Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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METHOD/SYSTEM FOR RESETTING THE VALUE
OF A CONTROL PARAMETER INDICATIVE OF
GROSS COMBINED WEIGHT'OF VEHICLES
TO A DEFAULT VALUE THEREOF
BACKGROUND OF THE INVENTION
Field of Invention
This invention relates to systems/methods for determining a value
indicative of vehicular gross combined weight (GCW) in vehicles equipped
with automated transmission systems or manual transmission systems and
electronic data links. In particular, the present invention relates to a
system/method for determining the GCW of vehicles, such as heavy-duty
trucks or coaches equipped with an electronic databus carrying engine
torque and other information, such as a databus conforming to the CAN,
SAE J 1922 and/or SAE J 1939 protocol, wherein the control parameter
indicative of GCW is a filtered, averaged value, often an average of 500 or
more individual determination iterations, to minimize the effects of driveline
torsionals, noise and the like. More particularly, the present invention
relates
to a GCW value determination method/systerm wherein the GCW control
parameter is a filtered, averaged value and wherein the GCW control
parameter value is reset to a default value thereof upon the occurrence of
~ 5 certain conditions, such as the condition of sensing that the vehicle is
at rest
for greater than a predetermined period of time, which are deemed indicative
of vehicle stoppage to change load.
Descrivtion-of the Prior Art
In a heavy-duty truck or tractor-semitrailer vehicle, vehicle GCW may
vary in a range of from about 10,000 pounds up to about 80,000 pounds
or more, depending upon vehicle type and load. It is highly desirable to
inform the vehicle operator of at least approxin!~ate current GCW and/or to
provide this information to vehicle systems such as, e.g., an automated
transmission system, a fleet management system, a variable suspension
CA 02274368 1999-11-17
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.
system, an onboard central tire inflation system (CTIS), an antilock brake
system (ABS) or the like.
It is known in the prior art to provide various scale systems for
vehicles wherein a control parameter indicative of vehicle weight, or at least
of the weight of the vehicle load, may be measured. See, e.g., U.S. Pats.
No. 4,714,122; 4,728,922; 5,014,206 and 4,839,835.
These systems required scale or other weighing systems which were
costly to provide andlor maintain and were best suitad for vehicles, such as
garbage trucks or dump trucks, involved in special haulage applications,
such as commercial refuse disposal or the like.
In U.S. Patent No. 5,490,063, a method/system for calculating GCW as a
function of
engine/drivewheel torque and vehicle acceleration, as read from signals on
a data link and/or outputted by various sensors, is disclosed. According to
that method/system, the GCW of a vehicle may be determined from knoiivn
drive train characteristics (transmission ratio, axle ratio, tire radius,
etc.),
engine torque and vehicle acceleration measured at time t, and t2 if t, and
t2 are relatively close (within seconds). This may be expressed as:
GCW = (T~ - TZ ) _ ((Al - AZ ) x C)
where: T; - Wheel torque at time t; ;
A; - Vehicle acceleration at time t; ; and
C - Wheel rolling radius + gravity constant.
To minimize the effects of drivetrain torsionals, noise and the like,
GCW is, preferably, determined during or immediately after completion of an
upshift and the control parameter GCW~P is a running, filtered average of
many individual iterations of GCW determination. While the above-described
method/system is very effective, it is not totally satisfactory as, in certain
circumstances, it might not be as responsive as desired to situations wherein
vehicles have stopped to change their loading, such as, for example; by
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adding or unloading cargo, connecting or disconnecting a semitrailer taking
on or discharging coach passengers, or the like.
SUMMARY OF THE INVENTION
In accordance with the present invention, the drawbacks of the prior
art are minimized or eliminated by the provision of a system/method for
determination of vehicular GCW wherein the value of the control parameter
outputted by the system as indicative of vehicular gross combined weight
(GCW~P) is a filtered, averaged value of a large number of previous (GCW;)
determination iterations, and said value is reset to a preselected/predeter-
mined default value upon the occurrence of conditions associated with
possible vehicle change of load.
The foregoing is accomplished in a system/method for determining the
value of a control parameter GCW~, indicative of ehicular GCW as a filtered,
averaged value of previous GCW determination iterations by (1 ) selecting/
t 5 determining a default value for said value, (2) selecting a reference
period of
time during which vehicle non-movement is indicative of a changing or
vehicle load, (3) timing periods of vehicle at-re$t conditions, and (4) if the
vehicle remains at rest for greater than the reference period of time, causing
said value to be' reset to the default value thereof.
In practice, it has been found that the' above procedure is most
effective if a first reference period of time, for vehicle in neutral and at
rest,
and a second reference period of time, for vehicle not in neutral but at rest,
are utilized. By way of example, the first referience period of time (REF,)
may equaLabout 2-10 minutes and the second reference period of time
(REFZ) may equal about 5-15 minutes.
Accordingly, the present invention provides an
improved system/method for determination oif the value of a control
parameter GCW~ indicative of vehicular GCW as an average of current and
multiple GCW determination iterations wherein the value of the control
parameter will reset to a predetermined default value upon sensing the
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occurrence of a set of vehicle operating conditions predetermined to be
indicative of vehicle load changes.
The default value will be selected with a view toward the system or
systems using GCW as a control parameter. Far example, in an automated
mechanical transmission system wherein the transmission is controlled, at
least in part, as a function of the value of the GCW control parameter,
selecting a relatively large default value will tend to result in errors
wherein
shifting is somewhat aggressive, which is considered to be more desirable
than errors wherein a shift expected and desired by the operator is not
attempted. -
This and other advantages of the present inlvention will
become apparent from a reading of the detailed description of the preferred
embodiment taken in connection with the attached drawings.
~ 5 Figure 1 is a schematic illustration of a vehicular drivetrain including
a mechanical transmission, an electronic data link and an electronically
controlled engine of the type advantageously utilizing the system/method of
the present invention.
Figure 1 A is a schematic illustration of the shift pattern of the
transmission of Figure 1.
Figure 2 is a schematic illustration of an automated shift
implementation system advantageously utilizing, the system/method of the
present invention.
Figures- 3A and 3B are a schematic illustrations, in flow chart format,
of the GCW determination method of the presemt invention.
Figures 4A and 4B are schematic illustrations, in flow chart format, of
an alternate embodiment of the present invention.
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94-rTRN-139
DESCRIPTION OF THE PREFERRED EMBODIN,~NT
Certain terminology, will be used in the following description for
convenience in reference only and will not be limiting. The words
"upwardly," "downwardly;" "rightwardly," and "leftwardly" will designate
directions in the drawings to which reference is made. The words "forward"
and "rearward" will refer respectively to the front and rear ends of the
transmission as conventionally mounted in a vehicle, being respectfully from
left and right sides of the transmission as illustrated in Figure 1. The words
"inwardly" and "outwardly" will refer to directions toward and away from,
respectively, the geometric center of the deivice -and designated parts
thereof. Said terminology will include the words specifically mentioned
above, derivatives thereof and words of similar import.
The term "compound transmission" is used to designate a change
speed or change gear transmission having a multiple forward speed main
~ 5 transmission section and a multiple speed auxiliary transmission section
connected in series whereby the selected gisar reduction in the main
transmission section may be compounded by further selected gear reduction
in the auxiliary transmission section. "Synchronized clutch assembly" and
words of similar import shall designate a clutch assembly utilized to
20 nonrotatably couple a selected gear to a shaft by means of a positive
clutch
in which attempted engagement of said clutch is prevented until the
members of the clutch are at substantially synchronous rotation. A relatively
large capacity friction means are utilized with tie clutch members and are
sufficient, upon initiation of a clutch engagement, to cause the clutch
25 members and all members rotating therewith to rotate at substantially
synchronous speed. The term "upshift" as used herein, shall mean the
shifting from a lower speed gear ratio into a higher speed gear ratio.
For purposes of illustration, the vehicular GCW determination
method/system of the present invention is disclosed as associated with a
3o vehicular drivetrain including an automated mechanical transmission and an
electronically controlled engine having a CAN, SAE J 1922 or SAE J 1939
type data link. It is understood that the vehiicular GCW determination
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system/method of the present invention also may be advantageously utilized
with other types of vehicular drivetrain systems.
Referring to Figure 1, a vehicle driverrain including a range-type
compound transmission 10 and an electronically controlled internal
combustion engine E is illustrated. Compound transmission 10 comprises
a multiple speed main transmission section 12 connected in series with a
range type auxiliary section 14. Transmission 10 is housed within a housing
H and includes an input shaft 16 driven by a prime mover such as diesel
engine E through a selectively disengaged, normally ~,ngaged friction master
clutch C having an input or driving portion 18 drivingly connected to the
engine crankshaft 20 and a driven portion 22 rotatably fixed to the
transmission input shaft 16.
The engine E is fuel throttle controlled, preferably electronically, and
is connected to an electronic data link DL of the type defined in SAE J 1922
~ 5 andlor SAE J1939 protocol, and the master clutch C may be manually
controlled by a clutch pedal (not shown) or the like. Master clutch C, if used
in fully automatic transmission systems, may be automatically controlled,
see U.S. Pats. No. 4,081,065 and 4,361,060. Typically, electronically
controlled engine E will be provided with its Own electronic control unit
2o ECUE. An input shaft brake (not shown) may be provided to provide quicker
manual upshifting as is welt known in the prior art. It is understood that a
data link or databus, DL, complying with SAE J1939 protocol, or similar
protocol, will carry information indicative of engine torque, engine speed and
transmission output shaft speed.
25 Transmissions similar to mechanical transmission 10 are well known
in the prior art and may be appreciated by reference to U.S. Pats. No.
3105,395; 3,283,613 and 4,754,665.
In main transmission section 12, the input shaft 16 carries an input
gear 24 for simultaneously driving a plurality' of substantially identical
3o countershaft assemblies 26 and 26A at substantially identical rotational
J
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94-rTRN-139
speeds. The two substantially identical countershaft assemblies are
provided on diametrically opposite sides of mainshaft 28 which is generally
coaxially aligned with the input shaft 16. Each of the countershaft
assemblies comprises a countershaft 30 supported by bearings 32 and 34
in housing H, only a portion of which is schematically illustrated. Each of
the countershafts is provided with an identical grouping of countershaft
gears 38, 40, 42, 4.4., 46 and 48, fixed for rotation therewith. A plurality
of
mainshaft gears 50, 52, 54, 56 and 58 surround the mainshaft 28 and are
selectively clutchable, one at a time, to the mainshaft 28 for rotation
therewith by sliding clutch collars 60, 62 and 64 as is well known in the
prior art. Clutch collar 60 may also be utilized to clutch input gear 24 to
mainshaft 28 to provide a direct drive relationship between.input shaft 16
and mainshaft 28.
Typically, clutch collars 60, 62 and 64 are axially positioned by means
of shift forks associated with the shift bar housing assembly 70, as well
known in the prior art. Clutch collars 60, 62 and 64 may be of the well
known nonsynchronized double acting jaw clutch type. As is well known,
the clutch collars are shifted forwardly and rearwardly by shift forks
controlled by transmission actuator 120 (see Fig. 2) of the type illustrated
2o in U.S. Pats. No. 4,873,881 and 4,936,156.
Mainshaft gear 58 is the reverse gear and is in continuous meshing
engagement with countershaft gears 48 by means of conventional
intermediate idler gears (not shown). It should also be noted that while main
transmission section 12 does provide five selectable forward speed ratios,
the lowest forward speed ratio, namely that provided by drivingly connecting
mainshaft drive gear 56 to mainshaft 28, is often of such a high gear
reduction it has to be considered a low or "creeper" gear which is utilized
only for starting of a vehicle under severe conditions and is not' usually
utilized in the high transmission range. Accordingly, while main transmission
section 12 does provide five forward speeds, it is usually referred to as a
"four plus one" main section as only four of the forward speeds are
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compounded by the auxiliary range transmission section 14 utilized
therewith.
Jaw clutches 60, 62, and 64 are three-position clutches in that they
may be positioned in the centered, nonengaged~ position as illustrated, or in
a fully rightwardly engaged or fully leftwardly engaged position by means of
actuator 70. As is well known, only one of the clutches 60, 62 and 64 is
engageable at a given time and main section interlock means (not shown)
may be provided to lock the other clutches in the neutral condition.
Auxiliary transmission range section 14 includes two substantially
identical auxiliary countershaft assemblies 74 amd 7~'A, each comprising an
auxiliary countershaft 76 supported by bearings, 78 and 80 in housing H and
carrying two auxiliary section countershaft gars 82 and 84 for rotation
therewith. Auxiliary countershaft gears 82 are constantly meshed with and
support range/output gear 86 while auxiliary section countershaft gears 84
~ 5 are constantly meshed with output gear 88.
A two-position synchronized jaw clutch assembly 92, which is axially
positioned by means of a shift fork (not shown) and the range section
shifting actuator assembly 96, is provided for' clutching either gear 86 to
output shaft 90 for direct or high range operation or gear 88 to output
shaft 90 for low range operation of the comppund transmission 10. The
"shift pattern" for compound range type transmission 10 is schematically
illustrated in Figure A. Actuator 120, preferably, also will control the range
section.
For purposes of determining vehicular' GCW and/or for providing
information-to various vehicle systems, an input shaft speed sensor 98, an
engine speed sensor 99 and/or an output shaf t speed sensor 100 may be
utilized. Alternatively to output shaft speed sensor 100, a sensor 102 for
sensing the rotational speed of auxiliary section countershaft gear 82 may
be utilized. The rotational speed of gear 82 is, of course, a known function
of the rotational speed of mainshaft 28 and, if clutch 92 is engaged in a
known position, a function of the rotational speed of output shaft 90.
Engine speed and/or output shaft speed information preferably is carried on
w
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94-~TRN-139
the data link DL. As is well known (see above-mentioned U.S. Pat.
No. 4,361,060), the signals (OS) from speed sensor 100 or other sensors
may be differentiated with respect to time to pirovide signals (dOS/dt) having
a value indicative of vehicle acceleration and the like. The ECU 106 will,
preferably, include logic elements or rules far differentiating various input
signals with respect to time.
The ECU 106 may be of the type illustrated in U.S. Patent No.
4,595,986. The ECU is effective to process the inputs 122 in accordance
with predetermined logic rules to issue command output signals 124 to the
engine ECU (ECUE) and to actuator 120 and/o f to a display unit and/or to
other systems, such as an ABS system or a CTIS system or the like. As
an alternative, a separate ECU for GCW determination may be provided or
the logic rules for determining vehicle GCW rmay be in the engine ECU
(ECUE) or another system ECU.
Output shaft speed sensor 100 may b~ replaced by a wheel speed
signal from an ABS system and/or by sensory indicating input shaft speed
and transmission gear ratio (ES = IS - OS " GR) and/or by a signal
indicative of vehicle speed such as from the vehicle speedometer. Input
shaft speed (IS) may be taken as equal to engine speed (ES), available on
datalink DL, when clutch C is fully engaged. Gear ratio (GR) may be
determined from position sensors or the like associated with the
actuator 120, or may be calculated from output shaft and input shaft speed
(GR = IS/OS). By way of example, engaged giear ratio may be determined
when ES (.r .IS) equals OS " GR, for a knowin GR, over a predetermined
period of time. Similarly, output shaft speed may be determined from input
shaft speed and gear ratio (OS = IS/GR).
According to the present invention, a sy~tem/method is provided for
determining vehicular GCW using existing infprmation from an electronic
engine (SAE J1922 or J1939 protocol) data fink and/or using information
from various sensors such as, for example, signals indicative of
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engine/drivewheel torque and a signal indicative of vehicle or output shaft
speed.
In a preferred embodiment, it can be mathematically proven that for
two times, t~ and t2, that
are close to each other
(within seconds):
- T~ - TZ = C x W x (A, - A2 )
where: T; - Wheel torque at time t; ;
C - Rolling radiusfgravity constant;
W - Gross combination weight; and
A; - Vehicle acceleration at time t;
.
The proof of this relationship
is as follows:
F=mA
F,H,.,~aS - RR - AD - GR = Acael R = mA
F,N,,,Ea$ - RR + AD + ~R + Accel R
where: RR - Rolling resistance;
AD - Aerodynamic drag;
GR - Grade resistaryce;
Accel R - Acceleration resistance; and
F,N,,~~g - Force of road ion drivewheels
F,H,.,Eas - torque at wheels + C3 =
RR AD GR Accel R
t~ I~-W-y ~1
C1 W + CZ V2 + Grade W
+' W + g A
Multiply through by C3
TW = C4 ~ W + CS ~ V2 + C3 ~ Grade ~ W + C3 ~ (W + g) ~ A
At Tl : T~ = C4 ~ W + Cg ~ V~ Z + C3 ~ Grade ~ 'W + C3 ~ (W + g) ~ Al
At T2 : TZ = C4 ' W + C6 ' VZZ + C3 ~ Grade ~ W + C3 ' (W + g) ~ A2
Subtract second equation from first:
T~ - TZ = CS ' (V,2 - VZ2 ) + C3 ~ W + g ~ (A~ - AZ )
SInCe V, ~ V2 , we Can set (V,Z - V22 ) = D
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' ~ ~ ..
If C3 -r- g = Ce ,
T,-TZ=Ce~W~(A,-A2).
Based upon this relationship, a value closely approximating (within about
2,000-3,000 pounds) GCW may be determineid from the expression:
GCW = W = (T, - TZ ) + ~(A, - A2 ) *' C)
Also, to minimize errors, a plurality of GCW values is determined with
GCW~P equaling an average:
i
GCW~P - F ((Tl - T; ) + ((A, - A; ) " C))
i ~ 2
(i - 1 )
It has been found that more accurate determinations of GCW may be
obtained at completion of an upshift, especially if time t~ is selected at the
instant during an upshift immediately prior to engagement of the new ratio.
~ 5 At this instant, T,, torque supplied from the el~gine to the drivewheels,
is
zero, and vehicle acceleration A~ is a relatively low, possibly negative,
value.
Times tz, t3 ... ~ may then be any point after i~ngine power is sufficiently
applied to the drivewheels through the vehiche powertrairi for up to four
seconds after time t~.
2o In practice, a new GCW; is calculated albout every 40 milliseconds
after t2 until about four seconds after t, . Preferably, the GCV1~ values are
then summed and averaged. The filtering/aver~aging technique adjusts for
errors in each individual iteration due to torsionais, noise and the like
which
may render individual iterations of GCW relatiively inaccurate. When the
25 counter rea'~hes 1,000, the sum is divided in h~If, the counter set to 500,
and the averaging continues. This will provide' a mild filtering of the GCW
value.
GCW~P _ fGCW; + (499'"GCW~P)]
30 500
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' 12. 94-rTRN-139
According to a preferred embodiment, after time t,, when the initial
A, value is sensed, values of A~ .., and 2T .,. will not be sensed until
certain conditions are met, assuring that the swbsequent values are different
enough in magnitude from the time t~ values t~ provide valid calculations for
GCW. These conditions, determined from om-vehicle testing, are:
(1 ) t; is less than four seconds after t,;
(2) the engine is operating at greater 'than a reference torque (about
19 percent of peak torque);
i3) vehicle acceleration is greater than a reference value (dOS/dt >
about 20 RPM/sec.); ~ '
(4) input shaft speed greater than ai reference value (IS > about
1, 200 RPM for a heavy-duty diesel engine);
(5) vehicle acceleration has changed'(dOS/dt at t2 ... ; ~ dOS/dt at
t,); and
(6) a shift is not in progress.
In practice, to get T;, the drivewheel torque at time;t, the engine
torque is sensed, preferably from the electronic data link DL, and used to
derive the drivewheel torque in a known manner. Generally, torque at the
drivewheels may be determined from the follpwing:
Torque at wheels = (engine torque) '" (gear ratio) '"
(axle ratio) ~'(drivetrain efficiency);
where engine torque = [(percent engine torque) '~
(peak engine torque)] - [(torque
. - - to drive vehicle accessories) +
(torque to accelerate engine)].
To achieve even greater accuracy, it is desirable to sense engine
flywheel torque (T~,) from the relationship:
TFw = TEC - Tee - T~cces - TACCa.
where:
TF"" - engine flywheel torque;
TES - gross engine torque;
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TBEF - base engine friction torqlue (includes the torque to
overcome engine internal' friction and the torque to
rotate the engine manufacturer-installed accessories
(i.e., water pump, oil pump, etc.)):
TACCES = accessory torque (torque to operate vehicle accessories,
such as air-conditioning, fans, lights, etc.); and
TACCEL = torque to accelerate engine, calculated from engine
acceleration or deceleration and moment of inertia (I) of
engine.
The control parameter GCW~indicative o~f vehteular GCW is useful in
determining feasibility of shifts in an automated transmission system, see
U.S. Pats. No. 5,272,939; 5,241,476 and 5,17,609, as well as in fleet
management systems, antilock brake systems (ABS), central tire inflation
systems (CTIS), active suspension systems and the like.
While the above-described preferred method/system for determining
the value of a control parameter indicative 4f .vehicular GCW is highly
effective, due to its averaging/filtering techrniques (which are deemed
necessary in view of heavy-duty vehicle drivetraiin torsionals, noise and the
2o like), the method/system, in certain circumstances, may not be as
responsive
to relatively large changes in vehicle loading as is desirable. Examples of
relatively large changes in vehicle loading include loading or unloading
(dumping) cargo, adding to dropping a trailer ar semi-trailer, embarking or
disembarking a group of coach passengers and the like.
According to the present invention, it hats been determined that the
occurrence of a particular set or sets of vehiicle operating conditions is
indicative of a change, or at least the possibility of a change, in vehicle
loading. Examples of such sets of conditions include sensing vehicle
stoppage for an extended period of time, sensing transmission neutral or not-
neutral conditions, sensing lifting of a dc~~mp truck body, sensing
opening/closing of cargo doors and/or sensing making/breaking of semi-
trailer "glad hand" connections.
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Upon sensing the occurrence of such a set or sets of vehicle operating
conditions, the GCW control parameter value is reset to a predetermined
default value thereof. The default value will depend in large measure upon
the vehicle involved and the system or systems utilizing GCW as a control
parameter. If GCW is a control parameter for an automated mechanical
transmission system for an MVMA Class 8 vehicle, such as an over-the-road
tractor for pulling semi-trailers, the default value would be selected at the
upper end of expected GCW range, such as ~t about 70,000 pounds, as
over-aggressive upshifting is considered preferable to under-aggressive
t 0 upshifting. -
For over-the-road vehicles, applicants have determined that sensing
a vehicle at rest (OS = 0) for greater than a reference period of time is
indicative of a possible change in vehicle loadirng. More particularly, if the
vehicle is at rest (1 ) while in neutral for greater than a first reference
period
of time (REF,), about 2-10 minutes, or (2) while not in neutral for greater
than a second reference period of time (REFZ), about 5-15 minutes, then the
current control parameter value (GCW) indpcative of vehicular gross
combined weight will be reset to the predetermined default value thereof.
Thereafter, regardless of the true loading of the vehicle, after a few
upshifts,
an acceptably accurate value of GCW is determined.
Alternatively, the filtered, averaged conrorol parameter value GCWcP
may be set to a "test value," GCWTesr~ if the absolute difference between
the control parameter and test value exceeds a teference, such as 10,000-
20,000 pounds. By way of example, if ( ~ GCWTESr - GCWcP ( ) > REF, then
GCWcP is reset to GCW,~~. The test value, GCWTE8T~ may equal the last
determination of vehicle gross combined weight Qr may itself be an averaged
value taken over a considerably lesser number of iterations, less than
25°~,
preferably less than 1096, than is the control parameter value. This alternate
embodiment of the present invention is illustrated in flow chart format in
Figures 4A and 4B.
As a further alternative, upon sensing am indication of a change in
vehicle loading, for a limited period of time, the filtering of current GCW
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~ 5 94-rTRN-139
values may be considerably reduced to temporarily increase the
responsiveness of the control parameter determination process.
Although the present invention has been described with a certain
degree of particularity, it is understood that various changes to form and
detail may be made without departing from the spirit and the scope of the
invention as hereinafter claimed.
