by using a sensor unit (302) and a control unit (301) of the vehicle (100), the method (200) further comprising: activating a source of electric power on the vehicle (100), the electric power being supplied to at least the sensor unit (302) and the control unit (301), detecting whether the vehicle (100) is stationary, When it is detected that the vehicle (100) is stationary, the sensor unit (302) detects an output voltage (V) corresponding to the displacement of the frame members (110ff, 110rf). out ), After confirming that the output voltage is greater than zero volt, the control unit (301) is activated.

3. The method (200) of operating a vehicle (100) according to claim 2, wherein the at least one frame member (110ff, 110rf) is a swing arm, the swing arm being operably connected to a suspension assembly (400) of the vehicle (100), and the method (200) further comprising: transmitting the output voltage from the sensor unit (302) to the control unit (301), The control unit (301) determines a displacement angle (θf, θr) of the swing arm (110ff, 110rf) based on the output voltage from the sensor unit (302), wherein the displacement angle (θf, θr) corresponds to the displacement of the swing arm (110ff, 110rf) relative to an axis parallel to the ground, the displacement being caused by the weight of the load.

4. The method (200) according to claim 3, wherein the weight of the load is determined by the control unit (301), the method comprising: Associating the displacement angle (θf, θr) of the swing arm (110ff, 110rf) determined by the control unit (301) with first predetermined data; and The weight of the load on the vehicle (100) is determined based on the correlation, and the determined weight of the load is communicated to an operator of the vehicle (100).

5. The method (200) of claim 4, wherein the first predetermined data comprises a vehicle parameter set including a predetermined range of displacement angles of a swing arm and displacements of a suspension assembly (400).

6. The method (200) of claim 5, wherein the optimal value of the operating condition is determined by: comparing the determined weight of the load with second predetermined data, the second predetermined data comprising a predetermined range of weights of the load and a corresponding range of optimal operating conditions; The optimal operating condition of the vehicle (100) is controlled according to the corresponding determined weight of the load.

7. The method (200) of claim 6, wherein the optimum operating condition is the speed of the vehicle (100) carrying the load, the controlled speed being transmitted to the operator of the vehicle by means of a sensing device.

8. The method (200) of claim 7, wherein the controlled speed is a maximum speed limited by a vehicle control unit (304), the vehicle control unit (304) being configured to control a plurality of vehicle operating conditions.

9. A system (300) for operating a vehicle, the system (100) comprising: at least one control unit (301), at least one sensor unit (302), and at least one output unit (303), the control unit (301), the sensor unit (302) and the output unit (303) being communicatively connected to each other; in The sensor unit (302) detects movement of the frame members (110ff, 110rf) of the vehicle (100), the movement being caused by a load on the vehicle (100) when the vehicle (100) is at rest, the detection of the movement being transmitted by the sensor unit (302) to the control unit (301); The control unit (301) determines the weight of the load in response to the movement of the frame member (110ff, 110rf) of the vehicle (100) detected by the sensor unit (302), the weight being used by the control unit (301) to determine an optimal operating condition for the vehicle (100); and The control unit (301) transmits the optimal operating condition of the vehicle (100) to the output unit (303), and the output unit (303) is configured to transmit the optimal operating condition to an operator of the vehicle (100).

10. The system (300) according to claim 9, wherein the sensor unit (302) comprises: a potentiometer for detecting a displacement angle (θf, θr) of a swing arm (110ff, 110rf), the displacement angle (θf, θr) corresponding to the movement of the swing arm (110ff, 110rf), and the displacement angle (θf, θr) is transmitted to the control unit (301); and The control unit (301) comprises a microprocessor control unit configured to determine the weight of the load on the vehicle (100) corresponding to the movement detected by the sensor unit (302), and to transmit the determined weight of the load to the operator of the vehicle (100).

11. The system (300) of claim 9, wherein The optimal operating condition is a maximum speed of the vehicle (100) determined by the control unit (301) based on the weight of the load of the vehicle (100); and The control unit (301) is configured to communicate with a vehicle control unit (304) to control the current speed of the vehicle (100), and the vehicle control unit (304) is configured to control a plurality of vehicle operating conditions.

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