Method for estimating the variation in load distributed on a trailer of a stationary convoy

Abstract

A method for estimating the load variation carried by a mounted assembly of a convoy generated by loading the trailer's cargo volume while stationary, comprising the following steps: Loading the trailer; Recording the internal pressure P of the fluidic cavity of the equipped mounted assembly; Recording the internal temperature T of the fluidic cavity of the equipped mounted assembly; Evaluating a volume variation ΔV of the equipped mounted assembly using the recorded internal pressure P and internal temperature T with an adiabatic fluid transformation model, the fluid exhibiting ideal gas behavior; and Estimating a load variation ΔZ carried by the equipped mounted assembly using a second function comprising as parameters the evaluated intermediate volume variation ΔV and the flattening stiffness of the mounted assembly per unit volume KP. Figure for the abstract: Fig. 3

Description

Title of the invention: Method for estimating the variation in load distributed on a trailer of a stationary convoy Scope of the invention

[0001] The present invention relates to the field of real-time determination of the applied quasi-static load, and in particular the load variation generated by loading the cargo volume of a trailer in a convoy comprising the trailer coupled to a tractor unit, especially when the convoy is stationary. Technological background

[0002] Obtaining the quasi-static load applied to a stationary trailer makes it possible to determine whether the trailer, or each of its axles, is in a safe condition before it is even set in motion. This makes it more reliable and ensures compliance with safe operating conditions. Indeed, determining the load applied to inflatable systems, such as mounted assemblies, generally requires a balancing scale. It is not easy to determine this load outside of specific loading locations, such as quarries where the trailer is loaded. In order to assess, outside of these specific locations, the load carried by the trailer as well as by each axle of the trailer, it is possible to evaluate the load carried by each mounted assembly of the trailer by measuring the tire's contact patch on the ground.While it is possible to measure static pressure using a system to quantify it by placing the measuring device between the inflatable tire and the ground, its implementation is not straightforward, and the accuracy of the measurement depends on the correct positioning of the measuring device. Another alternative is to assess the contact patch size under driving conditions by measuring the tire deformation per wheel rotation. Using a mathematical model that links the tire type, inflation pressure, and the external dimensions of the contact patch, the load applied to the tire can then be calculated. Unfortunately, this measurement is taken under driving conditions. Therefore, the trailer may no longer be operating within its safe operating range at the time of the measurement.Furthermore, the accuracy of these measurements is challenging for very heavy loads where the tire deformation, which determines load variations, tends to stabilize along the circumferential direction, which is generally the direction in which the tire deformation measurement is measured.

[0003] The objects and methods of the invention that follow are aimed at solving the problem of measuring the variation in load carried by the trailer in The absence of an external measurement system on the trailer, meaning one that can be used at any time without a specific measuring device, is a significant factor. This load variation is generated by loading or unloading the trailer's cargo. Furthermore, this assessment is performed while the trailer is stationary, allowing for a determination of the trailer's load safety criteria before any imminent movement of the convoy. Description of the invention

[0004] The invention relates to a method for estimating the variation in load carried by a mounted assembly of a convoy, i.e. comprising a tractor vehicle and a trailer, generated by the loading of the trailer's cargo volume while stationary, comprising the following steps: • In the preliminary phase, that is, before loading the trailer: • Equip at least one mounted assembly of the convoy in contact with the ground with at least one pressure sensor, the at least one sensor being capable of measuring the internal pressure of the fluidic cavity of the mounted assembly delimited by at least one pneumatic envelope, preferably at least one mounted assembly in contact with the ground of each axle of the convoy, very preferably all mounted assemblies in contact with the ground of the convoy; • Equip at least one mounted assembly with at least one temperature sensor, at least one sensor being capable of measuring the internal temperature of the fluidic cavity of the mounted assembly equipped; • Determine the initial load ZI applied to at least one assembled unit equipped with the convoy; • Determine the initial inflation pressure PI of the fluidic cavity of at least one assembled convoy equipped; • Determine the initial internal temperature Tl of the fluidic cavity of at least one assembled unit equipped with the conveyor; • Evaluate the initial volume VI of the fluidic cavity of at least one assembled unit using a first function comprising as parameters the volume V0 of the fluidic cavity of the unloaded assembled unit inflated to the initial pressure PI and the flattening stiffness of the assembled unit per unit volume KP; and • Evaluate the number of moles of fluid nor of the fluidic cavity of at least one assembled unit equipped from a model taking into account the inflation pressure PI, the initial volume V and the temperature Tl; • During the main phase, i.e., when the trailer is being loaded: • Load the trailer's cargo volume; • Record the internal temperature T of the fluidic cavity due to minus a fully assembled and equipped unit; • Record the internal pressure P of the fluidic cavity of at least one mounted and equipped assembly; • Evaluate an intermediate volume change AV of at least one assembled unit using the recorded internal pressure P and internal temperature T from an adiabatic fluid transformation model, the fluid exhibiting ideal gas behavior; and • Estimate a load variation carried AZ by the at least one mounted assembly equipped using at least one second function, the at least one second function including as a parameter the evaluated intermediate volume variation AV and the flattening stiffness of the mounted assembly per unit volume KP.

[0005] According to a preferred embodiment, in the preliminary phase, the method includes a step of determining an evolution law of the internal pressure P of the fluidic cavity from the internal temperature T during an adiabatic transformation of the fluid in the fluidic cavity of at least one mounted, equipped, inflated and charged assembly; in the main phase, the method includes a step of extracting the variation of internal temperature T' generated by the adiabatic transformation of the fluid alone from the recording of the internal temperature T.The process includes a step of determining an internal pressure P' of the fluidic cavity from the internal temperature T' and the evolution law determined in the preliminary phase, and the step of evaluating the volume variation AV includes a first phase where the evaluation is carried out with the determined internal pressure P' and the extracted internal temperature T', and at least a second phase where the evaluation is carried out with a portion of the internal temperature T recorded outside a time frame corresponding to the extracted internal temperature variations T' and a portion of the recorded internal pressure P outside said time frame.

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

[0007] According to another preferred embodiment, the process includes a step of determining a law of evolution of the internal temperature T of the fluidic cavity at starting from the internal pressure P during an adiabatic transformation of the fluid in the fluidic cavity of the inflated and charged inflatable system, in the main phase, the process includes a step of extracting the variations of internal pressure P” generated by the adiabatic transformation of the fluid alone from the recording of the internal pressure P,The process includes a step of determining an internal temperature T” of the fluidic cavity of the inflatable system from the internal pressure P” and the evolution law determined in the preliminary phase, and the step of evaluating the volume variation AV includes a first phase where the evaluation is carried out with the extracted internal pressure P’’ and the determined internal temperature T’’ and at least a second phase where the evaluation is carried out with a portion of the internal pressure P recorded outside a time frame of the extracted internal pressure variations P” and a portion of the recorded internal temperature T outside said time frame.

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

[0009] The method for determining the variation in applied load comprises two successive phases. The first phase consists of identifying the intrinsic parameters of the assembly before the trailer of a convoy is loaded. This constitutes the installation of the measurement system by means of setting up measurement systems at the level of the components connecting the convoy to the ground, including the assembled units such as the trailer axles and the axles of the tractor vehicle, and the identification of the initial parameters of the assembled units such as the volume of the fluidic cavity, the quantity of fluid contained in the closed volume defined by the fluidic cavity, the load initially applied to the assembled units of the convoy, the internal temperature of the fluidic cavity, and the inflation pressure of the fluidic cavity of each assembled unit.Intuitively, the nature of the fluid is assumed to be known in order to estimate the amount of fluid trapped in the fluidic cavity.

[0010] The second phase represents the step of evaluating the load variation applied to a mounted assembly of the convoy equipped with an electronic device due to the loading of the trailer's cargo volume, either in a single step or through several successive steps. The electronic device, comprising a pressure sensor and a temperature sensor, manages and conditions the recording of the fluid parameter measurements. Thus, recordings of the inflation pressure and the internal temperature of the fluidic cavity of the mounted assembly equipped with a Electronic devices are activated during trailer loading. The temporal changes in the physical quantities of the fluidic cavity during the transient phase are significant. The trailer loading stage triggers an initial transformation corresponding to the work generated by this additional load. This transformation is akin to an adiabatic, or rapid, process, which predominates over the second transformation. Following this rapid transformation, a slower transformation occurs, corresponding to the thermal equilibrium of the fluidic cavity with the external environment through the external surfaces of the assembled unit. This equilibrium is necessary due to the change in the internal temperature of the fluidic cavity associated with the work generated by the additional load. This thermal equilibrium is slower to achieve because of the thermal inertia of the components of the assembled unit, particularly the tire.Furthermore, thermal equilibrium generally has a smaller impact on the volume change of the fluidic cavity than the work-related transformation. Therefore, it is possible to use different sampling frequencies for the physical quantities, temperature and pressure. However, the same sampling frequency can also be used for both sensors.

[0011] Optionally, if the internal temperature evolution is not suitable for observing the first fluid transformation, linked, for example, to a temperature sampling frequency that is too low, by using the variation in the inflation pressure of the fluidic cavity, it is possible to determine the internal temperature variation of the fluidic cavity fluid, which is determined for this purpose by the evolution law previously established in the preliminary phase. This evolution law links the internal temperature variation T associated with the internal pressure variation P of the assembly during an adiabatic transformation of the fluid when it is under operating conditions, in particular to the load ZI around the inflation pressure PI and the temperature TL. This evolution law can be a fixed value or derived from an experimental characterization or a numerical simulation of the assembly under consideration.

[0012] It therefore converts the measurement of internal fluid pressure in the fluidic cavity and a determination of the internal fluid temperature generated for the adiabatic transformation only.

[0013] Next, it is possible to evaluate a first intermediate volume variation using a fluid model undergoing an adiabatic transformation. Here, the term adiabatic means that the transformation the fluid undergoes due to the trailer loading step occurs without heat exchange between the fluidic cavity and the exterior of the assembled unit, which implies that it is rapid. Therefore, using only the variation in the measured inflation pressure and the The internal temperature variation, determined using the measurement of the internal pressure variation and the evolution law linking the internal temperature variation T associated with the internal pressure variation P of the assembled unit, allows us to estimate the initial volume change of the fluidic cavity generated by the loading or unloading of the trailer, the fluid having undergone an adiabatic transformation. We will make the perfectly reasonable assumption, for air or nitrogen, that the fluid, in its gaseous state, within the cavity of the assembled unit equipped with the convoy is an ideal gas.

[0014] Next, a second intermediate volume change is evaluated using a second fluid transformation. This second transformation is associated with the thermal equilibrium of the fluid with the surroundings through the components of the assembled unit, primarily the tire. The second volume change experienced by the assembled unit following this second transformation is then evaluated using the internal temperature and pressure changes recorded in the fluidic cavity during the transient phase related to the trailer loading stage but subsequent to the first fluid transformation, that is, when the inflation pressure has changed its temporal evolution a second time.Accounting for this second volume change ensures greater accuracy in evaluating the fluidic cavity's volume variation, thereby improving the precision of the load variation measurement at the level of the assembled and equipped unit. However, the first intermediate volume change is sufficient for estimating, to a first order of magnitude, the initial overload applied to the assembled unit. Subsequently, a possible second loading or unloading stage takes place at the trailer's loading volume. This second stage can be broken down into two successive fluid transformations, as in the previous loading stage.Continuous measurement during the various loading and unloading stages of the trailer allows for a precise estimation of the volume change within the fluidic cavity of the assembled and equipped unit. This is because the starting point before each new loading stage is measured with respect to the internal pressure and temperature of the fluid, and the internal volume of the fluidic cavity can thus be determined. Therefore, knowing the initial point and recording the fluid parameters during each new loading stage, the internal volume change during the second loading stage, up to the next loading stage, or the thermomechanical equilibrium of the fluid within the fluidic cavity, can be easily determined.

[0015] Optionally, if the evolution of the internal pressure is not suitable for observing the first transformation of the fluid, linked for example to an internal pressure sampling frequency that is too low, using the variation of temperature Given the internal temperature of the fluidic cavity, it is possible to determine the variation in internal pressure of the fluid within the fluidic cavity. This variation is determined by a previously established evolution law. This evolution law links the variation in internal temperature T associated with the variation in internal pressure P of the assembled system during the adiabatic transformation under operating conditions, specifically the load ZI applied around the inflation pressure PI and the temperature Tl. This evolution law can be a fixed formula or derived from an experimental characterization or a numerical simulation of the inflatable system under consideration.

[0016] It therefore converts the measurement of the internal temperature of the fluid of the fluidic cavity and a determination of the internal pressure of the fluid generated for the adiabatic transformation only.

[0017] As before, it is possible to evaluate a first intermediate volume change using a fluid model undergoing an adiabatic transformation. Therefore, using only the measured internal temperature change and the internal pressure change determined by the evolution law based on the temperature change of the fluidic cavity, it is possible to estimate the first volume change of the fluidic cavity generated by the work related to loading or unloading the trailer, the fluid being an ideal gas having undergone an adiabatic transformation.

[0018] Preferably, a second intermediate volume change is evaluated using a second fluid transformation. This second transformation is associated with the thermal equilibrium of the fluid with the surroundings through the components of the assembled unit, primarily the tire. The second volume change experienced by the assembled unit following this second transformation is then evaluated using the internal temperature and pressure changes recorded in the fluidic cavity during the transient phase related to the trailer loading but subsequent to the first fluid transformation, that is, when the internal temperature has changed its temporal evolution a second time.Taking this second volume variation into account ensures greater accuracy in evaluating the fluidic cavity volume variation, thereby improving the accuracy of measuring the load variation at the level of the assembled unit. However, the first intermediate volume variation is sufficient for estimating, to a first order of magnitude, the initial overload applied to the assembled unit.

[0019] Of course, taking into account the variation in external temperature to the assembled unit resulting from the thermal equilibrium of the assembled unit also makes it possible to refine the measurement of the second volume variation, generated by the loading of the trailer, at the level of the inflatable systems equipped. However, in a simple approach, the assembled unit being preferably in a thermo-mechanically stable state, it is possible to take as the external temperature the initial internal temperature Tl of the fluid in the fluidic cavity of the assembled unit.

[0020] These two transformations can occur at each time increment or one after the other over a period of time measurements. These evaluations of the intermediate volume variation must be made with measurements during the transitional period of trailer loading until the mechanical and possibly thermal equilibrium of the assembled convoy units is established. Once these equilibria are established, the temperature and pressure variations of the fluidic cavity are infinitesimal; it is then in a new thermomechanically stable state.Generally, when a trailer is loaded through a series of operations, thermomechanical equilibrium does not have time to establish itself between successive operations. It is therefore necessary to monitor the continuous evolution throughout the trailer loading process, taking the thermomechanical state of the fluid as the starting point before each new work associated with a loading operation. Since this is evaluated continuously, the volume variation of the assembled and equipped system is accurate.

[0021] Therefore, if the variations in internal pressure and internal temperature are satisfactory to identify all phenomena, it is possible to evaluate the intermediate volume variation associated with a loading stage of the trailer load by directly using the measured internal pressure variation and the measured internal temperature variation by solving a differential equation taking into account that the fluid is a perfect gas, that the fluid undergoes an adiabatic transformation and that the fluid is in thermal equilibrium with the external environment through the components of the assembled system, mainly the tire.

[0022] Finally, it should be noted that the determination of the first transformation of the fluid related to the work associated with the additional charge, its beginning and its end, is carried out by calculating the derivative and / or the second derivative of the variation of the fluid parameter in order to detect the change in the rate of evolution of these parameters.

[0023] Once the intermediate volume variation for the equipped assemblies has been evaluated, the associated static load variation resulting from the trailer loading on each equipped assembly of the convoy must be evaluated. To do this, the intermediate volume variation of each equipped assembly must be transformed into an equivalent load variation. For this purpose, a characteristic of the assembly, in particular that of the assembly's tire, called the flat-set rigidity per unit volume KP, must be taken into account. This quantity makes it possible to relate the load variation carried by The assembly is subject to the variation in volume of the fluidic cavity generated by the variation in load, the assembly being compressed onto a plane perpendicular to the applied load. This characteristic can, of course, be a fixed value or obtained through experimental characterization of the assembly or deduced from a numerical simulation campaign of the same assembly. The assembly must be in operating conditions close to those observed in the preliminary phase, i.e., around the internal temperature T1 and around the inflation pressure PI. Generally, this flattening rigidity of the assembly is a value defined locally around the initial operating point of the assembly in the frame of reference associated with the internal pressure P, the internal temperature T, and the volume of the fluidic cavity V.

[0024] Preferably, before the main step, the at least one mounted and equipped assembly is in a thermo-mechanically stabilized state.

[0025] It is preferable that the transient phenomena recorded by the sensors of the electronic device be due solely to the disturbance of the trailer's equilibrium or that of other elements of the convoy generated by its loading before the start of the recordings. Thus, other disturbances do not influence the sensor response, which improves the accuracy of the load variation evaluated by the method. However, if the disturbance of the convoy's equilibrium occurs on a different timescale than the disturbance associated with loading the trailer, or if this disturbance results in lower amplitudes of the sensor responses of the electronic device, the method remains entirely valid.Once the various successive loading operations have been carried out, it is necessary to wait until the assembled unit is thermomechanically stable in order to have the best possible accuracy on the variation of load and therefore the load carried by the assembled unit.

[0026] Advantageously, the temperature sensor and the pressure sensor are fixed on the internal surface of the pneumatic casing of the assembled unit.

[0027] It is advantageous for sensors measuring low-amplitude transient phenomena to be placed close to the occurrence of these transient phenomena so as not to be masked by measurement noise. Thus, for example, in the presence of a centralized tire inflation pressure system, it is advantageous for the sensors to be located at the level of the tire assembly and not at the level of the centralized system. Similarly, if the sensors are placed on the inner surface of the tire assembly delimiting the fluidic cavity, the measurement will be less accurate than if the sensors are mounted on the rim of the tire assembly due to the greater distance between the measurement point and the occurrence of the physical phenomenon acting on the inner surface of the tire, due to the transient nature of the phenomenon. physical.

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

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

[0030] Thus, it is possible to evaluate small variations in volume and therefore small variations in charge.

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

[0032] A high acquisition frequency is useful for capturing the first, rapid transformation of the fluid. The same acquisition frequency can certainly be used for both sensors, but this is not mandatory thanks to alternative methods for estimating the adiabatic transformation of the fluid.

[0033] According to a particular embodiment, the determination of the initial volume V0 takes into account the geometry of the assembly mounted unloaded and inflated to a reference pressure PO, preferably the pressure PO is the initial pressure PI.

[0034] Advantageously the geometry of the assembled unit is determined using an identifier of the equipped assembled unit, preferably obtaining the identifier of said assembled unit is achieved by a radio frequency interrogation of an electronic device located on the assembled unit.

[0035] To initiate the measurement system and in particular the determination of the initial volume VI of the fluidic cavity, it is necessary to determine the volume V0 of the fluidic cavity which corresponds to the volume delimited by the unloaded assembled unit, that is to say that the assembled unit has a reference inflation pressure PO which is preferably the initial pressure PI.

[0036] To determine this volume V0, the geometry of the assembled tire must be known for a reference inflation pressure PO. It is realistically assumed that the rim geometry of the assembled tire is not influenced by the inflation pressure. These geometries can be accessed via a database of the assembled tires. Knowing the identity of the assembled tire allows the correct geometry to be isolated from this database. The identity of the assembled tire can be obtained through optical scanning of the regulatory markings affixed to the outer surface of the tire.The identity can also be transmitted by radio frequency interrogation of an electronic device present on the assembly mounted such as an RFID tag (acronym for Radio Frequency Identification), a TMS (acronym for Tyre Mounted Sensor), in the case of a tire, mounted on the inner liner of the tire or a TPMS (acronym for Tyre Pressure Monitoring System) mounted on the rim. wheel of an assembled unit.

[0037] Preferably, the load variation AZ of the at least one mounted and equipped assembly is estimated by a first relation according to the following formula: [MATH 1] AZ = K? * P » AK = Kp « P * (V;xs — IÇ) , °where KPP is the pneumatic flattening stiffness of the mounted assembly per unit volume.

[0038] This is a simple and elementary model that relates the variation in load applied to the assembled unit to the variation in volume of the fluidic cavity of the assembled unit between a first state, for example unloaded, of volume V; and a second state of volume Vi+i, the inflation pressure P of the fluidic cavity and the pneumatic stiffness of the assembled unit corresponding to the assembly lying flat on a contact plane, at a global level, that is to say, regardless of the pressure P, the volume V and the temperature T. Through this model, it is assumed that the structural stiffness of the assembled unit is negligible compared to its pneumatic stiffness, which is a realistic assumption for an air bladder. However, it is perfectly possible to take into account the structural stiffness of the assembled unit in the preceding formula by adding it to the product of the pneumatic stiffness and the inflation pressure.If one of the states of the assembled unit corresponds to a zero load applied to the assembled unit, the change in load carried then corresponds directly to the load carried by the assembled unit in the other volume state.

[0039] According to an advantageous embodiment, the volume variation AV of at least one assembled and equipped unit is estimated by solving a differential equation of the following form: [MATH 2] pp. , and of P ~n \77 VO 0 0 / With [MATH 3] / p\ U ~ | V j , where P is the internal pressure, V is the internal volume and T is the internal temperature of the fluidic cavity.

[0040] This differential equation describes the relationship between the fluid parameters of the cavity of the assembled system, which are governed on the one hand by an adiabatic transformation of the fluid and on the other hand by the fact that the fluid is an ideal gas. Thermal equilibrium with the external environment is taken into account by directly measuring the internal temperature of the fluidic cavity and, if necessary, the temperature of the environment external to the assembled system.

[0041] The invention also relates to a method for estimating the variation of the load load carried by a trailer generated by the loading of the trailer's loading volume of a stationary convoy comprising the method for estimating the variation in the load carried by a mounted unit of a convoy generated by the loading of the trailer's loading volume at a stationary location, wherein, in a preliminary phase, at least one mounted unit in contact with the ground of each axle of the trailer, preferably each mounted unit in contact with the ground of each axle of the trailer, and at least one mounted unit in contact with the ground of at least one axle of the tractor vehicle, preferably at least one mounted unit of each axle of the tractor vehicle, are equipped and the method includes a step of determining a first load distribution on each axle of the tractor vehicle, preferably on each mounted unit of the tractor vehicle,associated with the application of an additional load exerted on a coupling point M of the tractor vehicle not coupled to the trailer, in the main phase, the method includes a step of estimating the load variation AZ carried by each mounted assembly of each axle of the tractor vehicle using the load variation AZ carried by the at least one mounted assembly equipped with at least one axle of the tractor vehicle and the first load distribution associated with the application of an additional load to the coupling point M,The method includes a step of estimating the load variation AZ applied to the coupling point M of the towing vehicle, including the load variation of each mounted assembly of the towing vehicle, and the method includes a step of determining the load variation of the trailer, including the load variations of at least one mounted assembly in contact with the ground of each axle of the trailer and the estimated load variation AZ applied to the coupling point M of the trailer.

[0042] If the convoy is equipped with a system for measuring the physical parameters of the fluid in the fluidic cavity of the mounted assemblies, it is possible to determine the load variation carried by the trailer during the loading or unloading phase of the trailer from the stationary convoy. To do this, it is necessary to identify the load variation applied at the coupling point M between the tractor vehicle and the trailer of the convoy. Using the load variations carried during the loading of the trailer by only the mounted assemblies of the tractor vehicle and a load distribution law between the various axles or mounted assemblies of the uncoupled tractor vehicle when an external force is applied to the coupling point M of the tractor vehicle with the trailer, it is possible to deduce the load variation applied at the coupling point M by the trailer to the tractor vehicle due to the loading of the trailer.Next, by isolating the trailer alone in a geometric position representing a coupling of it to the towing vehicle, that is to say in the absence of the use of support legs on the trailer, which corresponds to an image. Virtually speaking, it is possible to estimate the load carried by the trailer using the load variations measured at the level of the mounted assemblies equipped with the trailer and the load variation applied by the tractor vehicle to the trailer at the coupling point M. Equipping at least one mounted assembly per axle of the trailer and estimating the load variation at the coupling point M allows us to deduce the load variations carried by the mounted assemblies not equipped with the trailer by identifying the location of the additional load related to the loading in the volume of the trailer and the distribution induced by this location of this additional load on the various mounted assemblies of the trailer.

[0043] Knowing the initial load ZI at the level of the assembled vehicles of the convoy, the load distribution law between the various axles of the tractor unit, and / or the load distribution between the various axles of the attached trailer, makes it possible to estimate the total load applied to each assembled vehicle of the convoy. Therefore, it is possible to estimate the total axle load of the convoy and the total convoy load in order to compare these values ​​to safety thresholds that authorize or prohibit the convoy from being put into operation even before it has started moving, since these estimates are made while the convoy is stopped during the loading of the trailer.

[0044] The invention also relates to a method for estimating the load carried by a mounted assembly of a convoy, comprising the method for estimating the variation of the load carried by a mounted assembly of a convoy generated by the loading of the loading volume of the trailer at rest, the method is characterized in that the method comprises a step of estimating the load Z carried by the at least one mounted assembly equipped using the variation of load AZ carried by the at least one mounted assembly equipped and the determination of the initial load ZI of the at least one mounted assembly equipped.

[0045] By adding the initial load carried ZI by the assembled unit, before loading the loading volume of the trailer, to the variation in load AZ evaluated at the level of the same assembled unit, this makes it possible to evaluate the total load established at the level of the assembled unit.

[0046] The invention also relates to a system for implementing the method of estimating the variation in load carried by a mounted assembly of a convoy generated by the loading of the trailer's cargo volume when stationary and / or for implementing the method of estimating the load carried by a mounted assembly of a convoy comprising: • A tractor vehicle, equipped with at least one mounted assembly fitted with an electronic device on at least one axle of the tractor vehicle; • a trailer, equipped with at least one mounted assembly fitted with an electronic device on each axle of the trailer; • the electronic device comprising at least one pressure sensor, at least one temperature sensor, at least one electronic chip, at least one memory space capable of recording the signals from the sensors, and at least one first means of radio frequency communication at least in transmission; • at least one means of calculation; and • at least one display means including at least one second means of radio frequency communication, at least in reception

[0047] As mentioned in the method, the sensors should preferably be located on the assembly, which is potentially rotating relative to the conveyor elements, such as another assembly. Therefore, the electronic device that minimally conditions the sensor signals should be equipped with a means of communication, for example, radio frequency, for transmitting data beyond the assembly, where at a minimum the display means will be located. Indeed, an alternative is to integrate the calculation means, which performs the calculation of the volume variation of the internal cavity of the assembly, within the assembly itself. This can be integrated into the electronic device or be connected via a wired connection to the electronic device.Therefore, the radio frequency communication capability of the electronic device is useful for transmitting calculation results beyond the assembled unit. Radio frequency communication from the electronic device within the assembled unit can be directed to the trailer, the vehicle, or, outside the two elements of the convoy, to a device separate from these elements, such as a mobile phone, tablet, or computer. These three devices can then serve as the display. However, the display can also be a graphical interface on the trailer or the towing vehicle, such as on the dashboard, for example.

[0048] As a result, the proposed structural form allows adaptation to several possible technical configurations while being functional to implement the said process.

[0049] Preferably, the system includes an analysis means capable of analyzing an output result from at least one calculation means.

[0050] The result of the calculation means is the volume variation, the load variation, or the load carried by each mounted assembly equipped with the electronic device. If these quantities are to be compared or ordered for display on the means, one or more tasks may need to be performed before sending a message to the display means. This optional element of the system, which provides a service to the convoy operator, must be positioned between the a means of calculation and a means of display. Structurally, it can be associated with one and / or the other by a wired connection or be physically separated from these elements by means of radio frequency communication.

[0051] According to a first particular embodiment, the at least one computing means includes at least one third radio frequency communication means in transmit / receive.

[0052] Where the calculation means is physically separated from both the electronic device and the display means, it must be able to communicate with both of the other elements. This is the case, for example, when the calculation means is on one of the conveyor elements; it retrieves the physical parameters of the fluid from the electronic device via radio frequency communication. Conversely, if the display means is on a mobile phone, it transmits the calculation results to the display means via this radio frequency communication.

[0053] According to a second particular embodiment, the at least one analysis means comprises at least a fourth radio frequency communication means in transmit / receive.

[0054] Where the analysis means is physically separated from both the calculation means and the display means, it must be able to communicate with the other two elements. This is the case, for example, when the analysis means is on a server remote from the convoy; it retrieves, for instance, the load variations or the loads applied to the various mounted assemblies of the convoy from the calculation means located on the convoy components via radio frequency communication. Furthermore, if the display means is on a mobile phone, or any other electronic device equipped with a screen, it transmits the messages resulting from the comparison to the display means via radio frequency communication.

[0055] According to a third particular embodiment, the system includes at least one reading means capable of at least reading data contained in at least one memory space of the electronic device, comprising at least one fifth radio frequency communication means at least in reception, preferably also in transmission.

[0056] If the electronic device has insufficient communication range to ensure communication to the computing means or the display means, a reading means must be used to retrieve the data from the electronic device. This reading means performs the function of capturing the measurement data. It then transfers this data to the display means or any other element of the system requiring the data, by For example, radio frequency communication is used in the next stage of the process. It acts as an information relay, optimizing communication coverage relative to the electronic device within the assembly. Indeed, to reduce the mass of the electronic device within the assembly, it is necessary to limit the energy source required for data transmission, which is the energy-intensive function of the electronic device.

[0057] Preferably, part of the communication carried out by the means of communication from and to the elements included in the group comprising the electronic device, at least one computing means, at least one display means, at least one analysis means and at least one reading means is carried out by UHF radio frequency waves, preferably in BLE (English acronym for "Bluetooth Low Emission").

[0058] The UHF band (acronym for Ultra High Frequency) allows for significant data transmission with a high data rate; this is even more true in the higher frequencies of the UHF band, such as the BLE band (acronym for "Bluetooth Low Emission"). It is commonly used in transportation applications, which allows the system's communication resources to be shared with those already present on the towing vehicle, trailer, or road infrastructure.

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

[0060] The display means serves to warn the operator who conducts the operations on the convoy whether he is the driver of the convoy or another person having a responsibility for the quality of the load of the trailer.

[0061] According to an advantageous embodiment, part of at least one reading means is located on the trailer and the tractor vehicle.

[0062] According to another advantageous embodiment, part of at least one calculation means and / or part of at least one analysis means is located on the convoy, preferably located on the assembled unit.

[0063] The components of the convoy, the trailer and the tractor unit, are natural information relays since the assembled system is connected to them. Therefore, locating the system's structural components on the trailer and / or the vehicle is highly desirable, although alternative locations are equally possible. However, the convoy components ensure a certain level of data confidentiality, unlike communications to servers, for example, unless secure communication protocols are implemented. In order to minimize the impact of this system on the convoy environment which is now complex, the localization of functions at the level of the assembled unit helps to limit interference with other structural components of the trailer and / or the tractor vehicle. Brief description of the drawings

[0064] The invention will be better understood upon reading the following description, given solely by way of non-limiting example and made with reference to the accompanying figures in which the same reference numbers designate identical parts throughout and in which: • Figs. 1a and 1b present a system for implementing the method of estimating the variation of load carried by a mounted assembly of a convoy and / or for implementing the method of estimating the load carried by a mounted assembly of a convoy at rest according to the first embodiment of the invention; • Fig. 2 presents another system configuration according to the second embodiment of the invention; • Fig. 3 presents a synoptic diagram of the method for estimating the variation in load carried and / or the load carried by a mounted assembly of a convoy during the loading of the trailer according to the invention; • Fig. 4 shows a time evolution of the internal pressure of the fluidic cavity at the outlet of the pressure sensor; • Fig. 5 shows a temporal evolution of the internal temperature of the fluidic cavity; • Fig. 6 presents a temporal estimation of the volume variation of the fluidic cavity according to the invention; • Fig. 7 presents a time estimate of the load variation of a mounted convoy unit associated with the loading of the trailer's loading volume. Detailed description of the implementation methods

[0065] Figures [1a] and [1b] together illustrate an example of a system 2000 enabling the implementation of the method for estimating the variation in load carried and / or the method for estimating the load carried by a vehicle combination. This system 2000 comprises a tractor unit 2001a shown in [Fig. 1a] and a trailer 2001b shown in [Fig. 1b]. Here, the two elements of the combination are joined by the fifth wheel, which results in a force at point M, the point of coupling of the trailer to the tractor unit. Thus, the presence of the trailer 2001b on the tractor unit 2001a is represented by an external force applied to the vehicle. tractor 2001a on [Fig. 1a]. Conversely, the presence of tractor vehicle 2001a on trailer 2001b is represented by the same external force as before, applied to trailer 2001b, except that this force is in the opposite direction, as shown in [Fig. 1b]. Logically, the two forces oppose each other, and the overall resultant force at the level of the convoy, the assembly of trailer 2001b and tractor vehicle 2001a, is zero.

[0066] Fig. 1a is a side view of the tractor unit 2001a of the 2000 system. Here, the tractor unit comprises three axles: a steering axle located at the front of the vehicle and two drive axles located at the rear. The tractor unit 2001a includes a fifth wheel coupling whose central point M corresponds to the center of gravity of the forces between the tractor unit 2001a and the trailer. The tractor unit 2001a includes communication means 2005 which allow, on the one hand, the reading of radio signals emanating from mounted assemblies equipped with radio communication devices. On the other hand, these communication means 2005 transmit radio signals, in this case, to a database located away from the convoy where, for example, computing or analysis means are located.It is also possible that these means of communication 2005 transmit to a means of display 2003, such as, for example, a tablet equipped with a suitable radio frequency antenna 2102. .

[0067] Some of the mounted assemblies 2006 of the tractor vehicle 2001a are equipped with an electronic device 2007. Here, this refers to at least one mounted assembly of the steering axle as well as at least one mounted assembly 2006 of one of the drive axles. This electronic device 2007 is located in the fluidic cavity of the mounted assembly 2006. Here, the electronic device 2007 is placed on the inner wall of the mounted assembly 2006, directly above the inner surface of the tire. It would have been possible to install the electronic device on a rigid surface of the mounted assembly, such as the wheel rim, while remaining within the fluidic cavity of the mounted assembly 2006. For example, for a tire mounted assembly, the electronic device could have been integrated into the rim valve, like certain TPMS (Tyre Pressure Monitoring System) systems.

[0068] This electronic device 2007 includes a pressure sensor and a temperature sensor associated with a microcontroller and a radio frequency device, at least for transmission. The radio frequency device therefore includes a radio wave generator and a radio communication antenna for transmitting the generated radio waves. The radio frequency device may also, optionally, include a radio wave receiver for receiving external instructions in order, for example, to initiate a measurement. This electronic device 2007 also includes a memory space for storing the measurement data from the sensors before transmitting them as radio waves. The electronic device can output raw measurement data or data filtered by the microcontroller. Electronic device 2007 outputs both types of data, pressure and temperature, to the outside of the assembled unit 2006. Here, electronic device 2007 emits radio waves in the UHF (Ultra High Frequency) frequency band and more specifically in the BLE (Bluetooth Low Emission) band.

[0069] The weight of the tractor unit 2001a is balanced by reaction forces exerted on the mounted assemblies 2006 of the tractor unit 2001a, which would be designated ZA to Zc depending on the axle to which the mounted assembly 2006 is connected. The steering axle is referenced as A, and the drive axles are referenced as B and C according to the direction of travel of the tractor unit 2001a. The reaction force exerted by the weight of the trailer on the tractor unit due to its coupling results in a force at point M, the point of coupling of the trailer to the tractor unit. This force is balanced by another force exerted by the tractor unit on the trailer at the same point M. The reaction forces related to the weight of the trailer before it is loaded into the convoy are not shown in [Fig. 1a].

[0070] The presence of an additional load on the trailer, corresponding to the loading of the trailer's cargo volume, causes the appearance of additional reaction forces, denoted respectively AZa to AZC, on the mounted assemblies 2006 of each respective axle of the towing vehicle. These forces are balanced by means of an additional force AZ at the coupling point M of the trailer on the towing vehicle 2001a. This additional force AZ corresponds to the additional force exerted by the trailer due to its load on the towing vehicle 2001a.

[0071] The objective of the method at the level of the tractor vehicle 2001a is to determine the reaction forces on each mounted assembly 2006 of the tractor vehicle 2001a which are stabilized when the steady state is reached in order to rise to the additional force AZ that the trailer exerts on the tractor vehicle 2001a. The variations in load carried at the level of the mounted assemblies 2006 of the tractor vehicle 2001a are either measured by means of an electronic device 2007 present on the mounted assembly 2006 or determined from the measurements on the other mounted assemblies 2006 of the tractor vehicle 2001a and a previously established law of distribution of the reaction forces between the various axles or mounted assemblies of the tractor vehicle by the application of an external force at the point M of trailer coupling on the tractor vehicle 2001a.

[0072] Fig. 1b is a side view of the 2001b trailer of the 2000 system, which is normally coupled to the towing vehicle of Fig. 1a, as evidenced by the absence of a support leg on the 2001b trailer to hold the trailer in position. The trailer 2001b includes three axles of assemblies 2006 distributed across the trailer 2001b. These three axles represent the components connecting the trailer 2001b to the ground. The trailer 2001b includes a point M on its front section for attaching a fifth wheel coupling to the towing vehicle. The trailer 2001b has a center of gravity G where the weight P of the trailer and its load is applied within the cargo space. This weight P corresponds to the force generated by the total mass of the trailer and its initial load, taking into account the Earth's gravity. This weight P is balanced by reaction forces exerted on the trailer's assemblies 2006, designated Zi to Z3 depending on the axle to which the assemblies 2006 are connected, and on the other hand, at point M, which corresponds to the coupling of the trailer 2001b to the towing vehicle of the convoy.The reaction force at the coupling point of trailer 2001b to the towing vehicle is not shown in [Fig.lb]. The presence of an additional load on trailer 2001b, corresponding to the loading of the trailer 2001's cargo volume, causes the appearance of additional reaction forces, denoted respectively AZi to AZ3, on the mounted assemblies 2006 of each respective axle and AZau at point M, which stabilize when the steady state is reached to balance the additional load.

[0073] The objective of the method is to determine the additional reaction forces on each assembly 2006 of the trailer 2001b and the additional reaction force exerted by the tractor vehicle at point M of the trailer 2001b which are stabilized when the steady state is reached to go back to the variation of load carried by the load, including for example unloading of the trailer.

[0074] Preferably, here each inflatable system 2006 of the trailer 2001b is equipped with an electronic device 2007. This electronic device 2007 is located in the fluidic cavity of the assembly 2006. Here, the electronic device 2007 is placed on the inner wall of the assembly 2006 on the inner surface of the tire at the level of the tread. It would have been possible to install the electronic device on the rigid surfaces of the assembly, while remaining inside the fluidic cavity of the assembly 2006. For example, the electronic device could have been integrated into the rim valve like certain TPMS (Tyre Pressure Monitoring System) systems.

[0075] This electronic device 2007 includes a pressure sensor and a temperature sensor associated with a microcontroller and a radio frequency device, at least in transmitting mode. The radio frequency device therefore includes a radio wave generator and a radio communication antenna for transmitting the generated radio waves. The radio frequency device may also, optionally, include a radio wave receiver for receiving instructors of externally, for example, to initiate a measurement. This 2007 electronic device also includes memory to store sensor measurement data before transmitting it as radio waves. The electronic device can transmit raw measurement data or data filtered by the microcontroller. The 2007 electronic device transmits both types of data, pressure and temperature, externally from the 2006 assembly. Here, the 2007 electronic device transmits radio waves in the UHF (Ultra High Frequency) band, and specifically in the BLE (Bluetooth Low Emission) band.

[0076] Here, the exterior includes at least trailer 2001. This trailer 2001b includes, firstly, a radio data reader 2005, operating in the UHF range, whose antennas 2105 are located near the mounted assemblies 2006 in order to retrieve the measurement data generated by the electronic device 2007. The data is then transferred, here by wire, to the computing means 2002 located in trailer 2001b. Radio frequency transmission using a specific communication means would also have been possible.This 2002 calculation method includes memory space and a processor to perform its tasks: identify the quantities of the assembled unit corresponding to the initial state, solve the differential equation which leads to the determination of the volume variation of the fluidic cavity of each assembled unit equipped with an electronic device 2007, and finally calculate the charge variation associated with the volume variation, having previously retrieved the quantities of the assembled unit necessary for this final task.

[0077] The results, and particularly the last data point, are sent to an analysis means 2004. Here, the transmission of this data is wired, but radio frequency communication could have been implemented. The analysis means 2004 compares the results of the calculation means 2002 and orders the results to feed the display means. Of course, the analysis means 2004 could be integrated into the calculation means 2002. Here, the analysis means 2004 also collects the load variation at the coupling point M of the trailer 2001b on the towing vehicle, either by querying a remote database that has previously obtained the result of the study of the towing vehicle in [Fig. 1a] or by using the data collected by radio communication from the communication means located on the towing vehicle in [Fig. 1a].These means of communication include the means for reading electronic devices equipping all or part of the mounted assemblies of the tractor vehicle.

[0078] Finally, the various output data from this analysis means 2004 are transmitted to display means 2003 via a fourth communication means 2104, which is materialized, among other things, by the radio communication antenna of the trailer 2001b and a second means of communication 2102 present on the display means 2003.

[0079] These means of communication 2104 and 2102 transfer their data through a communication network to a tablet or smartphone 2003 in order to report how the load distribution of the trailer load is carried out, for example by identifying the load variation carried at the level of each assembled unit 2006 of the trailer 2001b or the tractor vehicle.

[0080] If the load distribution on the trailer is not satisfactory, i.e., if the loading conditions on the various axles of the convoy are not optimal, the load should be modified. This could involve reducing the load mass or changing the load's position within the trailer to better distribute the load on the connecting components, such as the axles of the convoy, during trailer loading. The recording of measurement signals from the various electronic devices 2007 can be continued during the trailer loading modification to estimate the new load carried by each assembled unit 2006 equipped with an electronic device 2007 in the convoy.

[0081] Figure 2 shows another configuration of the 2000 system. This 2000 system comprises a trailer 2001b coupled to a tractor unit not shown in Figure 2. This tractor unit is similar to that of Figure 1a. The trailer 2001b comprises three axles of mounted assemblies 2006 distributed along the trailer 2001b. The axles, which here correspond to components connecting the trailer to the ground, are numbered from 1 to 3 according to the direction of travel of the convoy. The trailer 2001b includes a point M on the front of the trailer where the trailer 2001b is attached to the fifth wheel of the tractor unit.

[0082] Preferably, here each inflatable system 2006 of each component connecting the trailer 2001b to the ground, such as an axle, is equipped with an electronic device 2007. This electronic device 2007 is located in the fluidic cavity of the assembly 2006. Here, the electronic device 2007 is placed on the inner wall of the tire of the assembly 2006, directly above the tread. It would have been possible to install the electronic device on the rigid surface of the assembly, such as the rim, while still remaining located within the fluidic cavity of the assembly 2006. For example, the electronic device could have been integrated into the rim valve, like a certain TPMS (Tire Pressure Monitoring System) for an assembly.

[0083] This electronic device 2007 comprises a pressure sensor and a temperature sensor associated with a microcontroller and a radio frequency device, at least in transmitting mode. The radio frequency device therefore comprises a radio wave generator electrical components and a radio communication antenna to transmit the generated radio waves. The radio frequency device may also optionally include a radio wave receiver to receive instructions from external sources, for example, to initiate a measurement. This 2007 electronic device also includes memory space to store sensor measurement data before transmitting it as radio waves. The electronic device can transmit raw measurement data or data filtered by the microcontroller. The 2007 electronic device transmits both types of data, pressure and temperature, to the external environment of the 2006 assembly. Here, the 2007 electronic device transmits radio waves in the UHF (Ultra High Frequency) band, and specifically in the BLE (Bluetooth Low Emission) band.

[0084] Here, the exterior includes at least the trailer 2001b. This trailer 2001b includes, firstly, a radio data reader 2005, operating in the UHF range, whose receiving antennas 2105 are located near the mounted assemblies 2006 of the various ground connection components of the trailer 2001b in order to retrieve the measurement data generated by the electronic device 2007. The data is then transferred, after processing, here via a wired connection, to the computing means 2002 and the transmitting antenna of the communication means 2104 located in the trailer 2001b. Radio frequency transmission using a specific communication means would also have been possible.This computing means 2002 includes memory space and a processor to perform certain tasks: assigning quantities of the assembly corresponding to the initial state, for example, solving the differential equation which leads to the determination of the volume variation of the fluidic cavity of each assembly 2006 equipped with an electronic device 2007. But here, part of the tasks of the computing means 2002 are located in the cloud such as the calculation of the load variation associated with the volume variation, having first retrieved the quantities of the assembly 2006 necessary for this final task as well as the first results of the computing means 2002 located on the trailer 2001b and previously passed through the analysis means 2004 for ordering of the first results.

[0085] Here the data is transferred via wire to a first computing means 2002 located in trailer 2001b. However, the data could all have been transmitted to computing means 2002 located away from trailer 2001b.

[0086] The first computing means 2002 comprising transmitting / receiving communication means. These communication means, in a configuration other than that of [Fig. 2], could receive the radio waves emitted by the transmitting communication means 2105 and transform them into digital data. usable by the first computing means 2002. The first computing means 2002 includes memory space and a processor to perform its tasks: identify the quantities of the assembled unit corresponding to the initial state, solve the differential equation which leads to the determination of the volume variation of the fluidic cavity of each assembled unit 2006 equipped with an electronic device 2007. These first results, possibly ordered or supplemented by a first analysis means 2004 on the trailer 2001b, are transferred in a cloud to a second computing means 2002. This second computing means 2002, equipped with a communication means 2102 transmitting for this purpose, performs, for example, the calculation of the load variation associated with the volume variation, having previously retrieved the quantities of the assembled unit necessary for this final task.

[0087] These second results are sent to a second analysis means 2004. Here, the transmission of this data is done via radio communication. The second analysis means 2004 sorts and performs comparisons between the second results of the second calculation means 2002.

[0088] Finally, the various output data from this second analysis means 2004 are transmitted to display means 2003 via a fourth communication means 2104 in transmission and a second communication means 2102 present on the display means 2003. Here, the display means consist of a digital tablet 2003, possibly located remotely from the trailer 2001b or the convoy, and possibly a human-machine interface within the convoy comprising a display screen. These display means could also be a screen on the dashboard of the tractor vehicle with radio frequency transmission of the data to be displayed.

[0089] The display means 2003 are intended to warn the convoy operator of the state of the load of the trailer 2001, in particular the distribution of the load between the various connecting components of the convoy elements with the ground.

[0090] Of course, these two embodiments of the system for implementing the method of estimating the variation in load carried and / or the load carried by a trailer assembly are merely illustrative examples of the system, which is not limited to these two configurations. A first extreme configuration consists of integrating all the calculation and analysis means within the electronic device mounted on the trailer assembly, which transmits the results to a display device located remotely from the trailer. The other extreme configuration consists of transferring the measurement data recorded by the electronic device via radio waves and carrying out the other steps of the process on means located remotely from the trailer, without ever passing through the trailer or the towing vehicle.

[0091] Figure 3 presents a synoptic diagram of the load variation estimation method. scope and / or method of estimating the load carried by a mounted assembly of a convoy generated by the loading of the trailer's cargo volume when stationary. This method comprises several phases.

[0092] The first is a preliminary phase which includes at least actions 1 to 6 which follow each other through a continuous line linking system. This preliminary phase, which focuses on the assembled units of the convoy, obviously includes the equipment of the trailer and the tractor vehicle, including its initial loading, ideally at the level of the assembled units, by installing a pressure sensor and a temperature sensor capable of measuring the physical parameters, such as the inflation pressure and the internal temperature, of the fluidic cavity delimited by the tire and the rim of the assembled unit via a dedicated electronic device.The first steps, labeled 1 and 2, consist of determining the physical parameters of the fluidic cavity of the assembled vehicles equipped with the measuring device, such as the inflation pressure PI and the internal temperature TL. Preferably, these determinations can be made using a standard method or through a specific measurement. Step 3 consists of determining the load ZI carried by the assembled vehicle equipped with the measuring device. This determination can be made using a standard method by assuming the distribution of the total vehicle load among its various ground contact components. The total unladen load of the trailer or tractor unit, being a given, for example, from the manufacturer, corresponds to the unladen mass of the component as specified in the manufacturer's technical documentation.Of course, it is also possible to incorporate the initial load of the trailer, ideally from a previous assessment, the most recent one performed. Step 4 involves obtaining specific values ​​for the assembled unit equipped with a measuring device. One of these values ​​is the volume V0, which corresponds to the volume occupied by the fluidic cavity of the assembled unit when it is inflated to pressure PI, strictly speaking, at internal temperature Tl, but without any load, i.e., not resting on the ground. The second value is the flattening stiffness of the assembled unit per unit volume KSG, which may depend on the inflation pressure PI, the internal temperature Tl, and the load ZI. Finally, a third set of values ​​are those associated with the ideal gas law for the type of gas contained in the fluidic cavity of the inflatable system.And the penultimate step of the preliminary phase, referenced 5, is a step of determining the volume occupied VI by the fluidic cavity of the assembled and equipped unit subjected to the load ZI and under the inflation pressure PI and the temperature TL. Finally, the last step, noted 6, of the preliminary phase is the evaluation of the quantity of gas contained in the fluidic cavity of the assembled and equipped unit by determining the number of . moles of gas are present within volume VI. Here, the assumptions associated with the ideal gas condition apply, but it is still necessary to identify the nature of the gas composition, i.e., a monatomic gas or a gaseous mixture. Optionally, it is important in this preliminary phase, although not shown, to determine the evolution law relating the change in internal pressure P to the change in internal temperature T for the fluid in the fluidic cavity of the assembly under consideration during an adiabatic transformation around the operating point of the assembly, i.e., the pressure PI, the temperature Tl, and the load Zl. Optionally, a load distribution on each connecting component of the trailer or tractor unit, preferably on each assembly of the convoy, can be considered.

[0093] Next, we proceed to the main step, the beginning of which corresponds to the first loading or unloading step of the trailer's cargo volume while the convoy is stationary. The temporal variation of the inflation pressure P(t) of each instrumented assembly of the convoy, which is on the order of millibars, is necessarily recorded. These recordings are then stored in a memory space to first filter the raw data using a low-pass filter to eliminate high-frequency phenomena, which corresponds to step 11. Simultaneously, the temporal variation of the internal temperature T(t) of the fluid cavity of each instrumented assembly of the convoy, which is on the order of hundredths of a degree, is recorded.These recordings are then stored in a memory space to first filter the raw data using a low-pass filter to eliminate high-frequency phenomena, which corresponds to step referenced 12.

[0094] Optionally, in the case where the sampling of the internal temperature measurement T(t) is not sufficient, for example to capture the adiabatic transformation of the fluid associated with the work related to the trailer loading step, the temporal variation of the internal temperature T'(t) of the fluid cavity is determined using the temporal variation of the internal pressure P'(t) from the recording of P(t) by employing the evolution law determined in the preliminary step, which then also corresponds to step 12. In this option, the recorded internal pressure variation P'(t) is used to evaluate the adiabatic transformation of the fluid in the fluidic cavity corresponding to the work related to the trailer loading step.Next, the recording of the internal temperature T(t) and the internal pressure P(t) beyond the adiabatic transformation determined by the length of P'(t) serves to establish the thermal equilibrium between the fluidic cavity and the external environment which is made necessary by the adiabatic transformation of the fluid associated with the loading of the trailer.

[0095] The same would apply if the measurement of internal pressure P(t) is not satisfactory for Identify the first transformation of the fluid, as opposed to measuring the internal temperature T(t). At this point, the recorded internal temperature T(t) would be used to determine the limits of the adiabatic transformation of the fluid, and a record T”(t) would be extracted between these limits. An internal pressure P”(t) would then be determined between these same two limits using a relationship between the internal pressure and the internal temperature of the fluid during an adiabatic transformation previously obtained in the preliminary phase. The linking system between optional steps and essential steps of the process is illustrated with gray lines instead of black. However, the linking systems of the main phase are illustrated with dashed lines, while those of the preliminary phase are solid lines.

[0096] One of the important steps in the main phase is determining the volume change AV of the fluidic cavity of each instrumented assembly in step 13. This involves solving the differential equation by inputting the appropriate internal pressure and temperature variations for the same instrumented assembly. Solving the equation by successive time increments then allows the temporal volume change of the fluidic cavity to be identified at each time increment. At a minimum, the solution of the differential equation takes into account the adiabatic transformation of the fluid related to the trailer loading. Preferably, it takes into account a portion of the thermal equilibrium of the fluid in the fluidic cavity with the external environment, ideally up to steady state.However, most of the time, the steady state is not reached, and a new loading stage occurs, generating a new adiabatic transformation of the fluid followed inevitably by a new thermal equilibrium cycle. This continues until the steady state in thermal equilibrium is reached or until the last trailer loading event.

[0097] Using the variation of the internal pressure and the variation of the internal temperature, it is possible to feed the differential equation taking into account the previous assumptions. Solving the differential equation by time increment allows obtaining an estimate of the associated time variation of the volume of the fluidic cavity AV(t) corresponding to step 13.

[0098] Another important step in the main phase is the evaluation of the load variation AZ associated with the single volume variation evaluated previously AV, which corresponds to step 14. For this, the flattening stiffness of the assembled unit KP per unit volume must again be taken into account. This stiffness may include a pneumatic component and a structural component. Considering a single pneumatic component KPP may be sufficient for an es- reliable estimation of load variation within AZ range.

[0099] From this variation of load carried AZ, the initial load carried ZI must be added to obtain the load carried by the instrumented assembly in step 15. From this quantity at the scale of each instrumented assembly, it is easy to go back to the load carried by each linking component of the convoy and therefore to the total load carried by the trailer of the convoy in particular.

[0100] Figure 4 shows the temporal evolution of the pressure of the pressure sensor of the An electronic device is mounted on a trailer assembly. The curve consisting of points 10 represents the raw pressure sensor measurement, while curve 11 corresponds to the time evolution of the filtered pressure, which has been cleaned of high-frequency noise. This second curve will then be used in the diagram in [Fig. 3]. Here, the measurement time frame only considers the first stage of loading the trailer's cargo volume, which is sufficient to explain the method.

[0101] This time-domain recording of the internal pressure of the fluidic cavity of the assembled unit begins in a preliminary phase before the loading of the trailer's cargo volume. The time of the first trailer loading stage corresponds to the abscissa of point 100, which marks the beginning of the main phase. From this point 100, a rapid drop in the internal pressure of the fluidic cavity is observed until point 101, where the pressure drop slows considerably and even increases, albeit to a lesser extent. This point 101 marks the transition between the work done by the fluid associated with loading the trailer, which corresponds to a first transformation of the fluid resembling an adiabatic transformation, and the heat exchange to the outside, which corresponds to a second transformation of the fluid. The abscissa of this point 101 corresponds to the time interval T0, taking the abscissa of point 100 as the origin of time.Thus, the preliminary phase 50 ends at the abscissa of point 100. It precedes the main phase linked to the first loading stage, which is divided into two successive phases. The first phase 51 resembles an adiabatic transformation of the fluid, corresponding to the work done by the fluid following the loading of the trailer. The second phase 52 corresponds to a heat exchange of the fluid with the outside. During this second phase 52, a second loading or unloading stage of the trailer can begin, taking as its starting point, in terms of internal pressure, the internal pressure P associated with this starting point on curve 11.

[0102] Figure 5 shows the temporal evolution of the internal temperature of the cavity fluid corresponding to the first stage of loading the trailer. Here, this temporal evolution is provided by the temperature sensor of the electronic device mounted on a trailer assembly, as illustrated by the curve 12. An alternative, in the absence of a quality measurement by a temperature sensor, particularly for the adiabatic transformation phase, is an estimation of the internal temperature, illustrated by curve 12'. This estimation is based, on the one hand, on the recorded internal pressure and a relationship between internal temperature and pressure during an adiabatic transformation of the fluid, and on the other hand, on the external temperature of the assembled unit. This external temperature serves as the basis for heat exchange between the fluid in the fluidic cavity and the external environment of the assembled unit through a heat transfer coefficient. This heat transfer coefficient takes into account the thermal characteristics of the assembled unit. In this alternative, curve 70 illustrates the estimated evolution of the external temperature of the assembled unit.

[0103] These changes in the internal temperature 12 and 12' of the fluidic cavity of the assembled unit begin in a preliminary phase before the first trailer loading stage. The starting time of the first trailer loading stage corresponds to the abscissa of point 100, which marks the beginning of the main phase. From this point 100, a rapid drop in the internal temperature of the fluidic cavity is observed until point 101, where the temperature drop stops and then increases to a certain extent. This point 101 marks the transition between the work done by the fluid associated with loading the trailer, which corresponds to a first transformation of the fluid similar to an adiabatic transformation, and the heat exchange to the outside, which corresponds to a second transformation of the fluid. The abscissa of this point 101 corresponds to the time interval T0, taking the abscissa of point 100 as the origin of time.Thus, the preliminary phase 50 ends at the abscissa of point 100. It precedes the main phase of the first trailer loading stage, which is divided into two successive phases. The first phase 51 resembles an adiabatic transformation of the fluid, corresponding to the work done by the fluid following the loading of the trailer. The second phase 52 corresponds to a heat exchange of the fluid with the surroundings. During this second phase 52, a second trailer loading or unloading stage can begin, taking as its starting point, in terms of internal temperature, the internal temperature T measured on curve 12 associated with this starting point. Indeed, curve 12' replaces curve 12 only in the first phase 51, according to the method.

[0104] Here, a difference is observed between the recorded curve 12 and the estimated curve 12' of the internal temperature, even in the first phase 51 of the main phase. This illustrates, on the one hand, the inertia inherent in the temperature sensor. On the other hand, the assumption that the law of evolution relating the internal pressure to the internal temperature of the fluid during an adiabatic transformation may also be overestimated. However, the trend between these curves 12 and 12' is quite similar. Finally, here the external temperature of the assembled system is not measured; it is determined by extrapolation of the temperature The internal temperature of the fluidic cavity in the preliminary phase is also a source of potential errors. This estimate corresponds to the linear line 70 in [Fig. 5]. The heat transfer coefficient of the assembled system can initially be approximated solely by the characteristics of the tire casing. This can be achieved, for example, by estimating the tire's heat exchange surface area with the external environment, which represents the external surface area of ​​the tire casing, and by using a heat transfer coefficient X that depends on the thermal characteristics of the tire's material properties, including the distribution of different types of heat exchange within the tire casing, such as radiation, conduction, and convection. This coefficient X can be estimated using the evolution of the internal temperature of the fluidic cavity in the preliminary phase, just before the main phase, for example.

[0105] Figure 6 shows the determined time evolution of the internal volume of the fluid cavity. Here, this time evolution, represented by the curve, is the output of the calculation of the volume variation using the proposed differential equation, also taking into account thermal equilibrium with the external environment during the first stage of loading the trailer before any other loading or unloading stage of the trailer.

[0106] This evolution of the internal volume 13 of the fluidic cavity of the assembled unit begins in a preliminary phase before the trailer is loaded. The time at which the first trailer loading stage begins corresponds to the abscissa of point 100, which marks the beginning of the main phase. From this point 100, a rapid increase in the internal temperature of the fluidic cavity is observed until point 101, where the temperature rise slows considerably and then stabilizes to a certain extent. This point 101 marks the transition between the work of the fluid associated with the first trailer loading stage, which resembles an adiabatic transformation, and the heat exchange to the outside, which corresponds to a second transformation of the fluid. The abscissa of this point 101 corresponds to the time interval T0, taking the abscissa of point 100 as the origin of time. Thus, the preliminary phase 50 ends at the abscissa of point 100.It precedes the main phase, which is divided into two successive phases by loading or unloading step. The first phase 51 is similar to an adiabatic transformation of the fluid, corresponding to the work done by the fluid following the loading of the trailer. The second phase 52 corresponds to a heat exchange of the fluid with the outside. During this second phase 52, a second loading or unloading step of the trailer can begin, starting from the volume of the fluid cavity estimated on curve 13 associated with this starting point.

[0107] It is observed that at the end of phase 51, a good estimate of the volume change of the assembled unit is obtained, which clearly shows that the work generated by the load change applied to the assembled unit occurs mainly during phase 51. The observed variations or oscillations correspond to the fluctuations of the transient phase corresponding to thermal equilibrium. Therefore, the process described here produces a continuous measurement of the temporal load change of the assembled unit in the time domain.

[0108] Figure 7 shows the time evolution of the change in load applied to a The assembled unit is equipped with the electronic device. The observed time frame corresponds to the first stage of loading the trailer. Here, this temporal evolution, represented by curve 14, is the output of the volume variation calculation using the proposed differential equation, which is multiplied by the flattening rigidity of the assembled unit. Here, the rigidity considered is that which is locally identified at the initial pressure of the assembled unit, the initial load applied to the assembled unit, and corresponding to the initial temperature. The overall rigidity, from the origin, defined by the proposed formula, could have been taken into account, which would have already provided a good order of magnitude.

[0109] This evolution of the load variation 14 carried by the assembled unit begins in a preliminary phase before the trailer is loaded. The moment the first trailer loading stage begins corresponds to the abscissa of point 100, which marks the start of the main phase. From this point 100, a rapid drop in the load is observed until point 101, where the drop slows considerably and then stabilizes to a certain extent. This point 101 marks the transition between the work done by the fluid associated with loading the trailer, which corresponds to a first transformation of the fluid similar to an adiabatic transformation, and the heat exchange to the outside, which corresponds to a second transformation of the fluid. The abscissa of this point 101 corresponds to the time interval T0, taking the abscissa of point 100 as the origin of time. Thus, the preliminary phase 50 ends at the abscissa of point 100.It precedes the main phase, which is divided into two successive phases by loading stage. The first phase 51 is similar to an adiabatic transformation of the fluid, corresponding to the work done by the fluid following the loading of the trailer. The second phase 52 corresponds to a heat exchange of the fluid with the outside until the beginning of a second loading or unloading stage of the trailer, or until the steady state of thermodynamic equilibrium of the fluid.

[0110] It is noted that at the end of phase 51, a good estimate of the load variation applied to the assembled unit is obtained, which clearly shows that the work generated by the load variation occurs mainly during phase 51. The va- The observed oscillations or fluctuations correspond to the transient phase associated with thermal equilibrium. Therefore, the method described here provides a continuous measurement of the temporal load variation of the assembled trailer in the time domain. Curve 80 corresponds to the measurement, taken on a ground scale, of the overload applied to the assembled trailer during the first stage of trailer loading. In conclusion, the applied load variation is accurately captured by the proposed method.

Claims

1. Claims Method for estimating the variation in load carried by a mounted assembly of a convoy comprising a tractor vehicle and a trailer generated by the loading of the loading volume of the trailer when stationary, comprising the following steps: In the preliminary phase, • Equip at least one mounted assembly of the convoy in contact with the ground with at least one pressure sensor, the at least one sensor being capable of measuring the internal pressure of the fluid cavity of the mounted assembly delimited by at least one pneumatic envelope, preferably at least one mounted assembly in contact with the ground of each axle of the convoy, very preferably all the mounted assemblies in contact with the ground of the convoy; • Equip the at least one mounted assembly equipped with at least one temperature sensor, the at least one sensor being capable of measuring the internal temperature of the fluid cavity of the equipped mounted assembly; and • Determine the initial load ZI applied to at least one assembled assembly equipped with the convoy, • Determine the initial inflation pressure PI of the fluid cavity of at least one assembled assembly equipped with the convoy; • Determine the initial internal temperature Tl of the fluid cavity of at least one assembled assembly equipped with the convoy; • Evaluate the initial volume VI of the fluid cavity of the at least one equipped mounted assembly using a first function comprising as parameter the volume VO of the fluid cavity of the unloaded mounted assembly inflated to the initial pressure PI and the flattening rigidity of the mounted assembly per unit volume KP, and • Evaluate the number of moles of fluid or of the fluidic cavity of at least one assembled assembly equipped from a model taking into account the inflation pressure PI, the initial volume VI and the temperature Tl; In the main phase: Load the trailer loading volume; Record the internal temperature T of the fluid cavity of at least one equipped mounted assembly; Record the internal pressure P of the fluid cavity of at least one equipped mounted assembly; Evaluate an intermediate volume variation AV of at least one equipped mounted assembly using the recorded internal pressure P and the recorded internal temperature T from a fluid model in adiabatic transformation, the fluid having a perfect gas behavior; and Estimate a load variation AZ carried by the at least one equipped mounted assembly using at least one second function, the at least one second function comprising as parameter the intermediate volume variation AV evaluated and the flattening rigidity of the mounted assembly per unit of volume KP.

2. Method for estimating the variation of the load carried by a mounted assembly of a convoy generated by the loading of the loading volume of the trailer when stopped according to claim 1 in which, in the preliminary phase, the method comprises a step of determining a law of evolution of the internal pressure P of the fluidic cavity from the internal temperature T during an adiabatic transformation of the fluid of the fluidic cavity of the at least one equipped, inflated and loaded mounted assembly, in the main phase, the method comprises a step of extracting the variation of internal temperature T' generated by the sole adiabatic transformation of the fluid from the recording of the internal temperature T,the method comprises a step of determining an internal pressure P' of the fluid cavity from the internal temperature T' and the evolution law determined in the preliminary phase and the step of evaluating the volume variation AV comprises a first phase where the evaluation is carried out with the determined internal pressure P' and the extracted internal temperature T' and at least a second phase where the evaluation is carried out with a part of the internal temperature T recorded outside a time frame corresponding to the extracted internal temperature variations T' and a part of the recorded internal pressure P outside said time frame.,

3. Method for estimating the variation in the load carried by a mounted assembly of a convoy generated by the loading of the loading volume of the trailer when stopped according to claim 2 in which, the extraction of the variation in internal temperature T' begins when the recorded internal temperature T changes, a first time, in variation speed and ends when the recorded internal temperature T changes a second time in variation speed or at the end of a duration TO corresponding to the end of the adiabatic transformation of the fluid, the start of the duration TO corresponds to the first change in variation speed of the recorded internal temperature T.

4. Method for estimating the variation of the load carried by a mounted assembly of a convoy generated by the loading of the loading volume of the trailer when stopped according to claim 1 in which, in the preliminary phase, the method comprises a step of determining a law of evolution of the internal temperature T of the fluidic cavity from the internal pressure P during an adiabatic transformation of the fluid of the fluidic cavity of the inflated and loaded inflatable system, in the main phase, the method comprises a step of extracting the variations of internal pressure P' ' generated by the sole adiabatic transformation of the fluid from the recording of the internal pressure P,the method comprises a step of determining an internal temperature T' ' of the fluid cavity of the inflatable system from the internal pressure P” and the evolution law determined in the preliminary phase and the step of evaluating the volume variation AV comprises a first phase where the evaluation is carried out with the extracted internal pressure P” and the determined internal temperature T' ' and at least a second phase where the evaluation is carried out with a part of the internal pressure P recorded outside a time frame of the extracted internal pressure variations P' ' and a part of the recorded internal temperature T outside said time frame.,

5. Method for estimating the variation in the load carried by a mounted assembly of a convoy generated by the loading of the loading volume of the trailer when stopped according to claim 4 in which, the extraction of the variation in internal pressure P” begins when the recorded internal pressure P changes, a first time, in variation speed and ends when the recorded internal pressure P changes a second time in variation speed or at the end of a duration TO corresponding to the end of the adiabatic transformation of the fluid, the beginning of duration T0 corresponds to the first change in the speed of variation of the internal pressure P recorded.

6. Method for estimating the variation in the load carried by a mounted assembly of a convoy generated by the loading of the loading volume of the trailer when stationary according to one of claims 1 to 5 in which the temperature sensor and the pressure sensor are fixed on the internal surface of the pneumatic casing of the equipped mounted assembly.

7. Method for estimating the variation in the load carried by a mounted assembly of a convoy generated by the loading of the loading volume of the trailer when stationary according to one of claims 1 to 6 in which the at least one pressure sensor operates with a resolution of less than one millibar.

8. Method for estimating the variation in the load carried by a mounted assembly of a convoy generated by the loading of the loading volume of the trailer when stationary according to one of claims 1 to 7 in which the at least one temperature sensor operates with a resolution of less than one hundredth of a degree.

9. Method for estimating the variation in the load carried by a mounted assembly of a convoy generated by the loading of the loading volume of the trailer when stationary according to one of claims 1 to 8 in which the variation in load AZ of the at least one equipped mounted assembly is estimated by a first relationship according to the following formula: [Math.l] AZ = Kg * P » AV = « P - where KPP is the pneumatic rigidity of laying flat the mounted assembly per unit of volume.

10. Method for estimating the variation in the load carried by a mounted assembly of a convoy generated by the loading of the loading volume of the trailer when stopped according to one of claims 1 to 9 in which the variation in volume AV of the at least one equipped mounted assembly is estimated by solving the following differential equation: [Math.2] Vf ü) * dU = 0 and M [ y = VP -n * R \0 9 0 / , and With [MATH 3] H w where P is the internal pressure, V is the internal volume and T is the internal temperature of the fluid cavity.

11. Method for estimating the variation of the load carried by a trailer generated by the loading of the loading volume of the trailer of a stationary convoy comprising the method for estimating the variation of the load carried by a mounted assembly of a convoy generated by the loading of the loading volume of the trailer when stationary according to one of claims 1 to 10 in which, in the preliminary phase, at least one assembly mounted in contact with the ground of each axle of the trailer, preferably each assembly mounted in contact with the ground of each axle of the trailer, and at least one assembly mounted in contact with the ground of at least one axle of the towing vehicle, preferably at least one mounted assembly of each axle of the towing vehicle, are equipped and the method comprises a step of determining a first load distribution on each axle of the towing vehicle, preferably on each mounted assembly of the towing vehicle,associated with the application of an additional load exerted at a coupling point M of the towing vehicle not coupled to the trailer, in the main phase, the method comprises a step of estimating the load variation AZ carried by each mounted assembly of each axle of the towing vehicle using the load variation AZ carried by the at least one mounted assembly equipped with the at least one axle of the towing vehicle and the first load distribution associated with the application of an additional load at the coupling point M,the method comprises a step of estimating the load variation AZ applied to the coupling point M of the towing vehicle comprising the estimated load variation of each mounted assembly of the towing vehicle and the method comprises a step of determining the load variation carried by the trailer comprising the load variations carried by at least one mounted assembly in contact with the ground of each axle of the trailer and the estimated load variation AZ applied to the coupling point M of the trailer.,

12. Method for estimating the load carried by a mounted assembly of a convoy comprising the method for estimating the variation of the load carried by a mounted assembly of a convoy generated by the loading of the loading volume of the trailer when stopped according to one of claims 1 to 10, the method is characterized in that the method comprises a step of estimating the load Z carried by the at least one equipped mounted assembly using the load variation AZ carried by the at least one equipped mounted assembly and the determination of the initial load ZI of the at least one equipped mounted assembly.

13. System (2000) for implementing the method for estimating the variation in load carried by a mounted assembly of a convoy (2001) generated by the loading of the loading volume of the trailer when stationary according to one of claims 1 to 10 and / or for implementing the method for estimating the load carried by a mounted assembly of a convoy (2001) according to claim 12 comprising: • a towing vehicle (2001a), equipped with at least one mounted assembly (2006) equipped with an electronic device (2007) on at least one axle of the towing vehicle (2001a); • a trailer (2001b), provided with at least one mounted assembly (2006) equipped with an electronic device (2007) on each axle of the trailer (2001b); • the electronic device (2007) comprising at least one pressure sensor, at least one temperature sensor, at least one electronic chip, at least one memory space capable of recording the signals from the sensors, and at least one first means of radiofrequency communication (2101) at least in transmission; • at least one means of calculation (2002); and • at least one display means (2003) comprising at least a second means of communication (2102) radiofrequency at least in reception

14. System (2000) for implementing the method for estimating the variation in load carried by a mounted assembly of a convoy (2001) generated by the loading of the loading volume of the trailer when stationary and / or for implementing the method for estimating the load carried by a mounted assembly of a convoy (2001) according to claim 13 in which the system (2000) comprises an analysis means (2004) capable of analyzing a result at the output of the at least one calculation means (2002).

15. System (2000) for implementing the method for estimating the variation in load carried by a mounted assembly of a convoy (2001) generated by the loading of the loading volume of the trailer when stationary and / or for implementing the method for estimating the load carried by a mounted assembly of a convoy (2001) according to one of claims 13 to 14 in which the at least one calculation means (2002) comprises at least one third radiofrequency transmission / reception communication means (2103).

16. System (2000) for implementing the method for estimating the variation in load carried by a mounted assembly of a convoy (2001) generated by the loading of the loading volume of the trailer when stationary and / or for implementing the method for estimating the load carried by a mounted assembly of a convoy (2001) according to claim 15 in which the at least one analysis means (2004) comprises at least a fourth radiofrequency transmission / reception communication means (2104)

17. System (2000) for implementing the method for estimating the variation in load carried by a mounted assembly of a convoy (2001) generated by the loading of the loading volume of the trailer when stationary and / or for implementing the method for estimating the load carried by a mounted assembly of a convoy (2001) according to one of claims 13 to 16 in which the system (2000) comprises at least one reading means (2005) capable of at least reading data contained in the at least one memory space of the electronic device (2007) comprising at least one fifth radiofrequency communication means (2105) at least in reception.

18. System (2000) for implementing the method for estimating the variation in load carried by a mounted assembly of a convoy (2001) generated by the loading of the loading volume of the trailer when stationary and / or for implementing the method for estimating the load carried by a mounted assembly of a convoy (2001) according to one of claims 13 to 17 in which part of the communication carried out by the communication means (2101, 2102, 2103, 2104, 2105) from and to the elements included in the group comprising the electronic device (2007), the at least one calculation means (2002), the at least one display means (2003), the at least one analysis means (2004) and the at least one reading means (2005) is carried out by UHF radiofrequency waves, preferably in BLE (Bluetooth Low Emission).

19. System (2000) for implementing the method for estimating the variation in load carried by a mounted assembly of a convoy (2001) generated by the loading of the loading volume of the trailer when stationary and / or for implementing the method for estimating the load carried by a mounted assembly of a convoy (2001) according to one of claims 13 to 18 in which the at least one display means (2003) is included in the group comprising, a telephone, a computer, a human-machine interface located on the trailer (2001b) and / or the towing vehicle (2001a), preferably located on the instrument cluster of the towing vehicle (2001a).

20. System (2000) for implementing the method for estimating the variation in load carried by a mounted assembly of a convoy (2001) generated by the loading of the loading volume of the trailer when stationary and / or for implementing the method for estimating the load carried by a mounted assembly of a convoy (2001) according to one of claims 13 to 19 in which a part of the at least one reading means (2005) is located on the trailer (2001b) and the towing vehicle (2001a).

21. System (2000) for implementing the method for estimating the variation in load carried by a mounted assembly of a convoy (2001) generated by the loading of the loading volume of the trailer when stationary and / or for implementing the method for estimating the load carried by a mounted assembly of a convoy (2001) according to one of claims 13 to 20 in which a part of the at least one calculation means (2002) and / or a part of the at least one analysis means (2004) is located on the convoy (2001), preferably located on the mounted assembly (2006).

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