Method for estimating change in distributed load on trailer of stationary fleet

Abstract

Disclosed is a method for estimating a change in the load borne by a tire and wheel assembly of a fleet resulting from loading a loading space of a stationary trailer, the method comprising the steps of: loading the trailer; recording the internal pressure P in the fluid chamber of the tire wheel assembly equipped with the pressure sensor and the temperature sensor; recording an internal temperature T in a fluid chamber of a tire wheel assembly equipped with a pressure sensor and a temperature sensor; evaluating, by means of the recorded internal pressure P and the recorded internal temperature T, a change in volume, [Delta] V, of the tire-wheel assembly equipped with the pressure sensor and the temperature sensor, using a model of fluid in an adiabatic transition, the fluid having a desired gas behavior; estimating the change [Delta] Z of the load borne by the tire wheel assembly equipped with the pressure and temperature sensors using a second function, the parameters of which include the intermediate change [Delta] V of the evaluated volume and the flattening stiffness KP per unit volume of the tire wheel assembly.

Description

Technical Field

[0001] This invention relates to the field of determining applied quasi-static loads in real time, and particularly to the variation of loads resulting from loading the loading space of trailers in a convoy consisting of trailers connected to a tractor (especially when the convoy is stationary). Background Technology

[0002] Obtaining the quasi-static load applied to a stationary trailer allows for the determination of whether the trailer or each trailer axle is in a safe condition even before the trailer is started, thereby improving reliability and meeting road traffic safety requirements. Specifically, determining the load applied to the inflation system, such as the tire-wheel assembly, typically requires a balance scale and is difficult to determine outside of very specific loading locations (e.g., a quarry where trailers are loaded). To assess the load on the trailer and its individual axles outside these specific locations, the load on the individual tire-wheel assemblies can be assessed by measuring the tire indentation on the ground. While this can be done using a system that quantifies static pressure by inserting a measuring system between the inflation system and the ground, this is not a simple task, and the accuracy of the measurement depends on the correct positioning of the measuring system. An alternative approach is to determine the size of the contact patch under driving conditions by measuring the tire deformation as the wheels rotate. The load applied to the tire can be deduced by using a mathematical model that correlates tire type, inflation pressure, and the external dimensions of the ground indentation. Unfortunately, this measurement is performed under driving conditions. Therefore, the trailer may no longer be within its safe operating range when measurements are taken. Furthermore, achieving accuracy in these measurements becomes challenging under very heavy loads, where tire deformation, which determines load changes, tends to stabilize in the circumferential direction, and the changes in tire deformation measurements typically fall within this circumferential direction.

[0003] The following subject matter and method of the present invention aim to solve the problem of measuring changes in load borne by a trailer in the absence of an external measuring system, i.e., it can be used at any time without requiring a specific measuring device. Such changes in load are caused by loading or unloading the trailer's loading space. Furthermore, the assessment is performed while the trailer is stationary so that it can be declared whether the trailer has been safely loaded before the convoy begins to move. Summary of the Invention

[0004] This invention relates to a method for estimating the change in load on the tire and wheel assembly of a convoy caused by loading the loading space of a stationary trailer, the convoy comprising tractor units and trailers, the method comprising the following steps: In the preparation stage, that is, before loading the trailer: • Equip at least one pressure sensor for at least one tire wheel assembly in contact with the ground of the fleet, the at least one sensor being capable of measuring the internal pressure of the fluid cavity of the tire wheel assembly defined by at least one tire outer tire. Preferably, at least one pressure sensor is equipped for at least one tire wheel assembly in contact with the ground of each axle of the fleet. Very preferably, at least one pressure sensor is equipped for all tire wheel assemblies in contact with the ground of the fleet. • At least one temperature sensor is provided for at least one tire wheel assembly equipped with a pressure sensor, the at least one sensor being capable of measuring the internal temperature of the fluid cavity of the tire wheel assembly equipped with the pressure sensor; • Determine the initial load Z1 applied to at least one tire-wheel assembly equipped with pressure and temperature sensors in the fleet; • Determine the initial inflation pressure P1 of the fluid chamber of at least one tire wheel assembly of the fleet equipped with pressure and temperature sensors; • Determine the initial internal temperature T1 of the fluid cavity of at least one tire wheel assembly of the fleet equipped with pressure and temperature sensors; • The initial volume V1 of the fluid cavity of at least one tire-wheel assembly equipped with a pressure sensor and a temperature sensor is evaluated using a first function, the parameters of which include the volume V0 of the fluid cavity of the tire-wheel assembly when unloaded and inflated to an initial pressure P1, and the flattening stiffness K per unit volume of the tire-wheel assembly. P ; • The number of fluid moles n1 in the fluid cavity of at least one tire wheel assembly equipped with a pressure sensor and a temperature sensor is evaluated using a model that takes into account inflation pressure P1, initial volume V1 and temperature T1. During the main phase, i.e., when loading the trailer: • Load the trailer's loading space; • Record the internal temperature T of the fluid cavity of at least one tire wheel assembly equipped with a pressure sensor and a temperature sensor; • Record the internal pressure P of the fluid chamber of at least one tire wheel assembly equipped with a pressure sensor and a temperature sensor; • The intermediate change ΔV of the volume of at least one tire wheel assembly equipped with pressure and temperature sensors is evaluated by using a model of a fluid undergoing an adiabatic transition, based on a recorded internal pressure P and recorded internal temperature T, wherein the fluid behaves as an ideal gas. • The load variation ΔZ borne by at least one tire-wheel assembly equipped with pressure and temperature sensors is estimated using at least one second function, the parameters of which include the intermediate volume variation ΔV of the assessed volume and the flattened stiffness K per unit volume of the tire-wheel assembly.P .

[0005] According to a preferred embodiment, in the preparatory stage, the method includes the step of determining the evolution of the internal pressure P of the fluid cavity based on the internal temperature T during the adiabatic transition of the fluid in at least one fluid cavity of an inflated and loaded tire wheel assembly equipped with pressure and temperature sensors. In the main stage, the method includes the step of extracting the change in internal temperature T' caused solely by the adiabatic transition of the fluid from the recorded results of the internal temperature T. The method includes the step of determining the internal pressure P' of the fluid cavity based on the internal temperature T' and the evolution law determined in the preparatory stage. The step of evaluating the volume change ΔV includes a first stage and at least one second stage. In the first stage, the evaluation is performed using the determined internal pressure P' and the extracted internal temperature T'. In the second stage, the evaluation is performed using a portion of the internal temperature T recorded outside the time range corresponding to the change in the extracted internal temperature T' and a portion of the internal pressure P recorded outside the time range.

[0006] Advantageously, the extraction of the change in internal temperature T' begins when the recorded internal temperature T first changes its rate of change, and ends when the recorded internal temperature T changes its rate of change for the second time, or after a duration T0 corresponding to the end of the adiabatic transition of the fluid. The start of the duration T0 corresponds to the first change in the rate of change of the recorded internal temperature T.

[0007] According to another preferred embodiment, the method includes the step of determining the evolution of the internal temperature T of the fluid cavity based on the internal pressure P during the adiabatic transition of the fluid in the fluid cavity of the inflated and loaded inflated system. In a main phase, the method includes the step of extracting the change in internal pressure P” solely due to the adiabatic transition of the fluid from the recorded results of the internal pressure P. The method includes the step of determining the internal temperature T” of the fluid cavity of the inflated system based on the internal pressure P” and the evolution determined in the preparatory phase. The step of evaluating the volume change ΔV includes a first phase and at least one second phase. In the first phase, the evaluation is performed using the extracted internal pressure P” and the determined internal temperature T”. In the second phase, the evaluation is performed using a portion of the internal pressure P recorded outside the time range corresponding to the change in the extracted internal pressure P” and a portion of the internal temperature T recorded outside the time range.

[0008] Advantageously, the extraction of the change in internal pressure P” begins when the recorded internal pressure P changes its rate of change for the first time, and ends when the recorded internal pressure P changes its rate of change for the second time, or after a duration T0 corresponding to the end of the adiabatic transition of the fluid. The start of duration T0 corresponds to the first change in the rate of change of the recorded internal pressure P.

[0009] The method for determining the variation in load comprises two consecutive stages. The first stage involves identifying the inherent parameters of the tire-wheel assembly before loading the trailers of the fleet. This constitutes establishing the measurement system and identifying initial parameters of the tire-wheel assembly by mounting a measuring system on the ground contact components of the fleet, including the tire-wheel assembly (e.g., the axles of the trailers and the tractor). These parameters include, for example, the volume of the fluid chamber, the amount of fluid contained in the enclosed volume defined by the fluid chamber, the initial load applied to the tire-wheel assembly of the fleet, the internal temperature of the fluid chamber in each tire-wheel assembly, and the inflation pressure of the fluid chamber. Intuitively, when estimating the amount of fluid trapped in the fluid chamber, it is assumed that the properties of the fluid are known.

[0010] The second phase represents the assessment of the load changes applied to the electronically equipped tire-wheel assembly of the fleet due to loading the trailer's loading space in a single step or using multiple consecutive steps. Electronic devices, including pressure and temperature sensors, manage and record the measurement parameters of the regulating fluid. Therefore, when loading the trailer, the inflation pressure and internal temperature of the fluid cavity in the electronically equipped tire-wheel assembly are recorded. In the transient phase, the temporal evolution of physical quantities related to the fluid cavity is significant. The step of loading the trailer triggers a first transition corresponding to the work generated by this additional load, which can be analogous to an adiabatic (i.e., rapid) transition and is dominant compared to the second transition. Then, after the rapid transition, there is a slower transition corresponding to the fluid cavity establishing thermal equilibrium with the external environment through the outer surface of the tire-wheel assembly. This equilibrium is necessary after the change in the internal temperature of the fluid cavity related to the work generated by the additional load. This thermal equilibrium is established slowly due to the thermal inertia of the components of the tire-wheel assembly, especially the tires. Furthermore, the thermal equilibrium generally has a smaller impact on the volume change of the fluid cavity compared to the work-related transition. Therefore, different sampling frequencies can be used for the two physical quantities of temperature and pressure. However, the same sampling frequency can also be used for two sensors.

[0011] Alternatively, if the evolution of the internal temperature is not suitable for observing the first transition of the fluid, for example due to the low sampling frequency of the temperature, the change in the internal temperature of the fluid in the fluid cavity can be determined using the change in the inflation pressure of the fluid cavity. For this purpose, the change in internal temperature is determined using an evolution law previously established in the preparatory stage. Under operating conditions (especially under the applied load Z1, near the inflation pressure P1 and temperature T1), this evolution law correlates the change in the internal temperature T of the tire-wheel assembly with the change in the internal pressure P during the adiabatic transition of the fluid. This evolution law can be a default law or derived from experimental characterization or numerical simulation of the relevant tire-wheel assembly.

[0012] Therefore, this evolution law converts the measured value of the internal pressure of the fluid in the fluid cavity into a definite value of the internal temperature of the fluid, which is only generated by the adiabatic transition.

[0013] The first intermediate change in volume of the fluid undergoing an adiabatic transition can then be assessed using a model of the fluid. Here, "adiabatic" means that the transition the fluid undergoes due to the loading of the trailer occurs without heat exchange between the fluid cavity and the exterior of the tire-wheel assembly; this assumes the transition is rapid. Therefore, the first change in volume of the fluid cavity caused by loading or unloading the trailer, where the fluid has undergone an adiabatic transition, can be estimated by utilizing only the measured change in inflation pressure and the change in internal temperature determined by relating the change in the relevant internal temperature T of the tire-wheel assembly to the change in internal pressure P using measurements of internal pressure changes. For air or nitrogen, it is perfectly reasonable to assume that the gaseous fluid within the cavity of the tire-wheel assembly, equipped with pressure and temperature sensors, is an ideal gas.

[0014] Next, a second intermediate change in volume is assessed using the second fluid transition. This second transition relates to the thermal equilibrium between the fluid and the components of the tire-wheel assembly (primarily the tires) and the external environment. Therefore, during the transient process associated with the loading of the trailer, but after the first fluid transition—that is, when the inflation pressure changes its temporal evolution for the second time—the second change in volume experienced by the tire-wheel assembly during this second transition is assessed using recorded changes in internal temperature and pressure within the fluid cavity. Considering this second change in volume ensures greater accuracy in assessing the volume change of the fluid cavity, thereby improving the measurement accuracy of load changes on the tire-wheel assembly equipped with pressure and temperature sensors. However, the first intermediate change in volume is sufficient to estimate the first overload applied to the tire-wheel assembly on a first order of magnitude. Next, a second step of loading or unloading the trailer's loading space may be performed. This second step can be decomposed into two consecutive fluid transitions, just as with the previous loading step. Continuous measurements during each step of loading or unloading the trailer allow for accurate estimation of the volume change of the fluid cavity in the tire-wheel assembly, which is equipped with pressure and temperature sensors. This is because measurements of the internal pressure and temperature of the fluid are taken at the starting point before each new loading step, allowing the determination of the fluid cavity's internal volume. Therefore, knowing the initial point and recording fluid parameters during further loading steps, the change in internal volume during the second loading step can be determined without difficulty, up to the next loading step, or until the fluid in the fluid cavity reaches thermomechanical equilibrium.

[0015] Alternatively, if the evolution of internal pressure is not suitable for observing the first transition of the fluid, for example due to the low sampling frequency of internal pressure, the change in internal pressure of the fluid in the fluid cavity can be determined by the change in internal temperature of the fluid cavity. For this purpose, the change in internal pressure is determined using an evolution law previously established in the preparatory stage. When the tire-wheel assembly is under operating conditions (especially under the applied load Z1, near the inflation pressure P1 and temperature T1), this evolution law will correlate the change in internal temperature T of the tire-wheel assembly with the change in internal pressure P when an adiabatic transition occurs. This evolution law can be a default law or derived from experimental characterization or numerical simulation of the relevant inflation system.

[0016] Therefore, this evolution law converts the measured value of the internal temperature of the fluid in the fluid cavity into a definite value of the internal pressure of the fluid generated solely by the adiabatic transition.

[0017] Similar to the methods described above, a model of a fluid undergoing an adiabatic transition can be used to assess the first intermediate change in volume. Therefore, by utilizing only the measured change in internal temperature and the change in internal pressure determined based on the change in internal temperature within the fluid cavity according to evolutionary laws, the first change in the volume of the fluid cavity caused by the work related to loading or unloading the trailer, where the fluid is an ideal gas that has undergone an adiabatic transition, can be estimated.

[0018] Preferably, a second fluid transition is used to assess a second intermediate change in volume. This second transition relates to the thermal equilibrium between the fluid and the components of the tire-wheel assembly (primarily the tires) and the outside. Therefore, during the transient process associated with loading the trailer, but after the first fluid transition—that is, when the internal temperature changes its temporal evolution for the second time—the second change in volume experienced by the tire-wheel assembly during this second transition is assessed using recorded changes in internal temperature and internal pressure within the fluid cavity. Taking into account this second change in volume ensures greater accuracy in assessing changes in the volume of the fluid cavity, thereby improving the accuracy of measuring changes in load on the tire-wheel assembly equipped with pressure and temperature sensors. However, the first intermediate change in volume is sufficient to estimate the first overload applied to the tire-wheel assembly on a first order of magnitude.

[0019] Of course, considering the change in the external temperature of the tire-wheel assembly due to the thermal equilibrium of the tire-wheel assembly also allows for improvement in the measurement of the second change in volume caused by loading the trailer at the inflation system equipped with pressure and temperature sensors. However, in a simpler approach, since the tire-wheel assembly is preferably in a thermomechanically stable state, the initial internal temperature T1 of the fluid in the fluid cavity of the tire-wheel assembly can be used as the external temperature.

[0020] These two transitions can occur in individual time increments or sequentially over a period of time. The assessment of these intermediate volumetric changes requires measurements established from the transient phase of trailer loading to the mechanical and possible thermal equilibrium of the fleet's tire-wheel assembly. Once these forms of equilibrium are established, the temperature and pressure changes in the fluid chamber tend to be infinitesimally small, thus reaching a further thermomechanical steady state. Generally, when a trailer is loaded through a series of operations, there is no time to establish thermomechanical equilibrium between successive operations; therefore, the thermomechanical state of the fluid needs to be used as a starting point before further work related to the loading operation, monitoring its continuous evolution throughout the trailer loading process. Due to this continuous assessment of the state, the volumetric changes of the tire-wheel assembly, equipped with pressure and temperature sensors, are accurate.

[0021] Therefore, if the changes in internal pressure and internal temperature are satisfactory for identifying all phenomena, then the intermediate changes in volume related to the loading steps of loading the trailer can be evaluated directly by solving differential equations using the measured changes in internal pressure and internal temperature, which take into account the fact that the fluid is an ideal gas, the fluid undergoes an adiabatic transition, and the fluid is in thermal equilibrium with the external environment through the components of the tire wheel assembly (mainly the tires).

[0022] Finally, it should be noted that the first transition of the fluid related to the work of the additional load, as well as its start and end, can be determined by calculating the first and / or second derivatives of the fluid parameter changes to detect the changes in the rate of evolution of these parameters.

[0023] Once the intermediate volume changes of the tire-wheel assemblies equipped with pressure and temperature sensors have been assessed, it is necessary to evaluate the relevant changes in static load caused by loading trailers for each tire-wheel assembly in the fleet equipped with pressure and temperature sensors. For this purpose, the intermediate volume changes of each tire-wheel assembly equipped with pressure and temperature sensors need to be converted into equivalent load changes. This requires considering the characteristics of the tire-wheel assembly (especially the tires of the tire-wheel assembly), referred to as the flattening stiffness K per unit volume. P This quantity provides the correlation between the change in load on the tire-wheel assembly and the resulting change in the volume of the fluid cavity caused by the load change, where the tire-wheel assembly is flattened on a ground perpendicular to the applied load. This characteristic can be a default value, obtained through experimental characteristics of the tire-wheel assembly, or derived through numerical simulations of the same tire-wheel assembly. The tire-wheel assembly needs to be under operating conditions close to those observed in the preparatory phase (i.e., near the internal temperature T1 and inflation pressure P1). Typically, this flattening stiffness of the tire-wheel assembly is a quantity locally defined near the initial operating point of the tire-wheel assembly in a reference frame related to the internal pressure P, internal temperature T, and volume V of the fluid cavity.

[0024] Preferably, prior to the main steps, at least one tire wheel assembly equipped with a pressure sensor and a temperature sensor is in a thermomechanically stable state.

[0025] Preferably, the transient phenomena recorded by the sensors in the electronic device are caused only by disturbances to the balance of the trailers or other components of the convoy resulting from loading the trailers before recording begins. Therefore, other disturbances do not affect the sensor response, which improves the accuracy of load changes assessed using this method. However, the method remains fully relevant if the disturbance to the convoy balance occurs on a different timescale than the disturbance related to loading the trailers in the convoy, or if such disturbances are expressed in a small magnitude in the sensor response of the electronic device. Once various successive loading operations have been performed, it is necessary to wait for the tire-wheel assembly equipped with pressure and temperature sensors to become thermomechanically stable in order to achieve the highest possible accuracy in load changes, thereby achieving the highest possible accuracy in the load borne by the tire-wheel assembly.

[0026] Advantageously, the temperature sensor and pressure sensor are attached to the inner surface of the outer tire of the tire wheel assembly equipped with the pressure sensor and temperature sensor.

[0027] Advantageously, sensors measuring low-amplitude transient phenomena are located close to where these transients occur, preventing them from being overwhelmed by measurement noise. Therefore, for example, when a centralized tire pressure monitoring system for a tire-wheel assembly is present, it is advantageous to have the sensors located on the tire-wheel assembly rather than in the centralized system. Following the same logic, if the sensors are located on the inner surface of the tire-wheel assembly defining a fluid cavity, measurements will be less accurate if the sensors are mounted on the rim of the tire-wheel assembly, because the latter's measurement point is farther from the location where the physical phenomenon occurs, acting on the inner surface of the tire outer layer due to its transient nature.

[0028] Advantageously, the pressure sensor operates with a resolution of less than 1 millibar.

[0029] Advantageously, the temperature sensor operates with a resolution of less than one-hundredth of a degree.

[0030] Therefore, smaller volume changes can be evaluated, and thus smaller load changes can be evaluated.

[0031] Preferably, the sensor's acquisition frequency is between 0.1 Hz and 10 Hz.

[0032] To capture the rapid first transition of the fluid, it is advantageous to set the sampling frequency to a higher level. It is perfectly acceptable to use the same sampling frequency for both sensors, but this is not mandatory due to alternative methods for estimating the adiabatic transition of the fluid.

[0033] According to a particular implementation, the determination of the initial volume V0 takes into account the geometry of the tire-wheel assembly when it is unloaded and inflated to a reference pressure P0, preferably, the pressure P0 is the initial pressure P1.

[0034] Advantageously, the geometry of the tire wheel assembly is determined by means of an identifier of the tire wheel assembly equipped with pressure and temperature sensors. Preferably, the identifier of the tire wheel assembly is obtained by radio frequency interrogation of an electronic device located on the tire wheel assembly.

[0035] In order to initialize the measurement system, in particular to determine the initial volume V1 of the fluid cavity, it is necessary to determine the volume V0 of the fluid cavity corresponding to the volume defined by the unloaded tire wheel assembly, that is, the pressure of the tire wheel assembly is the reference inflation pressure P0, preferably the initial pressure P1.

[0036] To determine the volume V0, the geometry of the tire-wheel assembly at a reference inflation pressure P0 is needed. In practice, it is assumed that the geometry of the tire-wheel assembly rim is unaffected by inflation pressure. These geometries can be obtained from a tire-wheel assembly database. Knowing the tire-wheel assembly's identification information allows for precise determination of the correct geometry within this database. The tire-wheel assembly's identification information can be obtained by optically reading regulatory markings affixed to the outer surface of the tire. Identification information can also be transmitted via radio frequency interrogation of electronic devices present on the tire-wheel assembly, such as Radio Frequency Identification (RFID) tags, tire-mounted sensors (TMS) mounted on the tire's inner liner (in the case of the tire), or tire pressure monitoring systems (TPMS) mounted on the tire-wheel assembly rim.

[0037] Preferably, the load change ΔZ on at least one tire-wheel assembly equipped with a pressure sensor and a temperature sensor is estimated using the first relationship of the following formula: [Formula 1] , where K P P It is the aerodynamic flattening stiffness per unit volume of the tire and wheel assembly.

[0038] This is a simple and basic model that correlates the changes in load applied to the tire-wheel assembly with the fluid cavity of the tire-wheel assembly in a first volume state V. i (e.g., unloaded) and second volume state V i+1The volume change between the fluid chambers, the inflation pressure P, and the aerodynamic stiffness of the flattened tire-wheel assembly corresponding to the overall horizontal position of the tire-wheel assembly on the contact plane (in other words, regardless of pressure P, volume V, and temperature T) are related. This model assumes that the structural stiffness of the tire-wheel assembly is negligible compared to its aerodynamic stiffness, an assumption that is realistic for the tire outer tube. However, in the previous formula, the structural stiffness of the inflation system can be fully considered by adding the product of the structural stiffness of the tire-wheel assembly and the aerodynamic stiffness multiplied by the inflation pressure. If one state of the tire-wheel assembly corresponds to zero load applied to it, then the change in load directly corresponds to the load borne by the tire-wheel assembly in another volume state.

[0039] According to an advantageous implementation, the volume change ΔV of at least one tire-wheel assembly equipped with pressure and temperature sensors is estimated by solving the following differential equation: [Formula 2] , [Formula 3] , Where P is the internal pressure of the fluid cavity, V is the internal volume of the fluid cavity, and T is the internal temperature of the fluid cavity.

[0040] This differential equation reveals the relationship between parameters of the fluid within the tire-wheel assembly cavity. These parameters are primarily determined by the adiabatic transformation of the fluid and secondarily by the fact that the fluid is an ideal gas. Thermal equilibrium with the external environment is considered by directly measuring the internal temperature of the fluid cavity and, possibly, the temperature of the external environment of the tire-wheel assembly.

[0041] The present invention also relates to a method for estimating the change in load borne by a trailer as a result of loading the loading space of a stationary convoy of trailers, the method comprising estimating the change in load borne by the tire wheel assemblies of the convoy as a result of loading the loading space of stationary trailers, wherein, in a preliminary stage, at least one pressure sensor and at least one temperature sensor are provided for at least one tire wheel assembly in contact with the ground on each axle of the trailer, preferably at least one pressure sensor and at least one temperature sensor are provided for each tire wheel assembly in contact with the ground on each axle of the trailer, and at least one pressure sensor and at least one temperature sensor are provided for at least one tire wheel assembly in contact with the ground on at least one axle of the tractor, preferably at least one pressure sensor and at least one temperature sensor are provided for at least one tire wheel assembly in contact with the ground on each axle of the tractor, and the method comprising determining, preferably, on each axle of the tractor... The method includes the step of first load distribution on the individual tire wheel assemblies of the tractor, said distribution being related to the application of additional load at the attachment point M between the trailer and the unconnected tractor. In a main phase, the method includes the step of estimating the load variation ΔZ borne by each tire wheel assembly of each axle of the tractor using the load variation ΔZ borne by at least one tire wheel assembly of at least one axle of the tractor equipped with pressure and temperature sensors and the first load distribution related to the application of additional load at the attachment point M. The method includes the step of estimating the load variation ΔZ borne by each tire wheel assembly of the tractor, including the estimated load variation ΔZ borne by each tire wheel assembly of the tractor, at the attachment point M of the tractor. The method includes the step of determining the load variation borne by at least one tire wheel assembly of each axle of the trailer in contact with the ground, including the estimated load variation ΔZ borne by the trailer at the attachment point M of the trailer.

[0042] If the fleet is equipped with a system for measuring the physical parameters of the fluid in the fluid chambers of the tire-wheel assembly, the changes in load borne by the trailers during the loading or unloading phases of the trailers in a stationary fleet can be deduced. For this purpose, it is necessary to identify the changes in load applied at the attachment point M between the tractor and the trailer. Using the changes in load borne solely by the tire-wheel assembly of the tractor equipped with pressure and temperature sensors during trailer loading, and the distribution of loads applied between the axles or tire-wheel assemblies of the unconnected tractor when an external force is applied at the attachment point M connecting the trailer and the tractor, the changes in load applied by the trailer to the tractor at the attachment point M due to trailer loading can be deduced. Next, by isolating the trailer individually at a geometric location representing its connection to the tractor—in other words, without using landing gear outriggers on the trailer, corresponding to a virtual image of the trailer—the load borne by the trailer can be estimated using load changes measured at the trailer's wheel assemblies equipped with pressure and temperature sensors, and the load changes applied to the trailer by the tractor at attachment point M. Equipping at least one wheel assembly on each axle of the trailer with pressure and temperature sensors and estimating the load changes at attachment point M allows the load changes borne by the trailer's wheel assemblies without pressure and temperature sensors to be deduced by identifying the location of additional loads related to the loading within the trailer's space and the distribution of those additional loads across the trailer's individual wheel assemblies caused by those locations.

[0043] By understanding the initial load Z1 on the tire-wheel assemblies of the fleet equipped with pressure and temperature sensors, the load distribution among the axles of the tractor, and / or the load distribution among the axles of the connected trailers, the total load applied to each tire-wheel assembly of the fleet can be estimated. Therefore, the total load on each axle of the fleet and the total load of the fleet can be estimated to compare these values ​​with safety thresholds that determine whether the fleet can proceed even before starting, as these estimates are made while the trailers are loaded and the fleet is stationary.

[0044] The present invention also relates to a method for estimating the load borne by a tire wheel assembly of a fleet, the method comprising estimating the change in load borne by the tire wheel assembly of the fleet as a result of loading the loading space of a stationary trailer, the method being characterized in that the method comprises estimating the load Z borne by at least one tire wheel assembly equipped with pressure and temperature sensors by using the determination result of the change in load ΔZ borne by at least one tire wheel assembly equipped with pressure and temperature sensors and the determination result of the initial load Z1 borne by at least one tire wheel assembly equipped with pressure and temperature sensors.

[0045] The total load established on the tire-wheel assembly can be evaluated by adding the initial load Z1 borne by the tire-wheel assembly before loading the trailer's loading space to the load change ΔZ assessed on the same tire-wheel assembly.

[0046] The present invention also relates to a method for estimating the change in load on the tire and wheel assembly of a fleet caused by loading the loading space of a stationary trailer and / or a method for estimating the load on a trailer caused by loading the loading space of a stationary fleet of trailers and / or a system for estimating the load on the tire and wheel assembly of a fleet (2001) caused by loading the loading space of a trailer of a stationary fleet of trailers, said system comprising: • A tractor unit, on which at least one tire wheel assembly is mounted on at least one axle, the at least one tire wheel assembly being equipped with electronic devices; • Trailer, with at least one tire wheel assembly mounted on each axle of the trailer, said at least one tire wheel assembly being equipped with electronic devices; • The electronic device includes at least one pressure sensor, at least one temperature sensor, at least one electronic chip, at least one storage space capable of recording signals from the sensors, and at least one first radio frequency communication device capable of transmitting (2101). • At least one computing device; and • At least one display device, which includes at least one second radio frequency communication device capable of receiving signals.

[0047] As described in the method, preferably, the sensor should be located on the tire-wheel assembly, which may rotate relative to components of the fleet (e.g., the tire-wheel assembly). Therefore, the electronics that regulate the signals from the sensor should be equipped with a communication device, such as a radio frequency (RF) communication device, to easily transmit data outside the tire-wheel assembly, at least to the location of the display device. Specifically, an alternative is to integrate a computing device that calculates changes in the volume of the tire-wheel assembly's internal cavity into the tire-wheel assembly. This computing device can be integrated into the electronics or communicate with the electronics via a wired connection. Thus, the RF communication device of the electronics facilitates the transmission of calculation results outside the tire-wheel assembly. The RF communication from the electronics of the tire-wheel assembly may be sent to the trailers, tractors, or somewhere outside these two components of the fleet, and to devices separate from these components, such as mobile phones, tablets, or computers. These three elements can represent a display device. However, the display device can also be a graphical interface for the trailers or tractors, such as a graphical interface on a dashboard.

[0048] Therefore, the proposed structural form can be adapted to a variety of possible technical configurations, while also having the functionality to implement the method.

[0049] Preferably, the system includes an analysis device capable of analyzing the results output by at least one computing device.

[0050] The result of the calculation device is a change in volume or a change in load on the individual tire wheel assemblies equipped with electronic devices. If these quantities are to be compared or sorted for display on a display device, one or more tasks may need to be performed before sending a message to the display device. This optional component of the system capable of serving the fleet operators needs to be located between the calculation device and the display device. Structurally, it can be associated with one and / or the other via a wired connection, or it can be physically separated from these components via radio frequency communication devices.

[0051] According to a first specific embodiment, the at least one computing device includes at least one third radio frequency communication device capable of transmitting / receiving.

[0052] When a computing device is physically separated from its electronic and display components, it needs to be able to communicate with the other two. This is the case, for example, when the computing device is part of a vehicle: it collects data about the physical parameters of a fluid from the electronic device via radio frequency communication. Conversely, if the display is on a mobile phone, the calculation results are sent to the display via the same radio frequency communication.

[0053] According to a second specific embodiment, the at least one analysis device includes at least one fourth radio frequency communication device capable of transmitting / receiving.

[0054] When the analysis device is physically separated from the computing and display devices, it needs to be able to communicate with the other two components. This is the case, for example, when the analysis device is located on a server far from the fleet: it collects data from the computing device, such as changes in load or load applied to the individual tire and wheel assemblies of the fleet, via radio frequency communication with the computing device located on a component of the fleet. On the other hand, if the display device is on a mobile phone or any other electronic device with a screen, the analysis device sends the comparison-generated messages to the display device via radio frequency communication.

[0055] According to a third specific embodiment, the system includes at least one reading device capable of reading data contained in at least one storage space of the electronic device, the at least one reading device including at least one fifth radio frequency communication device capable of receiving (preferably also capable of transmitting).

[0056] When the communication range of an electronic device is insufficient to provide communication for a computing or display device, a reading device should be used to collect data from the electronic device. This reading device performs the function of capturing measurement data. Then, the reading device transmits this data, for example via radio frequency communication, to the display device or any other component in the system that requires data, preparing for the remainder of the method. The reading device acts as an information relay, thereby optimizing communication coverage relative to the electronic devices present in the tire-wheel assembly. Specifically, to reduce the mass of the electronic devices in the tire-wheel assembly, the energy source required for data transmission, which is an energy-consuming function of the electronic devices, should be limited.

[0057] Preferably, a portion of the communication performed by the communication device between the device and an element included in the group comprising an electronic device, at least one computing device, at least one display device, at least one analysis device, and at least one reading device is performed using UHF radio waves, and preferably using Bluetooth Low Energy (BLE).

[0058] The Ultra High Frequency (UHF) band enables high-volume data transmission at favorable bit rates, especially at higher frequencies within the UHF band, such as the BLE band. UHF bands are commonly used in transportation applications, meaning that the system's communication equipment can share resources with existing communication equipment in tractors, trailers, or roadside infrastructure.

[0059] Advantageously, the at least one display device is included in the group comprising a telephone, a computer, and a human-machine interface located on the dashboard of the trailer and / or tractor, preferably on the tractor.

[0060] The display device is used to warn operators working on the convoy, whether the operator is the convoy driver or someone else responsible for the proper loading of the trailer.

[0061] According to an advantageous embodiment, a portion of the at least one reading device is located on the trailer and the tractor.

[0062] According to another advantageous embodiment, a portion of the at least one computing device and / or a portion of the at least one analysis device is located on the vehicle fleet, preferably on the tire and wheel assembly.

[0063] The components of a fleet (trailers and tractors) are natural information relay instruments because the tire and wheel assemblies are connected to these components. Therefore, while it is ideal for the system's structural components to be located on the trailers and / or tractors, alternatives are possible. However, the fleet components provide a degree of data confidentiality, unlike communication with, for example, servers, unless a secure communication protocol is established. Of course, to minimize the system's impact on the fleet environment (which is complex today), positioning the functionality on the tire and wheel assemblies limits interference with other structural components of the trailers and / or tractors. Attached Figure Description

[0064] The invention will be better understood by reading the following description, which is given by way of non-limiting example only and with reference to the accompanying drawings, in which the same reference numerals always denote the same parts, wherein: Figure 1a and Figure 1b The invention illustrates a method for estimating the load variation of a vehicle's tire and wheel assembly according to a first embodiment and / or a system for estimating the load of a stationary vehicle's tire and wheel assembly. Figure 2 Another configuration of the system according to a second embodiment of the present invention is shown; Figure 3 A block diagram is shown of a method according to the invention for estimating the changes in load and / or the load borne by the tire wheel assembly of a fleet during the loading of a trailer. Figure 4 The time evolution of the internal pressure of the fluid cavity output by the pressure sensor is shown; Figure 5 The time evolution of the internal temperature of the fluid cavity is shown; Figure 6 An estimate of the volume change of a fluid cavity relative to time according to the present invention is shown; Figure 7 The diagram shows an estimate of the variation in load on the tire and wheel assembly of a fleet relative to time, in relation to the loading of the trailer's loading space. Detailed Implementation

[0065] Figure 1a and Figure 1b Examples of a system 2000 for implementing methods for estimating changes in loads borne by a fleet of tire and wheel assemblies and / or for estimating loads borne by a fleet of tire and wheel assemblies are shown together. The system 2000 includes... Figure 1a The tractor unit 2001a shown is Figure 1bThe trailer 2001b is shown. In this case, the two components of the convoy are connected by a towing jack, generating force at point M (i.e., the attachment point where the trailer connects to the towing vehicle). Therefore, in Figure 1a In this context, the presence of trailer 2001b on tractor 2001a is represented by an external force applied to tractor 2001a. Conversely, the presence of tractor 2001a on trailer 2001b is represented by an external force applied to trailer 2001b, which is the same as before but in the opposite direction, such as... Figure 1b As shown. Logically, these two forces are in opposite directions, and the total result at the fleet level (i.e., the combination of trailer 2001b and tractor 2001a) is zero.

[0066] Figure 1a This is a side view of the tractor unit 2001a of system 2000. In this configuration, the tractor unit includes three axles: a steering axle at the front of the vehicle and two drive axles at the rear. The tractor unit 2001a includes a towing seat, the center point M of which corresponds to the center of gravity of the forces between the tractor unit 2001a and the trailer. In this configuration, the tractor unit 2001a includes communication devices 2005, which enable the reading of radio signals emitted from the tire-wheel assembly equipped with radio communication devices. In this configuration, these communication devices 2005 also transmit radio signals to databases located away from the fleet, such as computing or analysis devices. These communication devices 2005 can also transmit signals to a display device 2003 (e.g., a tablet computer equipped with a suitable radio frequency antenna 2102).

[0067] A portion of the tire wheel assembly 2006 of the tractor 2001a is equipped with an electronic device 2007. In this case, these tire wheel assemblies are at least one tire wheel assembly of a steering axle and at least one tire wheel assembly 2006 of one of the drive axles. The electronic device 2007 is located in a fluid cavity of the tire wheel assembly 2006. In this case, the electronic device 2007 is located on the inner wall of the tire wheel assembly 2006, aligned with the inner surface of the tire. Alternatively, the electronic device can be mounted on a rigid surface of the tire wheel assembly (e.g., the rim) while remaining within the fluid cavity of the tire wheel assembly 2006. For example, for pneumatic tire wheel assemblies, the electronic device can be integrated into the rim valve, similar to some tire pressure monitoring systems (TPMS).

[0068] The electronic device 2007 includes a pressure sensor and a temperature sensor associated with a microcontroller, as well as a radio frequency (RF) device capable of transmitting. Therefore, the RF device includes a radio wave generator and a radio communication antenna for transmitting the generated radio waves. The RF device may also optionally include a radio wave receiver for receiving instructions from the outside, such as initiating a measurement. The electronic device 2007 also includes storage space for storing the sensor's measurement data before transmitting it in the form of radio waves. The electronic device can transmit raw measurement data or data filtered by the microcontroller. The electronic device 2007 transmits both pressure and temperature data to the outside of the tire wheel assembly 2006. In this case, the electronic device 2007 transmits radio waves in the Ultra High Frequency (UHF) band, and more specifically, in the Bluetooth Low Energy (BLE) band.

[0069] The weight of the tractor 2001a is balanced by the reaction forces applied to the tire-wheel assembly 2006 of the tractor 2001a. These reaction forces are referred to as Z according to the axle to which the tire-wheel assembly 2006 is connected. A To Z C Based on the forward direction of the tractor unit 2001a, the steering axle is designated A, and the drive axles are designated B and C. The reaction force exerted on the tractor unit by the weight of the trailer due to its connection generates a force at point M (i.e., the attachment point where the trailer and tractor unit are connected). This force is balanced by another force exerted on the trailer by the tractor unit at the same point M. The reaction force related to the weight of the trailers in the fleet before loading is not... Figure 1a As shown in the image.

[0070] The presence of additional loads on the trailer corresponding to the loading of the trailer's loading space will result in additional reaction forces (denoted as ΔZ). A To ΔZ C The tire and wheel assemblies 2006 of the respective axles of the tractor are subjected to reaction forces that are balanced by an additional force ΔZ at the attachment point M between the trailer and the tractor 2001a. This additional force ΔZ corresponds to the additional force exerted on the tractor 2001a by the trailer due to its load.

[0071] Regarding the tractor unit 2001a, the purpose of this method is to determine the reaction force on each tire wheel assembly 2006 of the tractor unit 2001a (which becomes stable upon reaching a steady state) in order to deduce the additional force ΔZ exerted on the tractor unit 2001a by the trailer. The variation in load exerted on the tire wheel assembly 2006 of the tractor unit 2001a is determined either by electronic devices 2007 present on the tire wheel assembly 2006, or based on measurements of other tire wheel assemblies 2006 of the tractor unit 2001a and according to a pre-established distribution pattern of reaction forces between the various axles or tire wheel assemblies of the tractor unit, generated by applying external force at the attachment point M connecting the trailer and the tractor unit 2001a.

[0072] Figure 1b This is a side view of trailer 2001b of System 2000. Trailer 2001b is typically connected to... Figure 1a The tractor unit in this configuration is as indicated by the absence of landing gear outriggers on trailer 2001b for maintaining trailer position. In this case, trailer 2001b comprises three axles of tire wheel assemblies 2006 distributed across trailer 2001b. The three axles represent the ground contact assembly of trailer 2001b. Trailer 2001b includes a point M located at the front of the trailer for connecting to the tractor unit. Trailer 2001b has a center of gravity G, to which the weight P of the trailer and its load within its loading space is applied. This weight P corresponds to the force generated by the total mass of the trailer and its initial load, taking into account gravity. This weight P is balanced on one hand by reaction forces applied to the tire wheel assemblies 2006 of the trailer, which are designated Z1 to Z3 according to the axles to which the tire wheel assemblies 2006 are connected, and on the other hand by reaction forces applied at the point M corresponding to the point where trailer 2001b connects to the tractor unit in the convoy. Figure 1b The reaction force at the point where trailer 2001b connects to the tractor is not shown. The additional load on trailer 2001b corresponding to loading the loading space of trailer 2001 causes additional reaction forces (denoted as ΔZ1 to ΔZ3 respectively) to be applied to the tire and wheel assemblies 2006 of the respective axles, and ΔZ is applied at point M. When a steady state is reached, these reaction forces will stabilize to balance the additional load.

[0073] The purpose of the method is to determine the additional reaction forces on each tire wheel assembly 2006 of the trailer 2001b and the additional reaction forces applied by the tractor at point M on the trailer 2001b. When a steady state is reached, these reaction forces become stable, thereby inferring the changes in load caused by loading (including, for example, unloading) the trailer.

[0074] Preferably, each inflation system 2006 of the trailer 2001b is equipped with an electronic device 2007. This electronic device 2007 is located within the fluid cavity of the tire wheel assembly 2006. In this case, the electronic device 2007 is placed on the inner wall of the tire wheel assembly 2006, located on the inner surface of the tire at the tread. Alternatively, the electronic device can be mounted on a rigid surface of the tire wheel assembly while remaining within the fluid cavity of the tire wheel assembly 2006. For example, the electronic device can be integrated into the rim valve, similar to some tire pressure monitoring systems (TPMS).

[0075] The electronic device 2007 includes pressure and temperature sensors associated with a microcontroller, as well as at least a radio frequency (RF) device capable of transmission. Therefore, the RF device includes a radio wave generator and a radio communication antenna for transmitting the generated radio waves. The RF device may also optionally include a radio wave receiver for receiving instructions from the outside, such as initiating a measurement. The electronic device 2007 also includes storage space for storing the sensor measurement data before transmitting it in the form of radio waves. The electronic device can transmit raw measurement data or data filtered by the microcontroller. The electronic device 2007 transmits both pressure and temperature data to the outside of the tire wheel assembly 2006. Here, the electronic device 2007 transmits radio waves in the Ultra High Frequency (UHF) band, and more specifically, in the Bluetooth Low Energy (BLE) band.

[0076] In this configuration, the exterior of the tire wheel assembly 2006 includes at least a trailer 2001. The trailer 2001b first includes a radio data reader 2005 operating in the UHF range, with its antenna 2105 located near the tire wheel assembly 2006 to collect measurement data generated by the electronics 2007. The data is then transmitted here via a wired connection to a computing device 2002 located in the trailer 2001b. Radio frequency transmission may also be performed using a specific communication device. The computing device 2002 includes storage space and a processor for performing the following tasks: identifying quantities of the tire wheel assembly corresponding to an initial state; solving differential equations to determine the volume changes of the fluid cavities of the individual tire wheel assemblies equipped with the electronics 2007; and finally, after pre-collecting the quantities of the tire wheel assembly required for this final task, calculating the load changes associated with the volume changes.

[0077] The results (especially the final data) are sent to the analysis unit 2004. Here, this data is transmitted via wired connection, but radio frequency communication can also be established. The analysis unit 2004 compares the results from the computing unit 2002 and sorts the results for presentation to the display unit. Of course, the analysis unit 2004 can be integrated into the computing unit 2002. In this case, the analysis unit 2004 also queries data that has been pre-obtained... Figure 1a A remote database of research results on tractor-trailers, or through the use of radio communication from locations... Figure 1a The communication devices on the tractor unit collect data on changes in the load applied at the attachment point M between the trailer 2001b and the tractor unit. These communication devices include means for reading the electronics equipped on a portion or all of the tire and wheel assemblies of the tractor unit.

[0078] Finally, various output data from the analysis device 2004 are transmitted to the display device 2003 via the fourth communication device 2104 (specifically, by the radio communication antenna of the trailer 2001b) and the second communication device 2102 present on the display device 2003.

[0079] These communication devices 2104 and 2102 transmit data to a tablet or smartphone 2003 via a communication network in order to inform, for example, how the load is distributed when the trailer is loaded by recognizing changes in the load applied at the individual tire wheel assemblies 2006 of the trailer 2001b or the tractor.

[0080] If the trailer load distribution is not optimal (meaning the load conditions on each axle of the fleet are not optimal), the loading needs to be modified (either by reducing the mass of the load or by changing the position of the load within the trailer) to better distribute the load across the ground contact components (e.g., the fleet axles) when the trailer is loaded. Measurement signals from each electronic device 2007 can be continuously recorded while the trailer loading is being modified to estimate the new load on each tire and wheel assembly 2006 of the fleet equipped with the electronic device 2007.

[0081] Figure 2 Another configuration of system 2000 is shown. System 2000 includes a connection to a tractor unit ( Figure 2 Trailer 2001b (not shown in the image). This tractor unit is similar to... Figure 1a The tractor unit in the convoy. Trailer 2001b includes three axles of the tire wheel assembly 2006 distributed on trailer 2001b, which correspond here to the ground contact assembly of the trailer and are numbered 1 to 3 in the direction of forward travel of the convoy. Trailer 2001b includes a point M located at the front of the trailer, at which trailer 2001b is connected to the towing seat of the tractor unit.

[0082] Preferably, each inflation system 2006 of each ground contact component (e.g., axle) of the trailer 2001b is equipped with an electronic device 2007. This electronic device 2007 is located within the fluid cavity of the tire-wheel assembly 2006. In this case, the electronic device 2007 is located on the inner wall of the tire of the tire-wheel assembly 2006, flush with the tire surface. Alternatively, the electronic device can be mounted on a rigid surface of the tire-wheel assembly (e.g., the rim) while remaining within the fluid cavity of the tire-wheel assembly 2006. For example, the electronic device can be integrated into the rim valve, similar to certain tire pressure monitoring systems (TPMS) used in tire-wheel assemblies.

[0083] The electronic device 2007 includes pressure and temperature sensors associated with a microcontroller, as well as at least a radio frequency (RF) device capable of transmission. Therefore, the RF device includes a radio wave generator and a radio communication antenna for transmitting the generated radio waves. The RF device may also optionally include a radio wave receiver for receiving instructions from the outside to, for example, initiate a measurement. The electronic device 2007 also includes storage space for storing the sensor measurement data before transmitting it in the form of radio waves. The electronic device can transmit raw measurement data or data filtered by the microcontroller. The electronic device 2007 transmits both pressure and temperature data to the outside of the tire wheel assembly 2006. Here, the electronic device 2007 transmits radio waves in the Ultra High Frequency (UHF) band, and more specifically, in the Bluetooth Low Energy (BLE) band.

[0084] In this configuration, the exterior of the tire wheel assembly 2006 includes at least the trailer 2001b. The trailer 2001b first includes a radio data reader 2005 operating in the UHF range, whose receiving antenna 2105 is located near the tire wheel assemblies 2006 of the various ground contact components of the trailer 2001b to collect measurement data generated by the electronic device 2007. The data, after processing, is then transmitted via wired connection to a computing device 2002 and a transmitting antenna of a communication device 2104 located in the trailer 2001b. Radio frequency transmission may also be performed using a specific communication device. The computing device 2002 includes storage space and a processor for performing specific tasks: for example, allocating quantities of the tire wheel assembly corresponding to an initial state, solving differential equations to determine changes in the volume of the fluid chambers of the various tire wheel assemblies 2006 equipped with the electronic device 2007. However, in this case, part of the task of the computing device 2002 is located in the cloud. For example, after the amount of the tire wheel assembly 2006 required for the final task and the first result of the computing device 2002 located on the trailer 2001b have been collected in advance and the first result has been sorted in advance by the analysis device 2004, the change of load related to the change of volume is calculated.

[0085] Here, data is transmitted via wired connection to a first computing device 2002 located within trailer 2001b. However, data can also be transmitted to a computing device 2002 located outside trailer 2001b.

[0086] The first computing device 2002 includes communication devices capable of transmitting / receiving. These communication devices... Figure 2 In configurations other than those described above, radio waves transmitted by the transmitting communication device 2105 can be received and converted into digital data usable by the first computing device 2002. The first computing device 2002 includes storage space and a processor for performing tasks such as identifying quantities of the tire-wheel assembly corresponding to an initial state, solving differential equations to determine changes in the volume of the fluid cavities of the individual tire-wheel assemblies 2006 equipped with electronic devices 2007. These first results, which may be sorted or supplemented by the first analysis device 2004 on the trailer 2001b, are transmitted to the second computing device 2002 in the cloud. For this purpose, after the quantities of the tire-wheel assembly required for this final task have been pre-collected, the second computing device 2002 equipped with the transmitting communication device 2102 calculates, for example, the changes in load related to the changes in volume.

[0087] These second results are sent to the second analysis device 2004. Here, this data is transmitted using radio frequency communication. The second analysis device 2004 sorts and compares the second results from the second computing device 2002.

[0088] Finally, various output data from the second analysis device 2004 are transmitted to the display device 2003 via a fourth communication device 2104 and a second communication device 2102 present on the display device 2003. In this case, the display device may consist of a digital tablet computer 2003, which may be located remotely from the trailer 2001b or the fleet, and may also include a human-machine interface in the fleet containing a display screen. These display devices may also be screens on the dashboard of the tractor unit, with radio frequency transmission of the data to be displayed.

[0089] The display device 2003 is designed to alert the fleet operator to the load status of the trailer 2001, particularly the load distribution among the various ground contact components of the fleet.

[0090] Of course, these two embodiments of the system for implementing a method for estimating the changes in load and / or the load borne by the tire-wheel assembly of a trailer are merely illustrative examples of the system and are not limited to these two configurations. The first extreme configuration integrates all calculation and analysis devices into an electronic device mounted on the tire-wheel assembly, which transmits the results to a display device remotely from the trailer. The other extreme configuration transmits the measurement data recorded on the electronic device via radio waves and performs other steps of the method on a device remotely from the trailer, without involving the trailer or tractor unit.

[0091] Figure 3 A block diagram is shown of a method for estimating the change in load on the tire and wheel assembly of a fleet caused by loading the loading space of a stationary trailer, and / or a method for estimating the load on the tire and wheel assembly of a fleet caused by loading the loading space of a stationary trailer. The method includes multiple stages.

[0092] The first stage is the preparatory stage, which includes at least actions 1 to 6, depicted by solid lines, where the connecting systems follow each other. This preparatory stage, focusing on the tire-wheel assembly of the fleet, obviously includes equipping the trailer and tractor (including their initial load) with pressure and temperature sensors (ideally) installed at the tire-wheel assembly. These sensors are capable of measuring, via dedicated electronics, the physical parameters of the fluid cavity defined by the tires and rims of the tire-wheel assembly, such as inflation pressure and internal temperature. The first steps, labeled 1 and 2, involve determining physical quantities related to the fluid cavity of the tire-wheel assembly equipped with measuring devices, such as inflation pressure P1 and internal temperature T1. Preferably, these determinations can be made with default values ​​or by capturing specific measurements. The step labeled 3 involves determining the load Z1 borne by the tire-wheel assembly of the fleet equipped with measuring devices. This determination can be made with default values, assuming the distribution of the total load of the fleet among the various ground contact components of the fleet. The total load of the unloaded trailer or tractor is, for example, data from the manufacturer and corresponds, for example, to the unloaded mass of the components specified in the manufacturer's technical specifications. Of course, the initial load of the trailer, provided, for example, through a previous assessment (preferably the last one), can also be incorporated. Step 4 corresponds to obtaining specific quantities of the tire-wheel assembly equipped with measuring devices. One of these quantities is the volume V0, which corresponds to the volume occupied by the fluid cavity of the tire-wheel assembly when it is inflated to pressure P1 (strictly speaking, at internal temperature T1) but not under any load (i.e., not even remaining on the ground). The second quantity is the flattened stiffness K per unit volume of the tire-wheel assembly. SGThis may depend on the inflation pressure P1, internal temperature T1, and the load Z1. Next, the third set of quantities are those related to the laws governing the ideal gas behavior of the gas contained in the fluid cavity of the inflation system. Furthermore, the penultimate step of the preparatory stage (labeled 5) is to determine the volume V1 occupied by the fluid cavity of the tire-wheel assembly equipped with the measuring device, under load Z1, inflation pressure P1, and temperature T1. Finally, the last step of the preparatory stage (labeled 6) is to assess the amount of gas contained in the fluid cavity of the tire-wheel assembly equipped with the measuring device by determining the number of gas moles n1 present in volume V1. Here, while the assumptions related to the ideal gas state do apply, it is still necessary to identify the nature of the gas composition, i.e., whether the gas is a single type of gas or a mixture. Optionally, in this preparatory stage, even if not shown, it is crucial to determine the evolution law relating the change in internal pressure P of the fluid in the fluid cavity of the relevant tire-wheel assembly to the change in internal temperature T during the adiabatic transition near the operating point of the tire-wheel assembly (i.e., pressure P1, temperature T1, and load Z1). Optionally, load distribution on the various ground contact components of the trailer or tractor can be considered, preferably load distribution on the various tire and wheel assemblies of the fleet.

[0093] The method then proceeds to the main steps, which begin with the first step of loading or unloading the trailers in the stationary convoy. The time-varying inflation pressure P(t) of each instrumented tire-wheel assembly in the convoy must be recorded, with a variation of approximately 1 millibar. These records are then stored in memory so that the raw data can first be filtered using a low-pass filter to eliminate high-frequency artifacts; this corresponds to step 11. Simultaneously, the time-varying internal temperature T(t) of the fluid chambers in each instrumented tire-wheel assembly of the convoy is recorded, with a variation of approximately one-hundredth of a degree. These records are then stored in memory so that the raw data can first be filtered using a low-pass filter to eliminate high-frequency artifacts; this corresponds to step 12.

[0094] Optionally, if sampling of the internal temperature T(t) is insufficient, for example, to capture the adiabatic transition of the fluid associated with the work related to the trailer loading step, the time change of the internal temperature T'(t) of the fluid cavity is determined by utilizing the evolution law determined in the preparatory step, using the time change of the internal pressure P'(t) derived from the recorded results of P(t), which also corresponds to step 12. In this option, the recorded change of the internal pressure P'(t) is used to assess the adiabatic transition of the fluid within the fluid cavity corresponding to the work related to the trailer loading step. Next, the internal temperature T(t) and internal pressure P(t) outside the adiabatic transition determined by the length of P'(t) are recorded to establish a thermal equilibrium between the fluid cavity and the external environment, which is necessary for the adiabatic transition of the fluid associated with trailer loading.

[0095] If the measurement of internal pressure P(t) (rather than the measurement of internal temperature T(t)) cannot satisfactorily identify the first transition of the fluid, the same method is used. In this case, the recorded internal temperature T(t) is used to determine the endpoints of the adiabatic transition of the fluid, and the recorded results T''(t) contained between these endpoints are extracted. Then, the internal pressure P''(t) between the same two endpoints is determined by utilizing the evolutionary pattern obtained earlier in the preparatory stage that links the internal pressure and internal temperature of the fluid during the adiabatic transition. The connection system between optional steps and steps essential to this method is represented by gray lines instead of black lines. However, connection lines belonging to the main stages are shown as dashed lines, while connection lines for the preparatory stages are shown as solid lines.

[0096] One of the key steps in the main phase is determining the volume change ΔV of the fluid cavity in each instrumented tire-wheel assembly via step 13. This step corresponds to solving the differential equation by substituting appropriate changes in the internal pressure and internal temperature of the same instrumented tire-wheel assembly into the differential equation. Solving the differential equation in continuous time increments allows identification of the temporal change in the fluid cavity volume at each time increment. At a minimum, the solution to the differential equation considers the adiabatic transition of the fluid associated with trailer loading. Preferably, the solution to the differential equation considers partial thermal equilibrium between the fluid in the fluid cavity and the external environment (ideally, until a steady state is reached). However, in most cases, a steady state is not reached, and further loading steps occur, resulting in further adiabatic transitions of the fluid, inevitably accompanied by further thermal equilibrium cycles. This continues until a steady state in the thermal equilibrium phase occurs, or until the last trailer loading event.

[0097] By utilizing the changes in internal pressure and internal temperature, these can be substituted into a differential equation that takes into account the above assumptions. Solving this differential equation with time increments yields an estimate of the relevant time change ΔV(t) of the fluid cavity volume, which corresponds to step 13.

[0098] Another important step in the main phase is to evaluate the change in load ΔZ, which is only related to the previously evaluated change in volume ΔV. This corresponds to step 14. For this, the flattening stiffness K per unit volume of the tire-wheel assembly needs to be considered again. P This stiffness can include both aerodynamic and structural components. Only the aerodynamic component K is considered. P P This may be sufficient to provide a reliable estimate of the load variation ΔZ.

[0099] Based on the change in load ΔZ, an initial load Z1 needs to be added to obtain the load borne by the instrumented tire-wheel assembly in step 15. From this value at the tire-wheel assembly scale, the load borne by each ground contact component of the fleet can be easily deduced for each instrumented tire-wheel assembly, thereby specifically deducing the total load borne by the trailers of the fleet.

[0100] Figure 4 The time evolution of pressure from a pressure sensor located on the tire wheel assembly of the trailer is shown. The curve consisting of point 10 is the raw measurement from the pressure sensor, while curve 11 corresponds to the time evolution of the filtered pressure, eliminating high-frequency noise. Then, in... Figure 3 The second curve is used in the block diagram. Here, the measurement time range only considers the first step of loading the trailer's loading space, which is sufficient to explain the method.

[0101] This time-based recording of the internal pressure of the fluid cavity in the tire wheel assembly begins in the preparatory phase before loading the trailer's loading space. The moment marking the first step of loading the trailer corresponds to the abscissa value of point 100, which marks the beginning of the main phase. It can be seen that from point 100, the internal pressure of the fluid cavity drops rapidly until point 101, at which point the pressure drop slows significantly, and the pressure even rises to a small extent. Point 101 marks the transition between the fluid work associated with trailer loading and the heat exchange with the outside; the former corresponds to the first transition of the fluid, which can be analogous to an adiabatic transition, and the latter corresponds to the second transition of the fluid. Considering that the time origin is the abscissa value of point 100, the abscissa value of point 101 corresponds to the duration T0. Therefore, the preparatory phase 50 ends at the abscissa value of point 100. The preparatory phase 50 precedes the main phase associated with the first step of loading, which is divided into two consecutive phases. The first phase 51 can be analogous to the adiabatic transition of the fluid, corresponding to the work done by the fluid after loading the trailer. The second phase 52 corresponds to the heat exchange between the fluid and the outside. During this second stage 52, the second step of loading or unloading the trailer can begin, and in terms of internal pressure, the starting point is the internal pressure P on curve 11 associated with this starting point.

[0102] Figure 5 The temporal evolution of the internal temperature of the fluid cavity corresponding to the first step of loading the trailer is shown. Here, this temporal evolution is transmitted by a temperature sensor of an electronic device located on the trailer's tire-wheel assembly, as shown in curve 12. In the absence of a high-quality temperature sensor for measurement (especially for the adiabatic transition phase), an alternative is the estimation of the internal temperature, as shown in curve 12'. This estimation is based, on the one hand, on the recorded internal pressure and the evolution law relating the internal temperature to the internal pressure during the adiabatic transition of the fluid, and on the other hand, on the temperature outside the tire-wheel assembly, which serves as the basis for heat exchange between the fluid in the fluid cavity and the environment outside the tire-wheel assembly via a heat exchange coefficient. This heat exchange coefficient takes into account the thermal characteristics of the tire-wheel assembly. In this alternative, curve 70 shows the estimated evolution of the temperature outside the tire-wheel assembly.

[0103] These evolutions 12 and 12' of the internal temperature of the fluid cavity in the tire wheel assembly begin in the preparatory stage prior to the first step of loading the trailer. The moment when the first step of loading the trailer begins corresponds to the abscissa value of point 100, which marks the beginning of the main stage. It can be seen that from point 100, the internal temperature of the fluid cavity rapidly decreases until point 101, at which point the temperature decrease stops, and then the temperature increases to some extent. Point 101 marks the transition between the fluid work associated with trailer loading and the heat exchange with the outside; the former corresponds to the first transition of the fluid, which can be analogous to an adiabatic transition, and the latter corresponds to the second transition of the fluid. Considering that the time origin is the abscissa value of point 100, the abscissa value of point 101 corresponds to the duration T0. Therefore, the preparatory stage 50 ends at the abscissa value of point 100. The preparatory stage 50 precedes the main stage of the first step of loading the trailer, which is divided into two consecutive stages. The first stage 51 can be analogous to an adiabatic transition of the fluid, corresponding to the work done by the fluid after loading the trailer. The second stage 52 corresponds to the heat exchange between the fluid and the outside. During this second stage 52, the second step of loading or unloading the trailer can begin, with the starting point for internal temperature being the measured internal temperature T on curve 12 associated with this starting point. Specifically, according to the method, curve 12' replaces curve 12 only in the first stage 51.

[0104] Here, even in the first stage 51 of the main phase, a difference can be seen between the recorded internal temperature curve 12 and the estimated curve 12', which illustrates the inertia unique to temperature sensors. On the other hand, the assumption that the evolution of the fluid's internal pressure and internal temperature during the adiabatic transition may be overestimated. However, the trends between these curves 12 and 12' are very similar. Finally, in this case, the temperature outside the tire-wheel assembly is determined by extrapolating the internal temperature of the fluid cavity in the preparatory phase, rather than measuring the external temperature of the tire-wheel assembly, which is also a potential source of error. This estimation corresponds to... Figure 5 Line 70 in the figure. The heat exchange coefficient of the tire-wheel assembly can initially be approximated solely by the characteristics of the tire casing, for example, by estimating the exchange surface area between the tire and the external environment, representing the outer surface area of ​​the tire casing, and the heat exchange coefficient λ, which depends on the thermal properties of the tire material and the distribution of different types of heat exchange (such as radiation, conduction, and convection) within the tire casing. This coefficient λ can be estimated by the evolution of the internal temperature of the fluid cavity during the preparatory stage (e.g., before the main stage).

[0105] Figure 6The time evolution of the determined internal volume of the fluid cavity is shown. Here, this time evolution, represented by the curve, is the output of the volume change calculated using the proposed differential equation, which also takes into account the thermal equilibrium with the external environment during the first step of loading the trailer, prior to any other steps of loading or unloading the trailer.

[0106] The evolution of the internal volume of the fluid cavity in the tire-wheel assembly 13 begins in the preparatory stage before loading the trailer. The moment when the first step of loading the trailer begins corresponds to the abscissa value of point 100, which marks the beginning of the main stage. It can be seen that from point 100, the internal volume of the fluid cavity increases rapidly until point 101, at which point the increase in internal volume slows significantly, and then the volume tends to stabilize to some extent. Point 101 marks the transition between the fluid work and heat exchange with the outside associated with the first step of loading the trailer; the former can be analogous to an adiabatic transition, and the latter corresponds to the second transition of the fluid. Considering that the time origin is the abscissa value of point 100, the abscissa value of point 101 corresponds to the duration T0. Therefore, the preparatory stage 50 ends at the abscissa value of point 100. The preparatory stage 50 precedes the main stage, which is divided into two consecutive stages according to the loading or unloading steps. The first stage 51 can be analogous to an adiabatic transition of the fluid, corresponding to the work done by the fluid after loading the trailer. The second stage 52 corresponds to the heat exchange between the fluid and the outside. During the second stage 52, the second step of loading or unloading the trailer can begin, with the starting point in terms of the volume of the fluid cavity being the volume of the fluid cavity estimated on curve 13 in relation to that starting point.

[0107] It is noted that by the end of the first phase 51, a good estimate of the volume change of the tire-wheel assembly has been obtained, clearly indicating that the work generated by the change in load on the tire-wheel assembly occurs primarily during the first phase 51. The observed changes or oscillations correspond to fluctuations in the transient phase corresponding to the establishment of thermal equilibrium. Therefore, the method described herein allows for continuous measurement of the temporal variation of the load applied to the tire-wheel assembly in the time domain.

[0108] Figure 7 The temporal evolution of the load applied to the electronically equipped tire-wheel assembly is shown. The observed time range corresponds to the first step of loading the trailer. Here, this temporal evolution, represented by curve 14, is the output of calculating the volume change using the proposed differential equation and multiplying it by the flattened stiffness of the tire-wheel assembly. The stiffness used here is the locally identified stiffness at the initial pressure on the tire-wheel assembly, the initial load applied to the tire-wheel assembly, and corresponding to the initial temperature. The overall stiffness defined by the proposed formula can be used from the outset, which already gives a good order of magnitude.

[0109] This evolution 14 of the load change borne by the tire and wheel assembly begins in the preparatory stage before loading the trailer. The moment when the first step of loading the trailer begins corresponds to the abscissa value of point 100, which marks the beginning of the main stage. It can be seen that from point 100, the load decreases rapidly until point 101, at which point the rate of load reduction slows significantly and then tends to stabilize to some extent. Point 101 marks the transition between the fluid work associated with trailer loading and the heat exchange with the outside, the former corresponding to the first transition of the fluid, which can be analogous to an adiabatic transition, and the latter corresponding to the second transition of the fluid. Considering that the time origin is the abscissa value of point 100, the abscissa value of point 101 corresponds to the duration T0. Therefore, the preparatory stage 50 ends at the abscissa value of point 100. The preparatory stage 50 precedes the main stage, which is divided into two consecutive stages according to the loading steps. The first stage 51 can be analogous to the adiabatic transition of the fluid, corresponding to the work done by the fluid after loading the trailer. The second stage 52 corresponds to the heat exchange between the fluid and the outside, until the second step of loading or unloading the trailer begins, or until the thermodynamic equilibrium of the fluid reaches a steady state.

[0110] It is noted that by the end of the first stage 51, a good estimate of the change in load applied to the tire-wheel assembly has been obtained, clearly indicating that the work generated by the load change occurs primarily during the first stage 51. The observed changes or oscillations correspond to fluctuations in the transient phase corresponding to the establishment of thermal equilibrium. Therefore, the method described herein can continuously measure the temporal variation of the load applied to the tire-wheel assembly in the time domain. Curve 80 corresponds to the overload measurement of the tire-wheel assembly applied to the trailer by the ground weighbridge during the first step of loading the trailer. In summary, the proposed method captures the variation in load well.

Claims

1. A method for estimating the change in load on the tire and wheel assembly of a fleet of vehicles resulting from loading the loading space of a stationary trailer, the fleet comprising tractor-trailers and trailers, the method comprising the steps of: In the preparatory stage • Equip at least one pressure sensor for at least one tire wheel assembly in contact with the ground of the fleet, the at least one sensor being capable of measuring the internal pressure of the fluid cavity of the tire wheel assembly defined by at least one tire outer tire. Preferably, at least one pressure sensor is equipped for at least one tire wheel assembly in contact with the ground of each axle of the fleet. Very preferably, at least one pressure sensor is equipped for all tire wheel assemblies in contact with the ground of the fleet. • At least one temperature sensor is provided for at least one tire wheel assembly equipped with a pressure sensor, the at least one sensor being capable of measuring the internal temperature of the fluid cavity of the tire wheel assembly equipped with the pressure sensor; • Determine the initial load Z1 applied to at least one tire-wheel assembly equipped with pressure and temperature sensors in the fleet; • Determine the initial inflation pressure P1 of the fluid chamber of at least one tire wheel assembly of the fleet equipped with pressure and temperature sensors; • Determine the initial internal temperature T1 of the fluid cavity of at least one tire wheel assembly of the fleet equipped with pressure and temperature sensors; • The initial volume V1 of the fluid cavity of at least one tire-wheel assembly equipped with a pressure sensor and a temperature sensor is evaluated using a first function, the parameters of which include the volume V0 of the fluid cavity of the tire-wheel assembly when unloaded and inflated to an initial pressure P1, and the flattening stiffness K per unit volume of the tire-wheel assembly. P ; • The number of fluid moles n1 in the fluid cavity of at least one tire wheel assembly equipped with a pressure sensor and a temperature sensor is evaluated using a model that takes into account inflation pressure P1, initial volume V1 and temperature T1. During the main phase: • Load the trailer's loading space; • Record the internal temperature T of the fluid cavity of at least one tire wheel assembly equipped with a pressure sensor and a temperature sensor; • Record the internal pressure P of the fluid chamber of at least one tire wheel assembly equipped with a pressure sensor and a temperature sensor; • The intermediate change ΔV of the volume of at least one tire wheel assembly equipped with pressure and temperature sensors is evaluated by using a model of a fluid undergoing an adiabatic transition, based on a recorded internal pressure P and recorded internal temperature T, wherein the fluid behaves as an ideal gas. • The load variation ΔZ borne by at least one tire-wheel assembly equipped with pressure and temperature sensors is estimated using at least one second function, the parameters of which include the intermediate volume variation ΔV of the assessed volume and the flattened stiffness K per unit volume of the tire-wheel assembly. P .

2. The method for estimating the change in load on the tire and wheel assembly of a fleet caused by loading the loading space of a stationary trailer, as described in claim 1, wherein, In the preparatory phase, the method includes determining the evolution of the internal pressure P of the fluid cavity based on the internal temperature T during the adiabatic transition of the fluid in at least one fluid cavity of an inflated and loaded tire wheel assembly equipped with pressure and temperature sensors. In the main phase, the method includes extracting the change in internal temperature T' caused solely by the adiabatic transition of the fluid from the recorded results of the internal temperature T. The method includes determining the internal pressure P' of the fluid cavity based on the internal temperature T' and the evolution determined in the preparatory phase. The step of evaluating the volume change ΔV includes a first phase and at least one second phase. In the first phase, the evaluation is performed using the determined internal pressure P' and the extracted internal temperature T'. In the second phase, the evaluation is performed using a portion of the internal temperature T recorded outside the time range corresponding to the change in the extracted internal temperature T' and a portion of the internal pressure P recorded outside the time range.

3. The method for estimating the change in load on the tire and wheel assembly of a fleet caused by loading the loading space of a stationary trailer, as described in claim 2, wherein, The extraction of the change in internal temperature T' begins when the recorded internal temperature T changes its rate of change for the first time, and ends when the recorded internal temperature T changes its rate of change for the second time, or after a duration T0 corresponding to the end of the adiabatic transition of the fluid. The start of duration T0 corresponds to the first change in the rate of change of the recorded internal temperature T.

4. The method for estimating the change in load on the tire and wheel assembly of a fleet caused by loading the loading space of a stationary trailer, as described in claim 1, wherein, In the preparatory stage, the method includes the step of determining the evolution of the internal temperature T of the fluid cavity based on the internal pressure P during the adiabatic transition of the fluid in the fluid cavity of the inflated and loaded inflated system. In the main stage, the method includes the step of extracting the change of the internal pressure P” solely due to the adiabatic transition of the fluid from the recorded results of the internal pressure P. The method includes the step of determining the internal temperature T” of the fluid cavity of the inflated system based on the internal pressure P” and the evolution determined in the preparatory stage. The step of evaluating the volume change ΔV includes a first stage and at least one second stage. In the first stage, the evaluation is performed using the extracted internal pressure P” and the determined internal temperature T”. In the second stage, the evaluation is performed using a portion of the internal pressure P recorded outside the time range corresponding to the change of the extracted internal pressure P” and a portion of the internal temperature T recorded outside the time range.

5. The method for estimating the change in load on the tire and wheel assembly of a fleet caused by loading the loading space of a stationary trailer, as described in claim 4, wherein, The extraction of the change in internal pressure P” begins when the recorded internal pressure P changes its rate of change for the first time, and ends when the recorded internal pressure P changes its rate of change for the second time, or after a duration T0 corresponding to the end of the adiabatic transition of the fluid. The start of duration T0 corresponds to the first change in the rate of change of the recorded internal pressure P.

6. The method for estimating the change in load on the tire and wheel assembly of a fleet caused by loading the loading space of a stationary trailer, according to any one of claims 1 to 5, wherein, Temperature and pressure sensors are attached to the inner surface of the outer tire of the tire wheel assembly equipped with pressure and temperature sensors.

7. The method for estimating the change in load on the tire and wheel assembly of a fleet caused by loading the loading space of a stationary trailer, according to any one of claims 1 to 6, wherein, At least one pressure sensor operates with a resolution of less than 1 millibar.

8. The method for estimating the change in load on the tire and wheel assembly of a fleet caused by loading the loading space of a stationary trailer, according to any one of claims 1 to 7, wherein, The at least one temperature sensor operates with a resolution of less than one-hundredth of a degree.

9. The method for estimating the change in load on the tire and wheel assembly of a fleet caused by loading the loading space of a stationary trailer, according to any one of claims 1 to 8, wherein, The load variation ΔZ on at least one tire wheel assembly equipped with pressure and temperature sensors is estimated using the first relational expression in the following formula: [Formula 1] Among them, K P P It is the aerodynamic flattening stiffness per unit volume of the tire and wheel assembly.

10. The method for estimating the change in load on the tire and wheel assembly of a fleet caused by loading the loading space of a stationary trailer, according to any one of claims 1 to 9, wherein, The volume change ΔV of at least one tire-wheel assembly equipped with pressure and temperature sensors can be estimated by solving the following differential equation: [Formula 2] [Formula 3] Where P is the internal pressure of the fluid cavity, V is the internal volume of the fluid cavity, and T is the internal temperature of the fluid cavity.

11. A method for estimating the change in load borne by a trailer as a result of loading the loading space of a stationary convoy of trailers, the method comprising, according to any one of claims 1 to 10, a method for estimating the change in load borne by the tire-wheel assembly of the convoy as a result of loading the loading space of a stationary trailer, wherein, In the preparation phase, at least one pressure sensor and at least one temperature sensor are provided for at least one tire wheel assembly in contact with the ground on each axle of the trailer. Preferably, at least one pressure sensor and at least one temperature sensor are provided for each tire wheel assembly in contact with the ground on each axle of the trailer, and at least one pressure sensor and at least one temperature sensor are provided for at least one tire wheel assembly in contact with the ground on at least one axle of the tractor. Preferably, at least one pressure sensor and at least one temperature sensor are provided for at least one tire wheel assembly in contact with the ground on each axle of the tractor. The method includes the step of determining a first load distribution on each axle of the tractor, preferably on each tire wheel assembly of the tractor, the distribution being related to the load applied at the attachment point M between the trailer and the unconnected tractor. Regarding the application of additional loads, in the main phase, the method includes the step of estimating the load variation ΔZ of each tire wheel assembly on each axle of the tractor by utilizing the load variation ΔZ borne by at least one tire wheel assembly equipped with pressure and temperature sensors on at least one axle of the tractor and a first load distribution related to the application of additional loads applied at the attachment point M. The method includes the step of estimating the load variation ΔZ applied at the attachment point M of the tractor, which includes the estimated load variation of each tire wheel assembly of the tractor. The method includes the step of determining the load variation borne by the trailer, which includes the load variation borne by at least one tire wheel assembly on each axle of the trailer in contact with the ground and the estimated load variation ΔZ applied at the attachment point M of the trailer.

12. A method for estimating the load borne by a tire wheel assembly of a fleet, the method comprising, according to any one of claims 1 to 10, estimating the change in load borne by the tire wheel assembly of the fleet resulting from loading the loading space of a stationary trailer, characterized in that the method comprises estimating the load Z borne by at least one tire wheel assembly equipped with pressure and temperature sensors by utilizing the determination result of the change in load ΔZ borne by at least one tire wheel assembly equipped with pressure and temperature sensors and the determination result of the initial load Z1 borne by at least one tire wheel assembly equipped with pressure and temperature sensors.

13. A system (2000) implementing the method for estimating the change in load on the tire and wheel assembly of a fleet (2001) caused by loading the loading space of a stationary trailer as described in any one of claims 1 to 10, and / or implementing the method for estimating the load on a trailer caused by loading the loading space of a stationary fleet of trailers as described in claim 11, and / or implementing the method for estimating the load on the tire and wheel assembly of a fleet (2001) caused by loading the loading space of a stationary trailer as described in claim 12, the system comprising: • A tractor (2001a) having at least one tire wheel assembly (2006) mounted on at least one axle of the tractor (2001a), the at least one tire wheel assembly being equipped with electronic devices (2007). • Trailer (2001b), on each axle of the trailer (2001b) at least one tire wheel assembly (2006), said at least one tire wheel assembly being equipped with electronic devices (2007). • The electronic device (2007) includes at least one pressure sensor, at least one temperature sensor, at least one electronic chip, at least one storage space capable of recording signals from the sensors, and at least one first radio frequency communication device (2101) capable of transmitting, the electronic device (2007) being located on the inner surface of the outer tire of the tire wheel assembly (2006). • At least one computing device (2002); and • At least one display device (2003) includes at least one second radio frequency communication device (2102) capable of receiving signals.

14. The system (2000) according to claim 13 for implementing a method for estimating the change in load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary trailer, and / or for implementing a method for estimating the load borne by a trailer resulting from loading the loading space of a stationary fleet of trailers, and / or for implementing a method for estimating the load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary fleet of trailers, wherein, The system (2000) includes an analysis device (2004) capable of analyzing the results output by the at least one computing device (2002).

15. A system (2000) implementing any one of claims 13 and 14 for estimating the change in load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary trailer, and / or implementing a method for estimating the load borne by a trailer resulting from loading the loading space of a stationary fleet of trailers, and / or implementing a method for estimating the load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary fleet of trailers, wherein, The at least one computing device (2002) includes at least one third radio frequency communication device (2103) capable of transmitting / receiving.

16. The system (2000) according to claim 15 for implementing a method for estimating the change in load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary trailer, and / or for implementing a method for estimating the load borne by a trailer resulting from loading the loading space of a stationary fleet of trailers, and / or for implementing a method for estimating the load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary fleet of trailers, wherein, The at least one analysis device (2004) includes at least one fourth radio frequency communication device (2104) capable of transmitting / receiving.

17. A system (2000) implementing any one of claims 13 to 16 for estimating the change in load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary trailer, and / or implementing a method for estimating the load borne by a trailer resulting from loading the loading space of a stationary fleet of trailers, and / or implementing a method for estimating the load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary fleet of trailers, wherein, The system (2000) includes at least one reading device (2005) capable of reading data contained in at least one storage space of the electronic device (2007), and includes at least one fifth radio frequency communication device (2105) capable of receiving data.

18. A system (2000) implementing any one of claims 13 to 17 for estimating the change in load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary trailer, and / or implementing a method for estimating the load borne by a trailer resulting from loading the loading space of a stationary fleet of trailers, and / or implementing a method for estimating the load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary fleet of trailers, wherein, Communication performed by the communication devices (2101, 2102, 2103, 2104, 2105) between a portion of the communication and the elements included in the group comprising the electronic device (2007), the at least one computing device (2002), the at least one display device (2003), the at least one analysis device (2004), and the at least one reading device (2005) is performed using UHF radio waves, preferably using BLE waves.

19. A system (2000) implementing any one of claims 13 to 18 for estimating the change in load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary trailer, and / or implementing a method for estimating the load borne by a trailer resulting from loading the loading space of a stationary fleet of trailers, and / or implementing a method for estimating the load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary fleet of trailers, wherein, The at least one display device (2003) is included in the group comprising a telephone, a computer, and a human-machine interface located on the instrument panel of the trailer (2001b) and / or the tractor (2001a), preferably on the tractor (2001a).

20. A system (2000) implementing any one of claims 13 to 19 for estimating the change in load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary trailer, and / or implementing a method for estimating the load borne by a trailer resulting from loading the loading space of a stationary fleet of trailers, and / or implementing a method for estimating the load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary fleet of trailers, wherein, A portion of the at least one reading device (2005) is located on the trailer (2001b) and the tractor (2001a).

21. A system (2000) implementing any one of claims 13 to 20 for estimating the change in load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary trailer, and / or implementing a method for estimating the load borne by a trailer resulting from loading the loading space of a stationary fleet of trailers, and / or implementing a method for estimating the load borne by the tire and wheel assembly of a fleet (2001) resulting from loading the loading space of a stationary fleet of trailers, wherein, A portion of the at least one computing device (2002) and / or a portion of the at least one analysis device (2004) is located on the vehicle (2001), preferably on the tire and wheel assembly (2006).

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