DEVICE AND METHOD FOR PLAUSIBILITY TESTING OF MEASURED VALUES OF A VEHICLE'S AXLE LOAD MEASURING SYSTEM

Description

[0001] The invention relates to a device for plausibility checks of measured values ​​from an axle load measuring system, which can be determined by means of sensors and with which the axle load resting on all axles of a vehicle can be determined as a first total axle load value. The invention also relates to a method for operating this device.

[0002] It is already known that brake force regulators in wheeled vehicles take into account the current axle load of a vehicle being decelerated. To measure an axle load acting on a vehicle axle, it is known from EP 2 554 409 B1 to connect a chassis component to a stabilizer of a vehicle axle via a connecting rod. The connecting rod is connected at both ends to an eccentric, by means of which the connecting rod is rotatably articulated to the stabilizer and the chassis. When the vehicle is loaded, the distance between the chassis component and the axle component decreases, and this change in distance is transformed into a proportional pivoting movement of the eccentric. These pivoting movements can be measured by means of a rotary angle sensor, which generates a measurement signal proportional to the pivoting movement.From this measurement signal, the load-related axle load on the vehicle axle can be calculated with a fairly high degree of accuracy. A disadvantage of such axle load measuring systems is the low tamper resistance of the described mechanical coupling. Furthermore, the rotation angle sensor in such axle load measuring systems is susceptible to wear due to adverse environmental conditions in the area of ​​the vehicle underbody.

[0003] From DE 38 21 569 A1, a device for determining the compression level of a vehicle suspended by air springs and damped by shock absorbers is known. In this device, a linear displacement sensor is integrated directly into a shock absorber of the vehicle to determine the load-induced compression level. This ensures a high degree of tamper resistance and functional reliability of the sensor against adverse environmental influences in the area of ​​the vehicle underbody. However, a disadvantage is that specially designed shock absorbers are required to measure the load-induced compression level.

[0004] A vehicle information system with an integrated event recorder is known from WO 02 / 03346 A1. According to one embodiment, this vehicle information system has a housing with a tamper-proof seal that cannot be removed without damage. The housing can therefore only be opened by authorized personnel using passwords. The vehicle information system has several sensor units located in the area of ​​the springs, axles, and / or chassis of a truck, which can, for example, be implemented using strain gauges. The sensor units are designed to measure differences in distance between the aforementioned vehicle components, which arise due to the forces acting on these components. Thus, this vehicle information system uses conventional, vehicle-integrated sensors that are not reliably protected against unauthorized access.

[0005] US 5,086,656 A discloses an axle load measurement system for a vehicle, wherein the vehicle has at least one axle. The axle load measurement system can determine a first axle load and a second axle load. The first and second axle loads are determined by sensors directly integrated into the axle load measurement system on the respective axles. The final total axle load can then be determined by averaging the first and second axle loads.

[0006] Against this background, the invention is based on the objective of presenting a device and a method by which, when using a conventional vehicle-integrated axle load measuring system, the measurement reliability of a vehicle is improved in order to avoid measurement errors that may arise due to impermissible manipulations and / or wear and tear on the axle load measuring system.

[0007] The solution to the device-related problem is achieved with a device for plausibility checks of measured values ​​from a conventional, vehicle-integrated axle load measuring system of a vehicle, which has the features of claim 1. A device variant is specified in the independent device claim. The method-related problem is solved by means of a method which has the features of independent method claims 6 and 7. Advantageous embodiments are defined in the respective dependent claims.

[0008] Accordingly, the invention initially relates to a device for plausibility checks of measured values ​​from an axle load measuring system, which can be determined by means of sensors and with which the axle load resting on all axles of a vehicle can be determined as a first total axle load value G A1. The vehicle can, for example, be a wheeled vehicle designed as a passenger vehicle or a commercial vehicle.

[0009] To solve the aforementioned problem, this device is provided to have a comparator and a computing unit, to calculate a second total axle load value G A2 using the computing unit, to supply the comparator with the first total axle load value G A1 and the second total axle load value G A2, to perform a comparison between the two total axle load values ​​G A1 and G A2 using the comparator, and to generate an error message and / or activate a signal transmitter if there is a sufficiently large difference ΔG between the first total axle load value G A1 and the second total axle load value G A2 using the comparator.

[0010] The device is designed to compare two total axle load values, GA1 and GA2. The first total axle load value, GA1, can be determined relatively accurately through sensor measurements, while the second total axle load value, GA2, is somewhat less precise. Determining the first total axle load value, GA1, requires, for example, only one pressure sensor per air spring bellows of an air suspension system on the vehicle, thus utilizing only one measurement principle. Calculating the second total axle load value, GA2, requires, for example, the current output torque of a drive motor in the vehicle and the current vehicle acceleration. Therefore, this necessitates the use of at least two measurement principles, resulting in a slightly less precise determination of the second total axle load value, GA2.

[0011] The device is designed in such a way that, in the event of a sufficiently large difference ΔG between the first total axle load value G A1 and the second total axle load value G A2, it can issue an error message, which should give cause to check the measuring system.

[0012] According to the device according to the invention, the current value of the vehicle acceleration a and the current value of the driving force F acting on the vehicle can be supplied to the computing unit, the total vehicle mass m including payload can be calculated from the values ​​of the vehicle acceleration a and the driving force F acting on the vehicle and the formula m = F / a using the computing unit, and the second total axle load value G A2 can be calculated from this value of the total vehicle mass m minus the total mass m FA of all vehicle axles [G A2 = (F / a) - m FA ].

[0013] The force F required to determine the total mass m resting on all vehicle axles using the formula m = F / a can be determined from the torque of the vehicle's drive motor. In modern vehicles, the drive motor's torque M can be easily retrieved in real time from the on-board computer via CAN bus. Therefore, if the length of the effective lever arm r is known, particularly in the form of half the diameter of an output shaft, the force can be calculated according to the equation M = F·r or F = M / r.

[0014] The device according to the invention thus enables, with a certain degree of inaccuracy, the calculation of the second total axle load value G A2 using sensors that are not part of the axle load measuring system. The sensors used for this purpose are an acceleration sensor with which the acceleration a of the vehicle in the longitudinal direction can be measured, and a sensor with which the driving force currently acting on the vehicle can be measured directly or indirectly. Using a second total axle load value G A2 calculated in this way, a first total axle load value G A1 can be checked for plausibility. While the first total axle load value G A1 can be determined with higher accuracy using the axle load measuring system present in the vehicle, it may be inaccurate.Provided that the first total axle load value G A1 and the second total axle load value G A2 agree within specified tolerance values, it can be assumed that the first total axle load value G A1 determined by the vehicle's own axle load measuring system is correct.

[0015] However, if the first total axle load value G A1 determined by the vehicle's own axle load measuring system shows a larger difference to the somewhat less accurately calculated second total axle load value G A2, this could indicate manipulation, an error, a defect, wear or the like in the sensor technology of the vehicle's own axle load measuring system and thus be reliably detected and rectified as soon as possible.

[0016] The precise axle load values ​​for each vehicle axle can provide helpful information for other vehicle safety systems, such as an electronic stability program, for example, to detect changes in the vehicle's center of gravity due to improper loading. The total axle load, or sum of the axle loads, is the sum of the individual axle loads and is typically expressed by the axle load measuring system as mass in kilograms (kg) or as force in newtons (N).

[0017] The invention also relates to a variant of the device just described. This device also serves to check the plausibility of measured values ​​determined by means of sensors from an axle load measuring system, with which the axle load resting on all axles of a vehicle can be determined as a first total axle load value G A1.

[0018] This device is characterized in that it has a comparator and a computing unit, that a first vehicle mass value m 1 can be calculated by adding the first total axle load value G A1 and the value of the total mass m FA of all vehicle axles using the computing unit (m 1 = G A1 + m FA), that a second vehicle mass value m 2 including payload can be calculated by the computing unit from the values ​​of the vehicle acceleration a and the driving force F acting on the vehicle as well as the formula m = F / a, that the first vehicle mass value m 1 and the second vehicle mass value m 2 can be supplied to the comparator, that a comparison between the two vehicle mass values ​​m 1 , m 2 can be carried out using the comparator, and that if there is a sufficiently large difference ΔG between the first vehicle mass value m 1 and the second vehicle mass value m 2, an error message can be generated and / or a signal transmitter can be activated using the comparator.

[0019] Accordingly, this device variant is designed and intended to determine the vehicle mass m1, m2 including payload mass twice and in different ways, and then to compare these values. If there is too great a discrepancy between these values, the device can issue an error message recommending a check of the axle load measuring system's sensors.

[0020] According to a first further development of the described devices, it is provided that the device has an optical, acoustic and / or haptic signal generator for outputting an error message.

[0021] It is further preferably provided that the device includes a wirelessly operating transmitter and receiver unit by means of which the error message can be sent to a wirelessly operating stationary transmitter and receiver unit, which is connected to an external vehicle computer. The error message can be processed in this external vehicle computer and, for example, displayed on a screen.

[0022] Furthermore, it is considered advantageous if the comparator is connected to an event memory in which such error messages can be stored and from which they can be retrieved.

[0023] To solve the process-related problem, a method for plausibility checks of measured values ​​from an axle load measuring system, determined by means of sensors, is claimed, with which the axle load resting on all axles of a vehicle can be determined as a first total axle load value G A1. This method comprises the following steps: a) Determine a first total axle load value G A1, which indicates the measured value of the mass resting on all vehicle axles, b) Calculate the total vehicle mass m including payload using the formula m = F / a, where the value a represents the current vehicle acceleration and the value F represents the current driving force acting on the vehicle, c) Calculate a second total axle load value G A2 using the formula G A2 = (F / a) - m FA, where the value m FA represents the total mass of all considered vehicle axles, d) Compare the two total axle load values ​​G A1 and G A2, and e) Generate an error message if a sufficiently large difference ΔG is detected between the first total axle load value G A1 and the second total axle load value G A2.

[0024] Accordingly, a first total axle load value, G A1, which can be determined more precisely, is calculated based on measurements from an axle load measuring system. To verify the accuracy of the first total axle load value, G A1, a second total axle load value, G A2, is calculated, which yields a slightly less precise result. To calculate the second total axle load value, G A2, the total vehicle mass, m, is first determined, which also includes the mass of the chassis of all wheel axles. This total vehicle mass, m, is calculated using the formula m = F / a, where the value of the driving force, F, acting on the vehicle is derived from the current value of the torque, M, of the vehicle's drive motor.In modern vehicles, the torque M of the drive motor can be easily retrieved in real time from the on-board computer via the CAN bus. Knowing the length of the effective lever arm r, particularly in the form of half the diameter of the drive motor's output shaft, the force F can be calculated using the equation M = F·r or F = M / r. The vehicle's longitudinal acceleration a is determined by an accelerometer. Acceleration sensor values ​​are also readily available via the CAN bus in modern vehicles.

[0025] After determining the total vehicle mass m using the formula m = F / a, the value for the total mass mFA of all chassis components of the vehicle simply needs to be subtracted from this value. This value, which is constant in itself, is stored in a memory of the axle load measuring system or in the aforementioned comparator and can be retrieved from there. The second total axle load value G A2 can then be determined using the formula G A2 = (F / a) - m FA, where m FA represents the total mass of all chassis components of the vehicle axles.

[0026] Since two values ​​for the vehicle's total axle load are now available, a comparison of the more accurately determined first total axle load value, GA1, with the less accurate second total axle load value, GA2, can be used to check whether the first total axle load value, GA1, is plausible or whether a measurement error or even manipulation of the axle load measuring system is to be assumed. If a sufficiently large difference ΔG is found between the first total axle load value, GA1, and the second total axle load value, GA2, the first total axle load value, GA1, is recognized as implausible, and an error message is generated.

[0027] The error message is displayed, for example, as a visual, audible, and / or haptic signal. This provides the user or driver of the vehicle with clear and unambiguous information about a possible tampering with the vehicle's axle load measuring system and / or an error in the calculation of the second total axle load value in real time. Furthermore, the user is always informed about the vehicle's load status. The haptic signal can be implemented, for example, using a vibration motor or similar device.

[0028] The error message can also be transmitted wirelessly to a computer outside the vehicle. This allows, for example, an external fleet management system, a dispatch office, a fleet control center, or similar entities to be notified in real time of suspected manipulation or other errors.

[0029] Furthermore, the system can be designed to store the error message in the vehicle's event memory, allowing it to be printed out later, for example, in an error log. This results in extensive documentation and diagnostic capabilities.

[0030] The stated process-related task is also solved using a method variant. This method also serves to check the plausibility of measured values ​​determined by sensors from an axle load measuring system, with which the axle load resting on all axles of a vehicle can be determined as a first total axle load value G A1, and which is operated using a device with the characteristics described above.

[0031] This method variant comprises the following process steps: f) Determining a first total axle load value G A1, which indicates the measured value of the mass resting on all vehicle axles, g) Calculating a first vehicle mass value m 1 including payload by adding the first total axle load value G A1 to the value m FA for the total mass of all considered vehicle axles, h) Calculating a second vehicle mass value m 2 including payload using the formula m = F / a, where the value a represents the current vehicle acceleration and the value F represents the current driving force acting on the vehicle, i) Comparing the two vehicle mass values ​​m 1 and m 2, and j) Generating an error message if a sufficiently large difference ΔG is detected between the first vehicle mass value m 1 and the second vehicle mass value m 2.

[0032] According to this procedure, two vehicle mass values ​​m1 and m2, determined using different data sets, are compared. These vehicle mass values ​​m1 and m2 describe the total vehicle mass, i.e., the mass or weight of the complete vehicle 18 plus its current payload. If there is a sufficiently large difference ΔG between the first vehicle mass value m1 and the second vehicle mass value m2, an error message can be issued, prompting a check of the measuring system.

[0033] According to one embodiment, the first total axle load value G A1 or the first vehicle mass value m 1 is assigned a first error interval ΔF 1 of at most ± 5% with regard to its determination accuracy, and the second total axle load value G A2 or the second vehicle mass value m 2 is assigned a second error interval ΔF 2 of at most ± 10%. This ensures that the measurement uncertainties of the vehicle's own axle load measuring system and the calculation are sufficiently dimensioned. Deviating error intervals, in particular narrower error intervals, are also possible.

[0034] Furthermore, it can be provided that during a plausibility check of the first total axle load value G A1, an error message is issued if the first total axle load value G A1 or the first vehicle mass value m 1 lies outside the second error interval ΔF 2. This provides a plausibility check of the axle loads measured by the vehicle's own axle load measuring system, so that any manipulations, wear, or other errors can be detected.

[0035] Another refinement of the procedure stipulates that, during a plausibility check of the second total axle load value G A2 or the second vehicle mass value m 2, an error message is issued if the second total axle load value G A2 or the second vehicle mass value m 2 lies outside a third, even larger error interval ΔF 3, with, for example, ΔF 3 = ΔF 1 ± 10%. This makes it possible to verify the axle load values ​​obtained using the somewhat less precise calculation method with the more precise vehicle-integrated axle load measurement system, for example, for on-board diagnostics.

[0036] Finally, it can be provided in this context that the third error interval ΔF 3 is calculated from the first error interval ΔF 1 plus the percentage value of the second error interval ΔF 2. This provides a third error interval that is appropriate for the different measurement inaccuracies of the measurement methods.

[0037] To better understand the invention, a drawing is included with the description. The drawing shows Fig. 1 a simplified block diagram of a device with the features of the invention, and Fig. 2 a graphical representation of error intervals for determining the plausibility of a measured total axle load value.

[0038] The in Fig. 1 The illustrated device 10 for plausibility checks of measured values ​​from a known vehicle-integrated axle load measuring system 16 of a vehicle 18 can, for example, be integrated into a brake control unit of a motor vehicle. The components mentioned below can be integrated into the brake control unit as circuits and / or as software modules.

[0039] The device 10 initially comprises a comparator 24 and a computing unit 26. The vehicle 18 can be, for example, a passenger car, a truck, a tractor unit, a semi-trailer, and / or a trailer. The term "vehicle" also includes a tractor unit with a semi-trailer and a truck with at least one trailer.

[0040] Using the aforementioned vehicle-integrated and conventionally designed axle load measuring system 16, a first total axle load value G A1 can be determined by measurements with the aid of associated sensors 20. This first total axle load value G A1 is calculated depending on the number of axles of the vehicle and is therefore additively composed of the sum of the axle load measurements of the individual axles. This first total axle load value G A1 determined by the axle load measuring system 16 can, for example, be output and / or temporarily stored as mass in kilograms (kg) and / or as force in newtons (N).

[0041] For a vehicle 18 with electronically controlled air suspension, the total axle load can be determined, for example, by measuring the air pressures in the individual air springs. Using these air pressure values, the load or force acting on each air spring can be calculated in a known manner. Alternatively, the total axle load can be determined by measuring the load-dependent differences in the suspension travel of the vehicle chassis relative to the vehicle axles using displacement or rotation sensors. For this purpose, a linkage is used, for example, to mechanically couple the respective vehicle axle to the vehicle chassis, and such a sensor is mounted on this linkage. When the vehicle is loaded, the vehicle chassis moves in the direction of the vehicle axle, thereby deflecting the linkage.This deflection can be measured using the aforementioned displacement sensor or rotation angle sensor and converted into a force or axle load. In this way, the conventionally designed axle load measuring system 16 determines the respective axle loads on each vehicle axle and, as the sum of these axle loads, the first total axle load value G A1.

[0042] A second total axle load value, G A2, can be determined using the processing unit 26. For this purpose, the processing unit 26 first calculates the total mass m of the vehicle 18 using the formula F = m·a or m = F / a. The current acceleration a of the vehicle, along with a multitude of other vehicle dynamics data such as distance traveled, speed, drive torque, gradient, and weather conditions, can be easily retrieved from the on-board computer of modern vehicles via the CAN bus 48. The value of the drive force F acting on the vehicle 18 can be determined by the processing unit 26 from the current value of the torque M of an output shaft of the vehicle 18's drive motor.The current torque M of the drive motor can also be retrieved from the vehicle's on-board computer 18 via CAN bus 48. Knowing the length of the effective lever arm r, particularly half the diameter of the drive motor's output shaft, the force F can be calculated using the formula M = F·r or F = M / r. Thus, the total mass m of the vehicle 18 can be indirectly determined by the processing unit 26 at any time, at least while the vehicle 18 is in motion. The total mass mFA of all vehicle axles is then subtracted from this total mass m of the vehicle 18, thereby calculating a second total axle load value G A2.

[0043] Subsequently, the first total axle load value G A1, determined by measurement, and the second total axle load value G A2, determined indirectly, are compared in comparator 24. During this comparison, the two total axle load values ​​G A1 and G A2 are subtracted, resulting in a difference ΔG that indicates the extent to which these two total axle load values ​​G A1 and G A2 differ from each other. A sufficiently large difference ΔG between the two total axle load values ​​G A1 and G A2 is considered an indication of possible manipulation or a systematic measurement error of comparator 24 and triggers an error message 30.

[0044] The device 10 can initially serve to perform a plausibility check of the first total axle load value G A1 supplied by the vehicle's own, actually sufficiently accurate axle load measuring system 16, based on the second total axle load value G A2. In such a constellation, an error message 30 or an error signal is output by the comparator 24 if the first total axle load value lies outside the second error interval ΔF 2. This is in the Fig. 2 illustrated by the total axle load value G* A1 = 112, marked by an asterisk (*).

[0045] The presence of error message 30 indicates that the vehicle's axle load measuring system 16 has been tampered with, is defective, or similarly affected. Unauthorized tampering can occur, for example, through deformation of a transmission linkage or the installation of a pressure reducer on a pressure sensor of an air spring in the axle load measuring system of an air-sprung vehicle. Furthermore, wear-related defects, environmental influences, or software errors can occur, leading to systematic measurement or evaluation errors.

[0046] Conversely, the device 10 can also be used to verify the calculated second total axle load value G A2 using the first total axle load value G A1 measured by the vehicle's own, usually more accurate, axle load measuring system 16. In such a configuration, an error message 30 is issued if the second total axle load value G A2 lies outside a third error interval ΔF 3. This is in the Fig. 2 This is illustrated by the total axle load value G* A2 = 117, which is marked as erroneous with an asterisk (*). The value of this third error interval ΔF 3 is calculated from the value of the first error interval ΔF 1 plus the value of the second error interval ΔF 2. It amounts to (± 5%) + (± 10%) = ± 15%. For further details regarding the error intervals ΔF 1, ΔF 2, ΔF 3, which are only briefly mentioned here as limit values ​​for the output of an error message 30 by the device 10, please refer to the more detailed description below. Fig. 2 referred.

[0047] The aforementioned error message 30 is preferably displayed to at least one user or driver of the vehicle 18 by means of an optical signal generator 32, such as a signal LED or a warning symbol on a display of the vehicle or an electronic mobile device. Alternatively or additionally, an acoustic signal generator 34, such as a loudspeaker, piezo buzzer, and / or a haptic signal generator 36, such as a vibration motor, an eccentric, a vibrator, or the like, may be provided. The haptic signal generator 36 may be integrated into a driver's seat, the steering wheel, a gear selector lever, or the like, in order to make it as intuitively perceptible as possible for the user to proceed when error message 30 is pending.

[0048] Furthermore, the error message 30 can be transmitted to an external computer 42 via a preferably wireless transmitter and receiver unit 38 and an external transmitter and receiver unit 40. For example, it is possible to send the error message 30 to a central fleet management system, a dispatch office of a freight forwarding company, a fleet management center, or the like. This can also be done via a so-called silent alarm without the knowledge of the vehicle user 18. The wireless transmitter and receiver unit 38 can use a radio standard with the greatest possible range and coverage, such as mobile communications, satellite communications, or the like, to enable the geographically wide transmission of the error message 30.

[0049] In the receive mode of the vehicle-bound transmitter and receiver unit 38, it can receive a control signal sent by the stationary transmitter and receiver unit 40 in order to, for example, make it more difficult or completely prevent the vehicle 18 from continuing to drive if an error message 30 concerning the axle load measuring system 16 is still pending, similar to an immobilizer.

[0050] Furthermore, the device 10 has a tamper-proof event memory 44 in which at least one error message 30 can be permanently stored. The event memory 44 can only be read by authorized persons during a safety inspection, maintenance, police traffic stop, customs inspection, or the like. In addition to vehicle data such as the total axle load value, the event memory 44 can also contain individual axle load values, distance traveled, speed, acceleration, drive power, torque, gradient of the route, elevation profile of the route, weather data including air pressure, traffic data, and the vehicle's position, for example, its GPS position, as well as other information. This data is preferably stored in the event memory 44 at regular time intervals, each with an associated electronic time and date stamp.

[0051] To enable the event memory 44 to be read, it is equipped with a suitable universal interface 46 for a CAN bus 48 and / or a bidirectional wireless interface, such as Bluetooth®, etc. Among other things, all data stored in the event memory 44 can be read by an authorized person using a suitable reading device via this interface 46. The data in the event memory 44 is reliably protected against manipulation and unauthorized access, preferably by encryption and / or a password. Furthermore, the event memory 44 is mechanically protected against accidents and power failures, i.e., it is crash-resistant.

[0052] The comparator 24, the computing unit 26, the event memory 44 and the preferably combined vehicle-bound transmitter and receiver unit 38 of the device 10 can optionally each be designed as hardware and / or software components of the vehicle's own on-board computer 18 (not shown) or the vehicle's own axle load measuring system 16.

[0053] The Fig. 2 Figure 70 illustrates the relative position and size of the three previously mentioned error intervals ΔF1, ΔF2, and ΔF3 using a purely exemplary numerical value of 100. In the context of this example, the term "percentage" refers to either a maximum of ±5% or a maximum of ±15%. The error intervals ΔF1, ΔF2, and ΔF3 can, if necessary, be reduced to a percentage value as low as ±0.1%, which, for a vehicle 10 with a total mass of 40,000 kg, corresponds to a measurement uncertainty of approximately ±40 kg.

[0054] The first error interval ΔF1 of the first total axle load value G A1, determined by sensor measurement, with a maximum percentage of ±5%, extends from an upper limit value E1 = 105 to a lower limit value E2 = 95. The second error interval ΔF2 of the second total axle load value ΔG A2, determined indirectly by calculation, with a maximum percentage of ±10%, extends from an upper limit value E3 = 110 to a lower limit value E4 = 90, including the limit values ​​E1, ..., E4 and the limits of the respective error intervals ΔF1 and ΔF2, respectively. The third error interval ΔF3 results from the first error interval ΔF1 plus the maximum percentage of ±10% of the second error interval ΔF2. Therefore, the upper end value Es of the third error interval ΔF 3 is according to the relationship E 5 = E 1 (105) + 10 % = 115.5.According to the relationship, the lower final value E 6 of the third error interval ΔF 3 is therefore E 6 = E 2 (95) - 10 % = 85.5.

[0055] During an initial plausibility check of the values ​​from the vehicle's own axle load measuring system 16, the device 10 does not issue an error message with the numerical values ​​listed here only as examples, because the first total axle load value G A1, determined by sensor measurements, lies within the first error interval ΔF 1 and the indirectly determined second total axle load value G A2 lies within the second error interval ΔF 2. This is in Fig. 2 This is represented by the first total axle load value G A1 = 103 and the second total axle load value G A2 = 106. Furthermore, the difference ΔG between the first total axle load value G A1 and the second total axle load value G A2 is very small (ΔG = 106 - 103 = 3), which is why it is assumed that the first total axle load value G A1, determined by measurements of the axle load measuring system 16, is correct.

[0056] During a second plausibility check of the values ​​from the vehicle's own axle load measuring system 16, the device 10 outputs an error message 30 with the numerical values ​​used here if the first total axle load value G A1 determined by measurements with the vehicle's own axle load measuring system 16 lies outside the second error interval ΔF 2 of the second total axle load value G A2. This case is in the Fig. 2 illustrated by the total axle load value G* A1 = 112.

[0057] Conversely, a plausibility check of the indirectly determined second total axle load value G A2 is also possible using the first total axle load value G A1 determined by sensor measurements. In this case, the device 10 outputs error message 30 if the second total axle load value G A2 lies outside the third error interval ΔF 3, which is in the Fig. 2 This is illustrated by the second total axle load value G* A2 = 117.

[0058] According to the method comprising the features of the invention, the following process steps are carried out successively with the aid of the device 10: a) Determine a first total axle load value G A1, which indicates the value of the total mass m resting on all vehicle axles, b) Calculate the mass m of the entire vehicle using the formula m = F / a, where the value a represents the current vehicle acceleration and the value F represents the driving force currently acting on the vehicle, c) Calculate a second total axle load value G A2 using the formula G A2 = (F / a) - m FA, where the value m FA represents the total mass of all vehicle axles considered, d) Compare the two total axle load values ​​G A1 and G A2, and e) Generate an error message 30 if a sufficiently large difference ΔG is detected between the first total axle load value G A1 and the second total axle load value G A2.

[0059] The error message 30 is issued according to the procedure based on an evaluation taking into account the three error intervals ΔF 1 , ΔF 2 , ΔF 3 and the total axle load values ​​G A1 , G A2 as already explained above. Reference symbol list (part of the description)

[0060] 10 Device 16 Vehicle axle load measuring system 18 Vehicle 20 Axle load measuring system sensors 24 Comparator 26 Processing unit 30 Error message 32 Optical signal generator 34 Acoustic signal generator 36 Haptic signal generator 38 Transceiver unit on vehicle 40 Stationary transceiver unit 42 Vehicle external computer 44 Event memory 46 Interface, CAN bus 48 CAN bus 70 Graphical representation a Vehicle acceleration E 1 ,...,E 6 Final values ​​of the error intervals FForce, drive force ΔF 1 First error interval ΔF 2 Second error interval ΔF 3 Third error interval G A1 First total axle load value G* A1 Faulty first total axle load value G A2 Second total axle load value G* A2 Faulty second total axle load value ΔGDifference between the total axle load values ​​G A1 , G A2 mTotal vehicle mass including payload m 1 First vehicle mass value m 2 Second vehicle mass value m FA Total mass of all vehicle axles MTorque of an output shaft of a vehicle engine rRadius of an output shaft of a vehicle engine.

Claims

1. Device (10) for the plausibility check of measured values of an axle load measuring system (16), which values can be determined using a sensor system (20), wherein the axle load resting on all axles of a vehicle (18) can be determined as a first total axle load value (GA1) using the axle load measuring system (16), wherein the device (10) has a comparator (24) and a computing unit (26), wherein a second total axle load value (GA2) can be calculated using the computing unit (26), wherein the first total axle load value (GA1) and the second total axle load value (GA2) can be supplied to the comparator (24), wherein a comparison between the two total axle load values (GA1, GA2) can be performed using the comparator (24), and wherein, with a sufficiently large difference (ΔG) between the first total axle load value (GA1) and the second total axle load value (GA2), an error message (30) can be generated and / or a signal generator (32, 34, 36) can be activated using the comparator (24), characterized in that the current value of the vehicle acceleration (a) and the current value of the driving force (F) acting on the vehicle (18) can be supplied to the computing unit (26), in that the total vehicle mass (m) including payload can be calculated using the computing unit (26) from the values of the vehicle acceleration (a) and the driving force (F) acting on the vehicle (18) and the formula m = F / a and in that from this value of the total vehicle mass (m) minus the total mass (mFA) of all vehicle axles the second total axle load value (GA2) can be calculated [GA2 = (F / a)-mFA].

2. Device (10) for the plausibility check of measured values of an axle load measuring system (16), which values can be determined using a sensor system (20), wherein the axle load resting on all axles of a vehicle (18) can be determined as a first total axle load value (GA1) using the axle load measuring system (16), wherein the device (10) has a comparator (24) and a computing unit (26), characterized in that by adding the first total axle load value (GA1) and the value of the total mass (mFA) of all vehicle axles a first vehicle mass value (m1) can be calculated (m1 = GA1 + mFA) using the computing unit (26), in that a second vehicle mass value (m2) including payload can be calculated using the computing unit (26) from the values of the vehicle acceleration (a) and the driving force (F) acting on the vehicle (18) and the formula m = F / a, in that the first vehicle mass value (m1) and the second vehicle mass value (m2) can be supplied to the comparator (24), in that a comparison between the two vehicle mass values (m1, m2) can be performed using the comparator (24), and in that, with a sufficiently large difference (ΔG) between the first vehicle mass value (m1) and the second vehicle mass value (m2), an error message (30) can be generated and / or a signal generator (32, 34, 36) can be activated using the comparator (24).

3. Device according to any of claims 1 or 2, characterized in that the device (10) has an optical, acoustic and / or haptic signal generator (32, 34, 36) for issuing an error message (30).

4. Device according to any of claims 1 to 3, characterized in that the device (10) has a wireless transmitting and receiving unit (38) by means of which the error message (30) can be sent to a wireless stationary transmitting and receiving unit (40) which is connected to a vehicle-external computer (42).

5. Device according to any of claims 1 to 4, characterized in that the comparator (24) is connected to an event memory (44) in which the error message (30) can be stored and from which the error message (30) can be retrieved.

6. Method for the plausibility check of measured values of an axle load measuring system (16), which values can be determined using a sensor system (20), with which measuring system the axle load resting on all axles of a vehicle (18) can be determined as a first total axle load value (GA1), in particular using a device (10) according to at least one of claims 1 to 5, comprising the following method steps: a) determining a first total axle load value (GA1), which indicates the measured value of the mass resting on all vehicle axles, b) calculating the total vehicle mass (m) including payload using the formula m = F / a, where the value (a) represents the current vehicle acceleration and the value (F) represents the current driving force acting on the vehicle (18), c) calculating a second total axle load value (GA2) using the formula GA2 = (F / a) - mFA, where the value mFA represents the total mass of all vehicle axles taken into consideration, d) comparing the two total axle load values (GA1, GA2), and e) generating an error message (30) if a sufficiently large difference (ΔG) between the first total axle load value (GA1) and the second total axle load value (GA2) is determined.

7. Method for the plausibility check of measured values of an axle load measuring system (16), which values can be determined using a sensor system (20), with which measuring system the axle load resting on all axles of a vehicle (18) can be determined as a first total axle load value (GA1), in particular using a device (10) according to at least one of claims 1 to 5, comprising the following method steps: f) determining a first total axle load value (GA1), which indicates the measured value of the mass resting on all vehicle axles, g) calculating a first vehicle mass value (m1) including payload by adding the first total axle load value (GA1) to the value (mFA) for the total mass of all vehicle axles taken into consideration, h) calculating a second vehicle mass value (m2) including payload using the formula m = F / a, where the value (a) represents the current vehicle acceleration and the value (F) represents the current driving force acting on the vehicle (18), i) comparing the two vehicle mass values (m1, m2), and j) generating an error message (30) if a sufficiently large difference (ΔG) between the first vehicle mass value (m1) and the second vehicle mass value (m2) is determined.

8. Method according to claim 6 or 7, characterized in that the first total axle load value (GA1) or the first vehicle mass value (m1) is allocated a first error interval (ΔF1) of at most ± 5% and the second total axle load value (GA2) or the second vehicle mass value (m2) is allocated a second error interval (ΔF2) of at most ± 10%.

9. Method according to claim 8, characterized in that during a plausibility check of the first total axle load value (GA1) or the first vehicle mass value (m1) an error message (30) is issued if the first total axle load value (GA1) or the first vehicle mass value (m1) is outside the second error interval (ΔF2).

10. Method according to any of claims 6 to 9, characterized in that during a plausibility check of the second total axle load value (GA2) or the second vehicle mass value (m2) an error message (30) is issued if the second total axle load value (GA2) or the vehicle mass value (m2) is outside a third error interval (ΔF3).

11. Method according to claim 10, characterized in that the third error interval (ΔF3) is calculated from the value of the first error interval (ΔF1) plus the value of the second error interval (ΔF2).

12. Method according to any of claims 6 to 11, characterized in that the error message (30) is issued as an optical, acoustic and / or haptic signal.

13. Method according to any of claims 6 to 12, characterized in that the error message (30) is wirelessly transmitted to a vehicle-external computer (42).

14. Method according to any of claims 7 to 13, characterized in that the error message (30) is stored in an event memory (44) of the vehicle (18).