CN215524801U

CN215524801U - Weighing device for dynamic weighing of road vehicles

Info

Publication number: CN215524801U
Application number: CN202023264809.5U
Authority: CN
Inventors: 金涛; 王平; 姚飞; 郝杰鹏; 胡彬彬
Original assignee: Beijing Wanji Technology Co Ltd
Current assignee: Beijing Wanji Technology Co Ltd
Priority date: 2020-12-30
Filing date: 2020-12-30
Publication date: 2022-01-14
Anticipated expiration: 2030-12-30

Abstract

The utility model relates to a weighing device for dynamic weighing of road vehicles, which may comprise: a weighing platform for placement in a roadway so as to carry all or part of the weight of a vehicle as it passes the roadway; a plurality of first sensors for being arranged below the weighing platform and sensing the weight of the vehicle by the weighing platform so as to acquire weighing signals related to the weight of the vehicle; a plurality of second sensors for being arranged in the vicinity of the weighing platform in order to acquire vibration signals relating to vibrations of the road as the vehicle passes the road; and a processing unit configured to: receiving a weighing signal and a vibration signal; and performing fusion processing on the weighing signal and the vibration signal so as to determine the weight of the vehicle. The weighing device of the utility model can compensate the weighing signal by using the vibration signal, thereby improving the weighing accuracy.

Description

Weighing device for dynamic weighing of road vehicles

Technical Field

The present invention relates generally to the field of weighing technology. More particularly, the present invention relates to a weighing apparatus for dynamic weighing of road vehicles.

Background

This section is intended to provide a background or context to the embodiments of the utility model that are recited in the specification. The description herein may include concepts that could be pursued, but are not necessarily ones that have been previously conceived or pursued. Thus, unless otherwise indicated herein, what is described in this section is not prior art to the description and claims in this specification and is not admitted to be prior art by inclusion in this section.

The dynamic automobile weighing technology refers to a technology for weighing a vehicle in the running process of the vehicle. At present, the dynamic weighing of road vehicles is widely applied to vehicle overweight detection, and plays an important role in traffic management. A conventional automobile scale generally includes a carrier mounted in a recess of a road base for carrying all or part of the weight of a vehicle and transferring the weight carried by the vehicle to a sensor; the sensor is arranged below the bearing body and used for converting the stress of the sensor into an electric signal. When a vehicle running dynamically passes through a bearing body of the automobile weighing apparatus, the sensor senses the pressure of the dynamic vehicle and generates a pressure signal, the processor performs a series of analysis and processing, and finally the dynamic weighing value of the vehicle is calculated.

However, in practical applications, since various vibrations inevitably occur while the vehicle is running, errors caused by the vibrations are included in the weighing result. Therefore, it is necessary to develop a weighing apparatus for road vehicle dynamic weighing to improve the problem of inaccurate weighing result in the conventional road vehicle dynamic weighing.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide a weighing device for road vehicle dynamic weighing, which aims to solve the problem of inaccurate weighing result in the conventional road vehicle dynamic weighing.

The utility model provides a weighing apparatus for dynamic weighing of road vehicles, which may comprise: a weighing platform for placement in a roadway so as to carry all or a portion of the weight of a vehicle as it passes over the roadway; a plurality of first sensors for being arranged below the weighing platform and sensing the weight of the vehicle by the weighing platform so as to acquire weighing signals related to the weight of the vehicle; a plurality of second sensors for placement in proximity to the scale platform to acquire vibration signals related to vibrations of the roadway as the vehicle traverses the roadway; and a processing unit configured to: receiving the weighing signal and the vibration signal; and performing fusion processing on the weighing signal and the vibration signal so as to determine the weight of the vehicle.

In an exemplary embodiment, the road is grooved and the scale platform may be adapted to fit into the groove.

In one exemplary embodiment, the first sensor may comprise a load cell.

In an exemplary embodiment, both ends of the scale platform in the road width direction may extend to both side edges of the road.

In an exemplary embodiment, the second sensor may include a vibration sensor.

In an exemplary embodiment, the vibration sensor may include one or more of an acceleration sensor, a velocity sensor, or a displacement sensor.

In an exemplary embodiment, the proximity region may include a front region and/or a rear region of the weighing platform in a vehicle traveling direction, and the second sensor is configured to be arranged below a road surface of the proximity region.

In an exemplary embodiment, the processing unit may be further configured to: establishing a vibration analysis model based on the weighing signal; determining vibration noise of the weighing signal in combination with the vibration signal and the weighing signal; and determining a weight of the vehicle based on the weighing signal and the vibration noise.

In an exemplary embodiment, the processing unit may be further configured to: the vibration noise may be fitted to the signal fluctuation in the axle weight signal and the vibration noise to determine the amplitude of the signal fluctuation in the axle weight signal. As mentioned above, the utility model determines the weight of the vehicle by acquiring a weighing signal when the vehicle passes by using the weighing platform and the bridge type weighing sensor, acquiring a vibration signal of a road shell when the vehicle passes by using the vibration sensor, and performing fusion processing on the weighing signal and the vibration signal by using the processing unit. Therefore, the weighing apparatus of the present invention can compensate the weighing signal using the vibration signal, thereby improving weighing accuracy. In addition, the utility model can obtain accurate vibration information by analyzing the frequency domain information of the vibration signal, thereby more accurately compensating the weighing signal. Therefore, the weighing device of the utility model not only can reduce the weighing error, but also can improve the adaptability of the weighing speed.

Drawings

The above and other objects, features and advantages of exemplary embodiments of the present invention will become readily apparent from the following detailed description read in conjunction with the accompanying drawings. Several embodiments of the present invention 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 is an exemplary schematic diagram illustrating a prior art plate-type weighing apparatus;

fig. 2 is an exemplary schematic view showing a bar weighing device in the prior art;

FIG. 3 is a plan view illustrating a weighing apparatus according to an exemplary embodiment of the present invention installed in a roadway;

FIG. 4 is a front view illustrating the weighing apparatus according to the exemplary embodiment of the present invention installed in a road;

FIG. 5 is a schematic diagram illustrating a bridge load cell according to an exemplary embodiment of the present invention;

fig. 6 is a block diagram showing an exemplary structure of a weighing apparatus according to an exemplary embodiment of the present invention.

Detailed Description

Dynamic motor weighing refers to the weighing of a vehicle during its travel, and commonly takes the form of weighing including axle weight, wheel weight, and incomplete weighing by a bar sensor, such as by measuring and analyzing tire dynamic forces to measure the total and/or partial weight of a moving vehicle. Road vehicle dynamic weighing apparatus typically include a weighing apparatus and electronics including software to measure dynamic tire forces, wheel weight, axle weight and/or gross weight of the vehicle. Dynamic truck scale technology is generally applicable in a number of scenarios such as vehicle weighing, high speed overrun management, and the like.

However, the vehicle inevitably vibrates during traveling, and the vibration of the vehicle is an important source of dynamic weighing error and is related to the vehicle speed, thereby causing the above weighing forms to be accurate in weighing usually under the vehicle running speed of 15km/h, and difficult to accurately weigh after more than 15 km/h. For solving the vibration problem of dynamic weighing, two methods, namely hardware and software, can be adopted.

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 purpose can be achieved by a hardware method of increasing the weighing distance to improve the accuracy, the cost is high, more than one time of cost is required for each time of doubling the weighing adaptive speed, and the structure and the work flow of the weighing device are very complicated due to the cooperation of the modules.

In addition, although the purpose can be achieved by a software method for improving the accuracy through software, the fitting of the software needs to collect vibration signals of at least 2/3 cycles, so that the improvement effect on the adaptability of the weighing speed is limited, and when a continuous signal cannot be collected, better software data fitting cannot be performed.

Fig. 1 shows an exemplary schematic view of a plate-type weighing commonly employed in a conventional weighing apparatus. As shown in fig. 1, a square plate 102 is disposed in a groove on a lane 101 and is flush with the lane, and four load cells 103 are disposed at the bottoms 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 may be connected to the electronic device 105 by wireless or wire, and the electronic device 105 is further connected to the data processing device 106. In one application scenario, the square plate 102 may have a length or width of 1m and a thickness of 20cm to 30cm, for example, and is installed in the lane 101 with the length direction parallel to the vehicle traveling direction and the width direction perpendicular to the vehicle traveling direction. When the vehicle 104 travels past the plate-type weighing device in the arrow direction in the figure, a weighing signal for each axis of the traveling vehicle is obtained by the load cell. The load cell is connected to the electronic device 105 by wireless or wire, and the electronic device 105 receives and displays a weighing signal for 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, the vehicle inevitably vibrates during running. Therefore, a vibration signal is superimposed on the weighing signal obtained by the load cell. For example, if the weighing signal is denoted as y (t), then y (t) ═ w (t) + Asin (ω t + θ), where w (t) is a standard weighing signal, that is, a weighing signal in the absence of vibration; the vibration signal may be represented as a sin (ω t + θ), a, ω, and θ representing the amplitude, angular frequency, and phase of the vibration signal, respectively.

The above-described weighing method using the plate-type weighing apparatus can obtain the vehicle axle weight to some extent, but has the following drawbacks. In one aspect, when the speed of the running vehicle is too high, for example, the vehicle speed reaches 20km/h, the vibration signal collected is generally less than a half-cycle waveform, and it is difficult to determine a, ω, and θ of the vibration signal from the half-cycle waveform, so that it is difficult to obtain the standard weighing signal w (t). To obtain a waveform with a longer period, the weighing distance needs to be increased, which requires a very high cost. On the other hand, when the running vehicle passes through the square plate, the plate is deformed, the vehicle vibration is intensified when the deformation quantity is larger, and the vibration is larger when the vehicle speed is higher, so that the weighing signal obtained at the moment is poorer in precision based on the foregoing description. In yet another aspect, the plate-type weighing apparatus is heavy and inconvenient to move, install, and maintain. The presence of a bar-type weighing device solves some of the problems of plate-type weighing devices.

Fig. 2 shows an exemplary schematic of a bar weighing device. As shown in fig. 2, three strip-shaped plates 202 are arranged along a lane 201 direction and perpendicular to a vehicle traveling direction, and a load cell 203 is packaged in each strip-shaped plate, and the strip-shaped plates and the load cell constitute a strip-shaped weighing device. Likewise, the load cells are each connected to an electronic unit 105, and the electronic unit 105 is also connected to a data processing device 106. In one implementation scenario, the bar weighing device is embedded within the roadway to a depth of about 5 cm. Therefore, the bar type weighing device is light in weight and convenient to carry and install compared with the plate type weighing device, and deformation of the bar type plate caused by vehicles is small compared with the plate type weighing device. Similarly, as the vehicle 204 travels past the bar weighing device in the direction of the arrow in the figure, a weighing signal is obtained for each axis of the vehicle, which is also received by the electronic instrument and optimized by the data processing device to obtain a standard weight signal. In one implementation scenario, the bar weighing apparatus can obtain a waveform of one cycle, but unlike the plate weighing apparatus, the weighing signal obtained by the plate weighing apparatus is a continuous waveform, while the weighing signal obtained by the bar weighing apparatus is discontinuous, so that w (t) conforming to the waveform cannot be calculated by fitting by substituting a, ω, and θ into the weighing signal y (t) differently.

In view of the above, in the embodiment of the present invention, the vibration of the vehicle during weighing is sensed by using an additional sensor in the dynamic weighing process of the vehicle, and thus the weighing signal is compensated by using the vibration signal, thereby improving weighing accuracy and accordingly improving adaptability to the speed of the vehicle during weighing.

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without making creative efforts based on the embodiments of the present invention, belong to the protection scope of the present invention.

The following detailed description of embodiments of the utility model refers to the accompanying drawings.

Fig. 3 is a plan view illustrating that a weighing apparatus according to an exemplary embodiment of the present invention is installed in a road, and fig. 4 is a front view illustrating that the weighing apparatus according to an exemplary embodiment of the present invention is installed in a road.

As shown in fig. 3, an exemplary embodiment of the present invention provides a weighing apparatus for dynamic weighing of road vehicles, which may include: a weighing platform 310 for placement in a roadway 320 so as to carry all or a portion of the weight of a vehicle as it passes over the roadway 320; a plurality of first sensors 330 for being arranged under the weighing platform 310 and sensing the weight of the vehicle through the weighing platform 310 in order to acquire a weighing signal related to the weight of the vehicle; and a plurality of second sensors 340 for placement in the vicinity of the scale platform 310 to acquire vibration signals related to the vibrations of the roadway 320 as the vehicle traverses the roadway 320.

In an exemplary embodiment, as shown in FIG. 4, the roadway 320 is grooved, and the platform 310 may be disposed within the groove and the upper surface of the platform 310 may be flush with the surface of the roadway 320 so that vehicles may travel past the platform 310. In one embodiment, the platform 310 may be welded from steel plate. Here, it is understood that since the length and width of the platform 310 may vary widely, for convenience of description and understanding, the following definitions may be exemplarily made: when the above-described scale 310 is installed in the road 320, the length direction of the scale 310 is a direction parallel to the traveling direction of the vehicle, and the width direction of the scale 310 is a direction perpendicular to the traveling direction of the vehicle.

In addition, since the weighing platform 310 of the present invention is applied to various weighing methods such as an axle-weighing type, an axle-group type, or a cart-type, the weighing platform 310 may have different sizes according to the weighing method, so as to adapt to different application scenarios. For example, when using a shaft-weight type weighing approach, the length of the platform 310 may be in the range of 80cm to 100cm (centimeters); when a shaft-weight type weighing approach is used, the length of the platform 310 may be in the range of 100cm to 500cm (centimeters); and when a full-car type weighing mode is employed, the length of the platform 310 may be in the range of 500cm to 2100cm (centimeters). Further, the weighing platform 310 may be arbitrarily selected in the range of 300cm to 450cm depending on the width of the road surface.

Here, it is understood that the size ranges given above are only exemplary and not restrictive, and those skilled in the art can select different sizes to use according to the teaching of the present invention and practical application scenarios. For example, the width of the platform 310 may be determined based on the width of the roadway 320, and the length of the platform 310 may be determined based on the type of vehicle traveling on the roadway 320.

As further shown in FIG. 3, the platform 310 has first sensors 330 disposed at four corners of the bottom surface, and the first sensors 330 are capable of sensing the weight carried by the platform 310. In one embodiment, the first sensor 330 may be a load cell and may include one or more of a bridge load cell, a spoke load cell, a pillar load cell, or an S-type load cell, for example.

FIG. 5 is a schematic diagram illustrating a bridge load cell according to an exemplary embodiment of the present invention. Further, the weighing apparatus of the present invention is described taking a bridge load cell as an example, with reference to both fig. 4 and 5. The upper portion of the bridge load cell may engage the bottom surface of the platform 310 and the bottom portion of the bridge load cell may rest on the bottom of the recess. As the vehicle travels across the scale table 310, the scale table 310 may carry all or a portion of the weight of the vehicle (e.g., the axle set weight of the vehicle) and transfer the weight it carries to the bridge load cell. The load cells of the bridge type are deformed and thereby generate a load signal proportional to the force applied to the load cells, and the load signals of the plurality of load cells are summed to generate an axle load signal proportional to the force applied to the vehicle, which load signal can be used to calculate a measure of the weight of the vehicle.

In one embodiment, the above-mentioned weighing signal may for example comprise deformation data of the load cell, and the deformation data may for example be voltage data.

In an exemplary embodiment, the second sensor 340 may be, for example, a vibration sensor and may be arranged in an area adjacent to the weighing platform 310, which may be located in front of and/or behind the weighing platform 310 in the direction of travel of the vehicle. Here, the vibration sensor may be used to convert a mechanical vibration amount (displacement, velocity, acceleration, force, etc.) into a change in an electric quantity (charge, voltage, etc.) or an electric parameter (resistance, inductance, capacitance, etc.).

In particular, the vibration sensor may convert the motion of the vibrating body into an analog voltage signal, i.e. the vibration signal acquired by the vibration sensor is an analog voltage signal. In one embodiment, the vibration sensor may include one or more of an acceleration sensor, a velocity sensor, and a displacement sensor. In one application scenario, the second sensor 340 may be a piezoelectric acceleration sensor.

Fig. 6 is a block diagram showing an exemplary structure of a weighing apparatus according to an exemplary embodiment of the present invention. As further shown in fig. 6, the weighing apparatus of the present invention may further comprise: a processing unit 350 configured to: receiving the weighing signal and the vibration signal; and performing fusion processing on the weighing signal and the vibration signal so as to determine the weight of the vehicle.

In an exemplary embodiment, the load signal generated by the load cell and the vibration signal generated by the vibration cell may be transmitted to the processing unit 350 for calculating the weight of the vehicle. In some embodiments, the processing unit 350 may comprise a data processing device, which may be, for example, a processor running signal analysis software (e.g., MATLAB).

Specifically, the processing unit 350 may receive a weighing signal generated by the weighing cell and a vibration signal generated by the vibration cell, and may perform preprocessing such as amplification and/or analog-to-digital conversion on the received weighing signal to convert the received weighing signal into a processable digital signal. Further, the processing unit 350 may determine the weight of the vehicle from the weighing signal and the vibration signal. 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 some embodiments, the processing unit may determine the vibration noise by combining two formulas:

wherein Y (t) is an axle weight signal, W^kIs the static weight of the k-th axle of the vehicle,

representing vibration noise in the axle weight signal. V (t) represents the vibration signal, and

can be represented by a relation coefficient m_kAnd (4) determining.

In an application scenario, the available information that can be obtained includes:

wherein,

the acquisition start time for the k-th axle of the vehicle traveling in the area in front of the scale table 310,

for the time when the kth axle of the vehicle begins to ride on the scale table 310,

the time to drive off the scale 310 for the k-th axle of the vehicle,

the acquisition end time of the area in front of the weighing platform 310 is traveled for the k-th axle of the vehicle.

In some embodiments, a first weighed weight for the k-th axle of the vehicle is first determined from Y (t)

In some embodiments, the processing unit may determine the vibration noise using the vibration displacement information by: performing a time-frequency domain transform on the vibration displacement information to decompose into a plurality of time domain information at a plurality of frequencies:

wherein A is_iRepresenting the amplitude, w_iRepresents angular frequency, phi_iIndicating the initial phase and N represents the amount of time domain information.

Expressing the vibration noise in the form:

wherein

Representing the amplitude, w, of said vibration noise_iRepresents angular frequency, phi_iRepresenting an initial phase; n represents the amount of time domain information; and determining the relation coefficient m of the vibration noise by using a fitting method^kThereby determining the vibration noise.

Preferably, the fitting method may be, for example, a least squares method, incorporating the ones in the formula

And

four times are substituted into the above equation. In some embodiments, one skilled in the art can also set the angular frequency w as desired_i(ii) a Based on this, vibration noise can be obtained.

In some embodiments, the processing unit may be further configured to: determining a second weighed weight for a kth axle of the vehicle based on the following equation:

further, again byFirst weighing weight

And a second weighing weight

Determining the axle weight of each axle; and determining the weight of the vehicle based on the sum of the single-axle weighed weights of all axles of the vehicle.

Further, it is understood that the first weighed weight

And a second weighing weight

Methods of determining the axle weight of each axle one skilled in the art can derive a number of processing modes including, but not limited to:

directly using the second weighing weight

For the first weighing weight

And a second weighing weight

Carrying out weighted average; or

For the first weighing weight

And a second weighing weight

The difference is made, using one of the two weights when the difference is within a certain range and using a weighted average of the two weights when the difference is outside a certain range.

In the above, the weighing apparatus of the present invention is described in detail by taking an axle weight type weighing manner as an example. However, it is understood that the weighing apparatus of the present invention can also weigh the vehicle in a wheel-weight or full-vehicle type weighing manner, and those skilled in the art can implement the wheel-weight or full-vehicle type weighing by using the same principle according to the above description of the axle-weight type weighing principle, so that the axle-weight type and full-vehicle type weighing principles are not described herein in detail.

In connection with the various exemplary embodiments described above, those skilled in the art will appreciate that the present invention has the following advantageous effects.

The weighing device can utilize the first sensor to obtain a weighing signal when a vehicle passes by, and utilize the second sensor to obtain a vibration signal of a road when the vehicle passes by, and then utilize the processing unit to perform fusion processing on the weighing signal and the vibration signal to determine the weight of the vehicle. In addition, the vibration signal during weighing is obtained by adopting the additional second sensor, so that the vibration signal is not limited by the running speed of the vehicle, and the weighing signal is compensated by the vibration signal, so that the weighing accuracy can be improved.

In addition, the weighing device can obtain more accurate vibration information by analyzing the frequency domain information of the vibration signal, thereby more accurately compensating the weighing signal. Further, the processing unit is able to obtain an optimal solution for the wheel or axle weight or gross weight of the vehicle by fitting the vibration information, for example, by a least squares method, so that a de-vibrated weighing signal for the vehicle can be obtained. Further, for the vibration-removed weighing signal of the wheel weight or the axle weight, the vibration-removed weighing signal may be converted into the wheel weight or the axle weight of the vehicle, and the total weight of the vehicle may be obtained by adding all the wheel weights or the axle weights. Therefore, the technical scheme of the embodiment of the utility model is adopted to weigh the dynamic vehicle, thereby not only reducing the weighing error, but also solving the problem of speed adaptability.

In the above description of the present specification, the terms "fixed," "mounted," "connected," or "connected," and the like, are to be construed broadly unless otherwise expressly specified or limited. For example, with the term "coupled", it can be fixedly coupled, detachably coupled, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship. Therefore, unless the specification explicitly defines otherwise, those skilled in the art can understand the specific meaning of the above terms in the present invention according to specific situations.

From the above description of the present specification, those skilled in the art will also understand the terms used below, terms indicating orientation or positional relationship such as "upper", "lower", "front", "rear", "left", "right", "length", "width", "thickness", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", "central", "longitudinal", "transverse", "clockwise" or "counterclockwise" and the like are based on the orientation or positional relationship shown in the drawings of the present specification, it is for the purpose of facilitating the explanation of the utility model and simplifying the description, and it is not intended to state or imply that the devices or elements involved must be in the particular orientation described, constructed and operated, therefore, the above terms of orientation or positional relationship should not be construed or interpreted as limiting the present invention.

In addition, the terms "first" or "second", etc. used in this specification are used to refer to numbers or ordinal terms for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the feature. In the description of the present specification, "a plurality" means at least two, for example, two, three or more, and the like, unless specifically defined otherwise.

While various embodiments of the present invention 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 invention. It should be understood that various alternatives to the embodiments of the utility model described herein may be employed in practicing the utility model. It is intended that the following claims define the scope of the utility model and that the module compositions, equivalents, or alternatives falling within the scope of these claims be covered thereby.

Claims

1. A weighing apparatus for dynamic weighing of road vehicles, said weighing apparatus comprising:

a weighing platform for placement in a roadway so as to carry all or a portion of the weight of a vehicle as it passes over the roadway;

a plurality of first sensors for being arranged below the weighing platform and sensing the weight of the vehicle by the weighing platform so as to acquire weighing signals related to the weight of the vehicle;

a plurality of second sensors for placement in proximity to the scale platform to acquire vibration signals related to vibrations of the roadway as the vehicle traverses the roadway; and

a processing unit configured to:

receiving the weighing signal and the vibration signal; and

and performing fusion processing on the weighing signal and the vibration signal so as to determine the weight of the vehicle.

2. The weighing apparatus of claim 1 wherein said roadway defines a recess and said scale platform is adapted to fit into said recess.

3. The weighing apparatus of claim 1, wherein the first sensor comprises a load cell.

4. The weighing apparatus of claim 1, wherein the platform extends at both ends in the width direction of the roadway to both side edges of the roadway.

5. The weighing apparatus of claim 1, wherein the second sensor comprises a vibration sensor.

6. The weighing apparatus of claim 5, wherein the vibration sensor comprises one or more of an acceleration sensor, a velocity sensor, or a displacement sensor.

7. The weighing apparatus of claim 1, wherein the vicinity area comprises a forward area and/or a rearward area of the weighing platform in a direction of vehicle travel, and the second sensor is adapted to be disposed below a road surface of the vicinity area.