Tanker truck with gimbal-mounted load cell

Abstract

Tank vehicle with a gimbal-mounted load cell (1) for weighing fluid quantities and / or bulk material within a vehicle body of a self-propelled and / or externally propelled commercial vehicle, wherein the vehicle body has at least one tank for receiving a fluid tank medium and / or at least one tank for receiving bulk material, characterized in that a gimbal-mounted load cell (1) is provided, which comprises a gimbal mounting of at least one load cell (1), in which the force is applied via a first axis of rotation Y of the load cell (1) and the force is discharged via a second axis of rotation X of the load cell (1), wherein the axes of rotation X and Y are in a reference position and intersect or have a defined distance from each other, and wherein the gimbal mounting of the axis of rotation X and / or the axis of rotation Y comprises a damping bushing.

Description

1. Technical area

[0001] The present invention relates to a tank vehicle with a gimbal-mounted load cell for weighing fluid quantities and / or bulk material within a vehicle body of a self-propelled and / or externally propelled commercial vehicle. The vehicle body comprises at least one tank for holding a fluid tank medium and / or a tank for holding bulk material. Furthermore, the present invention relates to a method for determining a discharged and / or supplied fluid quantity and / or bulk material quantity from at least one tank container. 2. State of the art

[0002] A large number of self-propelled and / or externally propelled commercial vehicles, in particular transport vehicles, tank vehicles and vehicle bodies, are known from the state of the art, which have different measuring devices depending on the transported goods and area of ​​application.

[0003] When using weighing devices to weigh a load loaded onto a truck, four load cells are typically arranged between the vehicle chassis and the load body. Such weighing devices are used, for example, in garbage trucks where the weight of the load changes frequently and the weight of the currently loaded load needs to be determined after each loading operation. The discharged quantity is specified in kilograms or tonnes.

[0004] Furthermore, there is a growing demand for transport vehicles with a variable range of applications, whereby different fluids can be transported and the dispensed and / or supplied fluid volumes can be measured without major modifications, changes, or additional equipment on the vehicle. For all fluids, especially liquids, that are transported, supplied, and / or dispensed in commercial transport, different framework conditions, requirements, and regulations apply depending on their nature, such as viscosity or product properties. In particular, the dispensed fluid volume must be expressed in liters. When determining the dispensed volume of liquids, a higher degree of accuracy is required than when determining the dispensed volume of bulk materials.

[0005] Various devices for weighing fluid quantities are known from the state of the art.

[0006] For example, the German patent application DE 10 2013 110 602 A1 describes a device for weighing fluid quantities, which device comprises a first guide device and a second guide device, wherein the first guide device comprises a first elastically mounted guide stop and the second guide device comprises a second elastically mounted guide stop and a load cell is arranged between the first guide device and the second guide device.

[0007] DE 33 40 438 A1 describes a measuring system for force measurements by means of a support of a weighing object, a container, a platform or the like using a load cell to which strain gauges are attached, in conjunction with bearing parts for load introduction, wherein the load cell is designed as a bolt cross made of metallic spring material with a core and four bolts extending from this at right angles to one another and which are cylindrical at least at their ends, and that the respective coaxial bolts are mounted on a lower bearing block on the one hand and on an upper bearing block on the other in a form-fitting manner, but with limited rotation and axial displacement.

[0008] From DE 60 2005 002 127 T2 a weighing device with lifting and lowering function is known and DE 693 17 993 T2 describes a weighing device with devices for receiving a load to be weighed as well as load cells.

[0009] Furthermore, the following solutions for weighing commercial vehicle bodies are known: A torsion ring cell with integrated lift-off protection and integrated absorption of the lateral forces, a torsion ring cell on elastic bearings with longitudinal and transverse links and lift-off protection, a single bending beam on a bearing knob with additional lift-off protection, longitudinal and transverse direction with fixed stops or links, a double bending beam (or double shear beam) load cell with bolt bearing force flow in the form of fixed stops through the load cell and a firmly screwed double bending beam (or double shear beam).

[0010] The above-mentioned state of the art has the following disadvantages in particular: - In the case of play, especially in the vertical direction, it is not possible to measure negative vertical forces. - In practical use, control arms create a force shunt and are prone to seizing due to corrosion. This leads to distorted measurement results. Furthermore, for a reasonably stress-free setup, connection with control arms is only possible with two longitudinal and two transverse arms for four load cells. This makes horizontal force transmission compliant with hazardous goods regulations virtually impossible. - Due to the presence of play in the fixed stops and a lift-off protection device, a measurement in the vertical direction with a measurement of negative vertical forces is not possible. - A fixed stop with play and a lift-off protection for measuring negative vertical forces is basically possible, but problematic due to the play.

[0011] The state-of-the-art solutions are either designed only as pressure measuring cells or have mechanical play at the transition from compression to tension direction or, because they are firmly screwed, they have no tilt compensation or have problematic tilt compensation because they are subject to high friction or are located outside the measuring axis.

[0012] A fixed installation leads to high tensions and measurement deviations.

[0013] EP 0 795 741 A2 discloses, in connection with the technical field of vehicle construction, a bending-moment-free, spherical bearing of a ring cell on a spherical surface section. This bearing, designed as a ball joint, is formed by a force-absorbing ring to prevent bending moments during angular movements between the truck chassis and the body. The ring forms an annular spherical surface section that forms an annular sliding surface and pivots on the force-introduction ring. While the ball joint, incorrectly referred to as a "cardanic bearing," solves the problem of suppressing a bending moment, it nevertheless leads to significant measurement deviations, particularly in the field of tank vehicle construction.A ball head with tilt compensation is known to only transmit force components introduced spherically toward the ball's center. As a result, vector information on relevant force components in magnitude and direction, such as torsional force components and moments, is lost and can no longer be measured in detail. For example, the disruptive bending moments mentioned in the prior art are eliminated for the load cell (cf. EP 0 795 741 column 2, line 12 and line 13, and column 1, line 29 to line 33). The arrangement can therefore only transmit those axial and lateral forces for which the load cell is designed.The field of application of the disclosed force measuring cell is accordingly limited to being as insensitive as possible to introduced lateral forces, which represents a disadvantage in tank vehicle construction with regard to the accuracy to be achieved, in particular with regard to the detection of a discharged and / or supplied quantity of fluid and / or bulk material from at least one tank container.

[0014] A further disadvantage of the known weighing solutions for body weighing is that they require a considerable amount of vertical installation space, which is generally not available in the case of tank vehicles and their bodies or can only be provided with considerable effort.

[0015] The state of the art uses pressure measuring cells which exhibit mechanical play when transitioning from compression to tension direction or which exhibit no or unsatisfactory tilt compensation when screwed tightly.

[0016] State-of-the-art solutions for load cell mounting are unsuitable for transmitting large forces perpendicular to their force measurement direction. Therefore, such forces are often not transmitted through the load cell in the state-of-the-art technology, but are instead redirected around the load cell using fixed stops or kinematics with inherent play. However, this results in play and force shunts, which negatively impact the quality of the measurement results. Other state-of-the-art solutions that can transmit large forces perpendicular to their force measurement direction through the load cell and its mounting, such as spherical plain bearings or rolling point bearings, have other disadvantages, such as mechanical play, relatively high static friction, and the ability to transmit negative forces in the force measurement direction with inherent play, or even the complete lack of such a capability. 3. Task

[0017] The present invention is therefore based on the object of providing a tank vehicle with a vehicle body according to the invention and a method for determining a discharged and / or supplied fluid quantity and / or bulk material quantity from at least one tank container for weighing fluid quantities and / or bulk material quantities, in particular for determining the loading or unloading quantity or for monitoring overload conditions during driving or for monitoring loss quantities or withdrawal quantities during operation, for a self-propelled and / or externally propelled commercial vehicle body with a device according to the invention, which overcome the aforementioned disadvantages of the prior art and which enable a versatile range of applications, in particular through force introduction with tilt compensation and thus tension-free and moment-free force absorption,With which, for example, the dispensed and / or supplied fluid and / or bulk material quantity can be provided with reduced technical effort, greater performance, and reduced space requirements, and with which the dispensed and / or supplied fluid and / or bulk material quantity can be measured more easily and quickly with high measurement accuracy. Furthermore, the present invention is intended to eliminate the disadvantages of the prior art. 4. Summary of the invention

[0018] This object is achieved according to the invention by the features of a device according to independent patent claim 1 and the features of a method according to independent patent claim 14.

[0019] Further advantageous embodiments of the solution can be found in the respective dependent patent claims.

[0020] A tank vehicle in the sense of this invention comprises a vehicle body with a vehicle body connected to a roadway or to rails via wheels and at least one tank for holding a fluid tank medium and / or a tank for holding bulk material, which is movably connected to the vehicle body via at least one gimbal-mounted load cell and via support means.

[0021] The tank vehicle with a gimbal-mounted load cell comprises a gimbal mounting of at least one load cell, in which the force is introduced via a first rotational axis Y of the load cell and the force is dissipated via a second rotational axis X of the load cell. The gimbal mounting of the rotational axis X and / or the rotational axis Y includes a damping bushing.

[0022] The force is introduced via at least one support means for force introduction to at least one bearing for force introduction and the force is dissipated via at least one support means for force dissipation via at least one bearing for force dissipation.

[0023] Advantageously, the bearing for force introduction is carried out via at least one support means for force introduction on at least one force introduction bushing and the bearing for force dissipation is carried out via at least one support means for force dissipation via at least one force dissipation bushing.

[0024] The load cell comprises direction vectors x, y, and z of the load cell. The rotational movement axis X of the load cell is parallel to the direction vector x, and the rotational movement axis Y of the load cell is parallel to the direction vector y. The rotational movement axes X and Y are at a defined angle, preferably 90 degrees, to each other, and the rotational movement axes X and Y are at a defined angle, preferably 90 degrees, to the direction vector z. The rotational movement axes X and Y can intersect, but they do not have to intersect; alternatively, they can be at a defined distance from each other, ranging from 0.01 mm to 100 mm.

[0025] The force is introduced from the vehicle body into the load cell and dissipated from the load cell into the vehicle body via bearing supports of individual bearings of the cardanic bearing of the load cell. Each bearing support comprises its own force introduction or force dissipation plane. Each bearing support comprises directional vectors xF, yF, and zF, which define the position of the respective bearing support within the vehicle body. A force introduction or force dissipation plane is spanned by directional vectors xF and zF or by directional vectors yF and zF of the coordinate system within a bearing support. In a reference position, the directional vectors xF, yF, and zF are at right angles to each other within the vehicle body.

[0026] In the reference position, the direction vectors x, y, and z of the load cell are parallel to the direction vectors xF, yF, and zF of the bearing support. In this case, the force introduction plane is perpendicular to the rotational axis X, and the force discharge plane is perpendicular to the rotational axis Y.

[0027] As an alternative to the reference position, the direction vector xF can have an angle of +-0.05 degrees to +-10 degrees, preferably +-0.05 degrees to +-6 degrees, relative to the direction vector x. In this case, the force introduction plane has an angle of +-0.05 degrees to +-10 degrees, preferably +-0.05 degrees to +-6 degrees, deviating from the reference position to the rotational movement axis X.

[0028] As an alternative to the reference position, the direction vector yF can have an angle of +-0.05 degrees to +-10 degrees, preferably +-0.05 degrees to +-6 degrees, relative to the direction vector y. In this case, the force dissipation plane has an angle of +-0.05 degrees to +-10 degrees, preferably +-0.05 degrees to +-6 degrees, deviating from the reference position to the rotational movement axis Y.

[0029] As an alternative to the reference position, the direction vector zF can have an angle of +-0.05 degrees to +-10 degrees, preferably +-0.05 degrees to +-6 degrees, to the direction vector z. In this case, the force introduction plane has an angle of +-0.05 degrees to +-10 degrees, preferably +-0.05 degrees to +-6 degrees, deviating from the reference position to the rotational movement axis X, and / or the force discharge plane has an angle of +-0.05 degrees to +-10 degrees, preferably +-0.05 degrees to +-6 degrees, deviating from the reference position to the rotational movement axis Y.

[0030] The range of rotation of the force measuring cell around the rotation axis X with respect to a direction vector yF and / or around the rotation axis Y with respect to a direction vector xF is limited to an angular range of up to +-12 degrees, preferably up to +- 1 degree.

[0031] Force is introduced via at least one first component vector within a force introduction plane that passes through the rotational movement axis X perpendicularly or within a defined angular range, and force is dissipated via at least one second component vector within a force dissipation plane that passes through the rotational movement axis Y perpendicularly or within a defined angular range. The at least one first component vector for force introduction runs at a defined angle to the force dissipation plane, and the at least one second component vector for force dissipation runs at a defined angle to the force introduction plane.

[0032] The differences in direction and magnitude acting on the load cell between the at least first component vector for force introduction and the at least second component vector for force dissipation can be selectively evaluated by an electrical analog evaluation unit and / or digital evaluation unit connected to the load cell. The electrical analog evaluation unit and / or digital evaluation unit calculates the contact weight on the at least one load cell of the tank vehicle from these values, taking into account tilting and / or torsional moments.

[0033] The X and Y axes of rotation are advantageously perpendicular to each other or at a defined angle. The bearing axes are positioned as close to each other as possible within a range of 0.01 mm to 100 mm, preferably 0.01 mm to 1 mm, or they intersect. This range is located close to the load cell or within the load cell to achieve the most moment-free tilt compensation of the load cell.

[0034] Based on the thus determined weight of the tank on the vehicle chassis, the evaluation unit determines the quantity of fluid and / or bulk material delivered and / or supplied.

[0035] The rotational movement axes X and Y already ensure a largely tension-free mounting of the load cell with minimal deformation of the surrounding components relative to each other.

[0036] The X and Y axes of rotation don't have to be exactly perpendicular to each other. Nor do they have to intersect exactly. However, it's beneficial for proper function that they aren't too far apart.

[0037] The X and Y axes of rotation do not need to be fixed in position. Alternatively, kinematics, joints, or bearings can be used whose instantaneous center of rotation or instantaneous axis moves, for example, in the case of dynamic movement during cornering. Examples of such bearings include elastomer bearings.

[0038] The support means for mounting the rotary motion axes X or Y can optionally be located on only one side of the force introduction or force output of the load cell, for example when using a bearing frame. In this case, the other side of the load cell is firmly connected to the vehicle body.

[0039] Forces perpendicular to the force measurement direction are also transmitted via the axle bearings and thus the load cell. The load cell is either designed so that these force components have no significant influence on the measurement result, or the forces perpendicular to the force measurement direction only occur when no measurement result is required. In either case, the load cell is designed so that it is not damaged by transverse forces of corresponding magnitude.

[0040] In a preferred embodiment of the tank vehicle with a gimbal-mounted load cell, the rotational range of the load cell around the X axis of rotation and / or the Y axis of rotation is limited to an angular range of less than + / - 12 degrees, preferably to a maximum of + / - 1 degree. This achieves a largely stress-free mounting of the load cell with minimal deformation of the surrounding components relative to each other.

[0041] In one embodiment, the two axes are advantageously supported by damping bushings. These accommodate the X and Y axes of rotation with essentially no play or friction and enable rotation of the X and Y axes of rotation within the damping bushings.

[0042] The damping bushing comprises an elastic layer as a force introduction damping means and as a force discharge damping means, which is arranged between a bushing and a bolt of the load cell, via which a force is introduced into the load cell or a force is discharged from the load cell.

[0043] Advantageously, the force introduction damping means and / or force dissipation damping means comprises material with permanently elastic properties.

[0044] The inventive arrangement makes the bearing torsionally flexible, meaning that the moment introduced into the load cell during tilting is primarily due to restoring moments of the elastic elements and is lower than the friction, in particular the static friction or "stick-slip effect" caused by the center deviation in spherical or crowned force introduction heads of the prior art. This type of bearing is virtually frictionless. Friction only occurs in the form of speed-proportional "internal friction due to deformation of the elastic elements." Alternatively or in addition to the damping bushing, other low-friction bearing types, such as rolling bearings or plain bearings, can be used.

[0045] A damping bushing comprises an elastic layer as a force introduction / damping means or as a force dissipation / damping means and / or as a force compensation means. This layer is arranged between a bushing and a bolt of the load cell, via which a force is introduced into the load cell or a force is dissipated from the load cell. The force is introduced via at least one support means for force introduction to at least one force introduction bushing, and the force is dissipated via at least one support means for force dissipation to at least one force dissipation bushing. The force introduction / damping means and the force dissipation / damping means comprise material with permanently elastic properties, for example, natural and / or synthetic rubber or plastic, or a metallic or non-metallic spring with defined deformability.

[0046] A damping bushing has radial and / or axial spring-loaded, elastic properties for damping and / or force compensation and has weak to strong damping properties and can rotate about an axis.

[0047] For example, rubber-metal bushings or other types of rubber or elastomer bushings, such as those containing carbon or carbon fiber or plastic, are particularly advantageous due to their friction-free and play-free properties, combined with wear-free damping and the property of longitudinal compensation and high strength.

[0048] The mounting of the two axes X and Y by means of damping bushings, for example rubber-metal bushings, is advantageous because the mounting is free of play and / or elastic in the radial direction and / or elastic in the axial direction, which results in negligible tension.

[0049] The two axes X and Y are mounted on damping bushings, providing defined damping and are torsionally flexible. This means that the moment introduced into the load cell during tilting is lower than with state-of-the-art spherical force introduction heads, where the moment introduced into the load cell during tilting is caused by the center deviation.

[0050] The damping bushings and their bearings are advantageously and optionally axially fixed in a rotationally movable manner by bearing fastening means, for example a sliding washer and / or a spring washer and / or a bolt, and / or a rivet and / or a screw relative to the respective support means for force introduction or force dissipation.

[0051] Under normal load conditions, the elastic layer of the damping bushing exhibits a defined first deformability in the radial direction and a defined second deformability in the axial direction, which is greater than the first deformability. This largely prevents tension between the rotational axis and the bearing support.

[0052] The elastic layer comprises, on the one hand, a spring constant or a modulus of elasticity, which each cause permanent elasticity, and, on the other hand, cause speed-proportional internal damping, in which vibration energy is extracted from the oscillating spring / mass system formed by the spring through friction.

[0053] The bearing has a defined torsional counterforce, which is very soft.

[0054] The stiffness values ​​of a damping bushing are largely determined by the nominal load or the maximum load on the damping bushing and thus by the damping bushing size. The range of motion can cover a wide range. This is a parameter that is partially dependent on the nominal load and is determined by the design requirements, for example, by a so-called "off-set" - Road use." This results in the following practical ranges of values ​​for the range of motion.

[0055] For a commercial vehicle body with, for example, four load cells and a permissible gross vehicle weight of 3.5 t to 810 t, a wide range of rated loads is possible for a gimbal load cell mount. The rated load of the load cell, and thus the mount, can vary considerably.

[0056] When scaled accordingly, this results in the following value ranges. For a nominal load related to the entire bearing of a load cell of 0.5 t to 150 t, corresponding to a maximum load without damage of 1.5 t to 300 t, the stiffness in the radial direction of a bushing is 6000 N / mm to 1800000 N / mm with a deformation of 0 mm to +-30 mm and the stiffness in the axial direction of a bushing is 230 N / mm to 70000 N / mm corresponding to a deformation of 0 mm to 50 mm, whereby this can advantageously be designed so that it can be limited by fixed stops to absorb high axial forces. The torsional stiffness of a bushing in these cases has a value range of 4 Nm / degree to 1300 Nm / degree with a rotary range of motion of 0 degrees to +-12 degrees, preferably from 0 degrees to 1 degree.

[0057] For a nominal load on a load cell of 8 t to 24 t, the preferred stiffness of a damping bushing in the radial direction is approximately 95,000 N / mm with a maximum deformation of 1 mm, and the stiffness of a damping bushing in the axial direction is approximately 3,800 N / mm with a maximum deformation of 2.5 mm. This stiffness can advantageously be limited by fixed stops in the design to absorb high axial forces. The torsional stiffness of a bushing in this case is 70 Nm / degree with a maximum rotary range of motion of +-4.4 degrees.

[0058] The elastic layer can have a defined first deformability in the range of 6000 N / mm to 1800000 N / mm in the radial direction per damping bush and can have a defined second deformability in the range of 230 N / mm to 70000 N / mm in the axial direction.

[0059] The cardanic bearing can have a torsional stiffness between 4 Nm / degree and 1300 Nm / degree per damping bushing.

[0060] In a further embodiment, the bearing in at least one bearing support optionally comprises, alternatively or in addition to a damping bush, a plain bearing, pin bearing, tip bearing, rolling bearing or a similar play-free or low-play bearing, which is optionally arranged between a rotational movement axis X and / or Y and the elastic layer or directly between a rotational movement axis X and / or Y and the bearing support.

[0061] The bearings according to the invention are free of play and friction, in particular, they are free of static friction, for example, without stick-slip. They are also low-wear. They have only negligible restoring torques.

[0062] The bearings according to the invention thus enable a play-free bearing or connection without force shunts with low tension and tilt compensation.

[0063] In one embodiment, a load cell with a double shear beam design is advantageously used. The double shear beam design, with its force introduction areas, provides an advantageous embodiment for connecting the bearing.

[0064] Further embodiments of the gimbal mounting of a load cell include a mounting frame in which the load cell is mounted in bearing supports of the mounting frame, rotatable about the rotation axis X or the rotation axis Y. A mounting frame is arranged between the vehicle body and the load cell.

[0065] In a first embodiment with a bearing frame, the force can be introduced via the Y axis of rotation, which is rotatably mounted in bearing supports of the bearing frame. The load cell can be firmly connected to the vehicle body for force transfer. The bearing frame advantageously has its own X' axis of rotation, via which the force is introduced at a defined angle, preferably 90 degrees, to the Y axis of rotation. In this embodiment, the gimbal mounting is provided by the rotatably mounted bearing frame in conjunction with the orthogonally rotatably mounted load cell.

[0066] In a second embodiment with a bearing frame, the force is transferred via the rotational axis X, which is rotatably mounted in bearing supports of the bearing frame. The load cell can be rigidly connected to the vehicle body for force transfer. The bearing frame can have its own rotational axis Y', via which the force is transferred at a defined angle, preferably 90 degrees, to the rotational axis X. In this embodiment, the gimbal mounting is provided by the rotatably mounted bearing frame in conjunction with the orthogonally rotatably mounted load cell.

[0067] In the present invention, forces perpendicular to the force measurement direction are transmitted via the load cell's bearings in addition to the force in the measurement direction. The load cell can be designed, for example, by arranging and connecting strain gauges in a bridge configuration so that the force components perpendicular to the force measurement direction have no significant influence on the measurement result. Alternatively, high forces perpendicular to the force measurement direction only occur when no measurement result is required. In any case, the load cell is designed so that it is not damaged by forces perpendicular to the force measurement direction of the corresponding magnitude.

[0068] The person skilled in the art will recognize that a mounting of a load cell according to the invention via damping bushings on the tank vehicle can also be used advantageously with a load cell that is not cardanically mounted.

[0069] A method for applying a body weighing system according to the invention to a commercial vehicle via at least one gimbal-mounted load cell basically comprises the following steps. - Provision of a tanker with a gimbal-mounted load cell - Measurement of the body weight at defined intervals - Determination of the difference between the two measured values ​​as a measure of the quantity of cargo delivered / picked up.

[0070] In particular, for the static determination of the quantity of delivered or picked up cargo, for example for use in determining the quantity of used oil taken into a tanker at a customer's site, - the following steps are carried out ◯ Measurement of body weight before delivery / admission ◯ Measurement of the body weight after delivery / admission ◯ Determination of the difference between the two measured values ​​as a measure of the quantity of discharged / collected cargo or for the dynamic determination of the quantity of discharged or collected cargo, for example for the automatic empty warning of spreading systems such as slurry vehicles or shutdown of the unloading process of a tanker when a target value of the quantity to be discharged is reached, as well as the control of discharge processes to limit discharge rates in tankers to protect the filled system, - the following steps are carried out ◯ Measurement of the body weight at short intervals (down to fractions of a second), ◯ filter the result depending on the application, for example by low-pass filter, ◯ Determination of parameters such as “current body weight” and “uptake / release rate”, ◯ Use of specific parameters for automated warnings, displays or process control or in monitoring to avoid critical operating conditions of the cargo - the following steps are carried out ◯ Measurement of the body weight, possibly weight values ​​of the individual load cells at short intervals (up to fractions of a second). ◯ Depending on the application, filter the result (e.g. low-pass filter) ◯ Determination of parameters such as “current body weight” and “uptake / release rate” ◯ Use of the specified parameters for automated warnings, displays or to intervene in the process. be implemented.

[0071] Examples of applications of the process steps include determining the loading or unloading quantity or monitoring overload conditions, particularly during driving operations by continuously measuring the body weight and comparing it with the target body weight, or monitoring, warning, and possibly automatic intervention in critical driving situations such as lateral tipping (e.g., due to crosswinds) by comparing the measured values ​​of individual load cells, possibly with each other, with values ​​for safe operation, or monitoring loss quantities, for example, monitoring and warning in the event of loss of cargo or removal quantities during operation (e.g., in slurry vehicles). 5. Brief description of the drawings

[0072] In the following, exemplary embodiments of the invention are described with reference to figures. Fig. 1 the perspective schematic diagram of a gimbal-mounted load cell, Fig. 2 the perspective schematic diagram of a gimbal-mounted load cell with damped force introduction and damped force dissipation, Fig. 3a the perspective view of a practical example of a load cell, Fig. 3b shows the recording of an introductory force and a discharging force via a load cell. Fig. 4 the perspective view of a practical example of the connection of a cardanically mounted load cell, Fig. 5 the perspective view of a practical embodiment of a cardanically mounted load cell with force introduction and force discharge components, and Fig. 6 the perspective view of a practical embodiment of the bearing fastening means of a cardanically mounted load cell, Fig. 7a a bearing frame with load cell, Fig. 7b a load cell without support frame, and Fig. 7c a single support frame without load cell. 6. Detailed description

[0073] Embodiments of the present invention are described below by way of example only. These examples represent the best ways of practicing the invention currently known to the applicant, although they are, of course, not the only ways in which this could be achieved. The description sets forth the functions of the example and the sequence of steps for designing and operating the example. However, the same or equivalent functions and sequences may be achieved by other examples.

[0074] Fig. 1 shows the perspective basic representation of a gimbal-mounted load cell 1. The tank vehicle with gimbal-mounted load cell 1 comprises a gimbal mounting of at least one load cell 1, in which the force is introduced via two bearing supports of a first rotational movement axis Y of the load cell 1 and the force is dissipated via two bearing supports of a second rotational movement axis X of the load cell 1, wherein the rotational movement axes X and Y are at a defined angle, preferably of 90 degrees, to one another and intersect one another or have a defined distance of 0.01 mm to 100 mm from one another. Fig. For the sake of clarity, Figure 1 shows, as an example, only one force introduction plane 100 and one force dissipation plane 200. Each of the bearing supports comprises the direction vectors xF, yF and zF, which define the installation position and orientation of the bearing in the vehicle body and spans a force introduction plane 100 or a force dissipation plane 200 in each bearing support.

[0075] A force is introduced via at least one first component vector F11, F12 within a force introduction plane 100, which penetrates the rotational movement axis X perpendicularly or in an angular range 101 from +-0.05 degrees to +-10 degrees, preferably from +-0.05 degrees to 6 degrees, and a force is dissipated via at least one second component vector F21, F22 within a force dissipation plane 200, which penetrates the rotational movement axis Y perpendicularly or in an angular range 201 from +-0.05 degrees to +-10 degrees, preferably from +-0.05 degrees to +-6 degrees. The at least first component vector F11, F12 for force introduction runs at a defined angle to the force dissipation plane 200 and the at least second component vector F21, F22 F21', F22' for force dissipation runs at a defined angle to the force introduction plane 100. This enables the required tilt compensation according to the invention.The differences in direction and magnitude acting on the load cell 1 between the at least first component vector F11, F12 for force introduction and the at least second component vector F21, F22 for force dissipation can be selectively evaluated by an electrical analog and / or digital evaluation unit (not shown) connected to the load cell 1. The electrical analog and / or digital evaluation unit calculates the contact weight on the at least one load cell 1 of the tanker vehicle, taking tilting and / or torsional moments into account.

[0076] The X and Y axes of rotation are advantageously perpendicular to each other or at a defined angle. The X and Y axes of rotation are spaced within a range of 0 mm to +- 100 mm. They are preferably positioned as close to each other as possible or intersect. This range is very close to the load cell, or within the load cell, to achieve the most moment-free tilt compensation of the load cell.

[0077] Based on the thus determined weight of the tank on the vehicle chassis, the evaluation unit determines the quantity of fluid and / or bulk material delivered and / or supplied.

[0078] The rotational movement axes X and Y already ensure a largely tension-free mounting of the load cell 1 with minimal deformation of the surrounding components relative to one another.

[0079] The X and Y axes of rotation don't have to be exactly perpendicular to each other. Nor do they have to intersect exactly. However, for proper function, they shouldn't be too far apart.

[0080] The X and Y axes of rotation do not need to be fixed in position. Joints or bearings with a moving instantaneous center or instantaneous axis can also be used.

[0081] The support means 11, 12, 21, 22 for supporting the rotary movement axes X and Y can also be located on one side of the force introduction of the load cell if an optional support frame is used.

[0082] Forces perpendicular to the force measurement direction are also transmitted via the bearings of the X and Y axes and thus to load cell 1. Load cell 1 is either designed so that these force components have no significant influence on the measurement result, or the forces perpendicular to the force measurement direction only occur when no measurement result is required. In any case, load cell 1 is designed so that it is not damaged by transverse forces of corresponding magnitude.

[0083] In a preferred embodiment of the tank vehicle with a gimbal load cell 1, the rotational range of the load cell 1 about the rotational axis X and / or about the rotational axis Y is limited to an angular range 101, 201 of up to + / - 12 degrees, preferably up to + / - 1 degree. This achieves a largely stress-free mounting of the load cell 1 with minimal deformation of the surrounding components relative to each other.

[0084] Fig. Figure 2 shows in principle and perspective a gimbal-mounted load cell 1 with damped force introduction and damped force dissipation. The force introduction and the force dissipation take place via damped spring-mass elements of force introduction-damping means 112, 122, and force dissipation-damping means 212 and 222, respectively. Each of these spring-mass elements 112, 122, 212 and 222 comprises a bearing of the rotary movement axes X and Y by damping means, such as rubber-metal bushings, comprising force introduction bushings 110, 120, force introduction bolts 111, 121 and force introduction-damping means 112, 122 or force dissipation bushings 210, 220, force dissipation bolts 211, 221 and Force dissipation damping means 212, 222 (shown in Fig. 3a and Fig. 3b).

[0085] This bearing arrangement is advantageous because it is free of play, somewhat elastic in the radial direction and very elastic in the axial direction, resulting in negligible stress.

[0086] The two rotary axes X and Y are mounted on damping bushings, providing defined damping and are very torsionally flexible. As a result, the moment introduced into the load cell 1 during tilting is lower than with state-of-the-art spherical force introduction heads, where the moment introduced into the load cell during tilting is caused by the center deviation.

[0087] The damping is achieved, on the one hand, by the elastic and resilient properties of the damping material of the force introduction damping means 112, 122 and the force dissipation damping means 212, 222, and, on the other hand, by the conversion of kinetic energy into frictional heat through the elastic and resilient properties of the damping material. The resulting frictional heat is advantageously dissipated to the force introduction support means 11, 12 and the force dissipation support means 21, 22 by the highly heat-conducting metallic bolts and / or bushings connected to the damping means.

[0088] The elastic layer of the damping means 112, 122, 212, 222 has a defined first deformability in the radial direction and a defined second deformability in the axial direction, which is greater than the first deformability. This largely prevents tension between the rotational movement axis X, Y and the bearing support 11, 12, 21, 22.

[0089] The elastic layer of the damping means 112, 122, 212, 222 comprises, on the one hand, a spring constant or a modulus of elasticity, which causes the permanent elasticity, and, on the other hand, an internal damping, in which vibration energy is extracted from the oscillatable spring / mass system formed with the spring by friction.

[0090] The bearing has a defined torsional counterforce, which is very soft.

[0091] Fig. Figure 3a shows a perspective view of a practical example of a load cell.

[0092] The force is introduced, for example, via force introduction bolts 111, 121 parallel to the rotational movement axis Y. The force components F11, F12 caused by the tank trailer or the like are transferred via force introduction bolts 111, 121 via the support means for force introduction 11, 12 (shown in Fig. 5) into the gimbal-mounted load cell 1.

[0093] The force is transferred, for example, via force transfer bolts 211, 221 parallel to the rotational movement axis X. The force components F21, F22 caused by the tank trailer or the like are transferred via force transfer bolts 211, 221 via the support means for force introduction 21, 22 (shown in Fig. 5) from the gimbal-mounted load cell 1 to the vehicle chassis.

[0094] The force is introduced into the force introduction bolts 111, 121 of the load cell 1 via the force introduction bushings 110, 120 and the force introduction damping means 112, 122.

[0095] The force is transferred from the force transfer bolts 211, 221 of the load cell 1 via the force transfer bushings 210, 220 and the force transfer damping means 212, 222.

[0096] Fig. Figure 3b shows a representation of the detection of an introductory force and a discharging force via a load cell.

[0097] The force introduction components F11, F12 act on the force introduction bushings 110, 120 and the force introduction damping means 112, 122, which transfer the force components to the force introduction bolts 111, 121 as force components to the rotational movement axis Y of the load cell 1. From the load cell 1, the force components F21, F22 are transferred to the force introduction bushings 210, 220 via the force transfer bolts 211, 222 and the force transfer damping means 212, 222.

[0098] The force introduction via bearing supports to the force introduction bushings 110, 120 is carried out via support means for force introduction 11, 12 (shown in Fig. 5).

[0099] The force transfer via bearing supports to the force transfer bushings 210, 220 is carried out via support means for force transfer 21, 22 (shown in Fig. 5).

[0100] The differences in direction and magnitude acting on the load cell 1 between the at least first component vector F11, F12 for force introduction and the at least second component vector F21, F22 for force dissipation can be selectively evaluated by an electrical analog and / or digital evaluation unit (not shown) connected to the load cell 1 via an electrical measurement signal 10. The electrical analog and / or digital evaluation unit calculates the contact weight F'total from this, taking into account tilting and / or torsional moments (see Fig. 1, Fig. 2. and Fig. 4), on at least one load cell 1 of the tank vehicle.

[0101] Fig. Figure 4 shows a perspective view of a practical example of connecting a gimbal-mounted load cell with a section along the rotational movement axes X and Y.

[0102] Fig. Figure 5 shows a perspective view of a practical embodiment of a gimbal-mounted load cell with force introduction and force output components.

[0103] The load cell 1 is cardanically mounted between the rotational movement axis Y in the support means for force introduction 11 and 12 and the rotational movement axis X in the support means for force dissipation 21 and 22.

[0104] Fig. 6 shows the perspective view of a practical embodiment of the bearing fastening means of a cardanically mounted load cell 1 from Fig. 5 with a section along the rotational movement axes X and Y. The force introduction damping means 112 and force output damping means 222 shown are arranged between the support means 11 and 22 and the force introduction bolt 111 and the force output bolt 221 of the load cell 1.

[0105] Fig. Figure 7a shows a bearing frame with a load cell. The gimbal mounting of the load cell 1 comprises a bearing frame 30, in which the load cell 1 is mounted so as to be rotatable about the rotation axis Y in bearing supports of the bearing frame 30. In this embodiment, the bearing frame 30 provides the other rotation axis X'.

[0106] The force is introduced via the force introduction components F11, F12, first onto the bearing frame 30 and from there via the rotation axis Y, which is rotatably mounted in bearing supports of the bearing frame 30. The load cell 1 is firmly connected to the vehicle body via the force introduction components F21, F22 for force dissipation.

[0107] The bearing frame 30 has its own rotational axis X', via which the force is introduced at a defined angle, preferably 90 degrees to the rotational axis Y. In this embodiment, the cardanic bearing is provided by the rotatably mounted bearing frame 30 in conjunction with the orthogonally rotatably mounted force measuring cell 1.

[0108] Fig. 7b shows a load cell 1 individually without the support frame 30 of the aforementioned embodiment.

[0109] Fig. 7c shows a support frame 30 individually without load cell 1 of the aforementioned embodiment. List of reference symbols used: 1 load cell 10 electrical measuring signal 11, 12 Supporting means for force introduction 21, 22 Supporting elements for force dissipation 30 storage frames 100 force introduction level 110, 120 force introduction bushing 111, 121 force introduction bolts 112, 122 Force introduction damping agents 200 force dissipation level 210, 220 force transfer bushing 211, 221 force transfer bolts 212, 222 Force dissipation damping agents F'total contact force on a load cell F11, F12 force introduction component F21, F22 force dissipation component F21', F22' X, Y, rotation axis X', Y' x, y, z direction vectors of the load cell xF, yF, zF direction vectors in a bearing support

Claims

[1] Tank vehicle with a gimbal-mounted load cell (1) for weighing fluid quantities and / or bulk material within a vehicle body of a self-propelled and / or externally propelled commercial vehicle, wherein the vehicle body has at least one tank for holding a fluid tank medium and / or at least one tank for holding bulk material, characterized by that a cardanically mounted force measuring cell (1) is provided which comprises a cardanic bearing of at least one force measuring cell (1), in which the force is introduced via a first rotational movement axis Y of the force measuring cell (1) and the force is dissipated via a second rotational movement axis X of the force measuring cell (1), wherein the rotational movement axes X and Y are in the reference position and intersect or have a defined distance from one another and wherein the cardanic bearing of the rotational movement axis X and / or the rotational movement axis Y comprises a damping bush. [2] Tank vehicle according to claim 1, characterized by that the rotational movement range of the force measuring cell (1) about the rotational movement axis X with respect to the directional coordinate yF of a bearing support and / or about the rotational movement axis Y with respect to the directional coordinate xF of a bearing support is limited to an angular range of less than +-12 degrees, preferably to less than +-1 degree. [3] Tank vehicle according to claim 2, characterized by that the cardanic bearing of the rotary axis X and / or the rotary axis Y comprises a plain bearing or a rolling bearing or a pin bearing. [4] Tank vehicle according to claim 3, characterized bythat the damping bushing comprises an elastic layer as force introduction damping means (112, 122) and as force discharge damping means (212, 222), which is arranged between a bushing and a bolt of the force measuring cell (1), via which a force is introduced into the force measuring cell or a force is discharged from the force measuring cell (1). [5] Tank vehicle according to claim 4, characterized by that force introduction damping means (112, 122) and / or force dissipation damping means (212, 222) comprise material with permanently elastic properties. [6] Tank vehicle according to claim 3 to claim 5, characterized by that the gimbal bearing includes a rubber-metal bushing. [7] Tank vehicle according to one of the preceding claims 4 to 6, characterized bythat the elastic layer per damping bushing has a defined first deformability in the radial direction in the range from 6000 N / mm to 1800000 N / mm and a defined second deformability in the axial direction in the range from 230 N / mm to 70000 N / mm. [8] Tank vehicle according to one of the preceding claims 4 to 7, characterized by that the cardanic bearing per damping bushing has a torsional stiffness between 4 Nm / degree and 13ooNm / degree. [9] Tank vehicle according to one of the preceding claims, characterized by that the force is introduced via at least one support means for force introduction (11, 12) to at least one force introduction bushing (110, 120) and the force is dissipated via at least one support means for force dissipation (21, 22) via at least one force dissipation bushing (210, 220). [10] Tank vehicle according to one of the preceding claims, characterized bythat the cardanic bearings are fixed in a rotationally movable manner by means of bearing fastening means. [11] Tank vehicle according to claim 1 or 4, characterized by that the damping bushing comprises a play-free bearing which is arranged between the rotational movement axis X and / or rotational movement axis Y and the elastic layer. [12] Tank vehicle according to one of the preceding claims, characterized by that a bearing frame (30) is arranged between the vehicle body and the load cell (1). [13] Tank vehicle according to claim 1, characterized by that the defined distance between the rotary axes X and Y is between 0.01 mm and 100 mm [14] Method for determining a discharged and / or supplied quantity of fluid and / or bulk material from at least one tank container, comprising the following steps: - Providing a tank vehicle with a gimbal-mounted load cell (1) according to one of claims 1 to 13, - Measurement of the body weight at defined intervals - Determination of the difference between the two measured values ​​as a measure of the quantity of cargo delivered / picked up. [15] A method according to claim 14, comprising the following steps: - Measurement of body weight before delivery / admission - Measurement of the body weight after delivery / admission - Determination of the difference between the two measured values ​​as a measure of the amount of cargo delivered / picked up.

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