Vehicle overload control method

Abstract

The invention relates to the field of driving safety, in particular to a vehicle overload control method, which comprises the following steps of: establishing a weighing sensing system, establishing a load estimation model, setting a load threshold value, acquiring and processing data and controlling a whole vehicle, arranging a weighing sensor in a maximum stress area of a frame, and improving the accuracy of obtaining the weight of the frame. Establishing a weighing estimation model in the early stage, predicting the weight of the vehicle by using the vehicle data, and deploying to a vehicle controller after the error between the predicted weight data and the actual weight data is less than or equal to 5%; according to the method, the overload condition is divided by setting the load threshold value, the vehicle load is estimated according to the weighing estimation model in the driving state, a driver is reminded and the vehicle is controlled according to the load condition, and the danger signal obtaining difficulty of the driver in the driving process is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of driving safety, in particular to a vehicle overload control method. BACKGROUND

[0002] Driving safety is a core principle that every road user must always remember, which not only concerns personal life and property safety, but also directly affects the stable operation of the entire traffic system. Among the many factors affecting driving safety, overload behavior penetrates into vehicle performance, road facilities, accident risk and other aspects, forming a chain reaction of safety hazards. When the vehicle load exceeds the design limit, it will first directly damage the contact balance between the tire and the ground, causing abnormal tire pressure and accelerated tire wear, and is prone to tire burst accidents when driving at high speed or turning sharply. At the same time, overload will significantly change the vehicle's center of gravity distribution, making the braking system bear several times the pressure of the normal state, and the braking distance is greatly extended. In the face of sudden situations, the driver often rear-ends the car in front due to brake failure, especially in rainy and snowy weather or on downhill sections, and this risk will grow exponentially.

[0003] Under the existing technical system, most overload screening still relies on fixed or mobile weighbridge equipment. Although this detection method can obtain vehicle total mass data through static weighing to determine whether it is overloaded, it cannot determine whether the vehicle is in an overloaded state during driving, and it is difficult for the driver to obtain dangerous signals in the driving state. The conventional overload detection system only detects the weight of the vehicle and does not involve vehicle control after overload. SUMMARY

[0004] The purpose of the present application is to provide a vehicle overload control method, aiming to improve the problem that most existing unloading detection methods can only perform static weighing, it is difficult for the driver to obtain dangerous signals in the driving state, and the risk coefficient of the vehicle in the driving state is high.

[0005] To achieve the above purpose, the technical scheme adopted by the present application is as follows: A vehicle overload control method, comprising Establishing a weighing perception system, determining a stress concentration area through finite element analysis, determining the maximum stress area of the vehicle frame, and setting a weighing sensor in the maximum stress area of the vehicle frame; Establishing a load estimation model, collecting vehicle acceleration, torque, slope, transmission ratio and coasting deceleration data of the vehicle in flat road, slope, acceleration and coasting states in an experimental environment, cutting according to trip segments, screening data of steady-state driving segments, extracting feature parameters to train an LSTM model, and verifying the prediction weight data accuracy. After the prediction weight data and the actual weight data error is less than or equal to 5%, it is deployed to the vehicle controller; Set load thresholds: set 90% of the rated load as the first-level warning threshold a1, set 100% of the rated load as the second-level warning threshold a2, and set 110% of the rated load as the third-level warning threshold a3. Data acquisition, processing, and vehicle control involve filtering, detrending, and outlier removal of the signals from the weighing sensors. When the weighing data falls between the first-level warning threshold a1 and the second-level warning threshold a2, a warning is issued. When the weighing data falls between the second-level warning threshold a2 and the third-level warning threshold a3, the vehicle is determined to be overloaded and an alarm is triggered. When the weighing data reaches the third-level warning threshold a3, the vehicle is determined to be overloaded, and the vehicle system restricts the vehicle's movement.

[0006] Furthermore, the selection of the installation location for the load cell specifically includes the following steps: A 3D model of the chassis was created, using hexahedrons as the basic elements to divide the chassis into regions. After defining the chassis material, the actual support conditions of the chassis were simulated. A uniformly distributed full load was applied under static load, and a 1.5 times impact coefficient was applied under dynamic load to simulate flat road, slope, and turning conditions. ANSYS Mechanical was used to perform mechanical analysis on the chassis, outputting stress contour maps and obtaining the stress concentration factor Kt of each basic element. Kt = σ_max / σ_nominal; Where σ_max is the maximum stress and σ_nominal is the nominal stress; The base element with stress concentration factor Kt>1.2 is determined as the stress concentration zone, and the base element with the largest and most stable stress concentration factor Kt value is selected as the installation position of the load cell.

[0007] Furthermore, the establishment of the load estimation model specifically includes the following steps; Establish the vehicle's equation of motion. F_drive-F_roll-F_air-F_grade=m×a; Where: F_drive is the engine's driving force; F_roll is the vehicle's rolling resistance; F_air is the vehicle's air resistance; F_grade is the vehicle's gradient resistance; m is the total mass of the vehicle; a is the vehicle's acceleration; Acquire vehicle acceleration, torque, gradient, and coasting deceleration data under different operating conditions, train an 8-dimensional feature vector LSTM neural network, output weight model value m1 according to the vehicle motion equation, obtain the weight value m2 output by the weighing sensor, and output the final load M according to the following formula; M = α × m2 + (1 - α) × m1; where α is the proportionality coefficient.

[0008] Furthermore, obtaining acceleration includes the following steps: Data from a triaxial accelerometer is collected, and the longitudinal acceleration a_x = (v_t2 - v_t1) / Δt is calculated, where v_t2 is the vehicle's velocity at time t2, v_t1 is the vehicle's velocity at time t1, and Δt is the difference between t2 and t1. The longitudinal acceleration a_x is then low-pass filtered. If |a_x| > 0.5g, the longitudinal acceleration a_x is considered abnormal data, where g is the acceleration due to gravity; otherwise, the longitudinal acceleration a_x is output. The process of obtaining torque includes the following steps: Given the engine or motor output torque T_engine, and the transmission efficiency η, the drive wheel torque T_wheel is obtained using the following formula. T_wheel=T_engine×i_g×i_0×η; Where i_g is the gearbox transmission ratio, and i_0 is the main reducer transmission ratio; Calculate the engine's driving force F_drive based on T_engine and T_wheel; Obtaining the slope involves the following steps: Based on the GPS data, the altitude h1 before entering the slope and the altitude h2 at the top of the slope are obtained. The slope θ is then calculated using the following formula. θ = arcsin[(h2-h1) / d], where d is the horizontal distance from the height acquisition position, and the vehicle's slope resistance F_grade is obtained based on the slope θ; Obtaining the coasting deceleration ratio includes the following steps: Select a stable coasting segment, with the throttle at zero and the gear fixed, and calculate the coasting deceleration a_coast using the following formula. a_coast=(v_start-v_end) / t_coast; Where v_start is the vehicle's speed at the start of coasting, v_end is the vehicle's speed at the end of coasting, and t_coast is the coasting time; The sum of the vehicle's rolling resistance F_roll and air resistance F_air can be obtained by the gliding deceleration a_coast, that is, a_coast=(F_roll+F_air) / m.

[0009] Furthermore, when the weighing data falls between the first-level warning threshold a1 and the second-level warning threshold a2, the following steps are performed: The yellow warning light on the dashboard flashes and a buzzer sounds every 10 seconds, recording the event to the vehicle's black box and uploading it to the fleet management platform via the T-Box.

[0010] Furthermore, when the weighing data falls between the secondary warning threshold a2 and the tertiary warning threshold a3, the following steps are performed: The red warning light on the dashboard stays on, a continuous beeping warning is issued, a pop-up reminder appears on the central control screen, the vehicle's system limits the maximum speed to 40km / h, disables cruise control, and reduces throttle response sensitivity.

[0011] Furthermore, when the weighing data reaches the level 3 warning threshold a3, the following steps are performed: The red warning light on the dashboard stays on, a continuous beeping warning is issued, a pop-up reminder appears on the central control screen, and a voice announcement is made stating "Severe overload, the system will restrict driving." The coasting energy recovery torque drops to 0, and electric braking is prioritized during braking to limit vehicle acceleration until the vehicle is parked, and engine starting is prohibited.

[0012] Furthermore, it also includes the following steps, The system employs multi-system collaborative control. Upon determining overload, it reduces the motor braking torque and increases the hydraulic braking distribution ratio. Overload information is uploaded to the vehicle network platform for remote monitoring and law enforcement evidence collection. It automatically disables ACC and AEB auxiliary functions, prompting the driver to drive manually. The frequency and duration of overloads are collected to assess the vehicle's health.

[0013] Furthermore, when the weighing data falls between the first-level warning threshold a1 and the second-level warning threshold a2, a first-level warning is delayed before a reminder is issued. When the weighing data is between the Level 2 warning threshold a2 and the Level 3 warning threshold a3, the vehicle is determined to be overloaded after a Level 2 alarm delay and an alarm is triggered. When the weighing data reaches the level 3 warning threshold a3, the vehicle is determined to be overloaded after a level 3 emergency control delay, and the vehicle's movement is restricted by the vehicle's infotainment system.

[0014] Furthermore, the first-level early warning delay includes the following steps: A 10-second delay is applied, and the weighing data is repeatedly collected at a sampling frequency of 1 second. If the weighing data remains between the first-level warning threshold a1 and the second-level warning threshold a2 within the delay, an alert is issued. The secondary alarm delay includes the following steps. A 5-second delay is applied, and the weighing data is repeatedly collected at a sampling frequency of 50Hz. If the weighing data remains between the level 2 warning threshold a2 and the level 3 warning threshold a3 within the delay, the vehicle is determined to be overloaded and an alarm is triggered. The Level 3 emergency control delay includes the following steps. If the weighing data is between 0-10% of the rated load, a 3-second delay is performed, and the weighing data is repeatedly collected at a data sampling frequency of 30Hz. If the weighing data continues to be greater than the rated load within the delay, the vehicle is determined to be overloaded and the vehicle system restricts the vehicle's movement. If the weighing data is between 10-20% of the rated load, then a 2-second delay is performed, and the weighing data is repeatedly collected at a data sampling frequency of 20Hz. If the weighing data continues to be greater than the rated load within the delay, then the vehicle is determined to be overloaded and the vehicle system restricts the vehicle's movement. If the weighing data exceeds 20% of the rated load, a 1-second delay is applied, and the weighing data is repeatedly collected at a sampling frequency of 10Hz. If the weighing data continues to exceed the rated load within the delay, the vehicle is determined to be overloaded, and the vehicle control system restricts the vehicle's movement.

[0015] By adopting the above technical solution, the present invention has the following advantages compared with the prior art: Weighing sensors are installed in the areas of the chassis with the greatest stress to improve the accuracy of chassis weight acquisition. A weighing estimation model is established in the early stage to predict the vehicle weight using vehicle data. Once the error between the predicted weight data and the actual weight data is ≤5%, it is deployed to the vehicle controller. A load threshold is set to classify overload situations. In the driving state, the vehicle load is estimated according to the weighing estimation model, and the driver is reminded and the vehicle is controlled according to the load situation, reducing the difficulty for the driver to obtain hazard signals during driving. Attached Figure Description

[0016] Figure 1 This is a flowchart of the vehicle overload control method described in this invention; Figure 2 This is a flowchart illustrating the determination of stress concentration areas in the vehicle overload control method of the present invention. Figure 3 This is a flowchart illustrating the process of establishing a load estimation model for the vehicle overload control method described in this invention. Figure 4 This is a flowchart illustrating the data acquisition, processing, and vehicle control of the vehicle overload control method described in this invention. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0018] Additionally, it should be noted that the terms "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" are all based on the orientation or positional relationship shown in the accompanying drawings. They are merely for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element of the present invention must have a specific orientation. Therefore, they should not be construed as limitations on the present invention.

[0019] When an element is referred to as being "fixed to," "set on," or "contained on" another element, it can be directly on or indirectly on that other element. When an element is referred to as being "connected to," it can be directly connected to or indirectly connected to that other element.

[0020] Unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances. Example

[0021] Please refer to Figures 1-4 As shown, this embodiment provides a vehicle overload control method. For details on the vehicle overload control method, please refer to... Figure 2 As shown, this includes establishing a weighing sensing system, determining stress concentration areas through finite element analysis, identifying the maximum stress area of ​​the frame, and setting up weighing sensors in the maximum stress area of ​​the frame.

[0022] Please refer to Figure 3 As shown, a load estimation model is established. Under experimental conditions, vehicle acceleration, torque, gradient, transmission ratio, and coasting deceleration data are collected under flat road, slope, acceleration, and coasting conditions. The data are segmented by travel segments, and the steady-state driving segment data is selected. Feature parameters are extracted to train the LSTM model and verify the accuracy of the predicted weight data. When the error between the predicted weight data and the actual weight data is ≤5%, it is deployed to the vehicle controller.

[0023] Set load thresholds: 90% of the rated load is set as the first-level warning threshold a1, 100% of the rated load is set as the second-level warning threshold a2, and 110% of the rated load is set as the third-level warning threshold a3.

[0024] Please refer to Figure 4As shown, data acquisition, processing, and vehicle control involve filtering, detrending, and outlier removal of the signals from the weighing sensor. When the weighing data is between the first-level warning threshold a1 and the second-level warning threshold a2, a warning is issued. When the weighing data is between the second-level warning threshold a2 and the third-level warning threshold a3, the vehicle is determined to be overloaded and an alarm is triggered. When the weighing data reaches the third-level warning threshold a3, the vehicle is determined to be overloaded and the vehicle system restricts the vehicle's movement.

[0025] Weighing sensors are installed in the areas of the chassis with the greatest stress to improve the accuracy of chassis weight acquisition. A weighing estimation model is established in the early stage to predict the vehicle weight using vehicle data. Once the error between the predicted weight data and the actual weight data is ≤5%, it is deployed to the vehicle controller. A load threshold is set to classify overload situations. In the driving state, the vehicle load is estimated according to the weighing estimation model, and the driver is reminded and the vehicle is controlled according to the load situation, reducing the difficulty for the driver to obtain hazard signals during driving.

[0026] Specifically, selecting the installation location for the load cell includes the following steps: A 3D model of the chassis was created, using hexahedrons as the basic elements to divide the chassis into regions. After defining the chassis material, the actual support conditions of the chassis were simulated. A uniformly distributed full load was applied under static load, and a 1.5 times impact coefficient was applied under dynamic load to simulate flat road, slope, and turning conditions. ANSYS Mechanical was used to perform mechanical analysis on the chassis, outputting stress contour maps and obtaining the stress concentration factor Kt of each basic element. Kt = σ_max / σ_nominal; Where σ_max is the maximum stress, which refers to the maximum stress value that the frame base unit should bear under specific load conditions; σ_nominal is the nominal stress, which refers to the average stress value that the base unit should theoretically bear under the same load conditions, assuming that the material is uniformly distributed and has no geometric discontinuities.

[0027] The base element with stress concentration factor Kt>1.2 is determined as the stress concentration zone, and the base element with the largest and most stable stress concentration factor Kt value is selected as the installation position of the load cell.

[0028] Similarly, tetrahedral base units can be used to divide the frame into regions, distinguishing between critical and non-critical areas. Higher-density base units are used in critical areas, while lower-density base units are used in non-critical areas. In this embodiment, the center of the wheelbase is the critical area, and the areas on either side are non-critical areas. Stress is separated for each base unit, accurately identifying stress concentration areas in the frame and improving the accuracy of overall vehicle load estimation.

[0029] Specifically, establishing a load estimation model includes the following steps; Establish the vehicle's equation of motion. F_drive-F_roll-F_air-F_grade=m×a; Where: F_drive is the engine's driving force; F_roll is the vehicle's rolling resistance; F_air is the vehicle's air resistance; F_grade is the vehicle's gradient resistance; m is the total mass of the vehicle; a is the vehicle's acceleration; Acquire vehicle acceleration, torque, gradient, and coasting deceleration data under different operating conditions, train an 8-dimensional feature vector LSTM neural network, output weight model value m1 according to the vehicle motion equation, obtain the weight value m2 output by the weighing sensor, and output the final load M according to the following formula; M = α × m2 + (1 - α) × m1; where α is the proportionality coefficient. In this embodiment, the proportionality coefficient α is 0.7, and the output weight value m2 of the weighing sensor is the main factor to reduce the impact of vehicle data fluctuations on the accuracy of the final load M estimation.

[0030] Specifically, obtaining acceleration includes the following steps: Data from a triaxial accelerometer is collected, and the longitudinal acceleration a_x = (v_t2 - v_t1) / Δt is calculated, where v_t2 is the vehicle's velocity at time t2, v_t1 is the vehicle's velocity at time t1, and Δt is the difference between t2 and t1. The longitudinal acceleration a_x is low-pass filtered. If |a_x| > 0.5g, the longitudinal acceleration a_x is considered abnormal data, where g is the acceleration due to gravity. Otherwise, the longitudinal acceleration a_x is output.

[0031] The process of obtaining torque includes the following steps: Given the engine or motor output torque T_engine, and the transmission efficiency η, the drive wheel torque T_wheel is obtained using the following formula. T_wheel=T_engine×i_g×i_0×η; Where i_g is the gearbox transmission ratio, and i_0 is the main reducer transmission ratio; The engine's driving force F_drive is calculated using the drive wheel torque T_wheel and the wheel radius r. F_drive=T_wheel / r.

[0032] Obtaining the slope involves the following steps: Based on the GPS data, the altitude h1 before entering the slope and the altitude h2 at the top of the slope are obtained. The slope θ is then calculated using the following formula. θ = arcsin[(h2-h1) / d], where d is the horizontal distance from the height acquisition position. The vehicle's gradient resistance F_grade is obtained based on the slope θ. F_grade = m × g × sin(θ); where g is the acceleration due to gravity.

[0033] Obtaining the coasting deceleration ratio includes the following steps: Select a stable coasting segment, with the throttle at zero and the gear fixed, and calculate the coasting deceleration a_coast using the following formula. a_coast=(v_start-v_end) / t_coast; Where v_start is the vehicle's speed at the start of coasting, v_end is the vehicle's speed at the end of coasting, and t_coast is the coasting time, which is the time interval from "throttle to zero and gear fixed" to "coasting end".

[0034] The sum of the vehicle's rolling resistance F_roll and air resistance F_air can be obtained by the gliding deceleration a_coast, that is, a_coast=(F_roll+F_air) / m.

[0035] Specifically, when the weighing data falls between the first-level warning threshold a1 and the second-level warning threshold a2, the following steps are performed: The yellow warning light on the dashboard flashes and a buzzer sounds every 10 seconds, recording the event to the vehicle's black box and uploading it to the fleet management platform via the T-Box.

[0036] When the weighing data falls between the level 2 warning threshold a2 and the level 3 warning threshold a3, the following steps shall be performed. The red warning light on the dashboard stays on, a continuous beeping warning is issued, a pop-up reminder appears on the central control screen, the vehicle's system limits the maximum speed to 40km / h, disables cruise control, and reduces throttle response sensitivity.

[0037] When the weighing data reaches the level 3 warning threshold a3, the following steps shall be performed. The red warning light on the dashboard stays on, a continuous beeping warning is issued, a pop-up reminder appears on the central control screen, and a voice announcement is made stating "Severe overload, the system will restrict driving." The coasting energy recovery torque drops to 0, and electric braking is prioritized during braking to reduce the burden on mechanical braking. Vehicle acceleration is limited until the vehicle is parked, and engine starting is prohibited.

[0038] By implementing tiered control of vehicles under different load conditions, drivers can be guaranteed access to load information to compel timely unloading and improve overall safety performance.

[0039] Furthermore, a vehicle overload control method also includes the following steps: Multi-system collaborative control, upon determining overload, reduces motor braking torque and increases hydraulic braking distribution; overload information is uploaded to the vehicle network platform for remote monitoring and law enforcement evidence collection; ACC and AEB auxiliary functions are automatically disabled, prompting the driver to manually drive; the frequency and duration of overloads are acquired to assess vehicle health. This multi-system linkage facilitates integration with traffic monitoring platforms, serving intelligent transportation and road weight control, and minimizing the occurrence of overload situations.

[0040] Furthermore, when the weighing data falls between the first-level warning threshold a1 and the second-level warning threshold a2, a first-level warning is issued after a delay; when the weighing data falls between the second-level warning threshold a2 and the third-level warning threshold a3, a second-level alarm is issued after a delay, indicating vehicle overload and triggering an alarm; when the weighing data reaches the third-level warning threshold a3, a third-level emergency control is issued after a delay, indicating vehicle overload and simultaneously restricting vehicle movement via the vehicle's infotainment system. This delay processing after weighing data acquisition prevents misjudgments of overload due to bumpy road surfaces, which could disrupt driver operations.

[0041] Specifically, the Level 1 warning delay includes the following steps: A 10-second delay is applied, and weighing data is repeatedly collected at a sampling frequency of 1 second. If the weighing data remains between the first-level warning threshold a1 and the second-level warning threshold a2 within the delay, an alert is issued. In cases approaching the overload weight (a non-emergency situation), a longer delay is applied, and weighing data is repeatedly collected to ensure the situation is accurate.

[0042] The Level 2 alarm delay includes the following steps: a 5-second delay is applied, and weighing data is repeatedly collected at a sampling frequency of 50Hz. If the weighing data remains between the Level 2 warning threshold a2 and the Level 3 warning threshold a3 within the delay period, the vehicle is determined to be overloaded, and an alarm is triggered. In cases of minimal overload, a relatively short delay is applied, and the frequency of weighing data collection is increased. This ensures accurate weighing data while promptly alerting the driver to the overload issue and mitigating potential risks.

[0043] Level 3 emergency control delay includes the following steps. If the weighing data is between 0-10% of the rated load, a 3-second delay is performed, and the weighing data is repeatedly collected at a data sampling frequency of 30Hz. If the weighing data continues to be greater than the rated load within the delay, the vehicle is determined to be overloaded and the vehicle system restricts the vehicle's movement. If the weighing data is between 10-20% of the rated load, then a 2-second delay is performed, and the weighing data is repeatedly collected at a data sampling frequency of 20Hz. If the weighing data continues to be greater than the rated load within the delay, then the vehicle is determined to be overloaded and the vehicle system restricts the vehicle's movement. If the weighing data exceeds 20% of the rated load, a 1-second delay is applied, and the weighing data is repeatedly collected at a sampling frequency of 10Hz. If the weighing data continues to exceed the rated load within the delay, the vehicle is determined to be overloaded, and the vehicle control system restricts the vehicle's movement.

[0044] In cases of severe overloading, the delay time should be reduced and the data acquisition frequency increased, depending on the degree of overloading, to obtain severe overloading information as quickly as possible, allowing for timely vehicle control and preventing accidents. Similarly, GPS signals can be used to obtain information on vehicle altitude fluctuations to determine if the vehicle is on a bumpy road.

[0045] In this embodiment, two weight sensors are set up, and two sets of weight sensors are set up for dual-sensor redundancy design. When the main sensor fails, it switches to the backup sensor model estimation mode to improve its own fault self-diagnosis and degraded operation capability.

[0046] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for controlling vehicle overload, characterized in that, include Establish a weighing sensing system, determine the stress concentration area through finite element analysis, determine the maximum stress area of ​​the frame, and install weighing sensors in the maximum stress area of ​​the frame; Establish a load estimation model to obtain vehicle predicted weight data. When the error between the predicted weight data and the actual weight data is ≤5%, deploy it to the vehicle controller. Set load thresholds: set 90% of the rated load as the first-level warning threshold a1, set 100% of the rated load as the second-level warning threshold a2, and set 110% of the rated load as the third-level warning threshold a3. Data acquisition, processing, and vehicle control involve filtering, detrending, and outlier removal of the signals from the weighing sensors. When the weighing data falls between the first-level warning threshold a1 and the second-level warning threshold a2, a warning is issued. When the weighing data falls between the second-level warning threshold a2 and the third-level warning threshold a3, the vehicle is determined to be overloaded and an alarm is triggered. When the weighing data reaches the third-level warning threshold a3, the vehicle is determined to be overloaded, and the vehicle control system restricts the vehicle's movement. The system employs multi-system collaborative control. Upon determining overload, it reduces the motor braking torque and increases the hydraulic braking distribution ratio. Overload information is uploaded to the vehicle network platform for remote monitoring and law enforcement evidence collection. It automatically disables ACC and AEB auxiliary functions, prompting the driver to drive manually. The frequency and duration of overloads are collected to assess the vehicle's health.

2. The vehicle overload control method according to claim 1, characterized in that: The selection of the installation location for the load cell specifically includes the following steps: A 3D model of the chassis was created, using hexahedrons as the basic elements to divide the chassis into regions. After defining the chassis material, the actual support conditions of the chassis were simulated. A uniformly distributed full load was applied under static load, and a 1.5 times impact coefficient was applied under dynamic load to simulate flat road, slope, and turning conditions. ANSYS Mechanical was used to perform mechanical analysis on the chassis, outputting stress contour maps and obtaining the stress concentration factor Kt of each basic element. Kt = σ_max / σ_nominal; Where σ_max is the maximum stress and σ_nominal is the nominal stress; The base element with stress concentration factor Kt>1.2 is determined as the stress concentration zone, and the base element with the largest and most stable stress concentration factor Kt value is selected as the installation position of the load cell.

3. The vehicle overload control method according to claim 1, characterized in that: The establishment of the load estimation model specifically includes the following steps; In the experimental environment, vehicle acceleration, torque, gradient, transmission ratio, and coasting deceleration data were collected under flat road, slope, acceleration, and coasting conditions. The data were segmented by travel segments, and the steady-state driving segment data was selected. Feature parameters were extracted to train an LSTM model and output vehicle predicted weight data.

4. The vehicle overload control method according to claim 3, characterized in that: Establish the vehicle's equation of motion. F_drive-F_roll-F_air-F_grade=m×a; Where: F_drive is the engine's driving force; F_roll is the vehicle's rolling resistance; F_air is the vehicle's air resistance; F_grade is the vehicle's gradient resistance; m is the total mass of the vehicle; a is the vehicle's acceleration; Acquire vehicle acceleration, torque, gradient, and coasting deceleration data under different operating conditions, train an 8-dimensional feature vector LSTM neural network, output weight model value m1 according to the vehicle motion equation, obtain the weight value m2 output by the weighing sensor, and output the final load M according to the following formula; M = α × m2 + (1 - α) × m1; where α is the proportionality coefficient.

5. The vehicle overload control method according to claim 4, characterized in that: Obtaining acceleration includes the following steps: Data from a triaxial accelerometer is collected, and the longitudinal acceleration a_x = (v_t2 - v_t1) / Δt is calculated, where v_t2 is the vehicle's velocity at time t2, v_t1 is the vehicle's velocity at time t1, and Δt is the difference between t2 and t1. The longitudinal acceleration a_x is then low-pass filtered. If |a_x| > 0.5g, the longitudinal acceleration a_x is considered abnormal data, where g is the acceleration due to gravity; otherwise, the longitudinal acceleration a_x is output. The process of obtaining torque includes the following steps: Given the engine or motor output torque T_engine, and the transmission efficiency η, the drive wheel torque T_wheel is obtained using the following formula. T_wheel=T_engine×i_g×i_0×η; Where i_g is the gearbox transmission ratio, and i_0 is the main reducer transmission ratio; Calculate the engine's driving force F_drive based on T_engine and T_wheel; Obtaining the slope involves the following steps: Based on the GPS data, the altitude h1 before entering the slope and the altitude h2 at the top of the slope are obtained. The slope θ is then calculated using the following formula. θ = arcsin[(h2-h1) / d], where d is the horizontal distance from the height acquisition position, and the vehicle's slope resistance F_grade is obtained based on the slope θ; Obtaining the coasting deceleration ratio includes the following steps: Select a stable coasting segment, with the throttle at zero and the gear fixed, and calculate the coasting deceleration a_coast using the following formula. a_coast=(v_start-v_end) / t_coast; Where v_start is the vehicle's speed at the start of coasting, v_end is the vehicle's speed at the end of coasting, and t_coast is the coasting time; The sum of the vehicle's rolling resistance F_roll and air resistance F_air can be obtained by the gliding deceleration a_coast, that is, a_coast=(F_roll+F_air) / m.

6. The vehicle overload control method according to claim 1, characterized in that: When the weighing data falls between the first-level warning threshold a1 and the second-level warning threshold a2, the following steps are performed. The yellow warning light on the dashboard flashes and a buzzer sounds every 10 seconds, recording the event to the vehicle's black box and uploading it to the fleet management platform via the T-Box.

7. The vehicle overload control method according to claim 1, characterized in that: When the weighing data falls between the level 2 warning threshold a2 and the level 3 warning threshold a3, the following steps shall be performed. The red warning light on the dashboard stays on, a continuous beeping warning is issued, a pop-up reminder appears on the central control screen, the vehicle's system limits the maximum speed to 40km / h, disables cruise control, and reduces throttle response sensitivity.

8. The vehicle overload control method according to claim 1, characterized in that: When the weighing data reaches the level 3 warning threshold a3, the following steps shall be performed. The red warning light on the dashboard stays on, a continuous beeping warning is issued, a pop-up reminder appears on the central control screen, and a voice announcement is made saying "Severe overload, the system will restrict driving." The coasting energy recovery torque drops to 0, and electric braking is prioritized during braking to limit vehicle acceleration until the vehicle is parked, and engine starting is prohibited.

9. The vehicle overload control method according to claim 1, characterized in that: When the weighing data is between the first-level warning threshold a1 and the second-level warning threshold a2, a first-level warning delay will be followed by a reminder warning. When the weighing data is between the Level 2 warning threshold a2 and the Level 3 warning threshold a3, the vehicle is determined to be overloaded after a Level 2 alarm delay and an alarm is triggered. When the weighing data reaches the level 3 warning threshold a3, the vehicle is determined to be overloaded after a level 3 emergency control delay, and the vehicle's movement is restricted by the vehicle's infotainment system.

10. The vehicle overload control method according to claim 9, characterized in that: The first-level warning delay includes the following steps. A 10-second delay is applied, and the weighing data is repeatedly collected at a sampling frequency of 1 second. If the weighing data remains between the first-level warning threshold a1 and the second-level warning threshold a2 within the delay, an alert is issued. The secondary alarm delay includes the following steps. A 5-second delay is applied, and the weighing data is repeatedly collected at a sampling frequency of 50Hz. If the weighing data remains between the level 2 warning threshold a2 and the level 3 warning threshold a3 within the delay, the vehicle is determined to be overloaded and an alarm is triggered. The three-level emergency control delay includes the following steps. If the weighing data is between 0-10% of the rated load, a 3-second delay is performed, and the weighing data is repeatedly collected at a data sampling frequency of 30Hz. If the weighing data continues to be greater than the rated load within the delay, the vehicle is determined to be overloaded and the vehicle system restricts the vehicle's movement. If the weighing data is between 10-20% of the rated load, then a 2-second delay is performed, and the weighing data is repeatedly collected at a data sampling frequency of 20Hz. If the weighing data continues to be greater than the rated load within the delay, then the vehicle is determined to be overloaded and the vehicle system restricts the vehicle's movement. If the weighing data exceeds 20% of the rated load, a 1-second delay is applied, and the weighing data is repeatedly collected at a sampling frequency of 10Hz. If the weighing data continues to exceed the rated load within the delay, the vehicle is determined to be overloaded, and the vehicle control system restricts the vehicle's movement.

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