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WO1993018375A1 - Appareil de mesure d'une masse mobile utilisant l'energie et l'impulsion de deplacement - Google Patents

Appareil de mesure d'une masse mobile utilisant l'energie et l'impulsion de deplacement Download PDF

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Publication number
WO1993018375A1
WO1993018375A1 PCT/GB1993/000499 GB9300499W WO9318375A1 WO 1993018375 A1 WO1993018375 A1 WO 1993018375A1 GB 9300499 W GB9300499 W GB 9300499W WO 9318375 A1 WO9318375 A1 WO 9318375A1
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WO
WIPO (PCT)
Prior art keywords
distance
over
measurement
measuring
work
Prior art date
Application number
PCT/GB1993/000499
Other languages
English (en)
Inventor
Dan Merritt
Original Assignee
Catalytic Igniter Systems
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from GB929205149A external-priority patent/GB9205149D0/en
Priority claimed from GB929205638A external-priority patent/GB9205638D0/en
Priority claimed from GB929207967A external-priority patent/GB9207967D0/en
Application filed by Catalytic Igniter Systems filed Critical Catalytic Igniter Systems
Priority to AU36442/93A priority Critical patent/AU3644293A/en
Publication of WO1993018375A1 publication Critical patent/WO1993018375A1/fr

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01G—WEIGHING
    • G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
    • G01G19/08—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for incorporation in vehicles
    • G01G19/086—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for incorporation in vehicles wherein the vehicle mass is dynamically estimated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/20—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger specially for trailers, e.g. in case of uncoupling of or overrunning by trailer
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01G—WEIGHING
    • G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
    • G01G19/02—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles
    • G01G19/03—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles for weighing during motion
    • G01G19/035—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for weighing wheeled or rolling bodies, e.g. vehicles for weighing during motion using electrical weight-sensitive devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/02—Vehicle mass

Definitions

  • the present invention relates to the measurement of mass or weight of a moving object such as a vehicle or ship.
  • the conventional way to measure vehicle mass for example is to weigh it on weighbridge so measuring the force exerted on the mass by gravitational acceleration. This requires the vehicle to be taken to a weighbridge.
  • the present invention seeks to provide an improved method and apparatus for measuring the mass of an object such as a vehicle.
  • the present invention provides a method of measuring the mass of an object comprising: causing the object to move over a first measurement period whereby said object moves over a first distance; measuring the accumulated first work energy or impulse done during movement of the object over said first distance to provide a first work energy or impulse value; causing the object to move over a second measurement period whereby said object moves over a second distance; measuring the accumulated second work energy or impulse done during movement of the object over said second distance to provide a second work energy or impulse value; measuring the velocity of the object at the beginning and end of each of said first and second distances; deriving a value for the mass of the object as a function of the measurements of said velocities and said first and second work energy or impulse values; wherein during movement of the object over at least one of said first and second distances the object undergoes a change of momentum.
  • the present invention also provides an apparatus for measuring the mass of a moving object comprising: first means for measuring the accumulated work energy or impulse done during movement of the object over a measurement period and providing an accumulated first work/impulse signal representative thereof; velocity means for measuring the velocity of the object and providing first and second velocity signals representative of the velocity of the object at the beginning and end of the measurement period respectively; store means for storing said first work/impulse signal and velocity signals; and processor means for deriving a mass signal representative of the mass of the object, as a function of said accumulated first work/impulse signal and velocity signals measured over at least two measurement periods.
  • the present invention relates to the measurement of mass of a body undergoing a change of linear velocity and/or the measurement of rotational moment of inertia of a rotating body undergoing a change of angular velocity, through the accurate measurement of both the change of velocity and the accumulated work" which caused it, or the change of angular velocity and the accumulated work which caused it, over a period of measurement.
  • the average force or average torque is calculated from the measurement of aggregated mechanical work energy over a measurement distance.
  • average force value can be obtained from the measurement of aggregated impulse over a time period.
  • the work method is much superior in most land applications but the impulse method can be used to advantage depending on the constraints imposed by the mass measurement.
  • the present invention overcomes these difficulties. It offers an apparatus and method for an accurate measurement of mass of a vehicle with or without its cargo, through measurements undertaken over a distance or over a time period.
  • the prime measurements undertaken in a preferred method of mass measurement according to this invention are:
  • Typical applications for the measurement of the mass of vehicles include: single self propelling vehicles such as a car or a lorry; towed vehicles such as an articulated truck, an aeroplane being towed on the ground or a ship being towed on water. Further application to vehicles coupled in series such as a train is also described. The measurement can be carried out when the vehicle is unladen or laden with cargo, and the mass of the cargo, can be done by subtraction.
  • the present invention enables the mass of a vehicle to be measured with an instrument situated either 'on board' the vehicle whilst it is on the move or alternatively on board a second detachable towing vehicle.
  • the impulse based method of mass measurement uses a similar measurement method where impulse quantities are accumulated instead of work quantities but the sampling of values of force or torque, during the journey, is triggered not by distance intervals as is the case for the measurement of work but by time intervals.
  • the impulse based method is only accurate for measurement movements which do not involve a change of elevation in the direction of gravitational acceleration, hence an important application for it is the measurement of mass of ships floating on calm water.
  • the sum of the two types of inertia masses are determined by the method of measurement according to this invention.
  • the total mass moved linearly as well as the rotating masses multiplied by their effective radius of gyration.
  • the mass of rotating wheels is measured twice, once as a translationally accelerating mass and again as a rotationally accelerating mass.
  • the measurement of inertia mass of an unladen vehicle can be subtracted from the measurement of inertia mass of the same vehicle when laden to yield the measurement of the static mass of the payload alone.
  • Wk Work energy used to change kinetic energy.
  • Wf Work energy used to overcome all unmeasured friction resistance forces opposing motion.
  • Mw Total weight-revealed mass, or static mass of vehicle.
  • Mi Total inertia-revealed mass of vehicle including 'Gyration Mass '.
  • MG 'Gyration Mass Equivalent' or rotating mass multiplied by its radius of gyration.
  • Mc Static mass of cargo within Mi .
  • Ff Mean effective friction force or resultant force causing friction resistance in direction against motion, averaged over the journey.
  • ⁇ Z Change in elevation in gravitational direction.
  • V Vehicle velocity
  • Vm Arithmetical average velocity over measurement journey.
  • X Position of vehicle along measurement journey measured from a set origin.
  • the measurements which are taken in order to calculate the mass of an object such as a vehicle are taken over one or two stages of movement. Where one stage is used it is divided into two phases of movement (two phase) . Where two stages are used, each stage may be divided into one (two stage single phase) or two (two stage two phase) phases of movement. Where two phases are used, the second may follow on continuously from the first phase, or not, as desired.
  • distance refers both to the length of travel and the path of travel covered by a moving object during a measurement period. Thus, distances which are describes as being the same are of the same length of travel and over the same path.
  • Measurements may be taken at the beginning, the end and/or over the duration of a phase (distance), and the phrase "measurement period” as used herein refers to a selected distance or a selected period of time (which thereby sets the length of travel covered) over which the measurements are taken.
  • a Denotes a first phase of a first stage.
  • b Denotes a second phase of a first stage.
  • c - Denotes a first phase of a second stage.
  • Mi Mw + MG ........ (1)
  • Wf Ff. (X 2 -X 1 ) ........(3)
  • WG Mw. g. (Z 2 -Z 1 ) ........(4)
  • W Wk + Wf + WG ........(5)
  • a two phase measurement is over over two successive distances (X 2a -X 1a ) and (X 2b -X 1b ) and is used to cancel out friction resistance work Wf (see Figure 2).
  • Two stage single phase measurements are taken twice over the same distance, say (X 2a -X 1a ), firstly through phase (a), and then through phase (c) by returning the vehicle to the starting point at X 1a for the second stage.
  • Such a compound measurement is used to cancel out gravitational elevation work. It can also cancel out friction resistance with only two measurements and is useful when friction resistance is not very sensitive to vehicle velocity.
  • a two stage, two phase measurement is one in which the second stage is a repeat of the first stage with phases (c) and (d) being over the same distances as phase (a) and (b). It cancels out elevation work for each phase pair (a) with (c) and (b) with (d) and cancels out friction resistance for phase pairs (a) with (b) and (c) with (d).
  • the first stage can effectively cancel out wind resistance, which is velocity sensitive, by operating phases (a) and (b) at similar velocities which can be higher in the first stage, if it is the acceleration stage, than in the second stage.
  • the second stage which effectively cancels out elevation work, little acceleration is required and both phases (c) and (d) can be conducted at similar but lower velocities than phases (a) and (b) .
  • Equation (2) the mean effective friction force averaged over each phase may be safely regarded as having the same or nearly the same value over both measurement phases.
  • W a - WG a (1/2) .Mi . (V 2 2a -V 2 1a ) + Ff. (X 2a -X 1a ) . . . . . . (6a)
  • W b - WG b (1/2 ) .Mi . (V 2 2b -V 2 1 b ) + Ff. (X 2b -X 1b ) . . . . . . (6 b)
  • W a is the work quantity measured over phase (a) and WG a is the work consumed against the force of gravity over phase (a) if the moving mass increases its elevation.
  • W a has a positive value when the mass accelerates and a negative value when the mass decelerates.
  • WG a has a positive value when the mass increases its elevation and a negative value when the mass decreases its elevation.
  • a constant (R) can represent the ratio
  • R can be used to simplify Eq. (7a).
  • a two stage two phase measurement is advantageously carried out with different average force/torque and velocities in each of the stages as shown in Figure (3a).
  • the two stage measurement is carried out in order to eliminate the effect of changes in geographical gravitational elevation which causes work quantities WG a and WG b to be expended against gravity.
  • the two phase measurement is carried out in order to eliminate resistance forces.
  • One of the stages requires the use of a large amount of work to generate an increase in kinetic energy in order to reveal the mass of the vehicle and this need can lead to a relatively large terminal velocity.
  • the other stage benefits from avoiding a large change in kinetic energy as the accurate measurement of velocity changes at low speed under gravity forces can offer an accurate measure of elevation work. It is therefore possible to increase accuracy if resistance forces are cancelled out between the phases for each stage at similar average velocities.
  • phase ( ⁇ ) a new measurement period of work
  • phase (d) a new measurement period of work
  • one pair of phases e.g. (a) and (b) may be devoted mainly to generating a large positive value for the measurement of work quantity W ⁇ (through large acceleration torque) and if possible as large a negative value as possible for the measurement of work quantity W b (through large deceleration torque).
  • W ⁇ through large acceleration torque
  • W b through large deceleration torque
  • torques applied by the brakes to the wheels of a vehicle must either be measured and allowed for as part of the measured work (W) or if measurement is impracticable, wheel braking must be avoided altogether during phases (a), (b), (c), and (d), as appropriate.
  • the second stage of a two stage measurement may be devoted mainly to the elimination of the effect of work against gravitational elevations encountered along the previous journey undertaken in the first stage. This can therefore be effectively done with little acceleration or deceleration and little applied force or torque as shown in Figure 3A.
  • a vehicle may use a two stage single phase measurement, using Equation (8). Such a measurement ensures the exact re-positioning of the centre of gravity of the vehicle at the start and end of the measurement distance and can therefore be accurate as well as simple.
  • the distance (X 2 -X 1 ) may be chosen sufficiently short to allow the vehicle to reverse so as to return to the starting point without a need for a special roundabout journey.
  • the error in the measurement of mass may be kept to such a low value as to be negligible.
  • the measurement distance chosen, (X 2 -X 1 ) can be short e.g. ten metres or a few tens of metres. Also, measurement periods can start with the vehicle accelerating from rest. This facility helps in defining the starting position X 1 and allows a measurement with a low mean velocity and this has the beneficial effect of minimising wind resistance errors due to incomplete cancellation.
  • Figure 3B illustrates a measurement technique where a computer selects a distance from within the vehicle journey for the purpose of calculating the vehicle's mass.
  • the processor also selects the same distance (X 2a -X 1a ) for both phase (a) in stage 1 and phase (c) in stage 2 to ensure the cancellation of gravitational work.
  • the processor stores the values of force or torque, distance and velocity for every sampling point along the journey and can therefore identify the exact location of points X la and X 2a . This allows thee processor to discard parts of the journey which contain widely fluctuating torque or force which may reduce accuracy. Selecting only part of a journey for the distance may also assist in avoiding velocity measurement errors.
  • Such a selective procedure can also be applied to the two stage two phase measurement shown in Figure 3A.
  • Figure 1 is a diagrammatic illustration of the forces acting on a moving vehicle
  • Figure 2 illustrates the various measurements taken to measure the mass of a moving vehicle according to one preferred method of the invention
  • Figures 3A and 3B are graphs of the variation of torque or force with distance travelled
  • Figure 4 is a block circuit diagram of a preferred embodiment of apparatus according to the present invention for measuring the mass of a moving object such as a vehicle;
  • FIG. 5 to 9 are diagrammatic illustrations of several examples of the application of the apparatus of Figure 4.
  • Figure 10 is an illustration of the application of the apparatus of Figure 4 to the measurement of the mass of the wagons of a train.
  • Figure 11 is a block diagram of a further embodiment of apparatus according to the present invention for measuring the mass of a moving object.
  • Figure 4 shows a preferred form of apparatus for measuring the mass of a moving object, such as a vehicle in which the apparatus is installed.
  • the apparatus uses the measurement of work energy and is first described with reference to work energy done by a moving force over a selected time period.
  • the apparatus has a force or torque transducer 1 which may be, for example, a strain gauge based load cell for force measurement or a strain gauge torque measuring tube for torque measurement.
  • the electrical output from transducer 1 may be an analogue signal e.g. a voltage proportional to either force or torque, or a digital signal. Where it is an analogue signal it is fed into an A/D (analogue to digital) converter 2 where the measurements are converted to a digital signal.
  • A/D converter 2 analogue to digital converter 2 where the measurements are converted to a digital signal.
  • the output from the A/D converter is sampled through a gate 4 which is actuated by a trigger 3 which operates in a cyclic manner.
  • the trigger 3 may be constructed, for example, as a rotating disc equipped with devices, equi-spaced around its rim, capable of energising a stationary pick-up transducer in proximity to generate trigger pulses.
  • the angle through which the disc rotates between successive trigger events (trigger pulses) is directly proportional to the linear distance covered by the moving force between the said successive triggering events.
  • the disc may conveniently be formed or driven by a wheel rolling along the surface on which the force is engaging for propulsion.
  • the angle through which the disc rotates between successive triggering events is directly proportional to the angle of rotation of the torque- transmitting shaft between the successive triggering events.
  • the rotating disc may conveniently be mechanically coupled to the rotating shaft transmitting the measured torque.
  • the number of trigger events during one revolution of the trigger 3 is chosen according to the extent of the fluctuation in the values of the force or torque being measured and the accuracy required for the work energy and/or mass measurements.
  • the signals from the trigger 3 control the opening and closing of the gate 4 which allows, when open, the digitised signal representing measurement of either force or torque to be transmitted to a summing circuit 5 where it is added to the grand total value of all the preceding measurements. There is no need for preceding readings to be stored separately, only their sum total at any instant.
  • Counter 11 may be used to stop or start a measurement period after a predetermined number of counts (hence a predetermined distance travelled) by closing gate 4. Counter 11 may be reset to zero to start a measurement period by a reset signal from reset 8.
  • Clock 12 counts the time elapsed between successive trigger events to provide a measurement of vehicle velocity in Velocity Calculator 7.
  • the value of velocity can be recorded in memory in a processor or computer 6 at the beginning and at the end of a measurement period or at any other time.
  • the total distance travelled during a measurement period, recorded in counter 11, can also be fed into processor 6. In a preferred arrangement such distance can be selected by the operator, by programming counter 11 to control the duration of the measurement period.
  • the grand total accumulated in 5, representing work energy quantity is processed in processor 6, together with the values of vehicle velocity at the beginning and end of the measurement period, to measure M i .
  • the processor 6 may also have digital display facility 13 or a printer for recording measurements of total inertial mass.
  • Equations required in the calculations and data such as calibration factors, apparatus constants and physical constants are programmed into the calculator through a data input facility 9.
  • the summing circuit 5 and clock 12 are reset to zero by a reset signal from a reset 8 which is activated either manually or automatically.
  • the processor may memorise the values of all or some of the sampled and calculated parameters involved during a measurement period, such as force, pulse number, cumulative distance, time interval between pulses, total elapsed time, velocity and cumulative work. If so programmed, the processor may select the measurement distance from within the stage (journey) undertaken, as shown in Figure 3B so as to avoid the beginning and end of stages, which may contain large fluctuations of torque or force which in turn can cause errors in the mass measurement. If so, the same distance must also be selected from the second stage measurement journey which ideally should be started at precisely the same starting point, preferably from a standing start.
  • the processor may be programmed to memorise just the minimum information of cumulative work, terminal velocities and cumulative distances so as to provide a simpler apparatus.
  • the two phase measurement which is used to cancel resistance forces can be conducted in a manner similar to a lap mode of a stop-watch.
  • phase (a) after receiving a first distance signal from counter 11 (or a velocity signal from meter 7 depending on whether the measurement duration is controlled by distance or by velocity) the values in the summing circuit 5, counter 11 and velocity meter 7 are stored in processor 6 whilst phase (b) measurement continues awaiting a second distance signal from counter 11 (or velocity meter 7).
  • the values in the summing circuit 5, counter 11 and meter 7 are again stored and the calculation of mass, using the appropriate equation, can proceed whilst the measurement of accumulated work may continue, if desired, over the remaining journey.
  • the instrument for the measurement of mass can have an additional function for measuring the total work consumed by a vehicle over a journey.
  • the measurement of work is useful since, when divided by total journey distance, it gives the average force used to move the vehicle over the journey. This information can identify unusually large drag forces caused by faults such as wheel drag due, for instance, to binding brakes.
  • the measurement of work is also useful as it quantifies the average elapsed thermal efficiency of the engine of a vehicle over the journey, if compared with the energy, input associated with the quantity of fuel consumed, measured over the same journey period.
  • Another way to process measured information for a mass measurement is to memorise in the processor 6 some or all of the values of velocity, sampled force or torque, accumulated work, trigger pulse number, distance from start, time from start, time between pulse intervals, when each of the samplings are taken as dictated by trigger 3.
  • the processor may select an arbitrary distance for the measurement phases from within the actual journey length travelled by the vehicle during the measurement period.
  • the processor calculates the appropriate values of work and terminal velocities over such selected distances for use in the mass equations.
  • the journey starts from the same geographical point, preferably from rest and the processor selects exactly the same distance from the journey starting point as it did for the first stage journey, in order to cancel out elevation changes over the same distance.
  • a journey may start from rest over a pre-selected distance.
  • the driver is alerted by the processor, after a certain number of distance pulses are counted, when to stop accelerating and to start retardation on the overrun, using engine braking.
  • the torque-distance history of such a journey is illustrated in Figure 3A during phases (a), acceleration and (b), overrun.
  • phase (c) The driver then returns to the same starting point for the second stage of the measurement needed to cancel out elevation work. He accelerates much less in phase (c) than he did in phase (a) and follows this by decoupling the engine from the driving wheels and coasting for the rest of phase (c) and for the whole of phase (d).
  • Figure 3B shows how the processor may select an arbitrary phase (a) for the calculation from within the length of phase (a) shown in Figure 3A, in order to exclude the large torque fluctuations shown at the beginning and end of the graph.
  • the processor must be programmed to select exactly the same distance, in other words to start and end phase (c) at the same pulse counts value as it did for phase (a), during the second stage shown in Figure 3B.
  • Figure 5 shows an illustration of a possible use of the apparatus of Figure 4 to measure the inertia mass of a wagon 22 pulled by a force provided by locomotive 20, as well as the work done during the journey.
  • the force transducer is shown at 1 and the trigger which generates signals proportional to distance is activated by the rotation of the wagon wheel at 3.
  • the distance trigger 3 may be attached to one of the locomotive wheels or even to a special wheel which can be clamped on to either vehicle for the purpose of the measurement.
  • the force measured by transducer 1 must be in the direction of motion, otherwise an error will result.
  • Figure 6 shows a similar application to the one shown in Figure 5 for an articulated lorry arrangement where trailer 22 can be detached from the tractor 20 in an arrangement often used in practice.
  • the force transducer 1 is located on the pin which transmits the force from the tractor to the trailer.
  • Figure 7 shows an application to a lorry but in this case an engine and cab form an integral part of a lorry whose total inertia mass Mi is being measured on the move.
  • a torque transducer 1 is shown placed on the propeller shaft 50, connecting the engine and gear-box E, to the rear wheels which are driven by the engine. In this case the force transmitted by the tyre to the road is always in the direction of movement if the vehicle is moving in a straight line.
  • a brake 100 is also provided on propeller shaft 50 to provide a larger retardation torque, say in the second phase following the acceleration torque in the first phase, measured by the torque transducer 1.
  • Figure 9 shows an application where a vehicle is towed by a cable 201 attached to a drum 200.
  • the force measurement can be done on the cable by transducer 1 and the distance moved can be measured by distance trigger 3 attached to an idler pulley 202 engaged with the cable or to the drum 200 itself or to another device which can monitor the movement of the cable.
  • the drum may be driven by an electric motor to pull the vehicle during the first phase of a measurement and then to disengage for the second phase.
  • the vehicle finally comes to rest by application of the brakes at the end of the second phase which may be a marked position along the distance.
  • the drum may be attached to a heavy weight through another cable wound on it, not shown, and the vehicle can use its own traction in reverse gear and lift the weight by turning the drum through cable 201.
  • the vehicle then stops, and after releasing the brakes is propelled forward for measurement, pulled by the descending weight.
  • the weight may reach the ground near the end of the first phase of the measurement and the vehicle continues by inertia for the second phase and then stops using its brakes. If it is necessary to measure elevation work, a second stage may take place with much less force applied by the drum.
  • the elevation change over the measurement distance can be pre-measured to allow a measurement with one stage and two phases.
  • a second measurement stage, to eliminate elevation work, should minimise large force applications.
  • the work consumed by elevation can be measured mainly by its effect on velocity changes.
  • the surface on which the vehicle moves during measurements should be uniform in texture and without potholes or bumps or large stones.
  • Brakes applied to wheels is an example of forces to avoid.
  • Brake 100 in Figure 7, is applied to the propeller shaft S in order to promote deceleration, whose effect is measured in the torque measurement at 1, and is acceptable.
  • Vehicles should return to the same starting point for a two-stage measurement and can start each journey from rest.
  • the following methods of applying this mass measurement technique are suitable for towing apparatuss: a) The towing of a vehicle whose mass is being measured, over a short measurement distance, with a special powerful tractor (possibly with unsprung driving wheels) equipped with the apparatus of Figure 4 and a distance trigger wheel, can easily meet the measurement requirements mentioned above at.arbitrary locations. For example, an aircraft can be weighed in such a way when being towed on a runway. b) The towing of a vehicle over a short distance with a cable and winch arrangement (which can be provided on the vehicle's frame) by attaching the cable to an anchor point and fitting the vehicle with a distance trigger wheel for the purpose of the measurement.
  • a cable and winch arrangement which can be provided on the vehicle's frame
  • Figure 10 shows an application similar to the one shown in Figure 5 but in this case the vehicle is a train with a number of wagons here denoted as Q, S and T pulled by locomotive P.
  • the mass being measured Mi is the mass of each of the wagons being pulled by the locomotive but excluding the mass of the locomotive itself.
  • a force transducer is placed at each coupling between adjacent wagons and a distance trigger 3 may be attached to a single wheel rolling on the track, positioned anywhere but preferably at the locomotive end P or at the last wagon T.
  • the output from each force transducer is transmitted through an A/D converter 2, gate 4 and summing circuit 5 to processor 6, together with the signals from the distance trigger.
  • the transmission of signals from the transducers and trigger may be done through an electric cable or by radio transmission.
  • L S- ⁇ is the distance between.the centres of wagon T and wagon S and L Q-S the distance between the centres of wagons S and Q.
  • L S- ⁇ is the distance between.the centres of wagon T and wagon S
  • L Q-S the distance between the centres of wagons S and Q.
  • the inertial mass of the last wagon T should be determined in advance of the measurement and the cumulative work done (W ⁇ ) in moving this wagon is logged by the processor 6 at successive points along the journey. For instance, at time (t 1 + ⁇ t) when the centre of wagon T arrives at the position where the centre of wagon S was at time t 1 , the cumulative work done is W TS1 . Again, at time (t z + ⁇ t) when the centre of wagon T reaches the position where the centre of wagon Q was at time t 2 the cumulative work recorded is W TQ1 and so on.
  • the mass measurement for a train is based on a single stage single phase measurement for each wagon whilst the last wagon provides the necessary second stage for all other wagons. Work recorded at the forward and rear coupling of each wagon, are subtracted.
  • W S (W ⁇ +W S ) -W ⁇ .
  • Ff is assumed nearly constant since aerodynamic resistance for wagons moving at low speed is small compared with acceleration traction forces and rolling resistance on a steel rail is also small and will change little during the measurement.
  • a single stage measurement is possible for each wagon by a use of the last wagon to measure elevation changes during the journey without a need to return to the starting point and repeat a measurement journey.
  • a train need only accelerate, from rest, over a straight stretch of track, over a short distance of say a few tens of metres, for a measurement of the mass of each of its carriages to be made on the move.
  • Ff S is the yet unknown friction force operating on wagon S
  • Mi S is the unknown inertia mass of wagon S
  • (WG S2 -WG S1 ) represent the unknown work expended against gravity by wagon S over the measurement distance.
  • the friction force Ff S resisting wagon S can be measured later when the train moves at nearly constant velocity. This can be done, for instance, soon after the mass measurement is finished, again using a single stage single phase measurement.
  • the last wagon plays an important part in the measurement of elevation changes.
  • the operator has to know its inertia revealed mass Mi * ⁇ as well as its gyration mass MG * ⁇ . These can be measured on a weigh bridge, which measures Mw and with a two stage single phase measurement of Mi , to give the value of MG.
  • a weigh bridge measurement the value of MG can be calculated from theory.
  • the operator also has to know the friction force Ff * ⁇ for the last wagon and this can be measured occasionally using a two stage single phase measurement over a given distance (X 2 -X 1 ) but in the second stage the train has to move in the opposite direction to the first stage.
  • the train may start from rest and move slowly forward over a short distance and then stop and start a slow return movement over the same distance.
  • the distance (X 2 -X 1 ) may be selected by the processor from within the journey distance, in both directions. This procedure eliminates the effect of elevation work WG to reveal the magnitude of the friction force Ff ⁇ of the last wagon.
  • Equations (6a) and (6b) gives: where subscript ( R ) denotes the reverse journey and subscript ( ⁇ ) denotes the last wagon.
  • Mi * ⁇ and Mg * ⁇ above refer to known quantities for the last wagon.
  • Equation (6d) which calculates the friction resistance of a given wagon from the measurement of WG and the evaluation of ⁇ Z over the distance of this measurement, using the substitution for the elevation work WG in Equation (6d) where:
  • WG ⁇ Z.(Mi-MG) . g ........(3b)
  • Mi and MG now refer to any wagon.
  • MG can be substituted from a calculated value knowing the number of rotating axles or it may be justifiably neglected in many applications where it is very much smaller than Mw. If we neglect it, for the sake of simplicity we now have an expression for Ff for each wagon in turn, which contains the unknown value of mass Mi , for the same wagon, namely from Equation (6d):
  • the velocity measurement and the cumulative work recorded (W ⁇ ) is logged by the processor and noted at successive points along the journey. For instance, at time (t t + ⁇ t ) when the centre of wagon T reaches the position where the centre of wagon S was at time t 1 the cumulative work W recorded is W TS1 and again at time (t 1 + ⁇ t) when the centre of wagon T reaches the position where the centre of wagon Q was at time t 2 the cumulative work recorded is W TQ1 and so on.
  • the centre of wagon T As the journey continues after the end of the measurement (time t 2 ) the centre of wagon T, at time (t 2 + ⁇ 5 t ') passes the point where the centre of wagon S was at time t 2 to give a cumulative work value to that point of W TS2 . Finally, at time ( t 2 + ⁇ t ') and a distance of (X 2 +X 1 +L S +LQ) from its position at the start of the measurement, the centre of wagon T reaches the point where the centre of wagon Q was at time t 2 and records a cumulative work value of W TQ2 .
  • Mi ⁇ * and MG ⁇ * are the known masses of the last wagon
  • Ff ⁇ * the known resistance force for the last wagon
  • W V 2 and V 2 are the work quantity and velocities measured over the distance (X 2 -X 1 ) covered by any wagon over the measurement period.
  • ⁇ Z can now be substituted in Equation (3b) to give a value for (WG 2 -WG 1 ) , which in turn is used in Equation (6c), to calculate mass Mi for each wagon.
  • the measurement procedure for a train is as follows:
  • Equation (17) the processor evaluates the elevation change ⁇ Z experienced by each of the wagons during the mass measurements.
  • An alternative form of apparatus for measuring the mass of an object through its inertial resistance to a change of its momentum samples the force or torque measurement at preselected time intervals to yield an aggregated impulse quantity.
  • This technique of impulse mass measurement is a variation suitable for applications where there is no change of gravitational elevation during the measurement period, for instance a ship moving on calm sea.
  • F Total force in direction of motion, measured.
  • Fk Force used to change kinetic energy in direction of motion.
  • Ff Mean effective friction force causing resistance to motion in the direction against motion averaged over the measurement period
  • I Accumulated impulse (force x time increment).
  • Ia Cumulative measured quantity of successive values of F. dt , sampled during time interval ( t 2 -t 1 ) , during measurement phase (a) (or cumulative measured Impulse).
  • Equation (18) gives:
  • I Mi . ( V 2 -V 1 ) + Ff. (t 2 -t 1 ) + FG. ( t 2 -t 1 ) ........ (23) assuming forces Ff and FG remain constant during the measurement time interval (t 2 -t 1 ) .
  • I a Mi . (V 2a -V 1a ) + Ff. (t 2a -t 1a ) + FG a . ( t 2a -t 1a ) ........(24a)
  • I b Mi . ( V 2b -V 1 b ) + Ff. ( t 2b -t 1b ) + FG b . (t 2b -t 1b ) ........ (24b)
  • the apparatus is designed to carry out a pair of successive measurements periods, with or without a time interval in between, but triggering the start and finish of each measurement period (a) and (Jb) so that the time duration of measurement period (a) is either equal to or a multiple of the time duration of measurement period (Jb) the terms (t 2 -t 1 ) can be eliminated.
  • the mass measurement based on accumulated impulse measurement using Equations 26 is less attractive than the mass measurement based on work measurement when applied to road vehicles since absolutely flat, horizontal roads are not easily available.
  • the . latter method may, however, be very suitable for use in measuring the mass of vessels floating on water where change of elevation can be easily avoided.
  • Figure 8 shows such an example where a ship 300 is towed by a tug 310 with a cable.
  • the force measurement at 1 can be a basis for mass measurement using the impulse method after making due allowance for the angle of the cable from the horizontal. It is important that an accurate method is available for measuring the velocity of the ship during the measurement. Instead of being accelerated by a tug a ship may trail a cable attached to a drag inducing object, such as a water parachute 330 and the deceleration force is measured and accumulated as an aggregated impulse.
  • a third possibility is to measure the torque or reaction force on the propeller 320 and sample it against a clock to yield an accumulated; impulse quantity for mass measurement.
  • experimental calibrations of the instrument are needed to reveal calibration factors for Equation (26b). As the relationship between hydrodynamic resistance and ship speed are theoretically understood, the value of (r) in Equation (28) can be allowed for.
  • Figure 11 is a block diagram of an apparatus for the measurement of mass based on the prior measurement of accumulated force-time or torque-time impulse quantities.
  • the apparatus is similar to that of Figure 4 with like parts having the same reference numbers. In general, only the differences are described here.
  • Trigger 31 can be an electronic clock or, for instance, a synchronous motor driving a rotating disc which activates a proximity transducer.
  • the time interval between trigger events is chosen according to the frequency and amplitude of fluctuation in the values of the force or torque measured and the accuracy required for the measurement.
  • the number of trigger signals is counted in counter 11 which effectively measures the time elapsed.
  • Counter 11 may be used to stop a measurement period after a predetermined time period, by closing gate 4.
  • Counter 11 may be reset to zero to start a measurement by reset signal from reset 8. All or some of these operations may be controlled automatically by a controller, not shown.
  • a measurement may be stopped after a chosen distance is covered, or after a chosen velocity is reached as measured by velocity meter 121.
  • Meter 122 counts the distance moved by the mass to provide a measurement of its velocity.
  • the velocity may be measured directly by an analogue velocity meter producing a signal proportional to speed.
  • the value of velocity can be stored in memory in processor 6 at the beginning and at the end of a measurement period.
  • the total time elapsed during a measurement period, recordable by using counter 11, can also be fed into processor 6 at the end of an experiment, if calculations are made on the basis of equation (25) and time duration of test periods can be made constant by programming counter 11 to control the duration of the measurement period as described below.
  • the period over which the total force-time impulse quantity is to be measured is controlled by gate 4 which can either be opened and closed manually or controlled by an automatic controller, not shown.
  • the gate can open at the same time as the time measurement period starts and closes when the time measurement period finishes.
  • the grand total accumulated in 5, representing force-time impulse or torque-time impulse quantity is processed in processor 6, together with the values of vehicle velocity at the beginning and end of the measurement period, according to Equation (25) or (26).
  • the processor may also have digital display facility for the resulting measurements of total inertial mass.
  • the reading memorised and or displayed in 9 can, for example, be in the mass unit kilogram or in a weight unit Newton.
  • the two successive measurements needed to measure mass can be conducted in a manner similar to a lap mode of a stop-watch.
  • the values in impulse summing circuit 5 and velocity meter 121 can be stored in processor 6 whilst measurement continues awaiting a second time signal from counter 11.
  • the process is repeated after the second time signal, controlled by the controller (not shown) and the calculation of mass, using an equation in equation group (26), for instance, can proceed.
  • the duration of measurement periods (a) and (b) may alternatively be determined and controlled by a controller on the basis of either velocity values at the end of a measurement period or on the basis of distance travelled during a measurement period.
  • the velocity controlled method may minimise friction drag errors whereas the distance controlled method can be used to ensure that a test remains within the bounds of a previously calibrated horizontal road section or a constant slope road section.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)

Abstract

Un appareil de mesure de la masse par exemple d'un véhicule automobile en mouvement comprend: un premier dispositif (1-5; 1, 2, 4, 5, 31) destiné à mesurer l'énergie ou l'impulsion de déplacement accumulée produite pendant le mouvement du véhicule pendant une période de mesure et à fournir un premier signal de l'énergie/impulsion de déplacement accumulée (W, I) représentatif; un dispositif de vitesse (7, 11, 12; 11, 121, 122) destiné à mesurer la vitesse de l'objet et à fournir un premier et un second signal de vitesse (V) représentatifs de la vitesse de l'objet au début et à la fin de la période de mesure, respectivement; un dispositif de stockage (6) destiné à stocker ledit premier signal de l'énergie/impulsion de déplacement et des signaux de vitesse; et un dispositif de traitement (6) destiné à dériver un signal de masse représentatif de la masse de l'objet, en une fonction dudit premier signal d'énergie/impulsion de déplacement accumulée et des signaux de vitesse mesurés pendant au moins deux périodes de mesure (a, b, c, d).
PCT/GB1993/000499 1992-03-10 1993-03-10 Appareil de mesure d'une masse mobile utilisant l'energie et l'impulsion de deplacement WO1993018375A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU36442/93A AU3644293A (en) 1992-03-10 1993-03-10 Mobile mass measurement apparatus using work and impulse

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
GB9205149.9 1992-03-10
GB929205149A GB9205149D0 (en) 1991-11-02 1992-03-10 Work energy inertia and mass measuring system
GB9205638.1 1992-03-14
GB929205638A GB9205638D0 (en) 1992-03-14 1992-03-14 Work energy impulse and mass measuring system
GB9207967.2 1992-04-10
GB929207967A GB9207967D0 (en) 1992-04-10 1992-04-10 Mobile mass measurement system using work and impulse

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Publication Number Publication Date
WO1993018375A1 true WO1993018375A1 (fr) 1993-09-16

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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19648033A1 (de) * 1996-11-20 1998-05-28 Zahnradfabrik Friedrichshafen Verfahren zur Kontrolle und zum Überwachen des Fahrzeugstandes eines Kraftfahrzeuges
FR2764379A1 (fr) * 1997-06-07 1998-12-11 Bosch Gmbh Robert Procede et dispositif de determination de la masse d'un vehicule automobile
FR2765682A1 (fr) * 1997-07-05 1999-01-08 Bosch Gmbh Robert Procede et dispositif pour determiner la masse d'un vehicule
DE19802630A1 (de) * 1998-01-24 1999-09-16 Daimler Chrysler Ag Vorrichtung zur Bestimmung der Masse eines Kraftfahrzeuges
RU2139505C1 (ru) * 1996-05-07 1999-10-10 Эйдельман Марк Самуилович Естественный эталон массы, обоснованный закономерностью природы, и массоизмерительное устройство
WO2000011439A1 (fr) * 1998-08-18 2000-03-02 Zf Friedrichshafen Ag Procede et dispositif pour determiner la masse d'un vehicule
EP1382948A1 (fr) * 2002-07-16 2004-01-21 MAN Nutzfahrzeuge Aktiengesellschaft Procédé de determination de la masse d'un véhicule automobile, notamment un véhicule utilitaire
NL1025834C2 (nl) * 2004-03-26 2005-09-27 Esquisse Schoonhoven Transportmiddel voorzien van een beladingsmeter.
WO2012082019A1 (fr) * 2010-12-15 2012-06-21 Volvo Lastvagnar Ab Procédé d'étalonnage de couple
DE102013008839A1 (de) * 2013-05-24 2014-11-27 Wabco Gmbh Verfahren und Vorrichtung zum Bestimmen der Masse eines Kraftfahrzeugs und Kraftfahrzeug mit derartiger Vorrichtung
WO2018177975A1 (fr) * 2017-03-28 2018-10-04 AL-KO Technology Austria GmbH Dispositif de détection, procédé de détection et dispositif de stabilisation
DE202021100823U1 (de) 2021-02-19 2022-05-30 Alois Kober Gmbh Ermittlungsmodul, Rangiersystem und Anhänger

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EP0111636A2 (fr) * 1982-12-14 1984-06-27 WABCO Westinghouse Fahrzeugbremsen GmbH Procédé et dispositif pour la détection du poids d'un véhicule
GB2162955A (en) * 1984-08-08 1986-02-12 Daimler Benz Ag Measuring the mass of a motor vehicle
EP0285689A1 (fr) * 1987-04-08 1988-10-12 Franz Kirchberger Méthode de détermination de la charge transportée par un tracteur agricole et dispositif pour son application
DE3843818C1 (fr) * 1988-12-24 1990-05-10 Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De

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GB2162955A (en) * 1984-08-08 1986-02-12 Daimler Benz Ag Measuring the mass of a motor vehicle
EP0285689A1 (fr) * 1987-04-08 1988-10-12 Franz Kirchberger Méthode de détermination de la charge transportée par un tracteur agricole et dispositif pour son application
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Cited By (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2139505C1 (ru) * 1996-05-07 1999-10-10 Эйдельман Марк Самуилович Естественный эталон массы, обоснованный закономерностью природы, и массоизмерительное устройство
DE19648033A1 (de) * 1996-11-20 1998-05-28 Zahnradfabrik Friedrichshafen Verfahren zur Kontrolle und zum Überwachen des Fahrzeugstandes eines Kraftfahrzeuges
US5928107A (en) * 1996-11-20 1999-07-27 Zf Friedrichshafen Ag Method for controlling and monitoring of a driving mode of a motor vehicle
FR2764379A1 (fr) * 1997-06-07 1998-12-11 Bosch Gmbh Robert Procede et dispositif de determination de la masse d'un vehicule automobile
DE19724092B4 (de) * 1997-06-07 2006-02-16 Robert Bosch Gmbh Verfahren und Vorrichtung zur Ermittlung der Fahrzeugmasse
FR2765682A1 (fr) * 1997-07-05 1999-01-08 Bosch Gmbh Robert Procede et dispositif pour determiner la masse d'un vehicule
US6314383B1 (en) 1997-07-05 2001-11-06 Robert Bosch Gmbh Method and system for determining a vehicle mass
DE19802630A1 (de) * 1998-01-24 1999-09-16 Daimler Chrysler Ag Vorrichtung zur Bestimmung der Masse eines Kraftfahrzeuges
US6339749B1 (en) 1998-01-24 2002-01-15 Daimlerchrysler Ag Device for determining the weight of a motor vehicle
WO2000011439A1 (fr) * 1998-08-18 2000-03-02 Zf Friedrichshafen Ag Procede et dispositif pour determiner la masse d'un vehicule
US6633006B1 (en) 1998-08-18 2003-10-14 Zf Friedrichshafen Ag Method and device for determining the mass of a vehicle
EP1382948A1 (fr) * 2002-07-16 2004-01-21 MAN Nutzfahrzeuge Aktiengesellschaft Procédé de determination de la masse d'un véhicule automobile, notamment un véhicule utilitaire
WO2005093383A1 (fr) * 2004-03-26 2005-10-06 Esquisse Schoonhoven Moyen de transport equipe d'un indicateur de charge
NL1025834C2 (nl) * 2004-03-26 2005-09-27 Esquisse Schoonhoven Transportmiddel voorzien van een beladingsmeter.
WO2012082019A1 (fr) * 2010-12-15 2012-06-21 Volvo Lastvagnar Ab Procédé d'étalonnage de couple
CN103261865A (zh) * 2010-12-15 2013-08-21 沃尔沃拉斯特瓦格纳公司 扭矩校准方法
CN103261865B (zh) * 2010-12-15 2015-09-30 沃尔沃拉斯特瓦格纳公司 扭矩校准方法
RU2566619C2 (ru) * 2010-12-15 2015-10-27 Вольво Ластвагнар Аб Способ калибровки вращающего момента
US9194765B2 (en) 2010-12-15 2015-11-24 Volvo Lastvagnar Ab Torque calibration method
DE102013008839A1 (de) * 2013-05-24 2014-11-27 Wabco Gmbh Verfahren und Vorrichtung zum Bestimmen der Masse eines Kraftfahrzeugs und Kraftfahrzeug mit derartiger Vorrichtung
CN105209309A (zh) * 2013-05-24 2015-12-30 威伯科有限责任公司 用于确定车辆重量的方法和装置以及具有这种装置的车辆
US9988057B2 (en) 2013-05-24 2018-06-05 Wabco Gmbh Method and device for determining the mass of a motor vehicle, and a motor vehicle with a device of this type
WO2018177975A1 (fr) * 2017-03-28 2018-10-04 AL-KO Technology Austria GmbH Dispositif de détection, procédé de détection et dispositif de stabilisation
AU2018241694B2 (en) * 2017-03-28 2020-12-03 AL-KO Technology Austria GmbH Detection device, detection method and stabilisation device
DE202021100823U1 (de) 2021-02-19 2022-05-30 Alois Kober Gmbh Ermittlungsmodul, Rangiersystem und Anhänger

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