Vehicle weighing method and apparatus therefor

Abstract

The present disclosure provides a vehicle weight measurement method, device, electronic equipment and storage medium, and relates to the technical field of vehicle detection. The method comprises the following steps: obtaining the deviation angle of each independent suspension; for each independent suspension, obtaining the suspension load of the independent suspension according to the deviation angle of the independent suspension; and obtaining the actual weight of the vehicle according to the suspension load of each independent suspension and the empty weight of the vehicle. Thus, by measuring the acceleration of the suspension and calculating the weight of the vehicle, the influence of external factors on the weight measurement can be reduced, and the accuracy of the weight measurement can be greatly improved.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicle detection, and in particular, to a vehicle weight measurement method and device, an electronic device, and a storage medium. BACKGROUND

[0002] Vehicle weight detection is of great significance to safe driving. When a vehicle is overloaded, necessary measures need to be taken to protect road safety. Traditional vehicle detection is usually carried out at a detection station, and the weight information after leaving the station cannot be obtained.

[0003] In related technologies, the vehicle weight can be indirectly obtained by inferring from vehicle driving data, but the error is large. In addition, the weight of the vehicle can also be calculated through tire pressure data, but the error is also large due to the changes in tire pressure over time, temperature, and other factors.

[0004] DISCLOSURE

[0005] The present disclosure aims to at least partially solve one of the technical problems in the related art.

[0006] To this end, one purpose of the present disclosure is to provide a vehicle weight measurement method.

[0007] A second purpose of the present disclosure is to provide a vehicle weight measurement device.

[0008] A third purpose of the present disclosure is to provide an electronic device.

[0009] A fourth purpose of the present disclosure is to provide a non-transitory computer-readable storage medium.

[0010] To achieve the above purpose, a vehicle weight measurement method according to a first aspect of the present disclosure comprises: obtaining a deviation angle of each independent suspension; for each independent suspension, obtaining a suspension load bearing weight of the independent suspension according to the deviation angle of the independent suspension; and obtaining an actual weight of the vehicle according to the suspension load bearing weight of each independent suspension and the self-weight of the vehicle.

[0011] According to one embodiment of the present disclosure, the obtaining of the deviation angle of each independent suspension comprises: obtaining first acceleration data of each independent suspension; and obtaining a deviation angle of each independent suspension with respect to a Z-axis direction according to an acceleration value in the Z-axis direction in the first acceleration data.

[0012] According to one embodiment of the present disclosure, the obtaining of the suspension load bearing weight of the independent suspension according to the deviation angle of the independent suspension comprises: obtaining a deformation length of the shock absorber according to the deviation angle; and obtaining the suspension load bearing weight based on the deformation length.

[0013] According to one embodiment of the present disclosure, the obtaining the deformation length of the shock-absorbing spring according to the deviation angle comprises: determining a deflection parameter of the spring based on the deformation length of the shock-absorbing spring; and determining the suspension load according to the deflection parameter.

[0014] According to one embodiment of the present disclosure, the method further comprises: in response to the deviation angle being greater than or equal to a deviation angle threshold, obtaining second acceleration data on the vehicle chassis; and correcting the actual weight of the vehicle according to the deviation angle and the second acceleration data of each independent suspension to obtain the final weight of the vehicle.

[0015] According to one embodiment of the present disclosure, the correcting the actual weight of the vehicle according to the deviation angle and the second acceleration data of each independent suspension to obtain the final weight of the vehicle comprises: determining a suspension weight correction coefficient of the vehicle according to the deviation angle and the second acceleration data of each independent suspension; and correcting the actual weight of the vehicle according to the suspension weight correction coefficient to obtain the final weight of the vehicle.

[0016] According to one embodiment of the present disclosure, the response to the deviation angle being greater than or equal to a deviation angle threshold further comprises: warning the vehicle according to the deviation angle.

[0017] To achieve the above object, a second aspect of the present disclosure provides a vehicle weight measuring device, comprising: an obtaining module configured to obtain a deviation angle of each independent suspension; a second obtaining module configured to obtain, for each independent suspension, a suspension load of the independent suspension according to the deviation angle of the independent suspension; and a third obtaining module configured to obtain an actual weight of the vehicle according to the suspension load of each independent suspension and an empty vehicle weight of the vehicle.

[0018] To achieve the above object, a third aspect of the present disclosure provides an electronic device, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to implement the vehicle weight measuring method according to the first aspect of the present disclosure.

[0019] To achieve the above object, a fourth aspect of the present disclosure provides a non-transitory computer-readable storage medium storing computer instructions, wherein the computer instructions are used to implement the vehicle weight measuring method according to the first aspect of the present disclosure.

[0020] Beneficial effect: By measuring the acceleration of the suspension, the weight of the vehicle can be calculated, which can reduce the influence of external factors on the weight measurement, greatly increasing the accuracy of the weight measurement. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 is a flowchart of a vehicle weight measurement method according to an embodiment of the present disclosure;

[0022] Figure 2 is a front view of a vehicle bottom structure according to an embodiment of the present disclosure;

[0023] Figure 3 is a top view of a vehicle bottom structure according to an embodiment of the present disclosure;

[0024] Figure 4 is a flowchart of another vehicle weight measurement method according to an embodiment of the present disclosure;

[0025] Figure 5 is a flowchart of another vehicle weight measurement method according to an embodiment of the present disclosure;

[0026] Figure 6 is a flowchart of another vehicle weight measurement method according to an embodiment of the present disclosure;

[0027] Figure 7 is a flowchart of another vehicle weight measurement method according to an embodiment of the present disclosure;

[0028] Figure 8 is a flowchart of another vehicle weight measurement method according to an embodiment of the present disclosure;

[0029] Figure 9 is a flowchart of another vehicle weight measurement method according to an embodiment of the present disclosure;

[0030] Figure 10 is a flowchart of another vehicle weight measurement method according to an embodiment of the present disclosure;

[0031] Figure 11 is a schematic diagram of four independent suspensions according to an embodiment of the present disclosure;

[0032] Figure 12 is a schematic diagram of another first measurement angle and second measurement angle according to an embodiment of the present disclosure;

[0033] Figure 13 is a schematic diagram of a sensor according to an embodiment of the present disclosure;

[0034] Figure 14 is a block diagram of a vehicle weight measurement device according to an embodiment of the present disclosure;

[0035] Figure 15A block diagram of an electronic device is proposed for the present disclosure. DETAILED DESCRIPTION

[0036] Embodiments of the present disclosure are described in detail below with reference to examples shown in the drawings, wherein the same or similar reference numerals represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to the drawings are exemplary and are intended to explain the present disclosure, and cannot be understood as a limitation of the present disclosure.

[0037] Figure 1 A schematic diagram of an exemplary embodiment of a vehicle weighing method is proposed for the present disclosure, as shown in Figure 1 The vehicle weighing method comprises the following steps:

[0038] S101, obtaining the deviation angle of each independent suspension.

[0039] In implementation, the independent suspension of the vehicle is usually composed of a suspension arm and a shock spring and the like, as shown in Figure 2 and Figure 3 One end of the suspension arm of the independent suspension is connected to the tire of the vehicle, and the other end is connected to the chassis of the vehicle. When the chassis of the vehicle bears a certain weight or experiences a bumpy road, the independent suspension can play a role in shock absorption, supporting the vehicle body and improving the riding experience of passengers and the like.

[0040] In the embodiments of the present disclosure, the deviation angle of the independent suspension can be measured by a sensor, and it should be noted that the sensor can be an acceleration sensor, a deformation sensor and the like.

[0041] Alternatively, the deviation angle of each independent suspension can also be obtained by monitoring the height of each independent suspension. Specifically, the angle between the shock spring and the suspension arm can be determined by monitoring the height of each independent suspension, so as to determine the deviation angle of each independent suspension.

[0042] S102, for each independent suspension, obtaining the suspension load of the independent suspension according to the deviation angle of the independent suspension.

[0043] By obtaining the deviation angle of each independent suspension with respect to the Z-axis direction, the sinking angle of the suspension arm of the independent suspension can be obtained.

[0044] Further, the deformation of the spring can be calculated according to the sinking angle of the suspension arm. In implementation, the deformation of the spring is proportional to the force of the spring, that is, the spring has a certain spring coefficient. The force of the spring can be calculated by the deformation of the spring and the spring coefficient, and the load of each independent suspension can be calculated according to the force of the spring, and finally the suspension load of the independent suspension can be calculated according to the load of each independent suspension.

[0045] It should be noted that the external environment has little effect on the deviation angle of the independent suspension, for example, the external environment can include temperature, humidity, etc. Therefore, the suspension load of the independent suspension is calculated by the deviation angle of the independent suspension, which is less affected by the external environment, and the result is highly accurate.

[0046] S103, according to the suspension load of each independent suspension and the empty self-weight of the vehicle, the actual weight of the vehicle is obtained.

[0047] After obtaining the suspension load of the independent suspension, the suspension load of the independent suspension and the empty self-weight are added to obtain the actual weight of the vehicle.

[0048] In the embodiments of the present disclosure, the deviation angle of each independent suspension is first obtained, then for each independent suspension, the suspension load of the independent suspension is obtained according to the deviation angle of the independent suspension, and finally the actual weight of the vehicle is obtained according to the suspension load of each independent suspension and the empty self-weight of the vehicle. Thus, by measuring the deviation angle of each independent suspension, the weight of the vehicle is calculated, which can increase the accuracy of the weight measurement, and compared with the prior art, the influence of the external environment on the weight measurement result can be reduced.

[0049] In the above embodiments, the deviation angle of each independent suspension is obtained, and the deviation angle of each independent suspension can also be obtained by Figure 4 Further explanation, the method comprises:

[0050] S401, obtaining first acceleration data of each independent suspension.

[0051] In the embodiments of the present disclosure, as shown in Figure 2 and Figure 3 , a first acceleration sensor can be installed on each independent suspension to obtain the deviation angle of each independent suspension. It should be noted that the acceleration sensor can be a Micro-electromechanical Systems (MEMS) three-axis acceleration sensor, and it should be noted that the MEMS three-axis acceleration sensor can obtain acceleration data in three orthogonal directions.

[0052] It can be understood that the first acceleration data is not unique and can include values such as the size of the acceleration, the angle between the acceleration and the three axes, the direction of the acceleration, etc. The specific setting can be made according to actual needs.

[0053] S402, according to the acceleration value of the Z-axis direction in the first acceleration data, the deviation angle of each independent suspension and the Z-axis direction is obtained.

[0054] In the embodiments of the present disclosure, by measuring the deviation angle of each independent suspension from the acceleration Z-axis direction, the sinking angle of the cantilever of the independent suspension can be obtained. Further, whether the deviation angle is accurate can be determined by the acceleration value of the Z-axis direction in the first acceleration data. Specifically, the acceleration value can be compared with an acceleration threshold value. If the acceleration value of the Z-axis direction in the first acceleration data is greater than the acceleration threshold value, it can be considered that the deviation angle is inaccurate. If the acceleration value of the Z-axis direction in the first acceleration data is less than or equal to the acceleration threshold value, it can be considered that the deviation angle is accurate. In this way, the accuracy of the deviation angle of the independent suspension can be ensured in case that the vehicle is in an abnormal condition.

[0055] In the embodiments of the present disclosure, the first acceleration data of each independent suspension is obtained first, and then the deviation angle of each independent suspension from the Z-axis direction is obtained according to the acceleration value of the Z-axis direction in the first acceleration data. In this way, the first acceleration data of the independent suspension can be obtained to obtain the accurate deviation angle of the independent suspension, which provides a basis for subsequent weight measurement.

[0056] In the above embodiments, the suspension bearing weight of the independent suspension is obtained according to the deviation angle of the independent suspension, and the suspension bearing weight of the independent suspension can also be obtained according to Figure 5 Further explanation, the method comprises:

[0057] S501, obtaining the deformation length of the shock absorbing spring according to the deviation angle.

[0058] In the embodiments of the present disclosure, after the deviation angle of the independent suspension is obtained, the deformation length of the shock absorbing spring can be calculated according to the positional relationship between the independent suspension and the shock absorbing spring.

[0059] It should be noted that the shock absorbing spring is fixed on the cantilever of the independent suspension, and therefore the deformation length of the shock absorbing spring can be accurately calculated through the data of the fixed position point and the deviation angle.

[0060] S502, obtaining the suspension bearing weight based on the deformation length.

[0061] In the embodiments of the present disclosure, the elastic force borne by the shock absorbing spring can be calculated through the deformation length of the shock absorbing spring and the elastic coefficient, and the suspension bearing weight can be calculated through the borne elastic force.

[0062] In the above embodiments, the deformation length of the shock absorbing spring is obtained first according to the deviation angle, and then the suspension bearing weight is obtained based on the deformation length. In this way, the deformation length of the shock absorbing spring can be calculated through the deviation angle, and the accurate suspension bearing weight can be obtained.

[0063] In the above embodiments, the deformation length of the shock absorbing spring is obtained according to the deviation angle, and the suspension bearing weight of the independent suspension can also be obtained through Figure 6 Further explanation, as shown in the figure, the method comprises:

[0064] S601, determine the deflection parameter of the spring based on the length of the deformation of the shock-absorbing spring.

[0065] It should be noted that the deviation angle, the first distance between the two cantilevers of the independent suspension, and the second distance between the lower support point of the shock-absorbing spring of the vehicle and the chassis can be calculated according to a trigonometric function to obtain the length of the spring after deformation, and the length of the deformation of the spring can be calculated according to the length of the spring after deformation and the initial length of the spring.

[0066] In the embodiments of the present disclosure, the length of the deformation of the spring can be calculated according to the following formula:

[0067]

[0068]

[0069] Δ=L-l 弹簧

[0070] It should be noted that α is the included angle between the Z axis and the normal line, β is the included angle between the lower cantilever and the chassis, a is the first distance between the two cantilevers of the independent suspension, b is the second distance between the lower support point of the shock-absorbing spring of the vehicle and the chassis, l 弹簧 is the length of the spring after deformation, L is the initial length of the spring, and Δ is the length of the deformation of the spring.

[0071] S602, determine the suspension load according to the deflection parameter.

[0072] After obtaining the length of the deformation of the spring, the spring force borne by the spring can be obtained according to the spring force coefficient and the length of the deformation of the spring, and then the normal component of the spring force, i.e., the load borne by the suspension, can be calculated through the included angle between the spring and the vertical normal line.

[0073] In the embodiments of the present disclosure, the load borne by the suspension can be calculated according to the following formula:

[0074] F=k(L-l 弹簧 )

[0075]

[0076] G=F cosγ

[0077]

[0078] It should be noted that in the above formula, F is the spring force of the shock-absorbing spring, k is the spring force coefficient of the spring, γ is the included angle between the spring and the vertical normal line, G is the vehicle gravity borne by the suspension, and M is the vehicle weight borne by the suspension.

[0079] It can be seen that G and F can be converted by the deflection parameter representing the deflection degree of the spring. In the embodiments of the present disclosure, as shown in the above formula, the component of F in the vertical normal direction, that is, the vehicle gravity G borne by the suspension.

[0080] In the embodiments of the present disclosure, first, the deformation length of the shock absorber spring is obtained according to the deviation angle, the first distance between the two suspension arms of the independent suspension, and the second distance between the shock absorber spring lower support point and the chassis of the vehicle, and then the suspension load is obtained based on the deformation length, the first distance and the second distance. Thus, by converting the spring length into the suspension load, the suspension load can be more accurately obtained, and the calculation method is less affected by the outside world.

[0081] In the above embodiments, as shown in Figure 2 and Figure 3 , a second acceleration sensor is also installed on the chassis of the vehicle, and the second acceleration data detected by the sensor on the chassis can be further used to calculate the vehicle weight. Figure 7 Further explanation, the method comprises:

[0082] S701, in response to the deviation angle being greater than or equal to the deviation angle threshold, obtaining the second acceleration data detected by the sensor on the chassis of the vehicle.

[0083] In the implementation, when the deviation angle is too large, the value measured by the first acceleration sensor installed on each independent suspension will be inaccurate, and in this case, the measured vehicle weight will be inaccurate, so we need to obtain the second acceleration data detected by the sensor on the chassis of the vehicle to calculate the vehicle weight in this case.

[0084] It should be noted that the deviation angle threshold can be different due to different types of vehicles, for example, the deviation angle threshold can be 20°, 30°, etc. The deviation angle threshold is not limited here, and is set according to the actual situation.

[0085] S702, correcting the actual weight of the vehicle according to the deviation angle of each independent suspension and the second acceleration data to obtain the final weight of the vehicle.

[0086] In the embodiments of the present disclosure, first, in response to the deviation angle being greater than or equal to the deviation angle threshold, the second acceleration data detected by the sensor on the chassis of the vehicle is obtained, and then the actual weight of the vehicle is corrected according to the deviation angle of each independent suspension and the second acceleration data to obtain the final weight of the vehicle. Thus, in the case that the vehicle is on an uphill or downhill, etc. The angle is too large to cause inaccurate measurement of the weight, which can be corrected by the second sensor data, so that the method can be used in many scenes, greatly increasing the practicality of the method.

[0087] In the above embodiment, the actual weight of the vehicle is corrected according to the deviation angle of each independent suspension and the second acceleration data, and the final weight of the vehicle is obtained, which can be combined with Figure 8 Further explanation, the method comprises:

[0088] S801, determining a suspension weight correction coefficient of the vehicle according to the deviation angle of each independent suspension and the second acceleration data.

[0089] In the embodiment of the present disclosure, when the angle of the vehicle is too large, the vehicle weight calculated by the first acceleration data has an error, and the correction coefficient can be obtained by the second acceleration data to adjust the vehicle weight calculated by the first acceleration data.

[0090] S802, correcting the actual weight of the vehicle according to the suspension weight correction coefficient to obtain the final weight of the vehicle.

[0091] In the embodiment of the present disclosure, first, the suspension weight correction coefficient of the vehicle is determined according to the deviation angle of each independent suspension and the second acceleration data, and then the actual weight of the vehicle is corrected according to the suspension weight correction coefficient to obtain a more accurate vehicle weight. Therefore, the correction coefficient can be generated by the second acceleration data to reduce the influence of the angle of the vehicle on the vehicle weight measurement.

[0092] Further, the suspension load weight of each independent suspension is corrected according to the suspension weight correction coefficient to obtain the total suspension load weight, and the final actual weight of the vehicle is obtained based on the total suspension load weight and the self weight of the empty vehicle.

[0093] In the embodiment of the present disclosure, the suspension load weight of each independent suspension can be multiplied by the suspension weight correction coefficient to obtain the total suspension load weight.

[0094] In the above embodiment, the weight correction coefficient is obtained according to the deviation angle of each independent suspension and the second acceleration data, and the final weight of the vehicle can be obtained by Figure 9 Further explanation, the method comprises:

[0095] S901, determining a second height of the independent suspension relative to the ground based on the deviation angle of the independent suspension, the suspension length of the independent suspension, and the first height of the connection point between the upper suspension wall of the independent suspension and the wheel.

[0096] S902, determining a first estimated angle corresponding to the X-axis direction and a second estimated angle corresponding to the Y-axis direction based on the second height of each independent suspension, the wheel track of the vehicle, and the wheelbase of the vehicle.

[0097] In the embodiments of the present disclosure, based on the second height of each independent suspension, the wheel track and the wheelbase of the vehicle, the first estimated angle corresponding to the X-axis direction and the second estimated angle corresponding to the Y-axis direction can be obtained in the following manner: first, sort all the second heights of the independent suspensions, and select target second heights for constituting a plane in order, then obtain a first difference value and a second difference value by respectively obtaining the difference between one target second height and the remaining two target second heights, and finally determine the first estimated angle according to the first difference value and the wheel track, and determine the second estimated angle according to the second difference value and the wheelbase.

[0098] It should be noted that the sorting of all the second heights of the independent suspensions described in this embodiment can remove the minimum value of the four second heights, and the remaining three second heights can constitute a plane and be analyzed. In this way, the minimum value in the data can be removed to increase the accuracy of the data.

[0099] In the above embodiments, the suspension weight correction coefficient of the vehicle is determined according to the deviation angle of each independent suspension and the second acceleration data, and can also be determined by Figure 10 Further explanation, the method comprises:

[0100] S1003, according to the second acceleration data, obtaining a first measured angle corresponding to the X-axis direction and a second measured angle corresponding to the Y-axis direction.

[0101] S1004, according to the first estimated angle, the second estimated angle, the first measured angle and the second measured angle, determining the suspension weight correction coefficient.

[0102] As a possible implementation manner, first, a first average angle of the first estimated angle and the first measured angle is obtained, and a first angle standard deviation corresponding to the X-axis direction is obtained, then a second average angle of the second estimated angle and the second measured angle is obtained, and a second angle standard deviation corresponding to the Y-axis direction is obtained, and finally, the suspension weight correction coefficient is obtained according to the first angle standard deviation, the second angle standard deviation, the first average angle and the second average angle. In this way, the suspension weight correction coefficient can be determined according to the first estimated angle, the second estimated angle, the first measured angle and the second measured angle, and the suspension load is adjusted to obtain the prepared suspension load.

[0103] Further, in the embodiments of the present disclosure, in the case that the suspension total load is obtained by correcting each independent suspension load according to the suspension weight correction coefficient, the suspension total load can also be obtained by the following steps: adding each independent suspension load to obtain an initial suspension total load; in response to the first estimated angle being greater than the first measured angle and the second estimated angle being greater than the second measured angle, it can be considered that the vehicle is in a downhill state, and in this state, the initial suspension total load of the vehicle is too low, so the initial suspension total load needs to be increased based on the suspension weight correction coefficient to obtain the suspension total load; in response to the first estimated angle being less than the first measured angle and the second estimated angle being less than the second measured angle, it can be considered that the vehicle is in an uphill state, and in this state, the initial suspension total load of the vehicle is too high, so the initial suspension total load needs to be reduced based on the suspension weight correction coefficient to obtain the suspension total load. Thus, by comparing the first estimated angle, the first measured angle, the second estimated angle and the second measured angle, the current driving state of the vehicle can be analyzed, and the measured weight in this state is adjusted accordingly.

[0104] It should be noted that if the first estimated angle, the first measured angle, the second estimated angle and the second measured angle are compared, and the above two cases are not included, it can be considered that the measured data is inaccurate, and the data needs to be reacquired.

[0105] As an example, in response to the deviation angle being greater than or equal to the deviation angle threshold, the vehicle weight can be calculated according to the following formula, which includes:

[0106]

[0107]

[0108]

[0109]

[0110]

[0111]

[0112]

[0113]

[0114]

[0115] When δ2> δ1 and ε2> ε1, Δ is positively correlated with M1,

[0116] M1 (calibration) = M1 (1 + Δ)

[0117] If δ2 < δ1 and ε2 < ε1, Δ is negatively correlated with M1,

[0118] M1 (calibration) = M1 (1-Δ)

[0119] When δ2 and δ1, ε2 and ε1 are in other cases, it can be considered that the data is abnormal, and the data needs to be reacquired for calculation.

[0120] Wherein, as shown in Figure 11 and 12 L a , L b , L c , L d are four independent second heights, L a >L b >L d >L c , we will remove L c , and the remaining three second heights form a plane and are analyzed. Thus, the minimum value in the data can be removed to increase the accuracy of the data. As shown in Figure 9 , δ1 is the first measurement angle, ε2 is the second measurement angle, δ2 is the first estimated angle, ε2 is the second estimated angle, σ1 is the first angle standard deviation, σ2 is the second angle standard deviation, δ is the first average angle, ε is the second average angle, Δ is the suspension weight correction coefficient, M1 is the initial total suspension load, and M1 (calibration) is the total suspension load.

[0121] When δ2 and δ1, ε2 and ε1 are in other cases, it can be considered that the data is abnormal, and the data needs to be reacquired for calculation.

[0122] It should be noted that the above calculation method is only exemplary, and those skilled in the art can also set other calculation formulas according to actual conditions. For example, those skilled in the art can also add some correction coefficients to the above calculation formula. Such changes in specific calculation methods do not deviate from the basic principles of the present application and are within the scope of protection of the present application.

[0123] Further, when the deviation angle is too large, the driver of the vehicle can be in a dangerous driving state. In the embodiments of the present disclosure, in response to the deviation angle being greater than or equal to the deviation angle threshold, the vehicle can also be warned according to the deviation angle.

[0124] Specifically, after the sensor receives that the deviation angle is greater than or equal to the deviation angle threshold, it can send this information to the processor of the vehicle, and the vehicle processor can perform a large deviation angle warning on the driver through the vehicle-mounted warning device. Thus, by monitoring the deviation angle of the vehicle through the sensor, the safety of the driver driving is increased.

[0125] Figure 13 A structural schematic diagram of a sensor according to an embodiment of the present disclosure is shown in FIG. 1, which includes an acceleration sensor, a first end of the acceleration sensor being connected to a noise amplifier, a second end of the noise amplifier being connected to a first end of a programmable gain amplifier, a second end of the programmable gain amplifier being connected to a first end of an active filter, a second end of the active filter being connected to a first end of an analog-to-digital converter (ADC), a second end of the ADC being connected to a first end of a bus data converter, a second end of the bus data converter being connected to a microprocessor, and the microprocessor being connected to a display screen. Figure 13

[0126] Specifically, in the embodiment of the present disclosure, when the acceleration sensor obtains acceleration data, the acceleration data can be amplified by the noise amplifier and the programmable gain amplifier respectively, the amplified data is filtered by the active filter, then the filtered data is converted into a digital signal by the ADC, the converted signal is converted into a bus signal by the bus data converter, finally the generated bus signal is sent to the microprocessor for processing, and the processing result is displayed to the user through the display screen.

[0127] It should be noted that in the above embodiment, the acceleration sensor, the noise amplifier, the programmable gain amplifier, the ADC, and the bus data converter can be soldered on a circuit board, which can be a PCB board, and the bus converter can be a CAN converter.

[0128] Figure 14 A schematic diagram of a vehicle weight measuring device according to the present disclosure is shown in FIG. 2, which includes a first obtaining module 1410, a second obtaining module 1420, and a third obtaining module 1430. Figure 14

[0129] The first obtaining module 1410 is configured to obtain a deviation angle of each independent suspension.

[0130] The second obtaining module 1420 is configured to obtain a suspension load of each independent suspension according to the deviation angle of the independent suspension.

[0131] The third obtaining module 1430 is configured to obtain an actual weight of the vehicle according to the suspension load of each independent suspension and the empty weight of the vehicle.

[0132] ​​In an embodiment of the present disclosure, the second obtaining module 1420 is further configured to: obtain a deformation length of the shock absorber spring according to the deviation angle, a first distance between the two independently suspended arms, and a second distance between the shock absorber spring lower support point and the chassis of the vehicle; and obtain the suspension load-carrying weight based on the deformation length, the first distance, and the second distance.

[0133] In an embodiment of the present disclosure, the second obtaining module 1420 is further configured to: obtain a deflection parameter representing a deflection degree of the spring according to the deformation length and the first distance and the second distance; obtain a spring force of the shock absorber spring according to the deformation length and a spring stiffness coefficient of the shock absorber spring; and determine the suspension load-carrying weight based on the spring force and the deflection parameter.

[0134] In an embodiment of the present disclosure, the third obtaining module 1430 is further configured to: in response to the deviation angle being greater than or equal to a deviation angle threshold, obtain second acceleration data detected by a sensor on the vehicle chassis; and correct the actual weight of the vehicle according to the deviation angle of each independently suspended arm and the second acceleration data to obtain a final weight of the vehicle.

[0135] In an embodiment of the present disclosure, the third obtaining module 1430 is further configured to: determine a suspension weight correction coefficient of the vehicle according to the deviation angle of each independently suspended arm and the second acceleration data; and correct the actual weight of the vehicle according to the suspension weight correction coefficient to obtain the final weight of the vehicle.

[0136] In an embodiment of the present disclosure, the third obtaining module 1430 is further configured to: correct the suspension load-carrying weight of each independently suspended arm according to the suspension weight correction coefficient to obtain a total suspension load-carrying weight; and obtain the final actual weight of the vehicle based on the total suspension load-carrying weight and the empty vehicle weight.

[0137] In an embodiment of the present disclosure, the third obtaining module 1430 is further configured to: determine a second height of each independently suspended arm relative to the ground based on the deviation angle of the independently suspended arm, the suspension length of the independently suspended arm, and a first height of a connection point between the upper suspension wall of the independently suspended arm and the wheel; determine a first estimated angle corresponding to the X-axis direction and a second estimated angle corresponding to the Y-axis direction based on the second height of each independently suspended arm, a wheel track of the vehicle, and a wheelbase of the vehicle; obtain a first measured angle corresponding to the X-axis direction and a second measured angle corresponding to the Y-axis direction according to the second acceleration data; and determine the suspension weight correction coefficient according to the first estimated angle, the second estimated angle, the first measured angle, and the second measured angle.

[0138] In an embodiment of the present disclosure, the third obtaining module 1430 is further configured to: sort all the second heights of the independent suspensions, and select target second heights for constituting a plane according to the order; obtain a first difference value and a second difference value by respectively subtracting one of the target second heights from the remaining two target second heights; determine a first estimated angle according to the first difference value and the wheelbase; and determine a second estimated angle according to the second difference value and the wheelbase.

[0139] In an embodiment of the present disclosure, the third obtaining module 1430 is further configured to: obtain a first average angle of the first estimated angle and the first measured angle, and a first angle standard deviation corresponding to the X-axis direction; obtain a second average angle of the second estimated angle and the second measured angle, and a second angle standard deviation corresponding to the Y-axis direction; and obtain a suspension weight correction coefficient according to the first angle standard deviation, the second angle standard deviation, the first average angle, and the second average angle.

[0140] In an embodiment of the present disclosure, the third obtaining module 1430 is further configured to: add the suspension load of each independent suspension to obtain an initial total suspension load; in response to the first estimated angle being greater than the first measured angle and the second estimated angle being greater than the second measured angle, increase the initial total suspension load based on the suspension weight correction coefficient to obtain a total suspension load; and in response to the first estimated angle being less than the first measured angle and the second estimated angle being less than the second measured angle, decrease the initial total suspension load based on the suspension weight correction coefficient to obtain the total suspension load.

[0141] In an embodiment of the present disclosure, the third obtaining module 1430 is further configured to: alarm the vehicle according to the deviation angle.

[0142] In an embodiment of the present disclosure, the first obtaining module 1410 is further configured to: for each independent suspension, obtain a deviation angle between the independent suspension and the Z-axis according to the acceleration value in the Z-axis direction and the gravity acceleration value.

[0143] To achieve the above-mentioned embodiments, the present disclosure further provides an electronic device 1500, as shown in the figure, which comprises a processor 1501 and a memory 1502 in communication connection with the processor 1501, and the memory 1502 stores instructions executable by the at least one processor 1501, and the instructions are executed by the at least one processor 1501 to implement the vehicle weight measurement method according to the first aspect of the present disclosure. Figure 15

[0144] To achieve the above-mentioned embodiments, the present disclosure further provides a non-transitory computer readable storage medium storing computer instructions, wherein the computer instructions are used to make a computer implement the vehicle weight measurement method according to the first aspect of the present disclosure. ​

[0145] To achieve the above-mentioned embodiments, the embodiments of the present disclosure further provide a computer program product comprising a computer program which, when executed by a processor, implements the vehicle weighing method according to the first aspect of the present disclosure.

[0146] In the description of the present disclosure, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present disclosure.

[0147] In addition, the terms "first", "second", "third", etc. are used only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined with "first", "second", etc. can explicitly or implicitly include one or more of the features. In the description of the present disclosure, the meaning of "a plurality of" is two or more, unless otherwise explicitly specified.

[0148] In the description of the present disclosure, the description referring to the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present disclosure. In the present specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, the person skilled in the art can combine and combine the different embodiments or examples described in the present specification and the features of the different embodiments or examples, without contradiction.

[0149] Although the embodiments of the present disclosure have been shown and described above, it should be understood that the above-mentioned embodiments are exemplary and cannot be understood as limiting the present disclosure, and those of ordinary skill in the art can make changes, modifications, replacements and variations to the above-mentioned embodiments within the scope of the present disclosure.

Claims

1. A method for measuring the weight of a vehicle, characterized in that, The method includes: Acquire first acceleration data for each independent suspension, wherein each first acceleration data is acquired by a first acceleration sensor mounted on each of the independent suspensions; Based on the acceleration value in the Z-axis direction from the first acceleration data, obtain the deviation angle between each independent suspension and the Z-axis direction; For each of the independent suspensions, the deformation length of the damping spring is obtained based on the deviation angle of the independent suspension; based on the deformation length, the suspension load capacity of the independent suspension is obtained; and The actual weight of the vehicle is obtained based on the suspension load capacity of each independent suspension and the vehicle's unloaded weight. In response to the deviation angle being greater than or equal to a deviation angle threshold, second acceleration data on the vehicle chassis is acquired; The actual weight of the vehicle is corrected based on the deviation angle of each independent suspension and the second acceleration data to obtain the final weight of the vehicle.

2. The method according to claim 1, characterized in that, The step of obtaining the deformation length of the damping spring based on the deviation angle includes: The deflection parameters of the spring are determined based on the deformation length of the damping spring; The suspension load-bearing weight is determined based on the deflection parameters.

3. The method according to claim 1, characterized in that, The step of correcting the actual weight of the vehicle based on the deviation angle of each of the independent suspensions and the second acceleration data to obtain the final weight of the vehicle includes: Based on the deviation angle of each of the independent suspensions and the second acceleration data, the suspension weight correction factor of the vehicle is determined; The actual weight of the vehicle is corrected according to the suspension weight correction factor to obtain the final weight of the vehicle.

4. The method according to claim 1, characterized in that, The response to the deviation angle being greater than or equal to the deviation angle threshold further includes: The vehicle is alerted based on the deviation angle.

5. A vehicle weighing device, characterized in that, The device includes: The acquisition module is used to acquire first acceleration data for each independent suspension, wherein each first acceleration data is acquired by a first acceleration sensor installed on each independent suspension; and to acquire the deviation angle between each independent suspension and the Z-axis direction based on the acceleration value in the Z-axis direction of the first acceleration data. The second acquisition module is used to, for each of the independent suspensions, acquire the deformation length of the damping spring based on the deviation angle of the independent suspension; and, based on the deformation length, acquire the suspension load-bearing weight of the independent suspension; and The third acquisition module is used to acquire the actual weight of the vehicle based on the suspension load of each independent suspension and the vehicle's empty weight. The device is also used for: In response to the deviation angle being greater than or equal to a deviation angle threshold, second acceleration data on the vehicle chassis is acquired; The actual weight of the vehicle is corrected based on the deviation angle of each independent suspension and the second acceleration data to obtain the final weight of the vehicle.

6. An electronic device, characterized in that, Including memory and processor; The processor reads executable program code stored in the memory to run a program corresponding to the executable program code, so as to implement the method as described in any one of claims 1-4.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1-4.

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