US20150204715A1 - Method for estimating the weight of a vehicle - Google Patents

Method for estimating the weight of a vehicle Download PDF

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Publication number
US20150204715A1
US20150204715A1 US14/418,594 US201314418594A US2015204715A1 US 20150204715 A1 US20150204715 A1 US 20150204715A1 US 201314418594 A US201314418594 A US 201314418594A US 2015204715 A1 US2015204715 A1 US 2015204715A1
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United States
Prior art keywords
vehicle
wheel
communication device
smart communication
estimating
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Abandoned
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US14/418,594
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English (en)
Inventor
Guillermo Pita-Gil
Guillaume Martin
Francois Desnoyer
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Renault SAS
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Renault SAS
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Filing date
Publication date
Application filed by Renault SAS filed Critical Renault SAS
Publication of US20150204715A1 publication Critical patent/US20150204715A1/en
Priority to US15/801,001 priority Critical patent/US9989402B1/en
Abandoned legal-status Critical Current

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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
    • 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
    • G01G19/022—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 wheeled or rolling bodies in motion
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
    • G01B11/00—Measuring arrangements characterised by the use of optical techniques
    • G01B11/14—Measuring arrangements characterised by the use of optical techniques for measuring distance or clearance between spaced objects or spaced apertures
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C9/00—Measuring inclination, e.g. by clinometers, by levels
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01G—WEIGHING
    • G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
    • G01G19/08—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for incorporation in vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01G—WEIGHING
    • G01G23/00—Auxiliary devices for weighing apparatus
    • G01G23/01—Testing or calibrating of weighing apparatus
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01G—WEIGHING
    • G01G23/00—Auxiliary devices for weighing apparatus
    • G01G23/18—Indicating devices, e.g. for remote indication; Recording devices; Scales, e.g. graduated
    • G01G23/36—Indicating the weight by electrical means, e.g. using photoelectric cells
    • G01G23/37—Indicating the weight by electrical means, e.g. using photoelectric cells involving digital counting
    • G01G23/3728—Indicating the weight by electrical means, e.g. using photoelectric cells involving digital counting with wireless means
    • G01G23/3735—Indicating the weight by electrical means, e.g. using photoelectric cells involving digital counting with wireless means using a digital network
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F3/00—Input arrangements for transferring data to be processed into a form capable of being handled by the computer; Output arrangements for transferring data from processing unit to output unit, e.g. interface arrangements
    • G06F3/01—Input arrangements or combined input and output arrangements for interaction between user and computer
    • G06F3/03—Arrangements for converting the position or the displacement of a member into a coded form
    • G06F3/033—Pointing devices displaced or positioned by the user, e.g. mice, trackballs, pens or joysticks; Accessories therefor
    • G06F3/0346—Pointing devices displaced or positioned by the user, e.g. mice, trackballs, pens or joysticks; Accessories therefor with detection of the device orientation or free movement in a 3D space, e.g. 3D mice, 6-DOF [six degrees of freedom] pointers using gyroscopes, accelerometers or tilt-sensors
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F9/00—Arrangements for program control, e.g. control units
    • G06F9/06—Arrangements for program control, e.g. control units using stored programs, i.e. using an internal store of processing equipment to receive or retain programs
    • G06F9/44—Arrangements for executing specific programs
    • G—PHYSICS
    • G08—SIGNALLING
    • G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
    • G08B21/00—Alarms responsive to a single specified undesired or abnormal condition and not otherwise provided for
    • G08B21/18—Status alarms
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04M—TELEPHONIC COMMUNICATION
    • H04M1/00—Substation equipment, e.g. for use by subscribers
    • H04M1/02—Constructional features of telephone sets
    • H04M1/0202—Portable telephone sets, e.g. cordless phones, mobile phones or bar type handsets
    • H04M1/026—Details of the structure or mounting of specific components
    • H04M1/0264—Details of the structure or mounting of specific components for a camera module assembly

Definitions

  • the present invention relates in a general way to a method for estimating the total weight of a motor vehicle. More specifically, the invention relates to a method for estimating the total weight of a vehicle after loading.
  • FR 2 857 090 describes a method for estimating the total weight of a vehicle in which the weight of the vehicle is estimated by a recursive least squares algorithm. This method bases all the estimations on a single instant at a time. Problems arise with this estimation because of the number, complexity and dispersion of the various forces and vehicle parameters which are present in the vehicle dynamics equation and which must be estimated or have values assigned to them.
  • a first aspect of the invention relates to a method for estimating the weight of a motor vehicle comprising a front wheel assembly and a rear wheel assembly, using a smart communication device, after the loading of the vehicle, the method comprising the steps of: (i) identifying the vehicle in the smart communication device; (ii) using a camera of the smart communication device to capture and process a photograph of at least one wheel of the vehicle after loading to determine the clearance of the wheel assembly of the photographed wheel as a function of the identified vehicle; (iii) determining the clearance of the wheel assembly opposite the wheel photographed in step (ii), either by measuring the angle of inclination of the vehicle after loading, using at least one accelerometer or inclinometer of the smart communication device, or by capturing and processing a photograph of at least one wheel of the wheel assembly opposite the wheel assembly of the wheel photographed in step (ii), using the camera of the smart communication device; (iv) using a calculation unit of the smart communication device to calculate the load value on the wheel assembly of the photographed wheel and the load value on the
  • This method for estimating the load of the vehicle can be very rapidly and easily executed by a user in possession of a smart communication device such as an intelligent mobile phone or computerized phone, also known as a “smartphone” in the English terminology, equipped with a suitable application.
  • a smart communication device such as an intelligent mobile phone or computerized phone, also known as a “smartphone” in the English terminology, equipped with a suitable application.
  • This solution is highly competitive in terms of cost, since it does not require any additional parts in the vehicle, and is reliable because it does not depend on any element in the vehicle.
  • it allows any user to check the load state of his vehicle after loading, and to prevent any risk of overload which may, notably, lead to excess consumption, degraded roadholding, or infringement of the safety regulations for the type of vehicle concerned (notably in terms of the gross vehicle weight rating or GVWR).
  • step (v) of informing the user is executed by means of an illuminated and/or audible indicator at three levels, the first level corresponding to the information that the vehicle is overloaded relative to the permitted maximum, the second level corresponding to the information that there is a risk of overloading the vehicle relative to the permitted maximum, and the third level corresponding to the information that the load is below the permitted maximum.
  • a red display will indicate overloading of the vehicle
  • an orange display will indicate a risk of overload
  • a green display will indicate a permitted loading level.
  • step (ii) of taking a photograph of a wheel is dependent on the vertical positioning of the smart communication device, detected by means of an accelerometer.
  • the detection of the vertical positioning of the smart communication device during the taking of a wheel photograph simplifies the processing, by avoiding problems of parallax in the image and increasing the reliability in terms of the value of the clearance of the wheel assembly of the photographed wheel.
  • step (iii) of determining the clearance of the opposite wheel assembly is based on a measurement of the difference in the angle of inclination before and after loading, the angle of inclination being chosen as the angle between a terrestrial reference frame and a vehicle reference frame along the X axis of the vehicle.
  • this step of determining the clearance by measuring the angle of inclination is particularly simple and reliable for the wheel assembly opposite the load space.
  • any detection of an acceleration beyond a certain predetermined threshold is considered to indicate that the smart communication device has been dropped, and step (iii) must be repeated. This variant can be used to prevent an unrealistic measurement of the angle of inclination caused by the dropping of the device.
  • a second aspect of the invention relates to a smart communication device for the execution of the method according to the first aspect of the invention, characterized in that the smart communication device comprises an application programmed to activate a method for estimating the weight of a vehicle, means for identifying the vehicle, a camera for taking a photograph of at least one wheel of the vehicle, at least one accelerometer and/or inclinometer for measuring an angle of inclination between the terrestrial reference frame and the vehicle reference frame, a calculation unit programmed to execute steps of image processing and calculation of clearance values and load values, and at least one graphic and/or audio interface to alert the user to the load state of his vehicle.
  • the smart communication device comprises an application programmed to activate a method for estimating the weight of a vehicle, means for identifying the vehicle, a camera for taking a photograph of at least one wheel of the vehicle, at least one accelerometer and/or inclinometer for measuring an angle of inclination between the terrestrial reference frame and the vehicle reference frame, a calculation unit programmed to execute steps of image processing and calculation of clearance values and load values
  • FIG. 2 shows a diagram of the method for estimating the weight of a vehicle according to an embodiment of the invention
  • FIG. 4 shows a detailed diagram of the step of image processing according to an embodiment of the invention
  • FIGS. 4A-4D show some substeps of the image processing performed
  • FIG. 5A shows an example of the load/clearance relationship for a wheel suspension for a predetermined vehicle model
  • FIG. 1 is a schematic representation of a smart communication device according to an embodiment of the invention.
  • the smart communication device 10 comprises a programmable central unit 12 .
  • An application 14 for estimating the weight of a vehicle is programmed into this central unit 12 .
  • a human-machine interface 16 is used to start the application 14 for estimating the weight of a vehicle.
  • Means for identifying the vehicle are provided, for example, in the form of the selection, via the human-machine interface 16 , of a vehicle model from a list of models recorded previously in a non-volatile memory 18 .
  • FIG. 2 shows a diagram of the method for estimating the weight of a vehicle according to an embodiment of the invention.
  • a preliminary step is that of starting the application for estimating the load of a vehicle.
  • the human-machine interface may, for example, be invited via the human-machine interface to select his vehicle model from a previously recorded list.
  • the previously recorded vehicle model must include at least the information relating to the distance between the wheel center and the center of the wheel housing of the wheel to be photographed (step i.1), together with the total permissible load for this model of vehicle (step i.3).
  • the distance between the wheel center and the center of the wheel housing of the wheel to be photographed (step i.1) may be determined manually by taking a photograph of a wheel of the vehicle before loading, the subsequent processing of which will be similar to that explained in detail in FIG. 4 in respect of steps (ii.1) to (ii.8).
  • the identification of the vehicle may include the determination of an angle of inclination of the vehicle before its loading (step i.2).
  • This measurement of inclination will preferably be made along the X axis of the vehicle, that is to say along the longitudinal axis of the vehicle, between the terrestrial reference frame (based on gravity) and the vehicle reference frame (based on the vehicle).
  • the smart communication device will preferably be positioned in a location in the vehicle provided for this purpose, for example in the form of a docking station having a known orientation.
  • the user preferably positions the smart communication device in his docking station to make at least one measurement of the inclination of the vehicle along the X axis between the terrestrial reference frame and the vehicle reference frame after the loading of the vehicle.
  • the application determines the clearance of the wheel assembly opposite that of the photographed wheel, for example the front wheel assembly.
  • the application operates the graphic and/or audio interface of the communication device to alert the user to the load state of his vehicle.
  • the communication device displays a red alert if the weight is more than 0.95*maxweight, where “maxweight” is a calibration constant corresponding to the maximum permitted load.
  • the device displays a yellow alert if the weight is in the range from 0.8*maxweight to 0.95*maxweight.
  • the device displays a green alert if the weight is below 0.8*maxweight.
  • the levels 0.8 and 0.95 are two thresholds which are also calibration parameters. Clearly, they may be modified to meet requirements.
  • the number of alert levels may be variable and may depend on the type of application. It is also possible to display the probability of overload, or the load and the confidence level at 95% or 99%, for example.
  • FIG. 3 is a schematic representation of the clearance of the front wheel assembly ⁇ AV and rear wheel assembly ⁇ ARR after the loading of the vehicle.
  • the vehicle is parked on horizontal ground.
  • the vehicle is represented schematically by two points representing the front wheel center CR AV and rear wheel center CR ARR of the vehicle, and by the front wheel housing center CP AV and the rear wheel housing center CP ARR of the vehicle, these points being used to determine the clearances of the wheel assemblies of the vehicle.
  • points on the vehicle other than the centers of the wheel housings can be considered, where these other points are subject to being pushed inward together with the wheel suspension when the vehicle is loaded.
  • the distance between the front wheel center CR AV and rear wheel center CR ARR of the vehicle is the wheelbase L of the vehicle.
  • the term “clearance” will generally be taken to mean the distance corresponding to the vertical oscillation of an axle with respect to the chassis, due to the flexibility of the suspension during loading. In the remainder of this example, the clearance will signify the vertical oscillation of the center of the wheel housing with respect to the corresponding wheel center.
  • step (iii), which is detailed below with reference to FIG. 4 the communication device determines the distance at the rear after loading d apc arr between the wheel center CR ARR and the center of the wheel housing CP ARR which has been pushed inwards.
  • the communication device If the communication device falls down during the three seconds of measurement, at least one of the acceleration components exceeds 1.5 g, and it is then considered that the device has moved and the measurement will have to be repeated. The same procedure can be followed if one of the angular velocities exceeds the threshold of 0.1 rad/s in absolute value.
  • the communication device displays a progress bar during the measurement. During this measurement, it must also check that the communication device is being held in the correct direction, which may be indicated by a negative value of the parameters gyiPh and gziPh.
  • ⁇ apc 0.5( ⁇ cos(
  • the communication device then deduces the distance at the front d apc av after loading between the wheel center CR AV and the wheel housing center CP AV which has been pushed inwards, using the following formula:
  • ⁇ ⁇ avc ⁇ apc , ⁇ avc being the inclination before loading, defined during the identification of the vehicle.
  • L is the wheelbase of the vehicle, also defined during the identification of the vehicle.
  • the communication device then commences the processing of the photograph of the rear wheel taken by the user, enabling the clearance of the corresponding suspension to be calculated.
  • the photograph is converted to grayscale (step ii.1, only if necessary). This conversion may be carried out, for example, with the following weights applied at each RGB level of the signal:
  • gray_image 0.3*photo_red+0.59*photo_green 0.11*photo_blue;
  • photo_red is the red luminous intensity
  • photo_green is the green luminous intensity
  • photo_blue is the blue luminous intensity.
  • “Sobel” filtering is then applied (step ii.3) to calculate the derivative of the image in the direction of the width and of the height, and then in both directions combined. This processing enables the contours present in the image to be obtained (see FIG. 4A ).
  • the image is then broken down into two parts, namely the wheel housing and the wheel (step ii.4).
  • the circle containing the points forming the contour is calculated by the least squares method (step ii.5).
  • the center (Xc pix PdR , Yc pix PdR ) and the radius R pix PdR of the wheel housing in pixels are found (see FIG. 4B ).
  • the first stage is the calculation of the direction map, which is a matrix containing the directions normal to the intensity gradient calculated during the Sobel filtering.
  • the points in the direction indicated by this vector are then cumulated in the image.
  • These values r_min and r_max are calculated (step ii.6) using the value of the radius R pix PdR of the wheel housing estimated in the preceding step in pixels and the theoretical ratio R J/PR (known) between the rim radius and the radius of the wheel housing (see FIG. 4C ).
  • the processing is continued by filtering the resulting image with a Mexican hat filter or a Mexican hat wavelet filter (step ii.7), similar to a cardinal sine. This makes it possible to improve the concentration of points near the center of the wheel (see FIG. 4D ).
  • the center of the wheel (Xc pix R , Yc pix R ) is then calculated (step ii.8) on the basis of the accumulation of points in the wheel center.
  • the distance in pixels between the wheel center and the wheel housing center is calculated, after which it is converted into meters, using the ratio between the radius of the wheel housing in pixels and in meters (the theoretical radius).
  • the experimental results are shown in FIG. 5B .
  • the result of the calculations is the distance d apc arr between the wheel center and the wheel housing center after loading. This distance decreases with an increase in the loading of the vehicle.
  • an initial step of calibration in the factory makes it possible to plot a map showing this distance d apc arr as a function of a known weight of the vehicle, and subsequently to determine this weight by estimating d apc arr .
  • step ii.9 the clearance of the rear wheel assembly by performing the following operation
  • d avc arr represents the front distance before loading (in the empty state). This value will be deduced during the stage of vehicle identification: for example, either by asking the user to photograph the vehicle in the empty state, or by accessing a database and interrogating it with the vehicle identifier.
  • the user may also be requested to photograph the vehicle regularly in the empty state (once or twice a year, for example), in order to allow for variations in this empty distance, due essentially to the ageing of the various members of the suspension.
  • FIG. 5A shows an example of the load/clearance relationship of a wheel suspension for a predetermined vehicle model.
  • the rear clearance value found on completion of processing step (ii) can be used during the step to calculate, by interpolation in a map (such as that shown in FIG. 5A , for example), the value of the loading on the rear wheel assembly.
  • the median curve shown as a broken line, is used.
  • the user is requested to photograph the four wheels of the vehicle, enabling the precision of the weight estimation to be increased, notably by improving the evaluation of the loading conditions.
  • each of the wheels and the image processing as defined, or any other image processing that results in the determination of the wheel centers and wheel housing centers then enables the clearance of each wheel to be determined for each wheel assembly.
  • the identification of the vehicle if it is specified that the clearance of each wheel is to be determined, making it necessary to photograph each of the wheels, it is no longer necessary to determine the angles of longitudinal and transverse inclination of the vehicle, since the unloaded clearance of each wheel is then solely dependent on the known characteristics of the vehicle, and on the gradient of the road, which can therefore be easily determined, by interpolation of the known clearances on flat ground, for example.
  • a simplified variant is that of measuring only one of the wheels in each wheel assembly for the determination of the clearance of the wheel assemblies.
  • the identification of the vehicle may be used on the use of the VIN (for “Vehicle Identification Number”), which is the unique alphanumeric code assigned to each vehicle. If the VIN is used, the parameters required for the various calculations can be obtained from a central server.
  • VIN Vehicle Identification Number
  • This VIN could be obtained by a request sent by the smart communication device to the vehicle, for example via the OBD (On Board Diagnostic) diagnostic interface, and the response could then be transmitted in its turn to a database, which would return the parameters required for the various calculations.
  • OBD On Board Diagnostic
  • step (iii)) in which the user is requested to position the smart communication device in his docking station to make at least one measurement of the inclination of the vehicle along the X axis between the terrestrial reference frame and the vehicle reference frame before the loading of the vehicle, provision is also advantageously made to determine the inclination along the Y axis of the vehicle (the transverse inclination) in order to correct the subsequent determination of the distance between the wheel housing center and the wheel center for this inclination.
  • the inclination of the vehicle along the Y axis may be due to the banking of the ground, or may occur when the vehicle is parked with one of the wheels, or both wheels on one side, placed on a sidewalk, while the other two wheels are on the road.

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  • Business, Economics & Management (AREA)
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  • Length Measuring Devices By Optical Means (AREA)
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US14/418,594 2012-07-31 2013-07-24 Method for estimating the weight of a vehicle Abandoned US20150204715A1 (en)

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Application Number Priority Date Filing Date Title
US15/801,001 US9989402B1 (en) 2012-07-31 2017-11-01 Method for estimating the weight of a vehicle

Applications Claiming Priority (3)

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FR1257425A FR2994259B1 (fr) 2012-07-31 2012-07-31 Procede d'estimation de la masse d'un vehicule.
FR1257425 2012-07-31
PCT/FR2013/051783 WO2014020263A1 (fr) 2012-07-31 2013-07-24 Procede d'estimation de la masse d'un vehicule

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EP (1) EP2880409B1 (fr)
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CN109029661A (zh) * 2018-05-30 2018-12-18 上海与德科技有限公司 一种车辆超载识别方法、装置、终端及存储介质
CN110569280A (zh) * 2019-08-29 2019-12-13 奇瑞商用车（安徽）有限公司 一种整车重量目标的获取方法
WO2020221613A1 (fr) * 2019-04-30 2020-11-05 Wabco Gmbh Procédé de détermination d'une charge d'essieu sur un véhicule à suspension mécanique
CN112763030A (zh) * 2020-12-28 2021-05-07 科大讯飞股份有限公司 一种称重方法、装置、设备及存储介质
US20210354570A1 (en) * 2016-02-23 2021-11-18 Deka Products Limited Partnership Mobility device control system
CN114923555A (zh) * 2022-05-27 2022-08-19 三一重型装备有限公司 车辆称重控制方法、装置及车辆

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FR3014557B1 (fr) * 2013-12-05 2017-02-10 Renault Sa Procede d'estimation de la masse d'un vehicule
FR3020459B1 (fr) 2014-04-29 2016-04-15 Renault Sa Procede d'estimation optique de la masse d'un vehicule gare en pente
FR3020461B1 (fr) 2014-04-29 2016-04-01 Renault Sas Procede d'aide a l'estimation optique de la masse d'un vehicule gare en zone peu lumineuse
JP6838463B2 (ja) * 2017-03-31 2021-03-03 日本電気株式会社 検出装置、検出方法及びプログラム
CN115046617B (zh) * 2021-11-25 2024-05-14 长城汽车股份有限公司 车辆载荷测量方法、控制器、存储介质及汽车
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US20180136032A1 (en) 2018-05-17
KR102134714B1 (ko) 2020-07-16
EP2880409A1 (fr) 2015-06-10
US9989402B1 (en) 2018-06-05
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KR20150038384A (ko) 2015-04-08
FR2994259A1 (fr) 2014-02-07

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