CN112798089B - Dynamic weighing method and dynamic weighing device for vehicle - Google Patents
Dynamic weighing method and dynamic weighing device for vehicle Download PDFInfo
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- CN112798089B CN112798089B CN202011599902.3A CN202011599902A CN112798089B CN 112798089 B CN112798089 B CN 112798089B CN 202011599902 A CN202011599902 A CN 202011599902A CN 112798089 B CN112798089 B CN 112798089B
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- 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
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Abstract
The present disclosure relates to a dynamic weighing method and a dynamic weighing apparatus for a vehicle. The dynamic weighing method comprises the steps of acquiring a weighing signal which is applied to a pavement slab by a vehicle during traveling and is related to the weight of the vehicle; acquiring vibration signals related to the vibration of the pavement slab caused by the vehicle in the running process; and determining the weight of the vehicle from the weighing signal and the vibration signal. The weighing signal and the vibration signal are fused, so that errors caused by vibration in weighing are reduced, and the weighing precision is improved.
Description
Technical Field
The present disclosure relates generally to the field of weighing technology. In particular, the present disclosure relates to a dynamic weighing method and a dynamic weighing apparatus for a vehicle.
Background
Dynamic weighing technology refers to technology that weighs a vehicle during its travel, and commonly employed forms of weighing include axle weight, wheel weight, and partial weighing of bar sensors. However, the vibration of the vehicle inevitably occurs during traveling. Vibration of the vehicle is an important source of dynamic vehicle weighing errors and is related to vehicle speed, thereby resulting in the above weighing forms being generally accurate at vehicle operating speeds below 15km/h, and difficult to accurately weigh beyond 15 km/h.
The vibration problem of dynamic weighing is solved, and two methods, namely hardware and software, can be adopted generally. The hardware method is to increase the weighing distance in the existing axle weight type, wheel weight type, incomplete weighing type and the like to improve the adaptability and accuracy of the weighing speed. However, although the hardware method for improving accuracy by increasing the weighing distance can achieve the purpose, the required cost is extremely high, and more than one time of cost is required to be increased when the weighing adaptation speed is doubled, and meanwhile, the balance body structure and the working flow are very complex due to the cooperation between the modules. In addition, although the software method for improving accuracy through software can achieve the purpose, the fitting of the software needs to collect vibration signals of at least 2/3 cycles, so that the improvement effect of the method on the adaptability of the weighing speed is limited. Meanwhile, the strip sensor is different from the axle load type and wheel load type sensors, and cannot acquire a continuous signal, so that better software data fitting cannot be performed.
Disclosure of Invention
To address at least one or more of the above issues, the present disclosure provides a dynamic weighing method and a dynamic weighing apparatus for a vehicle. The embodiment of the disclosure fuses the weighing signal and the vibration signal, thereby reducing the error caused by vibration in weighing and improving the weighing precision. In view of this, the present disclosure provides corresponding solutions in a number of aspects as follows.
In a first aspect, the present disclosure provides a method of dynamically weighing a vehicle, comprising: acquiring a weighing signal which is applied to a pavement slab by a vehicle during traveling and is related to the weight of the vehicle; acquiring a vibration signal related to vibration of the road surface block caused by the vehicle during the traveling; and determining the weight of the vehicle from the weighing signal and the vibration signal.
In one embodiment, determining the weight of the vehicle from the weighing signal and the vibration signal comprises: establishing a plate shell vibration model based on the vibration signal; and determining the weight of the vehicle in combination with the plate and shell vibration model and the weighing signal.
In a further embodiment, wherein determining the weight of the vehicle in combination with the plate and shell vibration model and the weighing signal further comprises: obtaining the vibration displacement of the pavement slab from the vibration signal; determining a first coefficient based on the plate and shell vibration model; determining an estimated axle weight and a second coefficient based on the weighing signal; and determining an axle weight of a single axle of the vehicle in combination with the vibration displacement, the first coefficient, the estimated axle weight, and the second coefficient.
In yet another embodiment, the first coefficient is determined based on a solution of the plate and shell vibration model under a pulsed load; and/or determining the second coefficient as an identity matrix based on the weighing signal.
In yet another embodiment, determining the axle weight of a single axle of the vehicle includes: determining the axle weight of a single axle at a plurality of sampling moments; determining a final axle weight of the single axle based on a weighted average of axle weights of the plurality of sampling instants; and determining the weight of the vehicle includes determining the weight of the vehicle based on a sum of final axle weights of the respective axles of the vehicle.
In yet another embodiment, wherein the weighing signal is acquired by at least one first sensor arranged on the road panel, the first sensor comprising any one or more of a strip sensor, a weighing platform sensor, a curved plate weighing platform sensor, or a solid support weighing platform sensor; and/or the vibration signal is acquired by one or more second sensors arranged in the vicinity of the first sensor, the second sensors comprising any one or more of an acceleration sensor, a speed sensor or a displacement sensor.
In a second aspect, the present disclosure also provides a dynamic weighing apparatus for a vehicle, comprising: a first sensor for acquiring a weighing signal applied to a road slab by a vehicle during travel, the weighing signal being related to the weight of the vehicle; a second sensor for acquiring a vibration signal related to vibration of the road surface block caused by the vehicle during the traveling; and a processing unit for determining the weight of the vehicle from the weighing signal and the vibration signal.
According to the embodiment of the disclosure, the weighing error is reduced by fusing the weighing signal and the vibration signal in the dynamic weighing process of the vehicle, so that the weighing precision is improved. Further, the embodiment of the disclosure utilizes the plate shell vibration model to simulate the vibration in the vehicle weighing process and the pressure of the axle weight to the pavement plate when the vehicle runs, and the weighing signals are fused to improve the weighing precision. Further, embodiments of the present disclosure utilize a first sensor to acquire a weighing signal and a second sensor to acquire a vibration signal, the first sensor and the second sensor may be selected from a variety of sources, and the installation of the second sensor is not limited. Thus, different arrangement requirements of dynamic weighing can be met.
Drawings
The above, as well as additional purposes, features, and advantages of exemplary embodiments of the present disclosure will become readily apparent from the following detailed description when read in conjunction with the accompanying drawings. Several embodiments of the present disclosure are illustrated by way of example, and not by way of limitation, in the figures of the accompanying drawings and in which like reference numerals refer to similar or corresponding parts and in which:
FIG. 1 shows an exemplary schematic of a plate weighing device;
FIG. 2 shows an exemplary schematic of a strip weighing apparatus;
FIG. 3 illustrates an exemplary flow diagram of a method of dynamic weighing of a vehicle in accordance with an embodiment of the present disclosure;
FIG. 4 illustrates an exemplary schematic diagram of a plate and shell model according to an embodiment of the present disclosure;
FIG. 5 illustrates an exemplary block diagram of a dynamic weighing apparatus of a vehicle in accordance with an embodiment of the present disclosure;
FIG. 6 illustrates an exemplary waveform diagram of a weighing signal according to an embodiment of the present disclosure;
FIG. 7 illustrates an exemplary waveform diagram of a vibration signal according to an embodiment of the present disclosure;
FIG. 8 illustrates an exemplary waveform of a displacement signal of a road slab according to an embodiment of the present disclosure; and
fig. 9-12 illustrate exemplary schematic diagrams of an arrangement of a first sensor and a second sensor according to embodiments of the present disclosure.
Detailed Description
Dynamic vehicle weighing refers to measuring the total weight and/or part of the weight of a moving vehicle by measuring and analyzing tire dynamic forces. The weighing device typically includes a set of sensors and electronics including software to measure dynamic tire forces, wheel weights, axle weights, and/or gross weights of the vehicle. Dynamic vehicle weighing is generally applicable in a number of scenarios, such as vehicle weighing, high speed overrun management, and the like.
Fig. 1 shows an exemplary schematic of a plate-type weighing commonly employed by existing weighing devices. As shown in fig. 1, a square plate 102 is arranged in a groove on a lane 101 and is flush with the lane, and four load cells 103 are arranged at the bottom of the four corners of the plate. The square plate 102 and the weighing sensor 103 at the bottom form a plate type weighing device. The four weighing sensors can be connected with the electronic instrument 105 through wireless or wire, and the electronic instrument 105 is also connected with the data processing device 106. In one application scenario, the square plate 102 may be 1m long or 1m wide and 20cm-30cm thick, for example, and is mounted in the lane 101 with its length direction parallel to the vehicle travel direction and width direction perpendicular to the vehicle travel direction. When the vehicle 104 travels through the plate-type weighing apparatus in the direction of the arrow in the figure, a weighing signal per axis of the traveling vehicle is obtained by a load cell. The load cell is connected to the electronic device 105 by wireless or wired connection, and the electronic device 105 receives and displays a weighing signal of each axle of the vehicle from the load cell and preprocesses the weighing signal. Further, the preprocessed weighing signal is transmitted to the data processing device 106; the weighing signal is optimized by the data processing device 106 to obtain a standard weight signal of the axle weight of the vehicle.
In practical application scenarios, vibrations of the vehicle inevitably occur during driving. Therefore, the vibration signal is superimposed on the weighing signal obtained by the load cell. For example, let the weighing signal be Y (t), then Y (t) =w (t) +asin (ωt+θ), where w (t) is the standard weighing signal, i.e. the weighing signal in the absence of vibration; the vibration signal may be expressed as sin (ωt+θ), and a, ω, and θ represent the amplitude, angular frequency, and phase of the vibration signal, respectively. In this case, the electronic device receives the weighing signal Y (t) and transmits the weighing signal Y (t) to the data processing device, and the data processing device performs vibration analysis on the vibration signal, and w (t) conforming to the waveform is generally calculated by substituting a, ω, and θ different in conversion of the vibration signal into the weighing signal Y (t).
The weighing method using the plate type weighing device described above can obtain the vehicle axle weight to some extent, but also has the following drawbacks. In one aspect, when the traveling vehicle speed is too fast, for example, the vehicle speed reaches 20km/h, the vibration signal is generally collected only with a half-period waveform, and it is difficult to determine a, ω, and θ of the vibration signal from the half-period waveform, so that it is difficult to obtain the standard weighing signal w (t). If a longer period waveform is to be obtained, the weighing distance needs to be increased, and the cost is extremely high. In another aspect, the traveling vehicle deforms the square plate as it passes over the square plate, and the greater the deformation, the greater the vibration of the vehicle, and the greater the vibration when the vehicle speed is, the poorer the accuracy of the weighing signal obtained at this time based on the foregoing description. In yet another aspect, the plate weighing device is heavy and inconvenient to move, install and maintain. The strip weighing device solves part of the problems of the plate weighing device.
Fig. 2 shows an exemplary schematic of a strip weighing device. As shown in fig. 2, three strip-shaped panels 202 are arranged in the direction of the lane 201 and perpendicular to the running direction of the vehicle, and a load cell 203 is enclosed in the strip-shaped panels, and the strip-shaped panels and the load cell constitute a strip-shaped weighing device. Likewise, the load cells are each connected to the electronics 105, and the electronics 105 are also connected to the data processing device 106. In one implementation, the strip weighing device is embedded within the lane to a depth of about 5cm. Therefore, compared with the plate type weighing device, the strip type weighing device is light in weight, convenient to carry and install, and small in deformation amount caused by a vehicle on the strip type plate compared with the plate type weighing device. Likewise, when the vehicle 204 travels through the strip weighing apparatus in the direction of the arrow in the figure, a weighing signal is obtained for each axle of the vehicle, and the weighing signal is also received by the electronics and optimized through the data processing apparatus to obtain a standard weight signal. In one implementation scenario, the strip weighing device may obtain a periodic waveform, but unlike the plate weighing device, the weighing signal obtained by the plate weighing device is a continuous waveform, whereas the weighing signal obtained by the strip weighing device is discontinuous, so w (t) conforming to the waveform cannot be calculated by fitting by transforming the different a, ω and θ into the aforementioned weighing signal Y (t).
In view of this, in the embodiment of the present disclosure, by simultaneously acquiring a weighing signal and a vibration signal during dynamic weighing of a vehicle, the weighing signal and the vibration signal are fused to reduce a weighing error, thereby improving the weighing accuracy.
The following description of the technical solutions in the embodiments of the present disclosure will be made clearly and completely with reference to the accompanying drawings in the embodiments of the present disclosure, and it is apparent that the described embodiments are some embodiments of the present disclosure, but not all embodiments. Based on the embodiments in this disclosure, all other embodiments that a person skilled in the art would obtain without making any inventive effort are within the scope of protection of this disclosure.
Fig. 3 illustrates an exemplary flow diagram of a dynamic weighing method 300 according to an embodiment of the disclosure. As shown, at step 302, the method 300 obtains a weighing signal applied to a road panel by a vehicle during travel that is related to the weight of the vehicle. The weighing signal may be acquired by a first sensor. In one embodiment, the first sensor may be any one of a strip sensor, a platform sensor, a curved plate platform sensor, or a solid support platform sensor.
At step 304, the method 300 obtains a vibration signal related to vibration of the pavement slab caused by the vehicle during travel. The main vibrations of a vehicle when travelling through a weighing device include the following categories: the axle weight of the vehicle gives the deformation of the plate; the pitching vibration of the vehicle body is transmitted to the road surface; natural frequency of the wheel portion vibration; and the tire tread of the wheel, engine vibration, gearbox, etc. to the road surface. The aforementioned vibration signal may be acquired by a second sensor. In one embodiment, the second sensor may be at least one of an acceleration sensor, a velocity sensor, and a displacement sensor.
After the weighing and vibration signals are acquired, the method 300 then determines the weight of the vehicle based on the weighing and vibration signals at 306. In some embodiments, determining the weight of the vehicle from the weighing signal and the vibration signal may include: establishing a plate shell vibration model based on the vibration signal; and determining the weight of the vehicle by combining the established plate-shell vibration model and the weighing signal.
In one application scenario, the road slab is generally considered as a thin cubic shell, through which the vehicle can be reduced to a slab vibration model, as shown in fig. 4.
Fig. 4 shows an exemplary schematic diagram of a plate and shell model according to an embodiment of the present disclosure. Considering the pavement slab as a thin shell 401 of a cube, when the vehicle rolls the pavement slab in the direction of travel of the vehicle, the vehicle tires will cause a pressure F to the pavement slab. In one aspect, the pressure F causes the floor panels to stretch in a horizontal direction, resulting in a horizontal displacement of the floor panels in the x-direction. In another aspect, vibrations of the floor panels are also caused simultaneously under the pressure F, resulting in vertical displacement of the floor panels in the y-direction, and the vibrations may be transmitted in the form of waves to the entire floor panels. Various formulas may be used to represent such a plate-shell vibration model. For simplicity, in one embodiment, the slab vibration model may be built as the vehicle passes over the road slab based on the following formula:
wherein, y in the formula (1) represents the vibration displacement of the pavement slab in the vertical direction, which can be obtained from the vibration signal acquired by the second sensor; x represents the position of the pavement slab in the horizontal direction; ζ (x) and η (x) represent parameters of the road block, which may be determined by the physical properties of the road block; f (x, t) represents the load term that is imposed when the vehicle is traveling over the road slab.
According to the vibration analysis theory, the solution of the plate-shell vibration model can be expressed by Du Hamei integration as the following formula:
wherein F (tau) in the formula (2) represents the load (pressure) of the vehicle axle weight to the road plate, and h (t-tau) represents the impulse response of the road plate under the action of the impulse load delta (t-tau) at any moment tau.
When acted on by the unit pulse load delta (t), the system response of equation (1) (also referred to as the unit pulse response function) can be solved as:
based on the formula (3), the impulse response h (t-tau) of the pavement slab under the action of the impulse load delta (t-tau) at any moment tau can be obtained:
in the above formula (3) and formula (4),represents the damping ratio of the road slab, c represents the damping coefficient of the road slab, ρ represents the density of the road slab, w n Representing the natural frequency of the pavement slab, +.>The damping ratio of a vehicle passing through a road slab at time t is indicated. The above parameters are related to the parameters in the vibration model (1), whereby +_in equation (1) can be calculated>And->
Those skilled in the art will appreciate that Du Hamei integration is used to solve for the response of a linear system under any external stimulus. In connection with the above description, in one aspect, the load term F (x, t) in the above formula (1) may be decomposed into a superposition of a series of impulse functions (impulse excitation) using dirac functions, in this vehicle dynamic weighing scenario, into a superposition of impulse signals of multiple axes, for example the following formula:
wherein m in formula (5) represents the number of axles of the vehicle, e.g., m=2 for a two-axle vehicle; delta (x) i -vt) represents a dirac function. It should be appreciated that the dirac function is a generalized function that is typically used to represent the density distribution of ideal models of particles, point charges, transient forces, etc. in physics. The density distribution of the instantaneous forces as the vehicle travels through the road slab is described in this embodiment by the dirac function. F (t) represents the pressure that the weight of the vehicle brings to the floor panels as the vehicle travels across the floor panels. More specifically, the aforementioned pressure/instantaneous force may be the pressure imparted to the pavement slab by the vehicle axle weight. Thus, the axle weight of the i-th axle of the vehicle can be expressed as the following formula based on formula (5):
W i (t)＝δ(x i -vt)F(t) (6)
wherein the velocity in equation (6) may be determined jointly by the first sensor or alternatively by the second sensor.
In another aspect, y in equation (1) may be expressed as a function of spatial coordinates and time, i.e., the vibration signal acquired by the second sensor. The vibration signal can be decomposed into a superposition of sine waves of different frequencies by fourier analysis, for example, expressed as:
wherein N in the formula (7) represents the amount of time domain information, A i Representing vibration amplitude, w, in the ith time domain information i Represents the angular frequency, phi, of vibration in the ith time domain information i Representing the initial phase of the vibration in the ith time domain information.
The above formula (2), formula (4) and formula (7) are combined to obtain:
h (t- τ) on the left side in equation (8) j ) And can be calculated by the formula (3), and the right side can be determined by the vibration signal acquired by the second sensor. Thus, the axle weight W of the kth axle of the vehicle in the left side of the formula can be determined based on the formula k 。
In one application scenario, the axle weight W of the kth axle may be generally considered as the vehicle is traveling past a first sensor (e.g., a bar sensor) k Approximately equal to the estimated axle weight measured by the first sensorNamely->Based on->The above formula (8) can be expressed as the following formula:
wherein m1= (h ij ) m×n A first coefficient matrix determined for a solution under a pulse load based on a plate-shell vibration model, m representing the number of axles of the vehicle, n representing the number of samples, h ij ＝h(t i -τ j ) Determined by the above formula (4). Thereby, the first coefficient matrix M1 can be obtained:
in the above formula (9)An axial weight vector representing the kth axis at n sampling instants; />And a vibration displacement vector representing vibration displacements at n sampling times calculated from the vibration signal obtained by the second sensor.
In another application scenario, the above formula (8) can also be expressed approximately as:
wherein, the liquid crystal display device comprises a liquid crystal display device,axis weight vector two representing the kth axis at n sampling timesRepresenting the estimated axle weight vector of the kth axle calculated based on the weighing signals of n sampling moments. M2 represents a second coefficient matrix determined on the basis of the weighing signal and is based on +.>And equation (10) can obtain an identity matrix where M2 is n×n:
in combination with the above description, the axle weight of a single axle of the vehicle can be obtained by combining the vibration displacement, the first coefficient, the estimated axle weight, and the second coefficientBased on this, the following equation set can be obtained by combining the above equation (9) and equation (10):
in the formula (1)1) In the process, the liquid crystal display device comprises a liquid crystal display device,further, the axle weight of the individual axle (kth axle)>The calculation can be based on the following formula:
as is known from equations (11) and (12), by fusing the solution of the plate-shell vibration model established based on the vibration signal (e.g., equation (9)) and the weighing signal sensed directly by various sensors for vehicle weighing (e.g., equation (10)), the influence of the vibration of the road surface plate caused by the running of the vehicle can be reduced or eliminated, thereby improving the weighing accuracy.
The axle weight vector of the single axle k of the vehicle at n sampling instants can be obtained based on equation (12). In one implementation scenario, one skilled in the art may obtain the axle weights W of a single axle based on the axle weights at multiple sampling times, e.g., by weighted averaging k That is to sayFor a multi-axle vehicle, the axle weights of each axle of the vehicle can be calculated correspondingly in combination with the above description, and the axle weights of each axle are summed to finally obtain the weight of the vehicle, namely
In connection with the above description, some embodiments of the present disclosure reduce weighing errors caused by vibration of a road surface slab by a vehicle based on a slab vibration model by analyzing vibration signals of the road surface slab by vehicle driving and determining the weight of the vehicle based on the vibration signals and a weighing signal related to the weight of the vehicle, thereby improving weighing accuracy.
Fig. 5 shows an exemplary block diagram of a dynamic weighing apparatus 500 of a vehicle according to an embodiment of the present disclosure. As shown, the dynamic weighing apparatus 500 includes a first sensor 501, a second sensor 502, and a processing unit 503.
The first sensor 501 is used to acquire a weighing signal related to the weight of the vehicle applied to the road slab during its travel. In one embodiment, the first sensor is disposed on the road panel and the first sensor may be one of a strip sensor, a weighing platform sensor, a curved plate weighing platform sensor, or a solid support weighing platform sensor. In one implementation, the weighing signal in the form of a pulse that is related to the weight of the vehicle, such as that shown in fig. 6, is acquired by the wheels of the vehicle rolling over the first sensor as the vehicle travels past the first sensor.
Fig. 6 shows an exemplary waveform diagram of a weighing signal according to an embodiment of the present disclosure. The waveform may be a weighing signal acquired by the vehicle via a bar sensor. The abscissa in the figure is time, and the ordinate is the amplitude of the acquired weighing signal. The bar waves of a plurality of different peaks in the figure represent a wheel crush bar sensor.
The second sensor 502 is used to acquire a vibration signal related to vibration of the road surface slab caused by the vehicle during traveling. In one embodiment, the second sensor may include at least one of an acceleration sensor, a velocity sensor, and a displacement sensor. That is, only any one of the acceleration sensor, the speed sensor and the displacement sensor, or any two or three of the three sensors are used in combination, which is not limited in the present disclosure. In one implementation scenario, the second sensor may be arranged in the vicinity of the first sensor described above, the arrangement of which will be described in detail later.
Fig. 7 illustrates an exemplary waveform diagram of a vibration signal according to an embodiment of the present disclosure. The waveform may be, for example, a vibration signal acquired by an acceleration sensor. In the figure, the abscissa indicates time and the ordinate indicates acceleration. When a speed sensor or a displacement sensor is used, the ordinate represents speed and displacement, respectively. In one application scenario, the magnitudes of the signals acquired by the acceleration sensor, the velocity sensor and the displacement sensor may be mutually converted. For example, the acceleration sensor, the speed sensor and the displacement sensor can be converted into acceleration, speed or displacement, so that the three sensors can be combined for use conveniently.
From the above analysis, it is known that vibration of the road slab by the vehicle may cause displacement of the road slab in the vertical direction. Thereby, a displacement signal of the road surface block in the vertical direction can be obtained based on the vibration signal, as shown in fig. 8, for example. Fig. 8 is an exemplary waveform diagram illustrating a displacement signal of a road surface block according to an embodiment of the present disclosure, in which an abscissa represents time and an ordinate represents displacement. Depending on the specific type of use of the second sensor, the displacement signal of fig. 8 may be a vibration displacement signal collected by the displacement sensor, may be a single integral of a speed signal collected by the speed sensor, or may be a double integral of an acceleration signal collected by the acceleration sensor, and the disclosure is not limited in this respect.
After the weighing signal and the vibration signal are obtained based on the above, the processing unit 503 is configured to determine the weight of the vehicle from the obtained weighing signal and vibration signal. In some embodiments, the processing unit may include at least, for example, electronics (or may be a digital junction box) and data processing means (may be a processor running signal analysis software, such as MATLAB).
In one embodiment, electronics may be used to receive and display the weighing and vibration signals described above, and may also pre-process (e.g., analog-to-digital convert) the weighing and vibration signals.
In another embodiment, the data processing device is configured to analyze the pre-processed weighing signal and vibration signal to determine the vehicle weight. Further, the processing unit 503 may establish a board-shell vibration model based on the vibration signal, for example; and determining the weight of the vehicle in combination with the panel shell vibration model and the weighing signal.
In some implementations, the processing unit may determine the axle weight of a single axle of the vehicle based on equation (12):
wherein, the liquid crystal display device comprises a liquid crystal display device,represents the axle weight of the kth axle of the vehicle, < >>Wherein M1 is a first coefficient determined based on the plate-shell vibration model, M2 is a second coefficient determined based on the weighing signal,/and>wherein->Representing the vibration displacement of the road panel, which is derived from the vibration signal,/->Representing the estimated axle weight based on the weighing signal.
More specifically, the processing unit may first calculate an estimated axle weight of a single axle (e.g., a kth axle) of the vehicle based on the weighing signalAnd determining a vibration displacement vector of the road surface block based on the vibration signal>The vibration displacement signal may be decomposed into a superposition of sine waves of different frequencies by fourier analysis, for example, the vibration displacement is expressed as the above formula (7). Next, the first coefficient matrix M1 may be determined based on the foregoing equation (4). The second coefficient matrix M2 is an n×n identity matrix. And finally, calculating the axle weight vector of the single axle weight of the vehicle based on the formula (12). The final axle weight of a single axle may be determined by weighted averaging the individual components of the axle weight vector. For each axle weightThe above calculation is performed and the final vehicle weight is determined from the sum of the axle weights of the respective axles. The calculation of the vehicle weight has already been described in detail above and is not repeated here.
In connection with the above description, the present disclosure obtains a weighing signal through a first sensor, obtains a vibration signal through a second sensor, and further determines a weight of the vehicle based on the obtained weighing signal and vibration signal through a processing unit. According to the embodiment of the disclosure, the vibration of the road plate when the vehicle runs is simulated by using the plate shell vibration model, the vibration signal of the road plate when the vehicle runs is analyzed, and the weighing error caused by the vibration of the road plate when the vehicle runs is reduced, so that the weighing precision is improved.
The first sensor of the disclosed embodiments may be various existing sensors for dynamic weighing of a vehicle. The first sensor and the second sensor may have various arrangements depending on the specific implementation of the first sensor. In these arrangements, one or more first sensors are arranged in the road panel to acquire a weighing signal related to the weight of the vehicle as it passes through the road panel; and one or more second sensors disposed at both sides of the first sensor in a traveling direction of the vehicle so as to acquire a vibration signal related to vibration of the road surface block when the vehicle passes the road surface block.
Fig. 9-12 illustrate exemplary schematic diagrams of an arrangement of a first sensor and a second sensor according to embodiments of the present disclosure. It should be appreciated that fig. 9-12 are various implementations of the dynamic weighing apparatus 500 shown in fig. 5 described above. Accordingly, certain features and details of the dynamic weighing apparatus 500 described above in connection with fig. 5 are equally applicable to fig. 9-12.
An example of the first sensor being a bar sensor is shown in fig. 9. As shown in fig. 9, three rows of first sensors 2 and three rows of second sensors 3 are arranged on the left and right sides of the road surface block 1 in the vehicle traveling direction, respectively. Two second sensors 3 are included in each row of second sensors 3. The first sensor 2 is arranged perpendicular to the vehicle running direction. The first sensors 2 and the second sensors 3 are staggered and on the same horizontal line. The first sensor 2 shown in the figure is a strip sensor. The second sensor 3 may include at least one of an acceleration sensor, a speed sensor, and a displacement sensor.
In one implementation, the strip sensor may be embedded in a groove formed in the pavement slab, may have a length in the range of 5cm to 10cm (centimeters), a width in the range of 80cm to 200cm, and a height in the range of 20cm to 40 cm. Here, since the range of variation of the length and width of the strip sensor is large, the following definition may be exemplarily made for convenience of description and understanding: when the above-described strip sensor is installed in a road, the longitudinal direction of the strip sensor is a direction parallel to the traveling direction of the vehicle, and the width direction of the strip sensor is a direction perpendicular to the traveling direction of the vehicle. The first end of the strip sensor may extend to a side edge of the road, and the second end of the strip sensor may extend to a center of the road to cross a left or right portion of the center of the road in the width direction.
An example of the first sensor being a weighing platform sensor is shown in fig. 10. As shown in fig. 10, a first sensor 2 in the form of a weighing platform sensor is arranged in a road surface block 1 in the vehicle traveling direction, and two rows of second sensors 3 are arranged on the left and right sides of the first sensor 2. The weighing platform sensor may comprise a weighing platform 21 to carry all or part of the weight of the vehicle as it passes over the road panel; one or more sensor units 22 are arranged below the weighing platform 21 (for example at the bottom four corners of the weighing platform 21) and sense the weight of the vehicle through the weighing platform in order to obtain a weighing signal related to the weight of the vehicle. The second sensor 3 is arranged in the vicinity of the weighing platform 21. Wherein each row of second sensors 3 comprises for example four second sensors 3. The second sensor 3 shown in the figure may include at least one of an acceleration sensor, a speed sensor, and a displacement sensor. In some embodiments, the sensing unit 22 of the weighing platform sensor may be a load cell and may include, for example, one or more of a bellows load cell, a spoke load cell, a column load cell, or an S-type load cell.
In one embodiment, the weighing platform sensor is arranged in a recess in the road slab and the surface of the weighing platform sensor is flush with the road slab. The weighing platform may be welded from steel plates, and the weighing platform may have a rectangular parallelepiped shape. The length of the weighing platform may be in the range of 80cm to 2100cm (centimeters), the width may be in the range of 80cm to 400cm, and the height may be in the range of 50cm to 60 cm. Here, it will be appreciated that, due to the wide range of variations in the length and width of the weighing platform, the following definitions may be made for ease of description and understanding, by way of example: when the weighing platform is mounted on a road, the longitudinal direction of the weighing platform is a direction parallel to the running direction of the vehicle, and the width direction of the weighing platform is a direction perpendicular to the running direction of the vehicle. In particular, when the width of the weighing platform is in the range of 350cm to 400cm, both ends of the weighing platform in the road width direction may extend to both side edges of the road in the road width direction to spread the entire road in the road width direction.
An example of a first sensor being a flexural plate weighing platform sensor is shown in fig. 11. As shown in fig. 11, a first sensor 2 in the form of a curved plate weighing platform sensor is arranged in a road surface block 1 in the vehicle traveling direction, and two rows of second sensors 3 are arranged on the left and right sides of the first sensor 2. The flexural plate weighing platform sensor may comprise an elastomer 23, which may have a rectangular plate-like structure and on which grooves 24 may be provided, which grooves may serve as strain zones for the arrangement of strain cells (not shown). The strain unit may for example comprise a resistive strain gauge and may be arranged in the strain region of the elastomer. In particular, the above-mentioned elastic body may be made of a steel material. The second sensor 3 is arranged in the vicinity of the bending plate weighing platform sensor. Wherein each row of second sensors 3 comprises for example four second sensors 3. The second sensor 3 shown in the figure may include at least one of an acceleration sensor, a speed sensor, and a displacement sensor.
In one embodiment, the curved plate weighing platform sensor can be embedded into a groove formed in the road surface plate, and two ends of the curved plate weighing platform sensor can extend to two side edges of the road along the width direction of the road surface plate so as to spread the whole road in the width direction. In one embodiment, the flexural plate weighing platform sensor can have a length in the range of 70cm to 200cm (centimeters), a width in the range of 50cm to 375cm, and a height in the range of 5cm to 10 cm. Here, since the range of variation of the length and width of the bending plate weighing platform sensor is large, for convenience of description and understanding, the following definition may be exemplarily made: when the bending plate weighing platform sensor is mounted in the road surface plate, the length direction of the bending plate weighing platform sensor is a direction parallel to the running direction of the vehicle, and the width direction of the bending plate weighing platform sensor is a direction perpendicular to the running direction of the vehicle.
An example of the first sensor being a solid support weighing platform sensor is shown in fig. 12. As shown in fig. 12, a first sensor 2 in the form of a solid support weighing platform sensor is arranged on a road surface block 1 in the vehicle traveling direction, and two rows of second sensors 3 are arranged on the left and right sides of the first sensor 2. The solid support weighing platform sensor may include a solid support weighing platform 25 to carry all or part of the weight of the vehicle as it passes over the road slab; one or more load cells 26 that are secured to the bottom surface of the support platform 25 and through which the weight of the vehicle is sensed in order to obtain a load signal that is related to the weight of the vehicle. The second sensor 3 is arranged in the vicinity of the solidly supported weighing platform sensor. Wherein each row of second sensors 3 comprises for example four second sensors 3. The second sensor 3 shown in the figure may include at least one of an acceleration sensor, a speed sensor, and a displacement sensor. In some embodiments, the load cell 26 of the solidly supported platform sensor may be a load cell and may include, for example, one or more of a bellows load cell, a spoke load cell, a column load cell, or an S-type load cell.
In one implementation, the solid support platform sensor is disposed in a recess in the road slab and the surface of the solid support platform sensor is flush with the road slab. The solid support platform may have a rectangular parallelepiped shape, and the length of the solid support platform may be in the range of 80cm to 600cm (centimeters), the width may be in the range of 80cm to 400cm, and the height may be in the range of 20cm to 40 cm. Here, since the range of variation of the length and width of the solid support weighing platform is large, for convenience of description and understanding, the following definition may be exemplarily made: when the solid support weighing platform sensor is installed in the road surface plate, the length direction of the solid support weighing platform is the direction parallel to the running direction of the vehicle, and the width direction of the solid support weighing platform is the direction perpendicular to the running direction of the vehicle. In particular, when the width of the solid support weighing platform is in the range of 350cm to 400cm, both ends of the solid support weighing platform in the road width direction may extend to both side edges of the road in the road width direction to spread the entire road in the road width direction.
In combination with the above description, the embodiments of the present disclosure can acquire the weighing signal and the vibration signal through the arrangement of the first sensor and the second sensor, and can reduce the weighing error caused by vibration by fusing the weighing signal and the vibration signal, thereby improving the weighing precision. It is to be understood that the arrangement of the first sensor and the second sensor described above is merely exemplary. For example, as shown in fig. 9, the first sensor (strip sensor) and the second sensor may not be on the same horizontal line. Additionally, the bar sensor may not be perpendicular to the vehicle traveling direction, and the present disclosure is not limited thereto. Further, as shown in fig. 10 to 12, the second sensor may be disposed only on one side of the first sensor (the weighing platform/the bending plate weighing platform/the solid support weighing platform sensor). The present disclosure does not limit the front/rear positions of the first sensor and the second sensor in the vehicle traveling direction.
It will be appreciated that the present disclosure is not limited in the number of second sensors, and that the second sensors need only detect a vibration signal when disposed adjacent to the first sensor. In addition, the disclosure also does not limit the depth to which the second sensors are disposed in the pavement slab, and those skilled in the art can debug based on the number and depth of the second sensors to ensure the consistency of the output signals of the plurality of second sensors. Embodiments of the present disclosure provide a variety of options for the first sensor and the second sensor, and the installation of the second sensor is not limited. Thus, different arrangement requirements of dynamic weighing can be met.
It should be understood that the terms "first," "second," "third," and "fourth," etc. in the claims, specification, and drawings of this disclosure are used for distinguishing between different objects and not for describing a particular sequential order. The terms "comprises" and "comprising" when used in the specification and claims of this disclosure are taken to specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
It is also to be understood that the terminology used in the description of the present disclosure is for the purpose of describing particular embodiments only, and is not intended to be limiting of the disclosure. As used in this disclosure and in the claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should be further understood that the term "and/or" as used in the present disclosure and claims refers to any and all possible combinations of one or more of the associated listed items, and includes such combinations.
As used in this specification and the claims, the term "if" may be interpreted as "when..once" or "in response to a determination" or "in response to detection" depending on the context. Similarly, the phrase "if a determination" or "if a [ described condition or event ] is detected" may be interpreted in the context of meaning "upon determination" or "in response to determination" or "upon detection of a [ described condition or event ]" or "in response to detection of a [ described condition or event ]".
While various embodiments of the present disclosure have been shown and described herein, it will be obvious to those skilled in the art that such embodiments are provided by way of example only. Numerous modifications, changes, and substitutions will occur to those skilled in the art without departing from the spirit and scope of the present disclosure. It should be understood that various alternatives to the embodiments of the disclosure described herein may be employed in practicing the disclosure. The appended claims are intended to define the scope of the disclosure and are therefore to cover all equivalents or alternatives falling within the scope of these claims.
Claims (6)
1. A method of dynamic weighing of a vehicle, comprising:
acquiring a weighing signal which is applied to a pavement slab by a vehicle during traveling and is related to the weight of the vehicle;
acquiring a vibration signal related to vibration of the road surface block caused by the vehicle during the traveling;
determining a weight of the vehicle from the weighing signal and the vibration signal;
wherein determining the weight of the vehicle from the weighing signal and the vibration signal comprises:
establishing a plate shell vibration model based on the vibration signal;
obtaining the vibration displacement of the pavement slab from the vibration signal;
determining the first coefficient based on a solution of the plate and shell vibration model under a pulsed load;
determining an estimated axle weight and a second coefficient based on the weighing signal, wherein the second coefficient is an identity matrix;
determining an axle weight of a single axle of the vehicle in combination with the vibration displacement, the first coefficient, the estimated axle weight, and the second coefficient; wherein determining the axle weight of a single axle of the vehicle comprises: determining the axle weight of a single axle at a plurality of sampling moments; the final axle weight of the single axle is determined based on a weighted average of the axle weights of the plurality of sampling instants.
2. The dynamic weighing method of claim 1, wherein determining the weight of the vehicle comprises: the weight of the vehicle is determined based on a sum of final axle weights of the respective axles of the vehicle.
3. A dynamic weighing method according to any one of claims 1-2, wherein said weighing signal is acquired by at least one first sensor arranged on said road surface slab, said first sensor comprising any one or more of a strip sensor, a curved plate weighing platform sensor or a solid support weighing platform sensor; and/or
The vibration signal is acquired by one or more second sensors arranged in the vicinity of the first sensor, the second sensors including any one or more of an acceleration sensor, a speed sensor or a displacement sensor.
4. A dynamic weighing apparatus for a vehicle, comprising:
a first sensor for acquiring a weighing signal applied to a road slab by a vehicle during travel, the weighing signal being related to the weight of the vehicle;
a second sensor for acquiring a vibration signal related to vibration of the road surface block caused by the vehicle during the traveling;
a processing unit for determining the weight of the vehicle from the weighing signal and the vibration signal;
wherein the processing unit is further configured to:
establishing a plate shell vibration model based on the vibration signal;
obtaining the vibration displacement of the pavement slab from the vibration signal;
determining the first coefficient based on a solution of the plate and shell vibration model under a pulsed load;
determining an estimated axle weight and a second coefficient based on the weighing signal, wherein the second coefficient is an identity matrix;
determining an axle weight of a single axle of the vehicle in combination with the vibration displacement, the first coefficient, the estimated axle weight, and the second coefficient; wherein determining the axle weight of the individual axles of the vehicle comprises: the method includes determining an axle weight of a single axle at a plurality of sampling instants, and determining a final axle weight of the single axle based on a weighted average of axle weights at the plurality of sampling instants.
5. A dynamic weighing apparatus as claimed in claim 3, wherein the processing unit is further adapted to: the weight of the vehicle is determined based on a sum of final axle weights of the respective axles of the vehicle.
6. A dynamic weighing apparatus as claimed in any one of claims 4 to 5, wherein the first sensor is arranged on the road panel, the first sensor comprising any one or more of a strip sensor, a curved plate platform sensor or a solid support platform sensor; and/or
The second sensor is disposed in a vicinity of the first sensor, and the second sensor includes any one or more of an acceleration sensor, a speed sensor, or a displacement sensor.
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| CN114485889A (en) * | 2022-01-25 | 2022-05-13 | 浙江大华技术股份有限公司 | Method and device for determining calibration scheme of weighing equipment |
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