Methods, devices, equipment, media, and products for determining the weight of the target vehicle

Abstract

This application discloses a method, apparatus, device, medium, and product for determining the weight of a target vehicle. The method includes: resetting the target vehicle's target data to preset initial values ​​when the target vehicle is in a parked state; the target data includes the current total weight, longitudinal acceleration, and drive motor torque; acquiring the target vehicle's operating status data in a first stage and a second stage; the first stage is when the target vehicle switches from a parked state to a moving state and the longitudinal acceleration of the target vehicle is greater than a preset first acceleration threshold; the second stage is when the target vehicle switches from a moving state to a stationary state and the longitudinal acceleration of the target vehicle is less than a preset second acceleration threshold; and calculating the target weight of the target vehicle based on the operating status data of the first and second stages. According to the embodiments of this application, it is possible to ensure that garbage trucks are weighed in real-time, accurately, and independently during operation.

Description

Technical Field

[0001] This application belongs to the field of data processing technology, and in particular relates to a method, apparatus, equipment, medium and product for determining the weight of a target vehicle. Background Technology

[0002] Because garbage collection vehicles frequently stop, load, and unload during operations, their load weight changes in real time. This makes it difficult for drivers or autonomous driving systems to intuitively judge the load volume, easily leading to problems such as garbage overloading, overflow, and vehicles leaving before the cargo compartment is full. Sanitation operations require data on the weight of each load and the amount collected per vehicle for billing, route planning, and operational monitoring. Traditional methods only involve weighing at transfer stations or landfills, which cannot provide real-time weighing during operations.

[0003] While existing technologies can rely on hardware such as strain gauges, hydraulic sensors, and suspension displacement sensors for real-time on-board weighing, this approach is not only costly and complex to install, but also suffers from high failure rates, high maintenance costs, and short lifespans due to the harsh operating environment of garbage trucks. Furthermore, the weighing sensors are susceptible to dust, sewage, and vibration, making them unsuitable for the demanding conditions of sanitation work. In addition, under the cyclical operation mode of repeated loading and unloading, historical calculation errors accumulate, and weighing data from different operating cycles interfere with each other, leading to a continuous decline in the accuracy of single-load estimation and an inability to consistently output accurate and independent weighing results. Summary of the Invention

[0004] This application provides a method, apparatus, equipment, medium, and product for determining the weight of a target vehicle, which can ensure that garbage trucks are weighed in real time, accurately, and independently during operation.

[0005] In a first aspect, embodiments of this application provide a method for determining the weight of a target vehicle, the method comprising: When the target vehicle is parked, the target data of the target vehicle is reset to a preset initial value. The target data includes the current total weight, longitudinal acceleration, and drive motor torque. The target vehicle's operating status data is acquired in a first stage and a second stage. The first stage is when the target vehicle switches from the parked state to the moving state and the longitudinal acceleration of the target vehicle is greater than a preset first acceleration threshold. The second stage is when the target vehicle switches from the moving state to the stationary state and the longitudinal acceleration of the target vehicle is less than a preset second acceleration threshold. The target weight of the target vehicle is calculated based on the operational status data of the first and second stages.

[0006] Secondly, embodiments of this application provide a weight determination device for a target vehicle, the device comprising: The reset module is used to reset the target data of the target vehicle to a preset initial value when the target vehicle is in a parked state. The target data includes the current total weight, longitudinal acceleration and drive motor torque. The first acquisition module is used to acquire the operating status data of the target vehicle in a first stage and a second stage. The first stage is when the target vehicle switches from the parked state to the moving state and the longitudinal acceleration of the target vehicle is greater than a preset first acceleration threshold. The second stage is when the target vehicle switches from the moving state to the stationary state and the longitudinal acceleration of the target vehicle is less than a preset second acceleration threshold. The calculation module is used to calculate the weight of the garbage from the target vehicle based on the operational status data of the first and second stages.

[0007] Thirdly, embodiments of this application provide an electronic device, the device including: a processor and a memory storing computer program instructions; the processor, when executing the computer program instructions, implements the target vehicle weight determination method as described above.

[0008] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer program instructions, which, when executed by a processor, implement the target vehicle weight determination method as described in any of the above claims.

[0009] Fifthly, embodiments of this application provide a computer program product in which instructions, when executed by a processor of an electronic device, cause the electronic device to perform the target vehicle weight determination method as described in any of the above claims.

[0010] The method, apparatus, equipment, medium, and product for determining the weight of the target vehicle in this application embodiment can reset the total weight, longitudinal acceleration, and drive motor torque data when the vehicle stops, clearing the calculation residuals from the previous work cycle, avoiding the accumulation of errors from multiple rounds of operation, and providing an independent and accurate calculation benchmark for subsequent weighing. Based on this, it collects operational data during the vehicle's starting acceleration and braking deceleration phases, ensuring reliable sampling data free from historical interference. Finally, it calculates the vehicle's load in real time based on the dual-stage data. Thus, in this application embodiment, there is no need to install dedicated weighing sensors, reducing hardware and maintenance costs, adapting to harsh sanitation working conditions, achieving real-time monitoring of load capacity, effectively avoiding problems such as overloading, garbage overflow, and vehicles leaving before reaching full capacity, and eliminating reliance on end-point weighbridges, providing effective data support for sanitation billing calculations, route planning, and operation supervision. Attached Figure Description

[0011] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 This is a flowchart illustrating a method for determining the weight of a target vehicle according to an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a target vehicle weight determination device provided in another embodiment of this application; Figure 3 This is a schematic diagram of the structure of an electronic device provided in another embodiment of this application. Detailed Implementation

[0013] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0014] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0015] Because garbage collection vehicles frequently stop, load, and unload during operations, their load weight changes in real time. This makes it difficult for drivers or autonomous driving systems to intuitively judge the load volume, easily leading to problems such as garbage overloading, overflow, and vehicles leaving before the cargo compartment is full. Sanitation operations require data on the weight of each load and the amount collected per vehicle for billing, route planning, and operational monitoring. Traditional methods only involve weighing at transfer stations or landfills, which cannot provide real-time weighing during operations.

[0016] While existing technologies can rely on hardware such as strain gauges, hydraulic sensors, and suspension displacement sensors for real-time on-board weighing, this approach is not only costly and complex to install, but also suffers from high failure rates, high maintenance costs, and short lifespans due to the harsh operating environment of garbage trucks. Furthermore, the weighing sensors are susceptible to dust, sewage, and vibration, making them unsuitable for the demanding conditions of sanitation work. In addition, under the cyclical operation mode of repeated loading and unloading, historical calculation errors accumulate, and weighing data from different operating cycles interfere with each other, leading to a continuous decline in the accuracy of single-load estimation and an inability to consistently output accurate and independent weighing results.

[0017] The acquisition, storage, use, and processing of data in this application comply with relevant national laws and regulations. It should be noted that certain software, components, models, and other existing industry solutions may be mentioned in the embodiments of this application. These should be considered exemplary, intended only to illustrate the feasibility of implementing the technical solution of this application, and do not imply that the applicant has already used or necessarily used such solutions.

[0018] To address the problems of the prior art, embodiments of this application provide a method, apparatus, device, medium, and product for determining the weight of a target vehicle. The method for determining the weight of a target vehicle provided in this application embodiment will be described first below.

[0019] Figure 1 A flowchart illustrating a method for determining the weight of a target vehicle according to an embodiment of this application is shown. Figure 1 As shown, a method for determining the weight of a target vehicle may include the following steps S101 to S103: S101. When the target vehicle is parked, reset the target data of the target vehicle to the preset initial value. The target data includes the current total weight, longitudinal acceleration and drive motor torque. S102. Obtain the operating status data of the target vehicle in the first stage and the second stage. The first stage is when the target vehicle switches from a parked state to a moving state and the longitudinal acceleration of the target vehicle is greater than a preset first acceleration threshold. The second stage is when the target vehicle switches from a moving state to a stationary state and the longitudinal acceleration of the target vehicle is less than a preset second acceleration threshold. S103. Calculate the target weight of the target vehicle based on the operating status data of the first and second stages.

[0020] The method for determining the weight of the target vehicle in this embodiment can reset the total weight, longitudinal acceleration, and drive motor torque data when the vehicle stops, clearing the calculation residuals from the previous work cycle and avoiding the accumulation of errors from multiple rounds of operation. This provides an independent and accurate calculation benchmark for subsequent weighing. Based on this, operational data during the vehicle's acceleration and deceleration phases are collected to ensure reliable sampling data free from historical interference. Finally, the vehicle's load is calculated in real time based on the dual-stage data. Thus, in this embodiment, there is no need to install dedicated weighing sensors, reducing hardware and maintenance costs, adapting to harsh sanitation working conditions, enabling real-time monitoring of load, effectively avoiding overloading, garbage overflow, and vehicles leaving before reaching full capacity, and eliminating reliance on end-point weighbridges. This provides effective data support for sanitation billing, route planning, and operational supervision.

[0021] In S101, the aforementioned target vehicle can be a garbage collection vehicle, or an intelligent connected unmanned operation vehicle, or other vehicles with load-bearing capabilities.

[0022] The aforementioned target vehicle being in a parked state can, for example, be determined to be in a parked state when the vehicle speed indicates that the vehicle is stationary and the duration of this stationary state is greater than or equal to a preset time threshold. Alternatively, it can be determined to be in a parked state when the vehicle speed indicates that the vehicle is stationary, the duration of this stationary state is greater than or equal to a preset time threshold, and the vehicle's location information indicates that the vehicle is located within a preset target area.

[0023] The aforementioned target data may include intermediate calculation data such as longitudinal acceleration and drive motor torque collected during the initial estimation process, as well as the current total weight.

[0024] The initial value mentioned above can be, for example, zero. Of course, in the embodiments of this application, the initial value is not limited to this and can be other values, which are not specifically limited here.

[0025] In some embodiments of this application, when the target vehicle is in a parked state, the target data of the target vehicle is reset to a preset initial value. For example, when the target vehicle is in a parked state, the target data of the target vehicle can be cleared to zero.

[0026] In S102, the aforementioned motion state can be a state where the vehicle speed is greater than 0. The aforementioned stationary state can be a state where the vehicle speed is 0.

[0027] The first stage described above can be the stage where the target vehicle switches from a parked state to a moving state, and the longitudinal acceleration of the target vehicle is greater than a preset first acceleration threshold. For example, it can be the stage where the vehicle speed changes from 0 to greater than 0, and the longitudinal acceleration a > the first acceleration threshold (e.g., 0.5 m / s²). 2 This indicates that the process has entered the restart phase after loading, triggering a weight estimation.

[0028] The second stage described above can be the stage where the target vehicle changes from a moving state to a stationary state, and the longitudinal acceleration of the target vehicle is less than a preset second acceleration threshold. For example, it can be the stage where the vehicle speed decreases from the driving speed to 0, and the deceleration a < the second acceleration threshold (e.g., -0.5 m / s²). 2 This corresponds to the braking phase.

[0029] The operating status data of the first and second stages mentioned above may include longitudinal acceleration and drive motor torque at multiple moments.

[0030] In some embodiments of this application, the operating status data of the target vehicle in the first and second stages are obtained. For example, the operating status data of the first and second stages can be collected in real time through the Controller Area Network (CAN) bus of the target vehicle, so that no additional sensors are required.

[0031] In S103, the aforementioned target weight can be the weight of the items loaded in the target vehicle, specifically the difference between the current total weight of the target vehicle and its empty weight.

[0032] In some embodiments of this application, the target weight of the target vehicle is calculated based on the operating status data of the first stage and the second stage. For example, the current total weight of the target vehicle can be calculated based on the operating status data of the first stage and the second stage, and the target weight of the target vehicle can be calculated based on the current total weight and the empty weight of the target vehicle.

[0033] As one implementation of this application, in order to accurately identify whether the vehicle is in a parked state, before step S101 above, the method may further include: Obtain the speed of the target vehicle; When the vehicle speed indicates that the target vehicle is stationary and the duration of the stationary state is greater than or equal to a preset duration threshold, the location information of the target vehicle is obtained. If the location information indicates that the target vehicle is within the preset target area, the target vehicle is determined to be in a parked state.

[0034] In some embodiments of this application, the speed of the target vehicle is obtained, for example, by means of the target vehicle's CAN bus, in real time.

[0035] In some embodiments of this application, vehicle speed represents that the target vehicle is stationary and the duration of the stationary state is greater than or equal to a preset duration threshold. For example, the vehicle speed can be 0 and the duration of the stationary state can be ≥2s. It should be noted that in the embodiments of this application, the preset duration threshold is not limited to the above-mentioned 2s, and can also be set according to actual application needs. No specific limitation is made here.

[0036] The aforementioned location information can be used to indicate whether the target vehicle is located within a preset target area. The target area, for example, can be the electronic fence range of a "collection point" and a "unloading station".

[0037] In this embodiment, the vehicle is initially determined to be stationary by its speed and duration of continuous stillness. Only after verifying that the vehicle is in the target area designated by the collection point and unloading station, combined with the positioning information, is the vehicle confirmed to be parked and the data reset is performed. This can distinguish between temporary stationary scenarios such as waiting at red lights and road congestion, effectively prevent false zeroing, and ensure that the benchmark reset is completed only at the loading and unloading operation nodes, making the weighing calculation benchmark stable and reliable.

[0038] In some embodiments, determining that the target vehicle is in a parked state when the positioning information indicates that the target vehicle is located within a preset target area may include: When the positioning information indicates that the target vehicle is within the preset target area, the brake pressure change rate and the working status of the parking mechanism in the target vehicle are obtained. The working status is used to characterize whether the parking mechanism is applying or releasing the brake. If the rate of change of braking pressure is less than the preset rate of change threshold, and the working status indicates that the parking mechanism is applying braking, the target vehicle is determined to be in a parked state.

[0039] The above-mentioned working status of the parking mechanism can be used to characterize whether the parking mechanism is applying or releasing the brake.

[0040] In some embodiments of this application, the target vehicle is determined to be in a parked state when the rate of change of braking pressure is less than a preset rate of change threshold and the operating state indicates that the parking mechanism is applying braking. For example, this can be achieved by directly determining that the target vehicle is in a parked state when the operating state indicates that the parking mechanism is applying braking (i.e., the vehicle's electronic parking brake is engaged) and the rate of change of braking pressure is less than the preset rate of change threshold (i.e., the braking pressure is stable). Alternatively, when the rate of change of braking pressure is less than the preset rate of change threshold and the operating state indicates that the parking mechanism is applying braking, the action signals of the loading and / or unloading mechanisms in the target vehicle are acquired. These action signals indicate whether the loading and / or unloading mechanisms are operating. When the action signals indicate that the loading and / or unloading mechanisms are operating, the target vehicle is determined to be in a parked state.

[0041] The aforementioned rate of change threshold is not limited to a fixed value and can be set according to actual application needs; no specific limitation is made here.

[0042] In this embodiment, the parking status is further verified by combining the positioning area determination results with the dual conditions of stable braking pressure and parking mechanism locking status, which accurately distinguishes between temporary parking and unloading operation parking, further eliminating false resets and ensuring that the calculation data is only reset after unloading and parking are completed, making the weighing benchmark more accurate.

[0043] In some embodiments, determining that the target vehicle is in a parked state when the rate of change of braking pressure is less than a preset rate of change threshold and the working state indicates that the parking mechanism is applying braking may include: When the rate of change of braking pressure is less than the preset rate of change threshold and the working status indicates that the parking mechanism is applying braking, the action signal of the loading mechanism and / or unloading mechanism in the target vehicle is acquired. The action signal is used to indicate whether the loading mechanism and / or unloading mechanism are in action. When the action signal indicates that the loading and / or unloading mechanisms are in operation, it is determined that the target vehicle is in a stopped state.

[0044] The aforementioned action signals can be used to indicate whether the loading mechanism and / or unloading mechanism are in operation.

[0045] In this embodiment, based on stable braking pressure and parking lock, the stopping status is determined by combining the action signals of the loading and unloading mechanisms. This accurately locks the scene where the vehicle is performing garbage loading and unloading operations, completely filters out non-operational stationary conditions, further avoids data erroneous reset, and ensures that the calculation data is reset only after unloading is completed, making the weighing benchmark more reliable.

[0046] In some embodiments, to prevent accidental zeroing during abnormal docking, the above method may further include: If the action signal indicates that neither the loading mechanism nor the unloading mechanism is in operation, the current total weight is retained.

[0047] In this embodiment, if no action signals are detected from the loading mechanism and the unloading mechanism, it indicates that the target vehicle is only idling for a long time (such as waiting for rescue due to a breakdown). In this case, it needs to be configured to "retain the current total weight and only pause the output" to avoid subsequent starting estimation deviations caused by accidental zeroing and further improve the accuracy of the weighing benchmark.

[0048] In some embodiments, the above-mentioned S101 may specifically include: When the target vehicle is parked, the target data of the target vehicle is reset to the preset initial value, and a reset mark is generated. The reset mark is used to indicate that the target vehicle enters the next work cycle. Specifically, S102 mentioned above may include: In response to the reset flag, acquire the target vehicle's operating status data for the first and second phases of the operation cycle.

[0049] The aforementioned reset marker can be used to indicate that the target vehicle has entered the next work cycle. For example, the reset marker can be a zeroing marker to indicate that the next estimate is a "completely new work cycle", ensuring that the data from different work cycles are completely isolated, and eliminating the cumulative error caused by the retention of historical data after unloading from a mechanism perspective.

[0050] In this embodiment of the application, independent operation cycles are divided by generating a reset mark. Acceleration and braking operation data of the corresponding cycle are collected only after the reset mark is identified, so as to achieve complete isolation of data of different operation cycles. This eliminates the accumulation of errors caused by the residual historical data of the previous cycle from the data level and ensures that the load calculation of a single cycle is not affected by the previous data.

[0051] In some embodiments, the above-described S103 may include: Based on the operational status data from the first and second phases, the current total weight of the target vehicle is calculated. The target weight of the target vehicle is calculated based on the current total weight and the empty weight of the target vehicle. The target weight is the difference between the current total weight and the empty weight.

[0052] In some embodiments, the current total weight of the target vehicle is calculated based on the operating status data of the first and second stages. For example, this can be achieved by calculating the driving force at each moment based on the torque of each drive motor and the rolling radius of the target vehicle's wheels, where the driving force is the ratio of the drive motor torque to the rolling radius of the wheels; calculating the total weight of the target vehicle at each moment based on each longitudinal acceleration, each driving force, and the basic resistance of the target vehicle, where the total weight is the ratio of the difference between the driving force and the basic resistance to the longitudinal acceleration; and fitting the total weights at multiple moments to obtain the current total weight of the target vehicle. Alternatively, this can be achieved by calculating the driving force at each moment based on the torque of each drive motor and the rolling radius of the target vehicle's wheels, where the driving force is the ratio of the drive motor torque to the rolling radius of the wheels; calculating the total weight of the target vehicle at each moment based on each longitudinal acceleration, each driving force, and the basic resistance of the target vehicle, where the total weight is the ratio of the difference between the driving force and the basic resistance to the longitudinal acceleration; and averaging the total weights at multiple moments to obtain the current total weight of the target vehicle.

[0053] The target weight mentioned above can be the difference between the current total weight and the empty vehicle weight.

[0054] In this embodiment, the garbage loading weight is obtained by subtracting the preset empty vehicle weight from the total vehicle weight. The net weight of garbage collected in a single trip can be directly output without additional conversion, which is convenient for the sanitation system to use for billing statistics and workload monitoring.

[0055] In some embodiments, the operating status data of the first and second stages may include longitudinal acceleration and drive motor torque at multiple moments. The calculation of the current total weight of the target vehicle based on the operating status data of the first and second stages may specifically include: Based on the torque of each drive motor and the rolling radius of the target vehicle's wheels, the driving force at each moment is calculated. The driving force is the ratio of the drive motor torque to the rolling radius of the wheels. Based on the longitudinal acceleration, driving force, and basic resistance of the target vehicle, the total weight of the target vehicle at each time point is calculated. The total weight is the ratio of the difference between the driving force and the basic resistance to the longitudinal acceleration. The total weight at multiple time points is fitted to obtain the current total weight of the target vehicle.

[0056] The aforementioned driving force can be the ratio of the drive motor torque to the wheel rolling radius.

[0057] In some embodiments of this application, the driving force at each moment is calculated based on the torque of each drive motor and the wheel rolling radius of the target vehicle. For example, the driving force at each moment can be calculated based on the torque of each drive motor and the wheel rolling radius of the target vehicle according to the following calculation formula: F = T / r, where F represents the driving force, T represents the torque of the drive motor, and r represents the wheel rolling radius, which is a fixed parameter of the vehicle.

[0058] The total weight mentioned above can be the ratio of the difference between the driving force and the basic resistance to the longitudinal acceleration.

[0059] In some embodiments of this application, the total weight of the target vehicle at each time point is calculated based on each longitudinal acceleration, each driving force, and the basic resistance of the target vehicle. For example, the total weight of the target vehicle at each time point can be calculated according to the following formula based on each longitudinal acceleration, each driving force, and the basic resistance of the target vehicle: F – F0 = m × a, where F represents the driving force, F0 represents the basic resistance, m represents the total mass of the target vehicle, and a represents the longitudinal acceleration.

[0060] The aforementioned basic resistance F0, for example, can be preset within a range of 300N to 800N for pure electric garbage trucks. A setting of 500N is recommended for low-speed operation with an empty vehicle. This setting can be calibrated once at the factory and used for the entire vehicle's lifespan. It should be noted that the basic resistance F0 is the sum of rolling resistance and wind resistance when the vehicle is empty and traveling at low speed on a flat road. It is calibrated by factory testing and used as a fixed parameter preset for the system, and is not limited to the example described above.

[0061] In some embodiments of this application, the total weight at multiple times is fitted to obtain the current total weight of the target vehicle. For example, the current total weight of the target vehicle is obtained by fitting the total weight at multiple times using the least squares method.

[0062] In this embodiment, the driving force is calculated from the motor torque and wheel radius at different times. The instantaneous total weight is solved point by point by combining the acceleration and the basic resistance. Then, by fitting multiple sampling points, the calculation fluctuations caused by driving vibration and instantaneous signal noise can be filtered out, thereby improving the accuracy of the total weight calculation of the vehicle. Finally, the net weight calculation result of the garbage is more stable and accurate.

[0063] As another implementation of this application, to avoid vehicle overloading, after S103 above, the method may further include: If the target weight is greater than or equal to the preset load threshold, an alarm signal is generated. The alarm signal is used to prompt the target vehicle to stop collecting and proceed to the unloading point.

[0064] The above load threshold can be set according to the actual application scenario, and is not limited to a certain fixed value. No specific limitation is made here.

[0065] The aforementioned alarm signals can be used to prompt the target vehicle to stop collecting materials and proceed to the unloading point.

[0066] In this embodiment, when the calculated weight of the garbage reaches the load threshold, an alarm signal is automatically generated to promptly remind staff to stop collecting and transport the garbage and proceed to the unloading point, thereby preventing vehicle overloading, eliminating safety hazards caused by overloading, and reducing garbage spillage.

[0067] To facilitate understanding of the method for determining the weight of the target vehicle in the embodiments of this application, the actual application process of this method for determining the weight of the target vehicle is described as follows: I. Real-time vehicle status monitoring and estimation triggering logic The system collects vehicle speed, longitudinal acceleration, and drive motor torque in real time, all from the original vehicle's CAN bus, without the need for additional sensors.

[0068] (1) Activation acceleration trigger conditions The vehicle speed changes from 0 to greater than 0, and the longitudinal acceleration a > the first preset threshold (equivalent to the aforementioned first acceleration threshold, preferably 0.5 m / s²). 2 The system was determined to have restarted after loading, triggering a weight estimation.

[0069] (2) Deceleration and braking assist trigger (optional enhancement) The vehicle speed decreases from the driving speed to 0, and the deceleration a is less than the second preset threshold (equivalent to the second acceleration threshold mentioned above, preferably -0.5 m / s²). 2 It can collect braking phase data for cross-validation, improve accuracy, and filter out normal coasting deceleration.

[0070] (3) Dock clearing conditions If the vehicle speed is 0 and the duration is ≥2s, it is determined that it has arrived at the garbage point / unloading is complete and enters the parking state.

[0071] (4) Non-triggering state If the vehicle speed is greater than 0 and the absolute value of the acceleration is less than or equal to the threshold, it is judged as constant speed / gliding, and estimation is not triggered to avoid invalid calculations and interference.

[0072] II. Weight Estimation Model (1) Core dynamics formula F–F0=m×a F: Vehicle driving force (converted from motor torque) F0: Basic driving resistance (preset calibration value) m: Total vehicle mass (empty vehicle + garbage) a: Longitudinal acceleration (2) Calculation of driving force F F=T / r T: Motor output torque (from CAN) r: Wheel rolling radius (a fixed vehicle parameter) (3) Recommended value of basic resistance F0 Common preset range for pure electric garbage trucks: 300N~800N Low-speed operation with no load: Recommended setting is 500N. It can be calibrated once at the factory according to the vehicle model and used for its entire life. Notation: The basic resistance F0 is the sum of the rolling resistance and wind resistance of the vehicle when it is empty and traveling at low speed on a flat road. It is calibrated by the factory test and is used as a preset fixed parameter of the system.

[0073] III. Data Processing and Computation Strategies One set of valid data points was collected for each of the initial acceleration phase (equivalent to the first stage mentioned above) and the braking deceleration phase (equivalent to the second stage mentioned above). Least squares fitting was applied to multiple sets of sampling points to eliminate instantaneous noise. The current total weight, mtotal, was calculated.

[0074] Waste weight: m_waste = m_total m empty car When the amount of waste reaches the rated load threshold, the system outputs a full load alarm, the vehicle stops collecting waste and proceeds to the unloading point.

[0075] IV. Automatic Reset When a vehicle is determined to be in a stopped state (speed = 0 and lasts for ≥2 seconds), the current weight estimate is immediately reset to 0, the historical calculation cache is cleared, and the estimate is recalculated upon the next start. This completely eliminates the accumulation of errors after unloading, ensuring that the estimate is independent and accurate after each loading operation.

[0076] 4.1 Refinement of Clearing Conditions 1) Determine if the vehicle is parked: vehicle speed = 0, and the speed remains at ≥5s; 2) Vehicle operational status judgment: Parking in the work area (the vehicle is located within the electronic fence range of the "collection point" and "unloading station"). This can avoid accidental zeroing operations of the vehicle in environments such as traffic lights and traffic jams ahead. 3) The vehicle's electronic parking brake is engaged and the braking pressure is stable, confirming the vehicle's clear intention to park; 4) The garbage collection and unloading mechanism generates clear action signals.

[0077] 4.2 Zeroing Action Execution Steps 1) Once the reset conditions are met, start the reset procedure; 2) Data clearing and key data retention; (1) The following basic data shall be permanently retained: vehicle empty weight calibration value, vehicle wheel radius, and preset basic resistance coefficient; (2) Before powering off, retain the following data: vehicle empty weight (when starting, use the same estimation method to measure the value and compare it with the vehicle empty weight calibration value. The error range should not exceed ±3% of the calibration value. If it exceeds, it should be reported to the vehicle management personnel through the interface. The vehicle can only be started after the personnel confirm it.) (3) Data that can only be deleted manually: The weight estimation results for each operation are stored in the historical operation database for use in sanitation operation statistics. When the database is full, it can only be deleted after being exported and confirmed by staff.

[0078] (4) Zeroing data includes intermediate calculation data such as torque and acceleration collected during the start-up estimation process.

[0079] 3) Zeroing status feedback: Send a "zeroing complete" signal to the autonomous driving system and vehicle terminal. The system will automatically enter the "waiting for re-estimation" mode and restart the weight estimation process only when the start-up trigger conditions are met again.

[0080] 4.3 Error Suppression and Anomaly Handling of Zeroing Strategy Single zeroing validity verification: After zeroing is performed, a "zeroing mark" (equivalent to the reset mark mentioned above) is automatically generated, marking the next estimate as a "new operation cycle", ensuring that the data of different operation cycles are completely isolated, and eliminating the cumulative error caused by the retention of historical data after unloading from the mechanism. Abnormal parking prevents accidental zeroing: If the vehicle parking time exceeds the preset limit (e.g., 30 minutes), the system will perform a "secondary verification": If the loading mechanism is detected to be moving or the unloading station is detected, the zeroing will be confirmed again; if it is only a long-term idling stop (e.g., waiting for rescue due to a breakdown), it can be configured to "retain the estimated value and only pause the output" to avoid subsequent starting estimation deviations caused by accidental zeroing. Zeroing and Operation Process Linkage: The zeroing operation is linked to the closed loop of sanitation operations, realizing the linkage of the entire process of "unloading completed → parking → automatic zeroing → new operation cycle start → re-estimation", ensuring that the zeroing timing is fully matched with the "loading-unloading" cycle of garbage trucks, rather than the indiscriminate reset of general vehicles.

[0081] 4.4 Other The vehicle weight estimation process can be further optimized, mainly by verifying the estimated result of a vehicle multiple times through methods such as idling while waiting for the vehicle or making a short stop at a red light, and then obtaining the arithmetic mean.

[0082] V. Data Output and System Application Power control: Automatically adjusts the motor output torque / power according to the load to avoid weak start or overspeed.

[0083] Overload protection: An alarm will sound and power output will be limited when the rated load is exceeded.

[0084] Operational supervision: Record the weight of each load for sanitation measurement, charging, and statistics.

[0085] Autonomous driving decision-making: Optimize hill climbing, acceleration, and braking distance prediction to improve safety.

[0086] In this embodiment, the original vehicle's CAN bus and inertial measurement unit (IMU) data are fully reused, eliminating the need for weighing sensors and reducing hardware costs. Furthermore, calculations are performed only during start-up and braking stabilization phases, avoiding interference from bumps and constant speed, resulting in high accuracy and strong anti-interference capabilities. Moreover, the system resets automatically upon stopping, eliminating accumulated errors and perfectly adapting to the loading-unloading cycle of garbage trucks. It is specifically designed for the frequent start-stop operations of autonomous garbage collection vehicles, offering high adaptability to various working conditions. There is no risk of hardware damage, making it suitable for harsh sanitation operating environments and ensuring extremely high reliability.

[0087] Based on the target vehicle weight determination method provided in the above embodiments, this application also provides specific implementations of the target vehicle weight determination device. Please refer to the following embodiments.

[0088] like Figure 2 As shown, the target vehicle weight determination device 200 provided in this application embodiment may include the following modules: a reset module 201, a first acquisition module 202, and a calculation module 203.

[0089] The reset module 201 is used to reset the target data of the target vehicle to a preset initial value when the target vehicle is in a parked state. The target data includes the current total weight, longitudinal acceleration and drive motor torque. The first acquisition module 202 is used to acquire the operating status data of the target vehicle in the first stage and the second stage. The first stage is when the target vehicle switches from a parked state to a moving state and the longitudinal acceleration of the target vehicle is greater than a preset first acceleration threshold. The second stage is when the target vehicle switches from a moving state to a stationary state and the longitudinal acceleration of the target vehicle is less than a preset second acceleration threshold. The calculation module 203 is used to calculate the weight of the garbage in the target vehicle based on the operating status data of the first and second stages.

[0090] The vehicle weight determination device in this embodiment can reset the total weight, longitudinal acceleration, and drive motor torque data when the vehicle stops, clearing the calculation residuals from the previous work cycle and avoiding error accumulation from multiple rounds of operation. This provides an independent and accurate calculation benchmark for subsequent weighing. Based on this, it collects operational data during the vehicle's acceleration and deceleration phases, ensuring reliable sampling data free from historical interference. Finally, it calculates the vehicle's load in real time based on the dual-stage data. Thus, in this embodiment, there is no need to install dedicated weighing sensors, reducing hardware and maintenance costs, adapting to harsh sanitation working conditions, enabling real-time monitoring of load, effectively avoiding overloading, garbage overflow, and vehicles leaving before reaching full capacity, and eliminating reliance on end-point weighbridges. This provides effective data support for sanitation billing, route planning, and operational supervision.

[0091] As one implementation of this application, in order to accurately identify whether a vehicle is in a parked state, the aforementioned device 200 may further include: The second acquisition module is used to acquire the speed of the target vehicle; The third acquisition module is used to acquire the location information of the target vehicle when the vehicle speed indicates that the target vehicle is stationary and the duration of the stationary state is greater than or equal to a preset duration threshold. The determination module is used to determine whether the target vehicle is in a parked state when the positioning information indicates that the target vehicle is located within a preset target area.

[0092] In some embodiments, the determining module may include: The acquisition unit is used to acquire the brake pressure change rate and the working status of the parking mechanism in the target vehicle when the positioning information indicates that the target vehicle is located within a preset target area. The working status is used to characterize whether the parking mechanism is applying or releasing the brake. The determination unit is used to determine that the target vehicle is in a parked state when the rate of change of braking pressure is less than a preset rate of change threshold and the working state indicates that the parking mechanism is applying braking.

[0093] In some embodiments, the determining unit may include: The acquisition subunit is used to acquire the action signals of the loading mechanism and / or unloading mechanism in the target vehicle when the rate of change of braking pressure is less than a preset rate of change threshold and the working state indicates that the parking mechanism is applying braking. The action signals are used to indicate whether the loading mechanism and / or unloading mechanism are in action. The determination subunit is used to determine that the target vehicle is in a parked state when the action signal indicates that the loading mechanism and / or unloading mechanism are in action.

[0094] In some embodiments, to prevent accidental zeroing during abnormal docking, the aforementioned determining unit may further include: The retention sub-unit is used to retain the current total weight when the action signal indicates that neither the loading mechanism nor the unloading mechanism is in operation.

[0095] In some embodiments, the reset module 201 described above can be used to reset the target data of the target vehicle to a preset initial value when the target vehicle is in a parked state, and generate a reset mark, which is used to indicate that the target vehicle has entered the next work cycle. The first acquisition module 202 mentioned above can be used to acquire the operating status data of the target vehicle in the first and second stages of the operation cycle in response to a reset flag.

[0096] In some embodiments, the computing module 203 described above may include: The first calculation unit is used to calculate the current total weight of the target vehicle based on the operating status data of the first and second stages. The second calculation unit is used to calculate the target weight of the target vehicle based on the current total weight and the empty weight of the target vehicle. The target weight is the difference between the current total weight and the empty weight.

[0097] In some embodiments, the operating state data of the first and second stages mentioned above include longitudinal acceleration and drive motor torque at multiple moments, and the first calculation unit may include: The first calculation subunit is used to calculate the driving force at each moment based on the torque of each drive motor and the rolling radius of the target vehicle's wheels. The driving force is the ratio of the drive motor torque to the rolling radius of the wheels. The second calculation subunit is used to calculate the total weight of the target vehicle at each time step based on each longitudinal acceleration, each driving force, and the basic resistance of the target vehicle. The total weight is the ratio of the difference between the driving force and the basic resistance to the longitudinal acceleration. The fitting subunit is used to fit the total weight at multiple time points to obtain the current total weight of the target vehicle.

[0098] As another implementation of this application, to prevent vehicle overloading, the aforementioned device 200 may further include: The generation module is used to generate an alarm signal when the target weight is greater than or equal to a preset load threshold. The alarm signal is used to prompt the target vehicle to stop collecting and proceed to the unloading point.

[0099] Figure 3 A schematic diagram of the hardware structure of the electronic device provided in an embodiment of this application is shown.

[0100] An electronic device may include a processor 301 and a memory 302 storing computer program instructions.

[0101] Specifically, the processor 301 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0102] Memory 302 may include mass storage for data or instructions. For example, and not limitingly, memory 302 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 302 may include removable or non-removable (or fixed) media. Where appropriate, memory 302 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 302 is non-volatile solid-state memory.

[0103] In a particular embodiment, memory 302 may include read-only memory (ROM), random access memory (RAM), disk storage media device, optical storage media device, flash memory device, electrical, optical, or other physical / tangible memory storage device. Thus, generally, memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to one aspect of this disclosure.

[0104] The processor 301 reads and executes computer program instructions stored in the memory 302 to implement any of the target vehicle weight determination methods in the above embodiments.

[0105] In one example, the electronic device may also include a communication interface 303 and a bus 310. For example, Figure 3 As shown, the processor 301, memory 302, and communication interface 303 are connected through bus 310 and complete communication with each other.

[0106] The communication interface 303 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0107] Bus 310 includes hardware, software, or both, that couples components of an electronic device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 310 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, this application contemplates any suitable bus or interconnect.

[0108] This electronic device can execute the target vehicle weight determination method in the embodiments of this application, thereby achieving a combination Figure 1 and Figure 2 The method and apparatus for determining the weight of the target vehicle are described.

[0109] Furthermore, in conjunction with the target vehicle weight determination method in the above embodiments, this application embodiment can provide a computer-readable storage medium for implementation. This computer-readable storage medium stores computer program instructions; when executed by a processor, these computer program instructions implement any of the target vehicle weight determination methods in the above embodiments.

[0110] This application also provides a computer program product, including a computer program that, when executed by a processor, implements any of the target vehicle weight determination methods described in the above embodiments.

[0111] This application embodiment can also provide a vehicle to implement this. The vehicle includes at least one of the following: the target vehicle weight determination device as described above; the electronic device as described above; the computer-readable storage medium as described above; and the computer program product as described above.

[0112] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0113] The functional blocks shown in the above-described structural diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0114] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0115] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0116] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A method for determining the weight of a target vehicle, characterized in that, include: When the target vehicle is parked, the target data of the target vehicle is reset to a preset initial value. The target data includes the current total weight, longitudinal acceleration, and drive motor torque. The target vehicle's operating status data is acquired in a first stage and a second stage. The first stage is when the target vehicle switches from the parked state to the moving state and the longitudinal acceleration of the target vehicle is greater than a preset first acceleration threshold. The second stage is when the target vehicle switches from the moving state to the stationary state and the longitudinal acceleration of the target vehicle is less than a preset second acceleration threshold. The target weight of the target vehicle is calculated based on the operational status data of the first and second stages.

2. The method for determining the weight of the target vehicle according to claim 1, characterized in that, Before resetting the target data of the target vehicle to a preset initial value when the target vehicle is in a parked state, the method further includes: Obtain the speed of the target vehicle; When the vehicle speed indicates that the target vehicle is in a stationary state and the duration of the stationary state is greater than or equal to a preset duration threshold, the location information of the target vehicle is obtained. When the location information indicates that the target vehicle is located within a preset target area, the target vehicle is determined to be in the parked state.

3. The method for determining the weight of the target vehicle according to claim 2, characterized in that, Determining that the target vehicle is in the parked state when the positioning information indicates that the target vehicle is within a preset target area includes: When the positioning information indicates that the target vehicle is located within a preset target area, the brake pressure change rate and the working status of the parking mechanism in the target vehicle are obtained. The working status is used to characterize whether the parking mechanism is applying or releasing the brake. When the rate of change of braking pressure is less than a preset rate of change threshold, and the working state indicates that the parking mechanism is in the applied braking state, the target vehicle is determined to be in the parked state.

4. The method for determining the weight of the target vehicle according to claim 3, characterized in that, The step of determining that the target vehicle is in the parked state when the rate of change of braking pressure is less than a preset rate of change threshold, and the working state indicates that the parking mechanism is in the applied braking state, includes: When the rate of change of braking pressure is less than a preset rate of change threshold, and the working state indicates that the parking mechanism is under the condition of applying braking, the action signal of the loading mechanism and / or unloading mechanism in the target vehicle is acquired, and the action signal is used to indicate whether the loading mechanism and / or unloading mechanism is in operation; When the action signal indicates that the loading mechanism and / or the unloading mechanism are in operation, it is determined that the target vehicle is in the docked state.

5. The method for determining the weight of the target vehicle according to claim 4, characterized in that, The method further includes: If the action signal indicates that neither the feeding mechanism nor the unloading mechanism is in operation, the current total weight is retained.

6. The method for determining the weight of the target vehicle according to claim 1, characterized in that, The step of resetting the target data of the target vehicle to a preset initial value when the target vehicle is in a parked state includes: When the target vehicle is parked, the target data of the target vehicle is reset to a preset initial value, and a reset mark is generated. The reset mark is used to indicate that the target vehicle has entered the next work cycle. The acquisition of the target vehicle's operational status data in the first and second phases includes: In response to the reset flag, the operating status data of the target vehicle in the first and second phases of the operation cycle are acquired.

7. The method for determining the weight of a target vehicle according to claim 1, characterized in that, The step of calculating the target weight of the target vehicle based on the operational status data of the first and second stages includes: Based on the operational status data of the first and second stages, the current total weight of the target vehicle is calculated. The target weight of the target vehicle is calculated based on the current total weight and the empty weight of the target vehicle. The target weight is the difference between the current total weight and the empty weight.

8. The method for determining the weight of a target vehicle according to claim 7, characterized in that, The operational status data for the first and second stages includes longitudinal acceleration and drive motor torque at multiple time points. The calculation of the current total weight of the target vehicle based on the operational status data for the first and second stages includes: Based on the torque of each drive motor and the rolling radius of the target vehicle's wheels, the driving force at each moment is calculated, where the driving force is the ratio of the drive motor torque to the rolling radius of the wheels. Based on the longitudinal acceleration, the driving force, and the basic resistance of the target vehicle, the total weight of the target vehicle at each time point is calculated. The total weight is the ratio of the difference between the driving force and the basic resistance to the longitudinal acceleration. The total weight at the multiple time points is fitted to obtain the current total weight of the target vehicle.

9. The method for determining the weight of a target vehicle according to claim 1, characterized in that, After calculating the target weight of the target vehicle based on the operational status data of the first and second stages, the method further includes: When the target weight is greater than or equal to a preset load threshold, an alarm signal is generated. The alarm signal is used to prompt the target vehicle to stop collecting and proceed to the unloading point.

10. A device for determining the weight of a target vehicle, characterized in that, The device includes: The reset module is used to reset the target data of the target vehicle to a preset initial value when the target vehicle is in a parked state. The target data includes the current total weight, longitudinal acceleration and drive motor torque. The first acquisition module is used to acquire the operating status data of the target vehicle in a first stage and a second stage. The first stage is when the target vehicle switches from the parked state to the moving state and the longitudinal acceleration of the target vehicle is greater than a preset first acceleration threshold. The second stage is when the target vehicle switches from the moving state to the stationary state and the longitudinal acceleration of the target vehicle is less than a preset second acceleration threshold. The calculation module is used to calculate the weight of the garbage from the target vehicle based on the operational status data of the first and second stages.

11. An electronic device, characterized in that, The device includes: a processor and a memory storing computer program instructions; the processor, when executing the computer program instructions, implements the method for determining the weight of the target vehicle as described in any one of claims 1-9.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions that, when executed by a processor, implement the method for determining the weight of a target vehicle as described in any one of claims 1-9.

13. A computer program product, characterized in that, When the instructions in the computer program product are executed by the processor of the electronic device, the electronic device causes the electronic device to perform the method for determining the weight of the target vehicle as described in any one of claims 1-9.

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