CN201304933Y - Dynamic detection alarm system of unbalanced load of freight car - Google Patents

Abstract

The utility model relates to a truck eccentric load dynamic detection and alarm system, which is characterized in that it includes a signal sensing unit, which includes two acceleration sensors, and the two acceleration sensors are installed on the left and right sides of the rear axle of the truck and on the side of the carriage. The left and right sides of the connection; an alarm prompt unit, which is arranged on the center console of the cab; an information collection control unit, which includes a single-chip microcomputer, and the single-chip microcomputer is provided with an eccentric load dynamic detection algorithm module. The utility model has high reliability, wide application and can actively, accurately and timely provide the alarm information of the unbalanced load of the truck during the transportation process of the truck.

Description

Dynamic detection and alarm system for unbalanced load of trucks

technical field

The utility model relates to a vehicle safety monitoring device, in particular to a dynamic detection and alarm system for truck partial load.

Background technique

During the transportation of the car, due to the poor loading state of the goods, the unbalanced load occurs during the transportation process, and the drivers and passengers fail to detect it in time, thus inducing traffic accidents. The unbalanced loading of trucks is an important cause of traffic accidents at present. Therefore, controlling overloading and preventing unbalanced loading are important measures to prevent traffic accidents. The existing support technology mainly uses weighing instruments to measure the wheel weight to measure the load of the vehicle, which can also be used to understand the unbalanced load of the vehicle, but this technology is mostly used for railway vehicles. For example, the patent CN2443899Y "Dynamic Tester for Overweight and Unbalanced Load of Railway Vehicles" mainly uses sensors installed next to two rails to realize non-stop weighing of railway vehicles, and judges the degree of unbalanced load of railway vehicles according to the difference in the output values of the two sensors . However, the existing technologies for detecting the unbalanced load of road vehicles are quite few, and the technology for vehicle-mounted dynamic detection of unbalanced loads is quite lacking. Many shortcomings such as low reliability make it difficult to popularize and apply.

Contents of the invention

In view of the above problems, the purpose of this utility model is to provide a low-cost, high-reliability, easy-to-install, widely applicable, and can actively, accurately, and timely provide alarm information dynamic detection and alarm system for unbalanced load of trucks.

In order to achieve the above object, the utility model adopts the following technical solutions: a truck partial load dynamic detection and alarm system, characterized in that: it includes a signal sensing unit, which includes two acceleration sensors, the two acceleration sensors are installed on the rear axle of the truck The left and right sides of the connection between the left and right sides of the suspension and the compartment; an alarm prompt unit, which is arranged on the center console of the driver's cab; an information collection control unit, which includes a single-chip microcomputer, and the single-chip microcomputer There is an eccentric load dynamic detection algorithm module inside.

The information acquisition control unit also includes two filter noise reduction circuits, one end of the two filter noise reduction circuits is respectively connected to the left and right side acceleration sensors, and the other end is connected to the single-chip microcomputer; the filter noise reduction circuit is composed of two A first-order low-pass filter composed of a capacitor and a resistor.

The alarm prompt unit includes an integrated circuit and lights and sound prompting devices controlled by the integrated circuit, and the integrated circuit at least integrates integrated circuits driven by four-way composite tubes.

Because the utility model adopts the above technical scheme, it has the following advantages: 1. Since the left and right acceleration sensors adopted in the utility model are respectively fixedly arranged at the joints of the left and right side suspensions of the rear axle of the truck and the carriage, During the transportation of the truck, the acceleration sensor can sense and measure the acceleration of the truck in real time. 2. Since the high-performance eight-bit single-chip microcomputer chip is used in the information acquisition control unit of the utility model, the acceleration signal measured by the acceleration sensor can be quickly calculated, and the unbalanced load coefficient of the truck can be calculated and actively sent to the alarm prompt unit in real time Truck load information, thereby improving the safety of truck transportation and preventing traffic accidents. 3. Since the left and right acceleration sensors of the utility model are respectively fixedly arranged at the joints of the left and right side suspensions of the rear axle of the truck and the compartment, the installation is simple and the application range is wide, and in the process of driving, the left and right The right acceleration sensor itself is not affected by any external mechanical force, and has high reliability and long service life. 4. Since the utility model mainly judges the unbalanced load condition of the truck according to the difference degree of the vertical acceleration on both sides of the truck compartment, it does not need to obtain the accurate value of the vertical acceleration on both sides, and only requires the characteristics of the acceleration sensors on the left and right sides Consistent, but there is no need to select an acceleration sensor with high precision and expensive price, thus reducing the cost of the acceleration sensor. 5. Since the utility model adopts a first-order low-pass filter, the high-frequency noise in the acceleration signal is filtered out, signal aliasing in the subsequent A/D sampling process is prevented, and the accuracy of the detection result is improved. 6. The alarm prompt unit of the present utility model is a light-emitting diode and a buzzer controlled by an integrated circuit. The integrated control circuit drives the corresponding light-emitting diode according to different signals input by the single-chip microcomputer chip in the information collection control unit, so as to remind the driver at a glance . The utility model has the advantages of high reliability, convenient installation and wide application, and can actively, accurately and timely provide the alarm information of the unbalanced load of the truck during the transportation process of the truck.

Description of drawings

Fig. 1 is a block diagram of the utility model

Figure 2 is a schematic diagram of the installation structure of the acceleration sensors on the left and right sides of the compartment of the utility model

Fig. 3 is the circuit schematic diagram of the information collection control unit of the present utility model

Fig. 4 is the working flow diagram of the information acquisition control unit of the present utility model

Fig. 5 is the circuit schematic diagram of the alarm prompt unit of the present utility model

Figure 6 is the curve of the eccentric load of the truck center of mass ± 0.15m versus time

Fig. 7 is the curve that the utility model detects the eccentric load coefficient of Fig. 5 changing with time

Figure 8 is the curve of the eccentric load of the truck center of mass ± 0.30m versus time

Fig. 9 is the curve that the utility model detects the eccentric load coefficient of Fig. 7 changing with time

Figure 10 is the curve of the eccentric load of the center of mass of the truck at ±0.45m versus time

Fig. 11 is the curve that the utility model detects the eccentric load coefficient of Fig. 9 changing with time

Detailed ways

Below in conjunction with accompanying drawing and embodiment the utility model is described in detail.

As shown in FIG. 1 , the utility model includes a signal perception unit 1 , an information collection control unit 2 , and an alarm prompt unit 3 .

As shown in Figures 1 and 2, the signal sensing unit 1 includes the left and right acceleration sensors 11 and 12 of the carriage, respectively fixedly arranged at the joints of the suspensions 5 on the left and right sides of the rear axle 4 of the truck and the carriage 6, for real-time The vertical acceleration signals on the left and right sides of the truck are sensed, and the sensed acceleration signals are converted into voltage signals and sent to the information collection control unit 2 . Because the utility model mainly judges the eccentric load situation of the truck according to the difference degree of the vertical acceleration on both sides of the truck compartment 6, and does not need to obtain the accurate value of the vertical acceleration on both sides, so only the characteristics of the acceleration sensors on the left and right sides are required Consistent, but there is no need to choose a sensor that is too accurate and expensive. In this embodiment, the two left and right acceleration sensors 11 and 12 are both Lance's LC0106 type acceleration sensor with a range of 5g, a sensitivity of 1V/g, and an operating temperature range of -40 to +120°C. It is 18-30VDC (generally, the on-board voltage of trucks is 24VDC).

As shown in Figure 3, the information acquisition control unit 2 includes a single-chip microcomputer U1, which converts the acceleration signals output by the acceleration sensors 11 and 12 on the left and right sides of the carriage, that is, voltage signals, into digital signals, and uses the dynamic detection method of the unbalanced load of the truck, Real-time identification of the unbalanced load state of the detected truck is carried out, and then the identification result is sent to the alarm prompt unit 3 . In this embodiment, the single-chip microcomputer U1 is an eight-bit single-chip microcomputer with a model number of MC9S08DZ60 produced by Motorola, and other similar eight-bit single-chip microcomputers can also be used, which is not limited here.

As shown in Figure 3, the information acquisition control unit 2 also includes two filter noise reduction circuits respectively connected to the left and right acceleration sensors 11, 12 of the carriage, and the output terminals of the second filter noise reduction circuit are respectively connected to the two A/A circuits in the single chip microcomputer U1. The input terminals ADIN0 and ADIN1 of the D conversion circuit. The first filtering noise reduction circuit is composed of two capacitors C1, C2 and resistor R1. After the capacitor C2 is connected in series with the resistor R1, the series branch obtained is connected in parallel with the capacitor C1; one end of the parallel circuit is connected to the ground wire, and the other end is connected to the microcontroller U1 at the same time. The input terminal ADIN0 of the A/D conversion circuit and the anode of a diode D1, the cathode of the diode D1 is connected to the power supply voltage VCC; the acceleration signal output by the left acceleration sensor 11 is input from the junction of the capacitor C2 and the resistor R1. The second filter noise reduction circuit is composed of two capacitors C3, C4 and resistor R2. After the capacitor C4 is connected in series with the resistor R2, the series branch obtained is connected in parallel with the capacitor C3; one end of the parallel circuit is connected to the ground wire, and the other end is connected to the microcontroller U1 at the same time. The input terminal ADIN1 of the A/D conversion circuit of the A/D converter is connected to the anode of a diode D2, and the cathode of the diode D2 is connected to the power supply voltage VCC; the acceleration signal output by the right acceleration sensor 12 is input from the junction of the capacitor C4 and the resistor R2. These two filter noise reduction circuits are used to filter out the high-frequency noise in the acceleration signal to prevent signal aliasing in the subsequent A/D sampling process. In addition to the above-mentioned capacitive filter circuit, other capacitive filter circuits can also be used for the filter noise reduction circuit, which is not limited here. If the filter noise reduction circuit in this embodiment is used, the capacitors C1, C2, C3 and C4 are 1uF, and the capacitors C2 and C4 can be electrolytic capacitors or other types of capacitors. When they are electrolytic capacitors, the capacitors C2 and C4 The negative pole of C4 is grounded, and capacitors C1 and C3 are capacitor types other than electrolytic capacitors. Resistors R1 and R2 are 50 kilohms. The two diodes D1 and D2 are used to ensure that the input voltage of the input terminals ADIN0 and ADIN1 of the A/D conversion circuit of the information acquisition control unit 2 does not exceed the power supply voltage VCC. After the left acceleration signal x _mL (t) and the right acceleration signal x _mR (t) of the compartment pass through two filter noise reduction circuits, the filtered left and right acceleration signals are respectively x _L (t) and x _R (t), x _L (t) and x _R (t) are voltage signals.

The two-filter noise reduction circuit is essentially a first-order low-pass filter, and its transfer function is:

${\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; L</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; Ts</span>}<span\; class="notranslate">\; +</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; mL</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>$

${\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; R</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; Ts</span>}<span\; class="notranslate">\; +</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; mR</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>$

Wherein, T is a filter time constant, s is a Laplacian operator, and in this embodiment, T=R1·C1=R2·C3.

The analog signals x _L (t) and x _R (t) respectively enter the two A/D conversion circuits in the single-chip microcomputer U1 and are converted into digital signals, and then the single-chip microcomputer U1 performs a dynamic detection algorithm on the unbalanced load of the truck according to the unbalanced load state of the detected truck. Real-time identification, and then the identification result is sent to the alarm prompt unit 3.

As shown in Figure 4, the left and right acceleration signals are sent to the single-chip microcomputer U1 through the filter noise reduction circuit, and the work of the single-chip microcomputer U1 is as follows:

(1) A/D sampling: The two A/D conversion circuits in the single-chip microcomputer U1 respectively digitally convert the filtered left and right acceleration signals x _L (t) and x _R (t) at the conversion frequency T _s , and after conversion The left and right acceleration signals of are recorded as x _L (k) and x _R (k) respectively, and their expressions are as follows:

x _L (k) = x _L (k·T _s )

x _R (k) = x _R (k·T _s )

Wherein, T _s is the sampling frequency, which is generally 0.01-0.05s, and T _s =0.01s in this embodiment.

(2) Let the initial value of the loop variable m be P, and P is the step length of partial load detection, and P is 20-200. If the current A/D sampling time k=m and k≥N, for the converted left and right acceleration signals x _L (i) and x _R (i) (i=1, 2, ..., k) from time k to Intercept the data of N points before, and obtain x _L (i) and x _R (i) (i=k-N+1, k-N+2, ..., k); if the current conversion time k≠m or k<N , let k=k+1, return to step (1).

(3) Signal windowing: windowing is performed on the intercepted signal, and the measured left and right acceleration signals after windowing are x _wL (i) and x _wR (i):

x _wL (i) = x _L (i) w(i)

x _{w R} (i) = x _R (i) · w (i)

Wherein, i=k-N+1, k-N+2, ..., k, w(i) is a window signal. Select the window as Hamming window or Hanning window, and N is 1024 or 2048. In this embodiment, the selection window is a Hanning window, and N is set to 1024.

(4) Fast Fourier transform: Fast Fourier transform is performed on the windowed left and right acceleration signals x _wL (i) and x _wR (i) (i=k-N+1, k-N+2, ..., k) respectively Fourier transform to obtain transformed left and right acceleration signals X _wL (j) and X _wR (j), j=1, 2, . . . , N.

(5) Calculation of signal power: according to the front Q point of X _wL (j) and X _wR (j), the top of the left and right suspensions 5 of the rear axle 4 of the truck (as shown in Figure 2) are vertically vertical to the left, Power of the right acceleration signal:

${\stackrel{<span\; class="notranslate">\; ^</span>}{\mathrm{<span\; class="notranslate">\; S</span>}}}_{\mathrm{<span\; class="notranslate">\; L</span>}}<span\; class="notranslate">\; =</span>\underset{\mathrm{<span\; class="notranslate">\; j</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\overset{\mathrm{<span\; class="notranslate">\; Q</span>}}{\mathrm{<span\; class="notranslate">\; \&Sigma;</span>}}}{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; wxya</span>}}^{<span\; class="notranslate">\; *</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; j</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&Center\; Dot;</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; wxya</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; j</span>}<span\; class="notranslate">\; )</span>$

${\stackrel{<span\; class="notranslate">\; ^</span>}{\mathrm{<span\; class="notranslate">\; S</span>}}}_{\mathrm{<span\; class="notranslate">\; R</span>}}<span\; class="notranslate">\; =</span>\underset{\mathrm{<span\; class="notranslate">\; j</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\overset{\mathrm{<span\; class="notranslate">\; Q</span>}}{\mathrm{<span\; class="notranslate">\; \&Sigma;</span>}}}{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; wxya</span>}}^{<span\; class="notranslate">\; *</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; j</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&Center\; Dot;</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; wxya</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; j</span>}<span\; class="notranslate">\; )</span>$

Wherein, Q is a length parameter for power estimation, superscript * indicates signal conjugate, Q is 0.2N˜0.4N, and in this embodiment, Q is 0.4N=256.

(6) Calculate the eccentric load coefficient E: According to the vertical left and right acceleration power at the top of the rear axle 4 left and right suspensions 5 (as shown in Figure 2), the truck eccentric load coefficient E is calculated according to the following formula:

$\mathrm{<span\; class="notranslate">\; E.</span>}<span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>{\stackrel{<span\; class="notranslate">\; ^</span>}{\mathrm{<span\; class="notranslate">\; S</span>}}}_{\mathrm{<span\; class="notranslate">\; L</span>}}<span\; class="notranslate">\; -</span>{\stackrel{<span\; class="notranslate">\; ^</span>}{\mathrm{<span\; class="notranslate">\; S</span>}}}_{\mathrm{<span\; class="notranslate">\; R</span>}}<span\; class="notranslate">\; )</span>}{{\stackrel{<span\; class="notranslate">\; ^</span>}{\mathrm{<span\; class="notranslate">\; S</span>}}}_{\mathrm{<span\; class="notranslate">\; L</span>}}<span\; class="notranslate">\; +</span>{\stackrel{<span\; class="notranslate">\; ^</span>}{\mathrm{<span\; class="notranslate">\; S</span>}}}_{\mathrm{<span\; class="notranslate">\; R</span>}}}$

(7) According to the type of truck and the weight of the goods, pre-set the appropriate minimum value K _min and maximum value K _max of the partial load alarm of the truck, requiring K _max >0 and K _min <0, and generally take K _min =- K _max .

In this embodiment, N is the length of the Fast Fourier Transform (FFT).

Theoretically, when E=0, the truck has no unbalanced load. Here, in order to avoid the interference of the noise measured by the acceleration sensors 11 and 12 on the left and right sides of the carriage on the unbalanced load coefficient E of the truck, it is considered that when K _min ≤ E ≤ K _max , the information collection control unit 2 drives the alarm prompt unit 3 to issue The truck has no unbalanced load signal; when E<K _min , the information collection control unit 2 drives the alarm prompt unit 3 to send out the truck left unbalanced load signal; when E>K _max , the information collection control unit 2 drives the alarm prompt unit 3 to send out the truck right biased signal.

In the above-mentioned embodiment, the physical meaning and setting of each parameter in the above-mentioned steps are as shown in Table 1:

Table 1

parameter name parameter value parameter name parameter value parameter name parameter value T _s 0.01s T 0.05s P 128 N 1024 Q 256 _Kmax 0.75 K _min -0.75

The basic characteristic parameters of the trucks used are shown in Table 2:

Table 2

parameter name parameter value parameter name parameter value parameter name parameter value vehicle quality 25000kg Unilateral stiffness of front suspension 500353N/m Front suspension unilateral damping 23855Ns/m

wheelbase 4.50m Rear suspension unilateral stiffness 1456549N/m Rear Suspension Unilateral Damping 31418Ns/m wheelbase 2.02m

As shown in FIG. 5, the alarm prompt unit 3 includes a light and sound prompt device controlled by an integrated circuit U2. The integrated circuit U2 can directly drive lights and sound prompting devices. Its input terminals 1 pin (IN1), 2 pins (IN2), 3 pins (IN3) and 4 pins (IN4) are respectively connected to the 4 output terminals of the single-chip microcomputer U1, that is, 43 Pins, 45 pins, 47 pins and 52 pins are connected. Among them, pin 1 inputs the eccentric load dynamic detection work indication signal, pin 2 inputs the signal of the left unbalanced load of the truck, pin 3 inputs the signal of the right unbalanced load of the truck, pin 4 inputs the signal of the left or right unbalanced load of the truck, and the 9 pin of the integrated circuit U2 (K ) is connected to the power supply voltage VCC, and the 8-pin (GND) ground wire. The output terminal 16 (OUT1) corresponding to pin 1 is connected to a green light-emitting diode (Light Emitting Diode) 1, a current limiting resistor R3 and the power supply voltage VCC in sequence; the output terminal 15 (OUT2) corresponding to pin 2 is connected in sequence Connect a red light-emitting diode LED2, a current-limiting resistor R4 and the power supply voltage VCC in sequence. LED2 is the red light-emitting diode on the left side of the human-computer interaction interface as an alarm light; the output terminal 14 (OUT3) corresponding to pin 3 is connected in sequence with a Red light-emitting diode LED3, a current-limiting resistor R5 and power supply voltage VCC, LED3 is the red light-emitting diode on the right side of the human-computer interaction interface, as an alarm light; the output terminal 13 (OUT4) corresponding to pin 4 is connected to a buzzer in sequence LS1 and supply voltage VCC. In addition, a current limiting resistor R6 and an LED4 are connected in series between the power supply voltage VCC and the ground, and the LED4 is a power indicator light for indicating whether the system power supply is normal. In this embodiment, the integrated circuit U2 is a MC1412 composite tube drive ASIC integrated with 7 channels, and other composite tube drive ASICs with at least 4 channels integrated can also be used. R3, R4, R5, and R6 are 1.2 kilohms, which are used as current-limiting resistors to protect the LED.

When the alarm prompt unit 3 is working, pin 1 of the integrated circuit U2 is at a high level, pin 16 is closed, and the loop where the indicator LED1 is located is closed. At this time, LED1 is on, indicating that the alarm prompt unit 3 is in a normal working state. When the information collection control unit 2 drives the alarm prompt unit 3 to send out the left side load signal of the truck, pins 1, 2, and 4 of the integrated circuit U2 are at high level, and pin 3 is at a low level. At this time, 16 pins of the integrated circuit U2 Pin, pin 13 and pin 15 are closed, pin 14 is disconnected, the corresponding circuit of LED1, LED2 and LS1 is conducting, and the circuit of LED3 cannot be connected, then the working indicator LED1 and the left side unbalanced load alarm lamp LED2 are on, and the buzzer The buzzer LS1 sounds; when the information collection control unit 2 drives the alarm prompt unit 3 to send out the right side load signal of the truck, pins 1, 3 and 4 of the integrated circuit U2 are at high level, and pin 2 is at low level. The 16-pin, 13-pin and 14-pin of the integrated circuit U2 are closed, and the 15-pin is disconnected, the corresponding circuit of LED3 and LS1 is turned on, and the corresponding circuit of LED2 cannot be connected, then the working indicator LED1 and the right side unbalanced load alarm light LED3 The light is on, and the buzzer LS1 sounds.

As shown in Figure 6, Figure 8 and Figure 10, based on the above embodiments, in order to verify the correctness of the truck eccentric load dynamic detection and alarm algorithm proposed by the utility model, three kinds of centroid eccentric loads are respectively set, namely ±0.15m, ±0.30m and ±0.45m. Utilize the system provided by the utility model to test the eccentric load conditions of the above three kinds of centroid loads in 0-40 seconds, 40-80 seconds and 80-120 seconds respectively. As shown in Fig. 7, Fig. 9 and Fig. 11, they are the verification results of the utility model testing the eccentric load of the center of mass of the truck with ±0.15m, ±0.30m and ±0.45m respectively.

As shown in Figure 6 and Figure 7, when the eccentric load is ±0.15m, the eccentric load coefficient E calculated by the information collection control unit 2 is within the range of [K _min , K _max ], and the alarm prompt unit 3 does not send out an alarm signal ; As shown in Fig. 8 and Fig. 9, when the eccentric load is ±0.30m, the eccentric load coefficient E calculated by the information collection control unit 2 begins to enter the boundary of [K _min , K _max ], and the alarm prompt unit 3 may issue a fault Continue the alarm signal; as shown in Figure 10 and Figure 11, when the eccentric load is ±0.40m, the eccentric load coefficient E calculated by the information collection control unit 2 exceeds the boundary of [K _min , K _max ], and the alarm prompt unit 3 Send intermittent alarm signal to remind the driver to pay attention to the danger of unbalanced load.

As shown in Figures 6 to 11, in the above-mentioned embodiment, when there is a step change in the unbalanced load of the truck, the dynamic detection method for the unbalanced load of the truck can complete the unbalanced load detection within 10 seconds, thereby meeting the need for real-time dynamic detection.

In each above-mentioned embodiment, the structure of each component, setting position, and connection thereof all can be changed to some extent, on the basis of the technical scheme of the present utility model, the improvement and equivalent transformation carried out to individual components should not be excluded in this application. outside the scope of protection of utility models.

Claims (3)

1. A dynamic detection and alarm system for unbalanced loading of a truck, characterized in that it includes a signal sensing unit, which includes two acceleration sensors, and the two acceleration sensors are installed on the left and right sides of the rear axle of the truck and between the suspension and the compartment The left and right sides of the connection; an alarm prompt unit, which is arranged on the center console of the cab; an information collection control unit, which includes a single-chip microcomputer, and the single-chip microcomputer is provided with an eccentric load dynamic detection algorithm module. 2. The dynamic detection and alarm system for unbalanced loading of trucks according to claim 1, characterized in that: the information collection control unit also includes two filter noise reduction circuits, one end of the two filter noise reduction circuits is respectively connected to the left, The right side acceleration sensor is connected with the single chip microcomputer at the other end; the filter noise reduction circuit is a first-order low-pass filter made of double capacitors and a resistor. 3. The dynamic detection and alarm system for unbalanced loading of trucks according to claim 1 or 2, characterized in that: the alarm prompt unit includes an integrated circuit and a light and sound prompt device controlled by the integrated circuit, and the integrated circuit An integrated circuit driven by at least four composite tubes is integrated.

Images