FORM 2
THE PATENT ACT 1970
[39 OF 1970]
&
The Patents Rules, 2003
COMPLETE SPECIFICATION
[See Section 10 and Rule 13]
TITLE: “A SYSTEM AND A METHOD FOR SENSING LOAD ON A VEHICLE”
Name and address of the Applicant:
TATA MOTORS LIMITED, Bombay house, 24 Homi Mody Street, Hutatma
Chowk, Mumbai 400 001, Maharashtra, INDIA.
Nationality: Indian
The following specification particularly describes the invention the manner in which it is
to be performed.
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TECHNICAL FIELD
This present disclosure relates to axle load control system for vehicles. In
particular, the present disclosure relates to calculating the load on the vehicle by using
signal of cargo load.
BACKGROUND
Presently, the vehicles running on the field do not have any load indicators
provided for sensing the load on the vehicles. The overloading in vehicle creates many
safety problems. Also, structural failures of vehicle components occur quite frequently
because of the use of the vehicle in overload conditions Overloading of the vehicle shall
result in more stress to the chassis parts like suspension, tyres, brakes etc. which may lead
to failures of these chassis parts. Further, as the vehicle is running on a load higher than
the designated load, braking system of the vehicle will not function. This will lead to loss
of vehicle control and hence accidents can occur. In addition, fuel economy of vehicle will
go down and overall vehicle performance and life will also be decreased. Also, in most of
the countries, carrying a load more than the designated load is violation of legal
regulations.
The indication of the load weighing on the axles of a vehicle, in particular a heavy
vehicle used for transportation, is useful for the driver to have a precise indication about
the load conditions of the vehicle. This in turn, is useful in order to not exceed the
maximum permissible load for that type of vehicle. As a matter of fact, each vehicle is
type approved, in running order, for a determined maximum permissible load limit and the
law requires the driver to respect this maximum load limit.
Hence, there is a need of a system and a method to sense and indicate load
conditions on the vehicles to overcome the above-mentioned problems.
SUMMARY
The shortcomings of the prior art are overcome and many additional advantages
are provided through the present disclosure. Additional features and advantages are
realized through the techniques of the present disclosure. Other embodiments and aspects
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of the disclosure are described in detail herein and are considered a part of the claimed
disclosure.
In an embodiment, the present disclosure relates to determining relative travel of
axle with respect to chassis in laden and unladen condition of the vehicle. The present
disclosure provides control of the vehicle loading operation as a function of weight of the
cargo by the vehicle in two conditions comprising loaded and unloaded conditions.
The present disclosure provides control of the load data to driver which helps to
increase the vehicle fuel economy.
In one embodiment, the present disclosure relates to a system for sensing load on
vehicle. The system comprises a load conscious regulating valve (LCRV) mounted on
chassis of the vehicle. The LCRV comprises an input pressure line to receive air pressure,
an output pressure line, and a level sensing lever to control the air pressure coming out of
the output pressure line based on the load on the vehicle. The system further comprises a
connecting link provided between wheel axles, wherein at least one of the wheel axles
carries the load on the vehicle. Also, the system comprises a vertical link with one end
connectable to the connecting link and the other end connectable to the level sensing lever
of the LCRV. The vertical link is configured to move the level sensing lever position
based on the load on the vehicle to control the air pressure coming out of the output
pressure line. Additionally, the system comprises an electro-pneumatic switch connected
to the output pressure line of the LCRV. The switch is configured to sense the air pressure
from the output pressure line, and produce an electrical load signal in proportion to the air
pressure. The system comprises an Electronic Control Unit (ECU) configured to receive
the electrical load signal. The ECU considers a constant stream of the electric load signals
from the electro pneumatic switch for a predetermined amount of time to determine the
load on the vehicle.
In an embodiment, the present disclosure relates to a method of sensing load on a
vehicle. The method comprising steps of transferring vertical movement of a connecting
link on to a level sensing lever of a LCRV through a vertical link, wherein the connecting
link is provided between wheel axles with at least one of the wheel axles carrying the load
on the vehicle and the vertical link is disposed with one end connectable to the connecting
link and the other end connectable to the level sensing lever of the LCRV. Then the
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method comprises controlling air pressure signals corresponding to load on the vehicle by
the load conscious regulating valve (LCRV), wherein the LCRV comprises an input
pressure line to receive air pressure, an output pressure line and a level sensing lever to
control the air pressure coming out of the output pressure line based on the load on the
vehicle Further, the method comprises producing an electrical load signal in proportion to
the air pressure by a pneumatic-electric relay valve and determining load on the vehicle by
receiving the electrical load signal from the electro pneumatic switch and considering a
constant stream of the electrical load signal for a predetermined amount of time to
determine the load on the vehicle.
In one embodiment, the present disclosure relates to a system for sensing load on
vehicle. The system comprises a potentiometer mounted on chassis of the vehicle The
potentiometer comprises electrical ports and a level sensing lever to vary resistance of the
potentiometer based on the load on the vehicle. The system also comprises a connecting
link provided between wheel axles, wherein at least one of the wheel axles carries the load
on the vehicle. Further, the system comprises a vertical link with one end connectable to
the connecting link and the other end connectable to the level sensing lever of the
potentiometer wherein. The vertical link is configured to move the level sensing lever
position based on the load on the vehicle, to vary the resistance of the potentiometer. The
electrical ports are configured to measure the resistance of the potentiometer and produce
an electrical load signal in proportion to the measured resistance. Further, the system
comprises an Electronic Control Unit (ECU) configured to receive the electrical load
signal. The ECU considers a constant stream of the electric load from the electrical ports
for a predetermined amount of time to determine the load on the vehicle.
In an embodiment, the present disclosure relates to a method of sensing load on a
vehicle. The method comprises steps of transferring vertical movement of a connecting
link on to a level sensing lever of a potentiometer through a vertical link, wherein the
connecting link is provided between wheel axles with at least one of the wheel axles
carrying the load on the vehicle and the vertical link is disposed with one end connectable
to the connecting link and the other end connectable to the level sensing lever of the
potentiometer Further, the method comprises varying resistance of the potentiometer
corresponding to load on the vehicle and producing an electrical load signal in proportion
to the varying resistance of the potentiometer. Finally, the method comprises determining
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load on the vehicle by receiving constant stream of the electrical load signal for a
predetermined amount of time to determine the load on the vehicle.
The aforementioned and other features and advantages of the disclosure will
become further apparent from the following detailed description of the presently preferred
embodiments, read in conjunction with the accompanying drawings. The detailed
description and drawings are merely illustrative of the disclosure rather than limiting, the
scope of the disclosure being defined by the appended claims and equivalents thereof.
BRIEF DESCRIPTION OF THE DRAWINGS
The features of the present disclosure are set forth with particularity in the
appended claims. The embodiments of the disclosure itself, together with further features
and attended advantages, will become apparent from consideration of the following
detailed description, taken in conjunction with the accompanying drawings. One or more
embodiments of the present disclosure are now described, by way of example only, with
reference to the accompanied drawings wherein like reference numerals represent like
elements and in which:
Fig. 1 illustrates a vehicle layout with load sensing arrangement in accordance with
an embodiment of the present disclosure;
Fig. 2 illustrates an arrangement of LCRV on axle of vehicle in accordance with an
embodiment of the present disclosure;
Fig. 3 illustrates the pneumatic connections of the system for sensing load on
vehicle in accordance with an embodiment of the present disclosure;
Fig. 4 illustrates an ECU circuit for sensing load on vehicle in accordance with an
embodiment of the present disclosure;
Fig. 5 and 6 illustrate load sensing valve position on single axle in accordance
with an embodiment of the present disclosure;
Fig. 7 illustrates a system for load sensing on vehicle in accordance with an
embodiment of the present disclosure;
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Fig. 8 illustrates an arrangement of potentiometer on wheel axles of vehicle in
accordance with one embodiment of the present disclosure; and
Fig. 9 illustrates a system for load sensing on vehicle in accordance with one
embodiment of the present disclosure.
The figures depict embodiments of the disclosure for purposes of illustration only.
One skilled in the art will readily recognize from the following description that alternative
embodiments of the structures and methods illustrated herein may be employed without
departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
The foregoing has broadly outlined the features and technical advantages of the
present disclosure in order that the detailed description of the disclosure that follows may
be better understood. Additional features and advantages of the disclosure will be
described hereinafter which form the subject of the claims of the disclosure. It should be
appreciated by those skilled in the art that the conception and specific embodiment
disclosed may be readily utilized as a basis for modifying or designing other structures for
carrying out the same purposes of the present disclosure. It should also be realized by
those skilled in the art that such equivalent constructions do not depart from the spirit and
scope of the disclosure as set forth in the appended claims. The novel features which are
believed to be characteristic of the disclosure, both as to its organization and method of
operation, together with further objects and advantages will be better understood from the
following description when considered in connection with the accompanying figures. It is
to be expressly understood, however, that each of the figures is provided for the purpose of
illustration and description only and is not intended as a definition of the limits of the
present disclosure.
Fig. 1 illustrates a vehicle layout with load sensing arrangement in accordance with
an embodiment of the present disclosure. The load sensing system for vehicles comprises
means for generating signals corresponding to the vehicle load conditions and an
electronic control unit (ECU) (1) to store and display the load conditions on dashboard of
the vehicle based on the generated signals. The ECU (1) is fixed inside cabin of the
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vehicle. The ECU (1) gets input signals comprising at least one of vehicle speed signal
from gearbox (3) and vehicle load signal from an electro-pneumatic switch.
The means for generating signals corresponding to vehicle load conditions
comprises a load conscious regulating valve (LCRV) (4) as illustrated in FIG. 2. The
vehicle of the present disclosure comprises a vehicle chassis and drive wheel
axles rotatably mounted in axle drive housings on front and rear sides of the vehicle
chassis for driving the vehicle. The LCRV (4) is fitted on the frame at rear wheel drive
axle area. In a specific embodiment, the LCRV (4) is attached to a linkage between two
rear axles. The LCRV (4) arrangement is used at the rear drive wheel axles to detect the
operating condition of vehicle, i.e. whether vehicle is laden or unladen. The LCRV (4)
comprises an input pressure line, an output pressure line and a level sensing lever (5). The
level sensing lever (5) is connected with a connecting link (7) on the rear axles using a
vertical link (6). In one example the connecting link (7) is fitted in between the two rear
wheel axles by using a connecting means. As an example the connecting link can be
attached between two drive wheel axles or between drive wheel axle or wheel axle. At
least one of the drive wheel axles or the wheel axle connected to the connecting link
carries the load on the vehicle. In an embodiment, the connecting means includes but is
not limited to group of brackets, fasteners, screw. The vertical link (6) which is in contact
with the connecting link (7) represents the chassis height and defines two angular positions
according to the chassis height. The vertical link (6) is attached to the system so that the
system can generate load signals according to the position of the chassis height. This will
generate pressure signal according to the chassis height. In an embodiment, the connecting
can be telescopic link. The telescopic effect to the link is given by providing slot on the
link as illustrated in Fig 2 to take care of inter axle displacements during dynamic
conditions. In an embodiment, the system is applicable for vehicles with leaf and air
spring suspension.
As illustrated in Fig. 3, the LCRV (4) is given with system air pressure as input
through the input pressure line (10). The system air pressure is provided through
controlled atmosphere by making use of additional auxiliary air tank (8) and non-return
pressure regulatory valve (9). This system isolates the LCRV (4) from main air circuit of
the vehicle thereby eliminating the air pressure fluctuations in the main circuit. The rear
drive wheel axles assume definite positions based on the load on the axle with respect to
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frame because of deflection of spring under load. The connecting link (7) also moves
along with rear drive wheel axles, thereby moving the vertical lever (6) up and down. The
vertical movement of the vertical lever (6) varies the level sensing lever (5) position of
LCRV (4), thereby giving input to the LCRV (4). In an embodiment, level sensing lever
(5) of LCRV (4) moves or changes its position based on the load on the vehicle and varies
the air pressure coming out of the output pressure line (11). For a given set of axle heights
and definite input air pressure to LCRV, the system gives a definite set of output pressure
values. The output pressure line (11) from LCRV is connected to the electro-pneumatic
switch (12) which senses the input air pressure coming from the output pressure line (11)
and gives output as electrical load signal. In an embodiment, the electrical load signal is in
terms of either voltage or current. In the above embodiment, the output of the system can
be a pressure related to load of the vehicle which then converted into electrical signals. In
another embodiment, directly electrical signals are produced which are fed to ECU for
determining load on vehicles. The typical set of values is illustrated in Table 1 as an
example.
Load
(kg)
Pressure Voltage
Road
Condition
9090
4.92 2.98 Flat
4.57 2.83 Downhill
4.65 2.87 Uphill
11450
5.61 3.25 Flat
3.87 3.00 Downhill
5.25 3.10 Uphill
14150
6.43 3.59 Flat
5.18 308 Downhill
5.00 3.00 Uphill
5.62 3.26 Flat
9
Table 1
The output of electrical load signals from electro-pneumatic switch (12) is utilized
to determine load condition of the vehicle. The range of output values from the electropneumatic
switch (12) are bracketed for vehicle operating conditions such as vehicle under
laden or unloaded conditions. To take care of transient behaviour of the output signal from
the electro-pneumatic switch (12), signals which are of constant nature for a
predetermined amount of time are considered for calculation purpose and others are
ignored treating them as noise factors of the system. In an exemplary embodiment, the
predetermined amount of time is considered as anywhere between the range of 5 to 40
16270
6.47 3.61 Flat
5.61 3.26 Downhill
5.77 3.30 Uphill
18390
6.72 3.71 Flat
6.38 3.57 Downhill
5.47 3.20 Uphill
6.61 3.66 Flat
20630
7.15 3.88 Flat
6.12 3.47 Downhill
4.33 2.75 Uphill
6.95 3.79 Flat
22680
6.49 3.62 Flat
6.71 3.70 Downhill
5.28 3.12 Uphill
7.28 3.94 Flat
24920 6.52 3.62 Flat
10
seconds. In one example the predetermined amount of time is consider as 10 seconds.
Based on the signal from the electro-pneumatic switch (12), the ECU (1) stores and
indicates the values of load. The electrical signals produced according to the load
conditions are fed to engine for operating according to the load conditions. The reference
table above is just one example. A person skilled in art can envisage various forms of
reference table to serve the purpose base on the requirement. The range of values can vary
or a fixed value can also be used in the table and accordingly program the ECU to produce
desired results.
In an embodiment, the LCRV (4) is set to generate a specific pressure output at
unloaded conditions. This pressure output is then converted into electrical load signals and
fed to the ECU (1) to work in loaded condition. At loaded conditions, the pressure output
from LCRV (4) is more than the pressure set at unloaded conditions. In such conditions,
the electrical signals generated are higher than the signals generated at unloaded condition.
Similarly, while working in unloaded condition, engine of the vehicle will require less fuel
compared to the engine runs in loaded condition.
Fig. 4 illustrates the ECU circuit for sensing load on vehicle in accordance with an
embodiment of the present disclosure. The ECU (1) gets input signals comprising at least
one of vehicle speed signal from gearbox (3) and vehicle load signal from an electropneumatic
switch. The vehicle load signal is determined by the position of the level
sensing lever (5).
Fig. 5 illustrates position of load sensing valve on single axle in case of “no load”.
The level sensing lever of the LCRV is in downward direction in case of “no load”. Fig. 6
illustrates position of load sensing valve on single axle when the vehicle is loaded. The
axle travels in vertical direction towards upwards direction with increase in load. This
difference in the length of the function of change in the load is used to calculate the load
acting on the chassis while vehicle is stationary. Delta change in length is proportional to
load on chassis.
Fig. 7 illustrates a system for load sensing on vehicle in accordance with an
embodiment of the present disclosure. This arrangement is used to calculate the load on
vehicle. The axle is connected to the level sensing valve (5) using the vertical link (6). The
level sensing valve (5) produces output for sensing load on vehicles. In an embodiment,
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the load sensing valve (5) is configured to generate electrical signals with respect to load
on the vehicle to be directly fed to ECU (1). In another embodiment, output from the load
sensing valve (5) is a pressure signal which is then converted by the electro-pneumatic
switch to electrical load signals. This electrical load signal is given to ECU (1) which
collects all the data from the electromagnetic valve. This data can be used for reducing the
warranty issue in the field. In addition, one more speed signal given to ECU which detects
the vehicle speed. This speed sensor is attached to gearbox. While vehicle is stationary i.e.
at zero speed, the load on the vehicle is ccalculated.
Fig. 8 illustrates an arrangement of potentiometer on wheel axles of vehicle in
accordance with one embodiment of the present disclosure. The arrangement is similar to
the arrangement as illustrated in Fig. 2. However, a potentiometer (8) is used instead of
the LCRV (4) in the arrangement. The potentiometer (8) is mounted on chassis of the
vehicle and rest of the arrangements are similar to Fig. 2.
Fig. 9 illustrates a system for load sensing on vehicle in accordance with another
embodiment of the present disclosure. The system discloses a potentiometer (8) mounted
on chassis of the vehicle. The potentiometer (8) comprises the level sensing lever (5) to
vary resistance of the potentiometer based on the load on the vehicle. The vertical link (6)
is connectable to the connecting link at one end and the other end is connectable to the
level sensing lever of the potentiometer. The vertical link (6) is configured to move the
level sensing lever position based on the load on the vehicle and the movement of the level
sensing lever in turn varies the resistance of the potentiometer. As an example, in one
embodiment the level sensing lever is connected to shaft of the potentiometer (8). The
electrical ports (9) are configured to measure the resistance of the potentiometer which
varies due to the load on the vehicle, and produce an electrical load signal in proportion to
the resistance. The system further comprises the Electronic Control Unit (ECU) (1)
configured to receive the electrical load signal to determine the load on the vehicle.
In an embodiment, when the load on the vehicle changes the vertical link (6)
moves in vertical direction. The movement of the vertical link in turn moves the level
sensing lever (5) of the potentiometer (8). Based on the movement of the level sensing
lever (5), the value of the resistance in the potentiometer (8) varies. The electrical ports (9)
then measure the variation in the resistance of the potentiometer (8) and produces an
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electrical load signal in proportion to the measured resistance. The electrical loads signal
can be at least one of a voltage signal and a current signal. The ECU (1) then receives the
electrical load signal and determines load on the vehicle. In an embodiment, the ECU (1)
considers a constant stream of the electric load signals from the electrical ports for a
predetermined amount of time to determine the load on the vehicle. The amount of
predetermined time is in the range of 5 to 40 seconds. This predetermined time will help to
neglect undesired signal which may result in miscalculating the load.
A person skilled in the art can understand that the location of the potentiometer can
be varied from chassis to either body of the vehicle or any place in the vehicle which
serves the purpose of load sensing. Thus, one should not consider that placement of the
potentiometer on the chassis as limitation. Similarly, one can think of placement of LCRV
in any position of the vehicle but still serving the purpose of load sensing as explained in
the detailed description.
Once vehicle is overloaded, a signal is generated which is recorded in the ECU.
This helps in collecting the data of overloading. Using the overloading data, the warranty
for particular vehicle can be controlled, which will increase the reliability.
In an embodiment, load conditions are displayed on dashboard of the vehicle.
Thus, driver will able to know the pay load on vehicle.
In case of vehicles plying in developed countries, where loading limit of vehicle is
strictly followed, the arrangement of the present disclosure will help the owner of the
vehicle to understand the load on vehicle.
To enhance the road safety, compliance with legal requirements and healthy
practices few jurisdictions are planning to enforce control on vehicle overloading. The
present disclosure will help in implementing the enforcements at a low cost.
This written description uses examples to disclose the invention, including the best
mode, and also to enable any person skilled in the art to practice the invention, including
making and using any devices or systems and performing any incorporated methods. The
patentable scope of the invention is defined by the claims, and may include other examples
that occur to those skilled in the art. Such other examples are intended to be within the
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scope of the claims if they have structural elements that do not differ from the literal
language of the claims, or if they include equivalent structural elements with insubstantial
differences from the literal languages of the claims.
With respect to the use of substantially any plural and/or singular terms herein,
those having skill in the art can translate from the plural to the singular and/or from the
singular to the plural as is appropriate to the context and/or application. The various
singular/plural permutations may be expressly set forth herein for sake of clarity.
In addition, where features or aspects of the disclosure are described in terms of
Markush groups, those skilled in the art will recognize that the disclosure is also thereby
described in terms of any individual member or subgroup of members of the Markush
group.
While various aspects and embodiments have been disclosed herein, other aspects
and embodiments will be apparent to those skilled in the art. The various aspects and
embodiments disclosed herein are for purposes of illustration and are not intended to be
limiting, with the true scope and spirit being indicated by the following claims.
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We claim:
1. A system for sensing load on vehicle, said system comprising:
a load conscious regulating valve (LCRV) mounted on chassis of the
vehicle, the LCRV comprising:
an input pressure line to receive air pressure,
an output pressure line; and
a level sensing lever to control the air pressure coming out of the
output pressure line based on the load on the vehicle;
a connecting link provided between wheel axles, wherein at least one of the
wheel axles carries the load on the vehicle;
a vertical link with one end connectable to the connecting link and the other
end connectable to the level sensing lever of the LCRV wherein, the vertical link is
configured to move the level sensing lever position based on the load on the
vehicle, to control the air pressure coming out of the output pressure line;
an electro-pneumatic switch connected to the output pressure line of the
LCRV, said switch is configured to:
sense the air pressure from the output pressure line, and
produce an electrical load signal in proportion to the air pressure;
and
an Electronic Control Unit (ECU) configured to receive the electrical load
signal, wherein the ECU considers a constant stream of the electric load signals
from the electro pneumatic switch for a predetermined amount of time to
determine the load on the vehicle.
2. The system as claimed in claim 1, wherein the LCRV is provided with air pressure
input from an air tank and non-return pressure regulatory valve.
3. The system as claimed in claim 1, wherein a slot is provided on the connecting link
to accommodate inter-axle displacements.
4. The system as claimed in claim 1, wherein the connecting link is a telescopic link.
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5. The system as claimed in claim 1, wherein the connecting link is attached between
the axles by connecting means selected from a group of brackets, fasteners, screw
and bolts.
6. The system as claimed in claim 1, wherein the electric load signal is at least one of a
voltage signal and a current signal.
7. The system as claimed in claim 1, wherein the predetermined amount of time is
selected from a range of 5 seconds to 40 seconds.
8. A method for sensing load on a vehicle, the method comprising steps of:
transferring vertical movement of a connecting link on to a level sensing
lever of a LCRV through a vertical link, wherein the connecting link is provided
between wheel axles with at least one of the wheel axles carrying the load on the
vehicle and the vertical link is disposed with one end connectable to the connecting
link and the other end connectable to the level sensing lever of the LCRV;
controlling air pressure signals corresponding to load on the vehicle by the
load conscious regulating valve (LCRV), wherein the LCRV comprises an input
pressure line to receive air pressure, an output pressure line and a level sensing lever
to control the air pressure coming out of the output pressure line based on the load
on the vehicle;
producing an electrical load signal in proportion to the air pressure by a
pneumatic-electric relay valve; and
determining load on the vehicle by receiving the electrical load signal from
the electro pneumatic switch and considering a constant stream of the electrical load
signal for a predetermined amount of time to determine the load on the vehicle.
9. The method as claimed in claim 8, wherein the electric load signal is at least one of a
voltage signal and a current signal.
10. The method as claimed in claim 8, wherein the predetermined amount of time is
selected from a range of 5 seconds to 40 seconds.
11. A system for sensing load on vehicle, said system comprising:
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a potentiometer mounted on chassis of the vehicle, said potentiometer
comprising:
electrical ports,
a level sensing lever to vary resistance of the potentiometer based on the
load on the vehicle;
a connecting link provided between wheel axles, wherein at least one of the
wheel axles carries the load on the vehicle;
a vertical link with one end connectable to the connecting link and the other
end connectable to the level sensing lever of the potentiometer wherein, the vertical
link is configured to move the level sensing lever position based on the load on the
vehicle, to vary the resistance of the potentiometer;
the electrical ports is configured to:
measure the resistance of the potentiometer; and
produce an electrical load signal in proportion to the measured
resistance; and
an Electronic Control Unit (ECU) configured to receive the electrical load
signal, wherein the ECU considers a constant stream of the electric load from the
electrical ports for a predetermined amount of time to determine the load on the
vehicle.
12. The system as claimed in claim 11, wherein a slot is provided on the connecting link
to accommodate inter-axle displacements.
13. The system as claimed in claim 11, wherein the connecting link is a telescopic link.
14. The system as claimed in claim 11, wherein the connecting link is attached between
the axles by connecting means selected from a group of brackets, fasteners, screw
and bolts.
15. The system as claimed in claim 11, wherein the electric load signal is at least one of
a voltage signal and a current signal.
16. The system as claimed in claim 11, wherein the predetermined amount of time is
selected from a range of 5 seconds to 40 seconds.
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17. A method for sensing load on a vehicle, the method comprising steps of:
transferring vertical movement of a connecting link on to a level sensing
lever of a potentiometer through a vertical link, wherein the connecting link is
provided between wheel axles with at least one of the wheel axles carrying the load
on the vehicle and the vertical link is disposed with one end connectable to the
connecting link and the other end connectable to the level sensing lever of the
potentiometer;
varying resistance of the potentiometer corresponding to load on the
vehicle;
producing an electrical load signal in proportion to the varying resistance of
the potentiometer; and
determining load on the vehicle by receiving constant stream of the
electrical load signal for a predetermined amount of time to determine the load on
the vehicle.
18. The method as claimed in claim 17, wherein the electric load signal is at least one of
a voltage signal and a current signal.
19. The method as claimed in claim 17, wherein the predetermined amount of time is
selected from a range of 5 seconds to 40 seconds.