ROLL-OVER WARNING DEVICE

Abstract: The device monitors the lateral accelerations acting on the chassis and the wheel assembly and produces an electrical signal representative (ℓ m ) of the degree of rolling movement of the chassis relative to the wheel assembly. This signal is com­ pared with an electrical signal (ℓ′ RO ) representative of a pre­ determined minimum safe rolling movement and a warning signal (22) is produced in accordance with the comparison.

Description: ROLL-OVER WARNING SYSTEM The invention relates to roll-over warning systems for motor vehicles of the kind having a chassis mounted on a wheel assembly or assemblies by a suspension system. In such vehicles, particularly when they are lorries, negotiation of a bend at too great a speed can lead to the lorry rolling over. The speeds at which such rolling over can take place can, under certain circumstances, be relatively low particularly if the bend is a tight bend such as a roundabout. According to the invention, there is provided a rollover warning device for vehicles having a chassis mounted on a wheel assembly or assemblies by a suspension system and characterised in that the device comprises means for producing an electrical signal representative of the degree of rolling movement of the chassis relative to the or a wheel assembly, means for comparing said rolling movement signal with an electrical signal representative of a predetermined maximum safe rolling movement and means for producing a warning signal in accordance with said comparison. The following is a more detailed description of some embodiments of the invention, by way of example, reference being made to the accompanying drawing which is a block diagram of a vehicle roll-over warning device. The vehicle roll-over warning device comprises two accelerometers 10, 11, one of which, 10 , is mounted on an axle (not shown) of a wheel assembly of a vehicle and the other 11 of which is mounted on a part of a chassis (not shown) of the vehicle which is generally vertically above the first accelerometer 10. The chassis is mounted on the wheel assembly via a suspension system (not shown). Each accelerometer 10, 11, produces a signal, F1, F2 respectively, which is representative of the lateral acceleration of the wheel assembly or the chassis in a direction which lies in a plane normal to the length of the vehicle and which is horizontal when the vehicle is stationary on a horizontal surface and which maintains a constant spatial position relatively to the wheel assembly or chassis respectively. The outputs of the accelerometers 10, 11 are amplified by respective amplifiers 12a, 13a and are then fed via respective switches 12b, 13b to respective analogue-todigital converters 12c, 13c. The outputs of the converters 12, 13c are fed to a control system 14. The switches 12b, 13b a m opened and closed under the control of a threshold detector 15 which receives the amplified output (F1) of the axle accelerometer 10. The control system 14 has two outputs which are fed to a ratio device 16 whose output is fed to a squaring device 17 and, as a gain control signal, to a second amplifier 18 which is connected in a part of the device to be described below. A first store 19 produces a reference lateral acceleration signal which is fed to a first amplifier 20 which receives as a gain control signal the output of the squaring device 17. The output of the amplifier 20 is fed to a switch 21 which is controlled by the output of the amplifier 12a and whose output is, in turn, connected to an audible alarm 22 mounted in a cab of the vehicle. The second amplifier 18 receives as inputs three velocity signals from three respective second stores 23, 24, 25. The three outputs of the amplifier 18 are fed to a switch 26 which is also connected to a sensor 27 for producing a signal (Vs) representative of the speed of the vehicle. The switch 26 has three outputs connected to respective lamps 28, 29, 30 which are mounted on the dashboard of the vehicle and which are green when illuminated. In use, the device is fitted to a vehicle which is generally a commercial vehicle such as a lorry. The first store 19 is arranged to produce a signal (URO) which is representative of the lateral acceleration necessary to produce a maximum safe rolling movement of the chassis relatively to the wheel assembly as the vehicle rounds a bend under the most adverse operating conditions of the vehicle, for example with a full or badly placed load. The second stores 23, 24, 25 are arranged to produce respective signals (VA, VB, Vc) which are representative of respective predetermined safe speeds of the vehicle through three bends A, B and C of particular differing characteristics. These speeds are, of course, less than the speeds through the associated bends which would cause the maximum safe rolling movement to be exceeded. The device starts up as the vehicle moves-off. The control system 14 has in store a series of values of the roll angle, ##, of the chassis relatively to the wheel assembly which the system predicts will occur at a series of predetermined lateral accelerations and assuming the most adverse operating conditions of the vehicle. The predetermined lateral accelerations for which values of the roll angle are stored, are held in the threshold detector 15. The signals F1, F2 from the accelerometers 10, 11 are converted to digital form by the converters 12, 13. The threshold detector 15 compares the amplified axle acceleration with stored values of predetermined lateral acceleration and closes the switches only when the amplified axle lateral acceleration equals one of the predetermined lateral accelerations and when this lateral acceleration is between certain limits. The upper limit is set by the lateral acceleration at which wheel lift is assumed to occur because when wheel lift occurs the device no longer operates accurately. For safety's sake, this upper limit is generally set at the level of the maximum safe lateral acceleration. The lower limit is above a threshold lateral acceleration to remove non-significant signals. The wheel signal F1 is equal to the actual lateral acceleration (1M) of the wheel assembly. The actual roll angle, GM, of the chassis relatively to the wheel assembly is given by: EMI4.1 The control system 14 receives F1 and F2 and obtains GM from stored values of GM for various values of F1 and F2 and calculated in accordance with equation 1. At the same time, the control system store produces a signal representative of the square root of the roll angle which it is predicted will be caused by the lateral acce the prod prod EMI4.2 The outputs of the control system are ;ignals so that the ratio device 16 signal and the squaring device 17 gnal. The first amplifier 20 uses this Op/OM signal as a gain control signal amplifying the signal (lpo) from the first store 19. The output of the amplifier 20, @'RO, thus represents a maximum safe lateral acceleration adjusted to take account of the actual operating conditions of the vehicle. For example, if the vehicle is not fully loaded GM will be smaller than OR and so Gr/GM > l so that lRo > 1RO. The signal 1R0' is received by the switch 21 which also receives the signal 1M (= F1). The switch 21 produces a first signal when 1M = 0.6 1R0' and a second signal when 1M = 0.75 lpo although, of course, other limits may be chosen. The first signal causes the audible alarm 22 to sound intermittently while the second signal causes the audible alarm to sound continuously, thus warning the driver that these limits are being exceeded. The signal - < is also fed as a gain control signal to the second amplifier 18. The velocity signals VA, VB and Vc are amplified in accordance with this signal before being passed to the switch 26. The modified velocity signals VA', V B'' and Vc' thus take account of the actual operating conditions of the vehicle. A square-root ratio is used because the lateral acceleration, and thus the roll angle of the vehicle, is proportional to the square of the velocity of the vehicle, for a given radius of turn. The switch 26 also receives the signal V8 and feeds a signal to lamp 28 when VA' > VS, to lamp 29 when V3, > V5 and to lamp 30 when Vc' > V5. The section of road before a bend bears a visual indication of the characteristics of the bend ahead in the form of a letter A or B or C. The driver, on observing the letter A, for example, knows that he can drive through the bend without fear of rolling-over if the lamp 28 is illuminated. If it is extinguished, the speed is excessive and the vehicle needs to be braked. The illumination of the lights could be recorded on the vehicle's tachograph, thus enabling the condition of the vehicle to be determined in the event of an accident involving the vehicle rolling over. It will be appreciated that the actual roll angle signal (GM) and the signal F1 (and 1M) need not be produced from the outputs of accelerometers 10, 11. For example, the accelerometers 10, il may be replaced by respective damped pendulums which are mounted for pivotal movement in a plane normal to the length of the vehicle. The pivot angle of each pendulum from a datum position which if fixed relatively to the associated vehicle part and which is the position of the pendulum relative to the associated vehicle part when the vehicle is stationary on a horizontal surface, is converted into a respective electrical output signal. It will be appreciated that the output signal from the wheel assembly pendulum will be representative of F1 and thus of 1M and that the difference between this signal and the output signal from the chassis pendulum will be representative of GM. These signals can then be used as described above with reference to the drawing. It will also be appreciated that the second stores 23, 24, 25, the second amplifier 18, and the switch 26 and the lamps 28, 29, 30 may be omitted. These parts may be replaced by a receiver which is activated by a signalling means, for example, a loop beneath a road surface, which transmits to the receiver information regarding the characteristics of a bend ahead of the signalling means. The receiver then produces a signal representative of the predicted safe speed of the vehicle through the bend under the most adverse operating conditions of the vehicle. This signal is fed to an amplifier of the same type as the amplifier 18 and whose gain control signal is the EMI6.1 signal. The modified safe speed signal is then compared with the actual speed signal and a lamp is illuminated when the actual speed signal is less than the modified safe speed signal. The illumination of the lamp indicates to the driver that the speed of the vehicle is sufficiently low to negotiate then bend safely. The device may be used as a training aid in the training of lorry drivers.

Claims: CLAIMS 1. A roll-over warning device for vehicles having a chassis mounted on a wheel assembly or assemblies by a suspension system and characterised in that the device comprises means (10, 12) for producing an electrical signal representative of the degree of rolling movement of the chassis relative to the or a wheel assembly, means (21) for comparing said rolling movement signal with an electrical signal (tRO) representative of a predetermined maximum safe rolling movement and means (22) for producing a warning signal in accordance with said comparison. 2. A device according to claim 1 characterised in that the rolling movement signal means comprises means (10, 12) for producing an electrical output representative of the actual lateral acceleration of the or a wheel assembly, said output being used as said rolling movement signal, and in that there is provided means (19, 20) which stores a reference lateral acceleration signal representative of the lateral acceleration necessary to produce said predetermined maximum rolling movement under the most adverse operating conditions of said vehicle, which is used as said predetermined maximum rolling movement signal, the comparing means (21) comparing the wheel actual lateral acceleration signal with the predetermined maximum lateral acceleration signal. 3. A device according to claim 2, characterised in that there is provided means (11, 13, 14) for producing an electrical signal which is representative of the actual roll angle of the chassis relatively to the or a wheel assembly, a control system (14) which includes a store which receives the wheel actual lateral acceleration signal and which produces, from information stored therein, a signal representative of the roll angle at said wheel actual lateral acceleration pre-dicted from the most adverse operating conditions of the vehicle, and means (16, 17, 20) are provided for multiplying the predetermined maximum lateral acceleration signal by the ratio of the actual roll angle signal to the predicted roll angle signal, at the actual lateral wheel acceleration producing said actual roll angle signal, before being compared with said actual lateral acceleration signal. 4. A device according to claim 3 characterised in that said store produces predicted roll angle signals for only a series of discrete wheel actual lateral accelerations. 5. A device according to claim 3 or claim 4 characterised in that there is provided means (11, 13) for producing an electrical signal representative of the actual lateral acceleration of the chassis in a direction lying in a plane normal to the length of the vehicle and maintaining a constant spatial position relatively to the chassis, the control system (14) receiving both the chassis actual lateral acceleration signal and the wheel actual lateral acceleration signal and producing said actual roll angle therefrom. 6. A device according to claim 5 characterised in that said means for producing a chassis actual lateral acceleration signal and means for producing the or a wheel actual lateral acceleration signal comprise respective accelerometers (10, 11). 7. A device according to claim 5, characterised in that said means for producing a chassis actual lateral acceleration signal and the means for producing the or a wheel assembly actual lateral acceleration signal comprise respective damped pendulums mounted for pivotal movement in respective planes normal to the length of the vehicle, each pendulum producing a signal corresponding to the angle of pivot of said pendulum from a datum position which is fixed relatively to the chassis or wheel assembly respectively and which is vertical when the vehicle is horizontal, the signal from the wheel pendulum being the wheel lateral acceleration signal, the difference between the signal from the wheel pendulum and the signal from thechassis pendulum being said actual roll angle signal. 8. A device according to any one of claims 1 to 7 characterised in that there is provided indicating means (28, 29, 30) for indicating when the speed of the vehicle is less than at least one predetermined safe speed at which a vehicle to which the device is fitted can negotiate a bend of a particular curvature characteristic in a road along which the vehicle is travelling, without producing said warning signal. 9. A device according to claim 8 when dependent on claim 3 or any claim appendent thereto characterised in that the indicating means includes means (27) for producing an electrical signal which is representative of the actual speed of the vehicle, and means (23, 24, 25) for producing a signal representative of the or each predetermined safe speed at the most adverse operating conditions of the vehicle, and in that the or each predetermined safe speed signal is multiplied by the square root of the ratio of the actual roll angle to the predicted roll angle signal, at the actual lateral acceleration producing said actual roll angle signal, before being compared with the actual speed signal. 10. A device according to claim 8 or claim 9 characterised in that the indicating means includes a receiver for receiving from a signalling means placed on, adjacent or under a road surface before a bend of a particular curvature characteristic, a signal corresponding to a predetermined safe speed for said bend, and in that the receiver produces a signal which is representative of said predetermined said speed.

Inventors: WEARING, GRAHAM
Applicants: THE MOTOR INDUSTRY RESEARCH ASSOCIATION
Application year: 1981
Main classification: B60Q9
IPC codes: B60Q9, B62D49