Vehicle-mounted vehicle scale

Abstract

The present invention provides a method and system for determining vehicle weight. An exemplary method includes the steps of determining sensor output voltage with one or more on-board sensors; providing the sensor output voltage information to a processing unit to determine the weight of the vehicle; and displaying the vehicle weight on a visual display unit.

Description

TECHNICAL FIELD

[0001] The present invention relates to a method and system for providing accurate vehicle weight information to a vehicle operator. BACKGROUND

[0002] Vehicle weight is critical to the safe operation of a vehicle on the road. With the widespread use of light commercial vehicles in both the commercial and private sectors, and the (justifiably) increased oversight by regulatory bodies, it has become critical for vehicle operators to understand the legal compliance of their vehicles in terms of weight. Now, with the chain of responsibility legislation extending the duty of care to fleet managers and vehicle owners, it means that a solution is required other than random, infrequent compliance checks at sparsely distributed static weigh stations.

[0003] Overloading of any vehicle presents a very real public safety risk. The braking distance of a vehicle increases dramatically with both vehicle weight and speed. By reducing the safety risk through a cost-effective in-vehicle detection system, safety and regulatory compliance can be improved.

[0004] While regulatory bodies currently use static and mobile weighing equipment for compliance oversight, vehicle weight can change by more than 20% of its legal gross vehicle mass (GVM) simply by adding passengers. In-vehicle weight measurement systems have therefore been developed. Unfortunately, these systems often suffer from shortcomings and are unable to provide the required reliable real-time monitoring. Previous iterations of in-vehicle scales have employed various types of sensors and configurations for providing signal input, such as load cells, strain gauges and air pressure sensors. Many such devices send an electrical signal based on force, pressure or deflection calculated from a zero point. Weight transfer due to dynamic suspension movements when cornering and braking can cause such systems to send false readings to the vehicle operator.

[0005] The present invention aims to provide an in-vehicle vehicle scale to improve at least one of the shortcomings of previous systems, or at least provide a practical alternative.

[0006] The reference in this specification to any prior publication is not, and should not be taken as, an acknowledgment or any form of suggestion that this prior publication forms part of the common general knowledge in the field of endeavour in question. SUMMARY

[0007] The present invention provides a method of determining the weight of a vehicle, the method comprising the steps of: a) determining a sensor output voltage with one or more in-vehicle sensors; b) providing the sensor output voltage to a processing unit to calculate the weight of the vehicle; and c) displaying the weight of the vehicle on a visual display unit.

[0008] The present invention also provides a method of retrofitting a vehicle to enable determination of the vehicle weight, the method comprising the steps of: a) providing a plurality of on-board sensors, wherein the sensors are connected to suspension components of the vehicle; b) providing a processing unit, wherein the processing unit is functionally connected to the on-board sensors and is adapted to receive and analyze one or more sensor output voltage signals from the sensors; and c) calculating the vehicle weight.

[0009] The present invention also provides an in-vehicle weighing system comprising: one or more on-board sensors functionally connected to a processing unit; and a processing unit adapted to calculate the vehicle weight.

[0010] Preferably, the sensors are connected to the vehicle suspension components whereby movement of the suspension components causes the one or more sensors to send a sensor output voltage to the processing unit which analyzes the sensor output voltage to calculate the vehicle weight. Most preferably, the on-board sensors comprise potentiometers.

[0011] Preferably, the one or more on-board sensors are directly connected to the relevant key suspension components, optionally through one or more adjustable links or one or more tension springs, wherein the position of the suspension components is directly related to the load on the axle to which the relevant sensor is connected. More preferably, these connections change the sensor output voltage related to the position of the suspension components. Most preferably, the one or more potentiometers respond to the vehicle suspension movement thereby changing the sensor output voltage of the potentiometers.

[0012] Preferably, the processing unit averages the sensor output voltage received over a period of time to eliminate fluctuations in the sensor output voltage.

[0013] Preferably, the processing unit identifies fluctuations in the sensor output voltage over a period of time and eliminates these fluctuations before the vehicle weight information is displayed on the cockpit display unit or sent to an off-vehicle site.

[0014] Preferably, an electrical connection is provided to the parking brake mechanism of the vehicle so that when the handbrake is engaged or disengaged, depending on the system used, the signal to the cockpit display unit is interrupted.

[0015] Preferably, the system further comprises one or more accelerometers, wherein the accelerometers are calibrated to interrupt the signal between the on-board sensors and the cockpit display unit.

[0016] The present invention can also provide advantages over and overcome disadvantages of previously known vehicle weighing systems and methods. For example, previous systems were limited to vehicles comprising solid axle or beam axle suspension designs. The present invention is applicable to all suspension design types, including but not limited to: solid axle suspensions, beam axle suspensions, and independent suspensions. Furthermore, only one sensor is required per axle.

[0017] The present application also provides a method of calibrating a system for determining vehicle weight, the method comprising the steps of: weighing a vehicle to obtain separate measurements of front axle weight, rear axle weight and gross vehicle mass; recording the sensor output voltage of each on-board sensor; adding a load to the vehicle and re-determining the sensor output voltage; and using extrapolation and interpolation data algorithms to correlate the sensor output voltage to vehicle weight.

[0018] In the case of the present application displaying vehicle weight on a visual display unit, such weight information can be displayed in a number of different formats including, but not limited to, separate measurements of front axle weight, rear axle weight, gross vehicle mass (GVM) and remaining legal capacity. BRIEF DESCRIPTION OF DRAWINGS

[0019] For the present application to be readily understood and put into practical effect, reference will now be made to the embodiments of the present application as referenced by the accompanying drawings, wherein like numerals refer to like elements. The drawings are provided only as examples, in which:

[0020] Figure 1 A plan view of the basic electrical components is shown in accordance with one embodiment of the present application.

[0021] Figure 2 And Figure 3 A simplified installation view of the sensor in a steel plate spring suspension application is shown in accordance with one embodiment of the present application.

[0022] Figure 4 And Figure 5 A simplified installation view of the sensor in a dual wishbone suspension application is shown in accordance with one embodiment of the present application.

[0023] Figure 6 Information transmission and processing is shown schematically in accordance with one embodiment of the present application.

[0024] Figure 7 shows a schematic layout of an embodiment of the present application in-vehicle weighing system (7A), and a schematic functional operation of an embodiment of the system in accordance with the present application (7B).

[0025] Those skilled in the art will appreciate that the elements in the figures are shown for the purpose of simplicity and clarity and are not necessarily to scale. For example, the relative dimensions of some of the elements in the figures can be distorted to help improve the understanding of the embodiments of the present application. DETAILED DESCRIPTION

[0026] The present application provides an in-vehicle weighing method and system, and additional methods and systems to effectively calibrate to all key load specifications including tare (unladen weight), axle load capacity and GVM.

[0027] The in-vehicle weighing system of the present application includes one or more on-board sensors functionally connected to a processing unit, wherein the processing unit can be adapted to transmit vehicle weight information to a cockpit display unit for display on the cockpit display unit. See Figure 1 , showing one embodiment of a system according to the present application. Preferably, the cockpit display unit is adapted to display current vehicle weight information in real time. In certain embodiments, the vehicle weight information can be transmitted to an off-board site that can monitor the vehicle weight information.

[0028] Figures 2 to 5 An exemplary pattern of sensor attachment to a vehicle according to the present application is shown. The on-board sensors can be connected directly to the relevant key suspension components through adjustable linkages, which are used to change the sensor output voltage in relation to the position of the suspension component. The position of these suspension components is directly related to the load on the axle to which the relevant sensor is connected (either front or rear, as explained below for the front and rear). Preferably, the on-board sensors are potentiometers. Most preferably, the potentiometers are rotary potentiometers. The use of potentiometers requires that two components move relative to each other when the vehicle load is undergoing a change. The potentiometer relies on the movement of the suspension component to move the potentiometer, thereby changing the sensor output voltage.

[0029] The sensor output voltage is used to determine vehicle weight information. Determining vehicle weight information can involve the value of the sensor output voltage and / or the change in the sensor output voltage over time and / or any other aspect of the sensor output voltage. To clearly represent this available information, the present application will be described in terms of sensor voltage output information. In addition, the sensor voltage output can be processed in some way before transmission to the processing unit. Thus, the sensor output voltage information is transmitted to the processing unit to be converted to vehicle weight information.

[0030] The potentiometers are connected to the appropriate vehicle components in various ways, including adjustable length linkages and / or flexi-springs. For the front suspension, the connection can be made by attaching to the sway bar, which rotates in suspension travel as the load changes. A U-clip can be used to attach the required connection bracket. The linkage can then be attached to both the potentiometer and the connection bracket. The rear potentiometer can be mounted on a bracket that is attached between the vehicle chassis rails. The linkage can connect the potentiometer by attaching to a connection bracket that is fixed by one of the differential center mounting bolts (on rear wheel drive vehicles) or other suitable connection point on vehicles with only front wheel drive configurations.

[0031] As used herein, the concept of a "functional connection" of an on-board sensor to a processing unit means that sensor output voltage information is transmitted from the on-board sensor to the processing unit. The transmission of sensor output voltage information can be made by a wireless connection. In a preferred embodiment, the transmission is made by radio frequency (RF, wireless connection).

[0032] The processing unit can be located remotely from the on-board sensor. In a preferred embodiment, the on-board sensor is connected to or preferably includes a radio frequency transmitter unit that allows communication with the processing unit. In some embodiments, such communication can be made by Wi-Fi standards, Bluetooth or any other suitable radio signal. In further embodiments, the on-board sensor can allow both the transmission and reception of radio signals, enabling two-way communication between the on-board sensor and the processing unit.

[0033] In certain embodiments of the application, the on-board sensor and / or the processing unit and / or the cabin display unit can include an accelerometer. Alternatively, the accelerometer can be a separate, functionally connected component of the in-vehicle weighing system. The accelerometer can be calibrated to interrupt the signal between the on-board sensor and the cabin display unit. The interruption of the signal can be necessary in order to prevent the display of misleading information on the cabin display unit. Such misleading information can occur when the vehicle encounters certain situations, for example, when the vehicle is tilted too far forward or backward, or when emergency braking or acceleration occurs.

[0034] In certain embodiments of the application, the cabin display unit can include a processing unit, preferably the processing unit includes a microprocessor adapted to receive and process sensor output voltage. Upon receipt of the sensor output voltage, the processing unit uses a mathematical algorithm to convert it to determine vehicle weight information. The vehicle weight information can be selected from the group consisting of front axle weight, rear axle weight, total vehicle mass and remaining legal capacity. The vehicle weight information can be displayed in weight measurement units (metric or imperial as relevant to the market). Preferably, the measurement is displayed on the cabin display unit, providing the vehicle operator with real-time indication of the current load of the front axle, rear axle and total GVM. These numbers can be displayed as one of actual load or remaining load capacity, depending on the preference of the operator / fleet owner. The weight can be displayed in increments of 1, 2, 5 or 10 kg.

[0035] In order for the in-vehicle weighing system of the present application to provide accurate weight measurements, the system must be calibrated. Such calibration can involve, first, weighing the vehicle on which the system is installed, so that separate measurements of front axle weight, rear axle weight and GVM can be obtained. The sensor output voltage of each installed on-board sensor is recorded. Load is added to the vehicle and the above measurements are re-determined. Additional load can also be added to the vehicle and further measurements taken. The various data can then be used to calculate the axle weight for a given sensor output voltage using extrapolation and interpolation algorithms.

[0036] By using the calibration data and algorithms, and by properly programming the processing unit, the weight being experienced by each axle can be determined in real time in a moving vehicle. In certain embodiments of the present application, the processing unit can average the sensor output voltage received over a few seconds to eliminate transient fluctuations in the sensor output voltage due to suspension movement in response to irregular road surfaces. Alternatively, the processing unit can be programmed to recognize these changes and remove them before the vehicle weight information is displayed on the cabin display unit or transmitted to an off-vehicle site.

[0037] System calibration is important for the use of the information displayed on the visual display unit. Therefore, in certain embodiments of the present application, the system can be adapted to prompt for a check or redo of the calibration at specific time intervals. The time intervals can be of any length, such as, but not limited to, 60 days, 6 months, 12 months, etc. For example, a prompt can be displayed on the display unit suggesting that the system should be calibrated 30 days before the interval expires. Alternatively or additionally, a calibration reminder can be activated in response to an abnormal event, a temperature change, or if any of the weighing system or multiple fixed parts of the suspension are changed, moved, replaced, updated or otherwise disturbed.

[0038] In certain embodiments of the present application, if calibration is not performed within a predefined period of time after the display of the prompt, the system can be adapted to display an error message (e.g. "calibration required") and / or not to display the vehicle weight information.

[0039] In certain embodiments of the present application, an electrical connection is provided to the vehicle's parking brake / hand brake mechanism to interrupt the signal to the visual display unit when the hand brake is engaged. In these embodiments, the vehicle weight is determined while the vehicle is in motion and the use of the above-mentioned averaging signal or methods of eliminating fluctuations in the sensor output voltage is required, since a moving vehicle is prone to produce unstable output voltage due to its movement over rough surfaces during cornering and acceleration / deceleration.

[0040] In certain embodiments of the present application, an electrical connection to the vehicle park brake / manual brake mechanism is provided to interrupt the signal to the visual display unit when the manual brake is disengaged. In these embodiments, the vehicle weight is determined when the vehicle is stationary. Optionally, the signal to the visual display unit is also interrupted when the vehicle ignition switch is off and for a short period of time (up to 15, 30, 45 or 60 seconds) after the ignition switch is turned on to prevent an overload event when the visual display unit is first powered on. Further iterations of the present application can use this connection to provide a visual and audible warning to the vehicle operator when the manual brake is engaged while the vehicle is stationary. In these embodiments, the stationary vehicle is less likely to produce an unstable output voltage due to the lack of vehicle movement, thus reducing the need for an average signal or eliminating sensor output voltage fluctuations.

[0041] In embodiments of the present application, if an electrical connection to the vehicle park brake / manual brake mechanism is provided to interrupt the signal to the visual display unit when the manual brake is disengaged / engaged, the interruption is preferably only related to the signal to the visual display, while other components of the system remain powered and functional.

[0042] In certain embodiments of the in-vehicle weighing system of the present application, a visual effect can be provided using a change in font color on the cockpit display unit when any of the vehicle weight measurement specifications meet a predetermined advisory point. In further embodiments, an optional audible alarm function can be used to alert the vehicle operator of an overload event. In certain preferred embodiments, the vehicle operator must manually acknowledge the alarm to clear the alarm.

[0043] In addition to providing real-time information to the vehicle operator, the system can further provide an “exception event” signal for transmission to a vehicle telematics system (VTS, such as OnStar® installed). This signal identifies these events to the fleet manager / vehicle owner, ensuring that supervisory and corporate compliance obligations are fulfilled. In certain other embodiments of the present application, transmission of these “exception events” can be accomplished through the incorporation of Bluetooth or other functionality (such as 4G / 5G cellular networks). In further embodiments, an email or other message can be sent to the fleet manager / owner to notify of such “exception events” and overload events.

[0044] Any of the above exception events can be further stored in read only memory (ROM) within the on-board unit for further evaluation by the vehicle operator / fleet controller.

[0045] The arrangement of the basic electrical components of a system embodiment according to the present application is shown in FIG. 1. Figure 1The front and rear potentiometers (a) respond to vehicle suspension movement, thus changing the potentiometer voltage signal output (k) (1) (also referred to herein as sensor output voltage information), in accordance with the foregoing description. The voltage signal output is typically transmitted from the RF transmitter unit (m) to the RF receiver unit (n). The RF receiver unit (n) is connected to the processing unit (h) which processes the voltage signal output to determine vehicle weight, axle weight, or other information requested by the operator and programmed into the processing unit (h). The weight or other information is then displayed on the cab display unit (h) and / or transmitted to an off-vehicle site. In the embodiment shown, the processing unit is physically co-located with the cab display unit (h), however, it is within the scope of the present application for the processing unit and display unit to be physically separated. The processing unit can also receive information regarding other aspects of vehicle function, such as manual brake / parking brake status (i), as the processing unit can also take these conditions into account when determining vehicle weight, etc. In the embodiment shown, an accelerometer (g) is incorporated between the potentiometer and the RF transmitter unit (m). As described above, the accelerometer can be used to detect situations that can cause the potentiometer to generate an abnormal signal. If such a situation is detected, the system can be adapted to prevent the voltage signal output from being transmitted from the signal transmission component, thus preventing the cab display unit from receiving, processing, and / or displaying erroneous data.

[0046] The embodiments described herein are provided by way of example only, and should not be considered limiting the scope of the present application.

[0047] Figure 2 and Figure 3 A simplified installation view of a sensor in a leaf spring suspension application according to one embodiment of the present application is shown. As shown in this exemplary application, the potentiometer is fixed to a vehicle component that does not move relative to the vehicle chassis. For example, a bar fixed between two chassis rails, located near the differential housing or axle. At the first end, the link is connected to the differential housing or axle. At the second end, the link is connected to a drive lever, which in turn is connected to the shaft of the potentiometer, movement of the drive lever causing the shaft to rotate, thus causing a change in the potentiometer output voltage. As shown in Figure 2 and Figure 3 As shown, due to the presence of the suspension leaf spring between the differential housing or axle, the differential housing or axle is able to move relative to the chassis. Thus, when a load is applied on the vehicle, the chassis will move relative to the differential housing or axle, causing the potentiometer shaft to rotate.

[0048] Figure 4 and Figure 5A simplified installation view of a sensor in a dual A-arm suspension application is shown according to one embodiment of the present application. As shown in this exemplary application, a potentiometer is mounted on the front suspension cross member. As with the above example, a linkage and drive lever are used to rotate the shaft of the potentiometer. In this application, the first end of the linkage is engaged with a connection bracket which in turn is attached to the stabilizer bar of the suspension. When the suspension is loaded, the stabilizer bar will flex, causing a portion of the stabilizer bar to rotate. This rotation translates into movement of the connection bracket, causing movement of the linkage and drive lever. Thus, when a load is applied on the vehicle, the balance bar will rotate relative to the front suspension cross member, causing the potentiometer shaft to rotate.

[0049] In preferred embodiments, an RF transmitter unit is located proximate to each potentiometer to facilitate transmission of sensor output voltage information to an RF receiving unit. In certain embodiments, the potentiometer and RF transmitter unit can be mounted on the same vehicle component, or exist in a single module, to further simplify installation of the on-board scale of the present application.

[0050] The system of the present application has many advantages over previously available systems. For example, no other available system is specifically designed for light commercial vehicles (GVM under 4.5 tonnes). The use of accelerometers to limit false readings by passing vehicle tilt through to weight was not previously available. In addition, the connection to the manual brake mechanism was not previously available.

[0051] In certain preferred embodiments, the use of potentiometers as voltage dividers, in combination with RF transmitters and accelerometers, provides accurate and unique weight measurements that were not previously available in dual A-arm / leaf spring configured vehicles.

[0052] Figure 6 is a flow chart showing the steps of the method of the present application. Preferably, each on-board sensor sends a voltage signal output 10 to a processing unit, where the voltage signal output 10 is used by the processing unit to determine vehicle weight information 20.

[0053] One embodiment of an in-vehicle weighing system 200 suitable for use with the present application is shown in Figure 7A and 7B The in-vehicle weighing system 200 includes, in the embodiment shown, a processing unit 201; input devices, such as voltage output signals from on-board sensors 202, manual brake signals 203, accelerometers 227; and output devices, including a cabin display unit 214 and a speaker 217. In some embodiments, the cabin display unit 214 can include a touch screen.

[0054] The processing unit 201 can communicate with a communication network 220 through a connection 221 using a Modulator-Demodulator (Modem) transceiver device 216. The network 220 can be a wide-area network (WAN), such as the Internet, a cellular communication network or a private WAN. Through the network 220, the processing unit 201 can be connected to other similar personal devices 290 or server computers 291. Preferably, the connection 221 is a wireless connection and a wireless modem is used for the wireless connection with the network 220.

[0055] The processing unit 201 generally comprises at least one processor 205 and a memory 206, for example formed of semiconductor random access memory (RAM) and semiconductor read only memory (ROM). The processing unit 201 also comprises a number of input / output (I / O) interfaces, including an audio-visual interface 207 coupled to a video display 214 and loudspeakers 217, I / O interfaces 213 for the sensors 202, the manual brake 203 and the accelerometer 227, and an interface 208 for an external modem 216. In some implementations, the modem 216 can be incorporated within the processing unit 201, for example within the interface 208. The processing unit 201 also has a local network interface 211 which, through a connection 223, allows the in-vehicle weighing system 200 to be coupled to a local computer network 222, known as a local area network (LAN).

[0056] As shown, the local network 222 can also be coupled to a wide-area network 220 through a connection 224, which generally includes a so-called “firewall” device or similar functional device. The interface 211 can be constituted by an Ethernet circuit card, a Bluetooth wireless device or an IEEE 802.11 wireless device or other suitable interface.

[0057] The I / O interfaces 208 and 213 can provide both serial and parallel connections, the former generally being implemented in accordance with the Universal Serial Bus (USB) standard and having a corresponding USB connector (not shown).

[0058] A memory device 209 is provided, generally comprising a hard disc drive (HDD) 210. Other memory devices can also be used, for example an external hard disc (HD) 227, a disk drive (not shown) and a tape drive (not shown).

[0059] The components 205 to 213 of the computer module 201 usually communicate by means of an interconnection bus 204. In Figure 7A and Figure 7B In the embodiment shown, the processor 205 is coupled to the system bus 204 by a connection 218. Similarly, the memory 206 is coupled to the system bus 204 by a connection 219.

[0060] Figure 7B is a detailed schematic block diagram of the processor 205 and the memory 234. The memory 234 represents a logical aggregation of all the memory modules including the memory device 209 and the semiconductor memory 206, which are accessible for the processing unit 201 in Figure 7A .

[0061] The method of the present application can be implemented as one or more software applications 233 executable within the processing unit 201. In particular, the steps of the method of the present application can be implemented by instructions 231 in the software executed by the processing unit 201.

[0062] The software instructions 231 can be formed as one or more code modules, each for performing one or more specific tasks. The software 233 can also be divided into two separate parts, wherein a first part and the corresponding code modules perform the method of the present application, and a second part and the corresponding code modules manage the graphical user interface between the first part and the user.

[0063] The software 233 can be stored in a computer readable medium including the memory devices of the types described herein. The software is loaded from the computer readable medium or from the network 221 or 223 into the personal device 200 and is executed by the processing unit 201. In one example, the software 233 is stored on the storage medium 225. The software 233 is usually stored in the HDD 210 or the memory 206.

[0064] In some cases, the software application 233 can be provided to the user encoded on one or more disk storage media such as a Compact Disc Read Only Memory (CD-ROM), a Digital Video Disc (DVD), or a Blu-Ray disc, or alternatively, can be read by the user from the network 220 or 222. Further, the software can be loaded from other computer readable media into the in-vehicle weighing system 200. Computer readable storage media refers to any non-transitory tangible storage media that provides recorded instructions and / or data to the processing unit 201 or in-vehicle weighing system 200 to perform and / or process. Examples of such storage media include a floppy disk, a magnetic tape, a CD-ROM, a DVD, a Blu-Ray disc, a hard disk drive, a ROM or integrated circuit, a USB memory, a magneto-optical disk, or a computer readable card such as a Personal Computer Memory Card (PCMCIA) card, and the like, whether these devices are internal or external to the processing unit 201. Examples of transitory or non-tangible computer readable transmission media that can also participate in the provision of the software application 233, instructions 231, and / or data to the processing unit 201 include radio or infra-red transmission channels as well as a network connection to another computer or networked device 290, 291 via a network 221, 223, 334, and the Internet or World Wide Web, including email transmissions and information recorded on websites and the like.

[0065] The second part of the application 233 and the corresponding code modules mentioned above can be executed to implement one or more graphical indications presented or otherwise represented on the display 214. Through input signals received from the sensors 202, the manual brake 203, and the accelerometer 226, the in-vehicle weighing system 200 and method of the present application can manipulate the interface in a functionally adaptive manner to provide control commands and / or input to the application associated with the graphical indications.

[0066] When the processing unit 201 is first powered on, a power-on self-test (POST) program 250 can be executed. The POST program 250 is typically stored in the ROM 249 of the semiconductor memory 206. Hardware devices such as the ROM 248 are sometimes referred to as firmware. The POST program 250 checks the hardware within the processing unit 201 to ensure proper operation and typically checks that the processor 205, the memory 234 (209, 206), and the basic input-output systems software (BIOS) module 251 (also typically stored in the ROM 249) are operating properly. After the POST program 250 successfully runs, the BIOS 251 will activate the operating system 253. The operating system 255 is a system-level application that can be executed by the processor 205 to implement various high-level functions, including processor management, memory management, device management, storage management, software application interfaces, and common user interfaces.

[0067] The operating system 253 manages the memory 234 (209, 206) to ensure that each process or application running on the computer module 201 has enough memory to execute without conflicting with the memory allocated to another process. In addition, the different types of memory available in the personal device 200 must be used properly so that each process can run efficiently. Therefore, the purpose of the aggregate memory 234 is not to illustrate how a particular memory segment is allocated, but to provide an overview of the memory accessible to the computer module 201 and how that memory is used.

[0068] The processor 205 includes a number of functional modules, including a control unit 239, an arithmetic logic unit (ALU) 240, and a local or internal memory 248, sometimes referred to as a cache. The cache 248 typically includes a number of storage registers 244, 245, 246 in a register segment that stores data 247. One or more internal buses 241 functionally interconnect these functional modules. The processor 205 typically also has one or more interfaces 242 for communicating with external devices over the system bus 204 using the connection 218. The memory 234 is connected to the bus 204 by the connection 219.

[0069] The application program 233 includes a series of instructions 231, which can include conditional branch and loop instructions. The program 233 can also include data 232 used in executing the program 233. The instructions 231 and data 232 are stored in storage locations 228, 229, 230 and 235, 236, 237, respectively. Depending on the relative size of the instructions 231 and the storage locations 228-230, a particular instruction can be stored in a single storage location, as shown by the instruction shown in storage location 230. Alternatively, the instructions can be split into multiple parts, each of which is stored in a separate storage location, as shown by the instruction segments shown in storage locations 228 and 229.

[0070] Generally, the processor 205 is given a set of instructions 243 to execute in the processor. The processor 205 then waits for an input to proceed, which the processor 205 reacts to by executing another set of instructions. Each input can be provided by one or more of a number of sources, including data generated by one or more of the input devices 202, 203, or 226, or data received from an external source over one of the networks 220, 222. In some cases, the execution of a set of instructions can result in an output of data. Execution can also involve storing data or variables to memory 234.

[0071] The disclosed arrangement uses input variables 254 stored in respective storage locations 255, 256, 257, 258 in memory 234. The described arrangement produces output variables 261 stored in respective storage locations 262, 263, 264, 265 in memory 234. Intermediate variables 268 can be stored in storage locations 259, 260, 266, and 267.

[0072] The register portions 244, 245, 246 of the processor 205, the arithmetic logic unit (ALU) 240, and the control unit 239 work together to perform the sequence of micro-operations needed to execute each instruction in a set of instructions constituting a program 233. Each fetch, decode, and execute cycle includes:

[0073] (a) a fetch operation in which an instruction 231 is fetched or read from a storage location 228, 229, 230;

[0074] (b) a decode operation in which the control unit 239 determines which instruction was fetched; and

[0075] (c) an execute operation in which the control unit 239 and / or the ALU 240 execute the instruction.

[0076] Subsequently, another fetch, decode, and execute cycle can be performed for the next instruction. Similarly, a store cycle can be performed in which the control unit 239 stores or writes a value to a storage location 232.

[0077] Each step or sub-process in the method of the present application can be associated with one or more segments of program 233 and can be executed by register portions 244-246, ALU 240 and control unit 239 in processor 205 collectively to perform fetch, decode and execute cycles for each instruction in the instruction set of the segment of program 233.

[0078] As Figure 7A One or more other computers 290 can be connected to communication network 220, as shown. Each such computer 290 can have a similar configuration as processing unit 201 and corresponding peripherals.

[0079] One or more other server computers 291 can be connected to communication network 220. These server computers 292 respond to requests from personal devices or other server computers to provide information.

[0080] The method of the present application can also be implemented in special-purpose hardware, such as one or more integrated circuits that perform the functions or sub-functions of the method. Such special-purpose hardware can include a graphics processor, a digital signal processor or one or more microprocessors and associated memory.

[0081] It can be appreciated that, in order to implement the method of the present application as described above, the processor and / or the memory of the processor need not actually be located in the same geographic location. That is, each processor and memory used in the present application can be located in geographically different locations and connected so as to communicate in any suitable manner. Furthermore, it can be appreciated that each processor and / or memory can be comprised of different physical devices. Thus, the processor need not be one single device in one location and the memory need not be another single device in another location. That is, it is contemplated that the processor can be two devices located in two different physical locations. The two different devices can be connected in any suitable manner. Furthermore, the memory can comprise two or more memory portions in two or more physical locations.

[0082] For further explanation, the processing as described above is performed by various components and various memories. However, it can be appreciated that, according to another embodiment of the present application, the processing performed by two different components as described above can be performed by a single component. Furthermore, the processing performed by one different component as described above can be performed by two different components. In a similar manner, according to another embodiment of the present application, the memory storage performed by two different memory portions as described above can be performed by a single memory portion. Furthermore, the memory storage performed by one different memory portion as described above can be performed by two memory portions.

[0083] Furthermore, various technologies can be used to provide communication between various processors and / or memories, as well as to allow the processors and / or memories of the present application to communicate with any other entity, such as to obtain further instructions or to access and utilize remote memory stores. Such technologies used to provide such communication might include, as non-limiting examples, a network, the Internet, intranet, extranet, local area network (LAN), Ethernet, wireless area network (WAN), telecommunication, cellular or wireless network, or any client-to-server system that provides communications, as well as any combination of these. Such communication technologies can use any suitable protocol, such as transmission control / Internet protocol (TCP / IP), User Datagram Protocol (UDP), or Open System Interconnection (OSI), for example.

[0084] Examples

[0085] In one exemplary embodiment of the present application, a vehicle is provided that includes a plurality of electrically connected on-board rotary potentiometers that are connected to suspension components of the vehicle, movement of the suspension components causing the potentiometer shafts to rotate, and in turn, the output voltage of the potentiometers to change. Thus, for purposes of the present application, the on-board potentiometers are on-board sensors. The output voltage is transmitted via Bluetooth to an on-board processing unit in the form of sensor output voltage information. The on-board processing unit uses the sensor output voltage information to determine the vehicle weight. The processing unit then causes the vehicle weight information to be displayed on a screen within the vehicle. In order to determine the vehicle weight, the processing unit must be calibrated. Calibration is a multi-step process. Initially, the sensor output voltage is determined for an empty vehicle. Incremental weights are then added to the vehicle and the sensor output voltage is determined for each weight until the specified load of the vehicle is reached. An algorithm is then used to extrapolate and interpolate the data to correlate the sensor output voltage to the vehicle weight. A similar calibration can also be performed separately on each axle.

[0086] Since calibration is critical to the safe operation of the on-board electronic scale of the present application, it is highly desirable to periodically re-calibrate the system. Thus, the system includes an alarm that reminds the vehicle operator when re-calibration is due. If the system is not re-calibrated within a specified time after the reminder is displayed, the system will cause the vehicle weight information to be unavailable for display on the screen until the system is re-calibrated.

[0087] Those skilled in the art will appreciate that the application is not limited by what has been particularly shown and described hereinabove. Rather, the scope of the application includes both combinations and sub-combinations of the features described hereinabove as well as modifications and variations thereof which can be appreciated by those skilled in the art upon reading the foregoing description. Further, any existing patent references or statements in the specification should not be taken as an acknowledgement that such technology forms part of the common general knowledge in the art.

[0088] If the terms "comprise", "comprises", "comprised", or "comprising" or the terms "include", "includes", "included", or "including" are used in this specification, they are to be interpreted as specifying the presence of the stated features, integers, steps or components and not the absence of one or more other features, integers, steps, components or groups thereof.

Claims

1. A method for determining the weight of a vehicle, the method comprising the following steps: a) Determine the sensor output voltage using one or more on-board sensors, wherein the one or more on-board sensors are directly connected to vehicle suspension components, and wherein the position of the suspension components is directly related to the load on the axle to which the relevant sensor is connected, and wherein one or more of the on-board sensors are connected to a vehicle stabilizer bar. b) The sensor output voltage information is provided to the processing unit, whereby the movement of the balance bar causes one or more of the sensors to send sensor output voltage information to the processing unit, which uses a mathematical algorithm to analyze the sensor output voltage information received from the one or more sensors to determine the weight of the vehicle. c) Display the weight of the vehicle on the visual display unit.

2. The method according to claim 1, wherein, The one or more vehicle-mounted sensors are directly connected to the vehicle suspension components via one or more adjustable links or one or more tension springs.

3. The method according to claim 1 or 2, wherein, The vehicle-mounted sensor includes a rotary potentiometer, wherein the rotary potentiometer responds to vehicle suspension movement, thereby changing the sensor output voltage from the rotary potentiometer, and thus changing the sensor output voltage information.

4. The method according to claim 1 or 2, wherein, The processing unit averages the sensor output voltage information received over a period of time to eliminate fluctuations in the sensor output voltage.

5. The method according to claim 1 or 2, wherein, The processing unit identifies fluctuations in the sensor output voltage over a period of time and eliminates these fluctuations before the vehicle weight information is displayed on the cockpit display unit or sent to an external station.

6. The method according to claim 1 or 2, wherein, When the vehicle weight measurement specification meets a predetermined recommended point, one or more visual indicators are provided.

7. The method according to claim 1 or 2, wherein, The visual display unit displays vehicle weight information selected from the following: front axle weight, rear axle weight, total vehicle mass, and remaining legal capacity.

8. The method according to claim 1 or 2, wherein, An abnormal event signal is sent to the Vehicle Telematics System (VTS).

9. The method according to claim 1 or 2, wherein, An internal clock is provided, which is programmed to reset during calibration and to provide the vehicle operator with a reminder of when future calibrations are due.

10. A method for modifying a vehicle to enable the determination of the vehicle's weight according to claim 1, the method comprising the following steps: a) Install a plurality of on-board sensors on the suspension components of the vehicle, wherein the on-board sensors are adapted to transmit sensor output voltage information, the one or more on-board sensors are directly connected to the vehicle suspension components, and wherein the position of the suspension components is directly related to the load on the axle to which the relevant sensor is connected, and wherein one or more of the on-board sensors are connected to the vehicle stabilizer bar. b) A processing unit is provided in the vehicle, wherein the processing unit is functionally connected to the on-board sensors and is adapted to receive and analyze sensor output voltage information from the on-board sensors, whereby movement of the balance bar causes one or more of the sensors to send the sensor output voltage information to the processing unit, and the processing unit analyzes the sensor output voltage information by transforming the sensor output voltage information received from the one or more sensors using a mathematical algorithm, and determines the weight of the vehicle.

11. An in-vehicle weighing system includes: Processing unit, suitable for determining the weight of the vehicle; One or more vehicle-mounted sensors are functionally connected to the processing unit, wherein the one or more vehicle-mounted sensors are directly connected to vehicle suspension components, and wherein the position of the suspension components is directly related to the load on the axle to which the associated sensor is connected, and wherein one or more of the vehicle-mounted sensors are connected to a vehicle stabilizer bar, whereby movement of the stabilizer bar causes one or more of the sensors to send sensor output voltage information to the processing unit; and A visual display unit is used to display the weight of the vehicle. The one or more vehicle-mounted sensors provide the sensor output voltage information to the processing unit so that a mathematical algorithm can be used to determine the weight of the vehicle by converting the sensor output voltage information received from the one or more sensors.

12. The system according to claim 11, wherein, The one or more vehicle-mounted sensors are directly connected to the vehicle suspension components via one or more adjustable links or one or more tension springs.

13. The system of claim 11, further comprising one or more accelerometers, wherein, The accelerometer is calibrated to interrupt the signal between the onboard sensors and the cockpit display unit.

14. The system according to any one of claims 11 to 13, wherein, The vehicle-mounted sensor includes a rotary potentiometer, wherein the rotary potentiometer responds to vehicle suspension movement, thereby changing the sensor output voltage from the rotary potentiometer, and thus changing the sensor output voltage information.

15. The system according to any one of claims 11 to 13, wherein, The processing unit averages the sensor output voltage information received over a period of time to eliminate fluctuations in the sensor output voltage.

16. The system according to any one of claims 11 to 13, wherein, The processing unit identifies fluctuations in the sensor output voltage over a period of time and eliminates these fluctuations before the vehicle weight information is displayed on the cockpit display unit or sent to an external station.

17. The system according to any one of claims 11 to 13, wherein, When the vehicle weight measurement specification meets a predetermined recommended point, one or more visual indicators are provided.

18. The system according to any one of claims 11 to 13, wherein, The visual display unit displays vehicle weight information selected from the following: front axle weight, rear axle weight, total vehicle mass, and remaining legal capacity.

19. The system according to any one of claims 11 to 13, wherein, An abnormal event signal is sent to the Vehicle Telematics System (VTS).

20. The system according to any one of claims 11 to 13, wherein, The system includes an internal clock programmed to reset during calibration and to provide the vehicle operator with a reminder of when future calibrations are due.

21. A method for calibrating an in-vehicle weighing system for determining vehicle weight according to any one of claims 11 to 20, the method comprising the following steps: The vehicle is weighed to obtain separate measurements of the front axle weight, rear axle weight, and total vehicle mass. Record the sensor output voltage from each of the aforementioned on-board sensors; Add a load to the vehicle and re-determine the sensor output voltage; and An algorithm that uses extrapolation and interpolation data correlates the sensor output voltage with the vehicle weight.

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