Weigh-bridge, method and use

Abstract

The present invention relates to a method for determining an axle load of an axle of a vehicle, and to a weigh-bridge for determining an axle load of an axle of a vehicle. The present invention also relates to a weigh-bridge for determining characteristic data of a vehicle, and to a method for determining characteristic data of a vehicle. The present invention also relates to the use of a weigh-bridge for determining characteristic data of a vehicle.

Description

[0001] Weighbridges, procedures and use

[0002] Description

[0003] Title of the invention

[0004] Method for determining an axle load of an axle of a vehicle, weighbridge for determining an axle load of an axle of a vehicle, weighbridge for determining characteristics of a vehicle, method for determining characteristics of a vehicle and use of a weighbridge for determining characteristics of a vehicle

[0005] field of technology

[0006] The present invention relates to a method for determining an axle load of a vehicle axle, and to a weighbridge for determining an axle load of a vehicle axle. The present invention also relates to a weighbridge for determining vehicle characteristics, and to a method for determining vehicle characteristics. The present invention also relates to the use of a weighbridge for determining vehicle characteristics.

[0007] State of the art

[0008] Short weighbridges—typically 1 m long—for separately measuring the loads of individual axles or axle groups of a vehicle, such as a truck or a motorhome, are well known in the art. Longer bridges are generally used to measure the total weight. However, existing weighbridges are often complicated to use. This is especially true for weighbridges that use additional sensors, such as optical sensors, inductive sensors, or radar sensors, to determine additional vehicle data, particularly for conducting legally binding measurements. Furthermore, there is a general desire to further improve the quality of the measurement results.

[0009] Summary of the invention

[0010] It is therefore an object of the present invention to overcome the described disadvantages of the prior art and in particular to provide means by which characteristic data of a vehicle can be determined with high quality in a simple yet reliable and robust manner.

[0011] The object is achieved by the invention according to a first aspect in that a weighbridge for determining characteristic data of a vehicle, the weighbridge comprising a weighing platform which can be driven over by the vehicle along a direction of travel, and at least two force sensors arranged at a distance from one another along the direction of travel, each for generating a measurement signal depending on the proportion of the weight force of the vehicle acting on the respective force sensor in a time-dependent manner during the driving over the weighing platform, wherein the weighbridge has an evaluation unit and the evaluation unit is configured to determine one or more characteristic data of the vehicle on the basis of an evaluation signal determined on the basis of the measurement signals generated by the at least two force sensors at least during the driving over the weighbridge.

[0012] The invention is therefore based on the surprising finding that by combining the signals from several correspondingly arranged force sensors into a common evaluation signal, a database can be provided in which the dynamic influence of the vehicle weight on the individual force sensors while driving over the weighing platform and thus the time-dependent weight redistribution is included as additional information and which database thus offers an information content that goes beyond that which is available when considering the individual measurement signals in isolation.

[0013] It has been recognized as particularly advantageous that with the proposed weighbridge, the additional information about the vehicle crossing the weighing platform can be obtained solely on the basis of the measurement signals from force sensors that are generally already present for determining axle loads, for example. This means that existing weighbridges can also be easily retrofitted. The additional sensors traditionally required for the additional information can thus be dispensed with or at least reduced in number. This allows the structure of the weighbridge to be made more flexible and simpler. This is particularly advantageous for mobile weighbridges, for example for use in traffic checks. Furthermore, the susceptibility to errors can be reduced due to the reduced complexity of the weighbridge. This makes it possible to determine the vehicle's key data more precisely and thus with better quality.

[0014] By contributing the measurement signals from spaced-apart force sensors to the evaluation signal with the proposed weighbridge, the dynamic influence of the vehicle's weight can be captured very simply yet reliably. Thus, while the vehicle is traveling over the weighing platform, the portions of the vehicle's weight acting on these force sensors change over time, as the vehicle's axles approach, depart from, and move on the weighing platform, thus exerting axle loads on the weighing platform at different positions over time. Advantageously, this time-dependent information contained in the measurement signals, along with the interdependencies between the measurement signals, is inherently included in the evaluation signal and is thus advantageously available for evaluation.For this reason, the evaluation signal is particularly suitable for determining a wide range of different vehicle characteristics.

[0015] It is preferred in this respect that the evaluation signal describes a course of a time-dependent weight redistribution on the weighing platform taking place while the vehicle is driving over the weighing platform or a measure thereof.

[0016] The vehicle can be, for example, a truck, in particular a semi-trailer truck, a motor vehicle, a van, a passenger car, a mobile home, or an agricultural vehicle. However, other vehicles can also be advantageously measured with the proposed weighbridge.

[0017] In one embodiment, the weighbridge is a weighbridge for use in traffic control and / or for use in industrial environments.

[0018] The weighbridge is, for example, a mobile weighbridge (e.g., for use in traffic checks) or a stationary weighbridge (e.g., for use in industrial environments). Advantageously, determining the characteristic data comprises evaluating the evaluation signal, with the characteristic data preferably being obtained as a result of the evaluation. Consequently, by determining the evaluation signal as proposed and then evaluating it, characteristic data of the vehicle can be determined in a simple yet reliable manner. It is advantageous that the evaluation unit is configured accordingly to evaluate the evaluation signal.

[0019] For the purposes of the present application, the sum of the vehicle's axle loads is preferably identical to the total mass of the vehicle. The total mass of the vehicle preferably corresponds to the vehicle's own mass plus the mass of the load. All axles of the vehicle that are completely on the weighing platform, and therefore act on it, exert a weight on the weighing platform equal to the sum of their axle loads. The axles that are completely on the weighing platform (total) act on the weighing platform with a weight whose magnitude corresponds to the sum of the axle loads multiplied by the respective acceleration due to gravity. For a vehicle with an assumed even distribution of the load of the load and its own weight, which is completely on the weighing platform with two of three evenly distributed axles, for example, 2 / 3 of the vehicle's weight acts on the weighing platform.The respective weight force acts on the individual force sensors via the weighing platform. The proportion of the weight force acting on the individual force sensors depends in particular on the position of the vehicle (and thus the position of its axles) on the weighing platform and the positioning of the force sensors. Therefore, the proportion of the weight force acting on the individual force sensors changes depending, for example, on the position of a vehicle on the weighing platform, the load distribution, the axle arrangement and the number of axles that are in contact with the weighing platform (and whose axle load is therefore transferred to the weighing platform as a weight force). If, for example, the position of the vehicle changes, another axle moves onto the weighing platform or an axle moves away from the weighing platform, the proportion of the weight force acting on the individual force sensors also changes.

[0020] Preferably, the weighing platform is operatively connected to the force sensors, in particular, the weighing platform is coupled to the force sensors. This allows the vehicle's weight force acting on the weighing platform to be reliably transmitted to the force sensors and / or dissipated into the ground via the force sensors.

[0021] The force sensors can be or have load cells, for example.

[0022] In one embodiment, the force sensors used are all of the same type.

[0023] A weighing platform in the sense of the present invention is a means which is suitable for a vehicle to drive over and which means is operatively connected to force sensors in such a way that the weight forces of the vehicle acting on the means during the drive over can be coupled into the force sensors and can be diverted into the ground via the force sensors.

[0024] The direction of travel can, for example, be parallel to a side edge of the weighing platform.

[0025] Preferably, the weighing platform has an extension along a first main extension direction, which preferably runs parallel to the direction of travel, of 10 m or more than 10 m, preferably of 18 m or more than 18 m, of 24 m or less than 24 m and / or of 10 m to 24 m, preferably of 18 m to 24 m. Preferably, the weighing platform has an extension along a second main extension direction, which preferably runs perpendicular to the direction of travel, of 3 m or more than 3 m, of 5 m or less than 5 m and / or of 3 m to 5 m, preferably of 3.5 m.

[0026] It is possible for the values ​​of a signal to be implicitly taken into account for each point in time, for example within a closed expression, when determining the evaluation signal. Such a signal is then not necessarily present separately as an independent signal. For example, each of the measurement signals can be present in the form of sampled data values ​​S t] (i = 1, 2, ...) at different points in time t during the crossing. An exemplary evaluation signal A[t] can, for example, be obtained for two measurement signals using a closed expression according to A[t] = (Si[t] + S2[t]) / Si[O] based on the measurement signals. In this respect, a sum signal (Si[t] + S2[t] ) is implicitly included when determining this exemplary evaluation signal, without this sum signal being present separately.

[0027] The measurement signal generated by the individual force sensors can advantageously be an analog signal, a digital signal or a signal in the form of individual values, for example the sampled values ​​of an analog signal.

[0028] The evaluation unit can be implemented, for example, in software, hardware, or a combination of both. Alternatively or additionally, the evaluation unit can comprise a memory, a processor, a receiving device (in particular for receiving the measurement signals from the force sensors), a transmitting device (in particular for transmitting a control signal), or any combination thereof. Alternatively or additionally, the evaluation unit can provide and / or make available and / or comprise everything it comprises, such as, in particular, all the resources necessary for this purpose, for example, in the form of software and / or hardware resources.

[0029] The evaluation unit can advantageously comprise several components that are operatively connected to one another. For example, one component of the evaluation unit can then receive and sample the measurement signals from the force sensors and combine the sampled signal values ​​of at least some of the force sensors or all of the force sensors into a new signal and forward this signal as an evaluation signal to another component of the evaluation unit or otherwise make it available (for example, as signal data stored on a storage medium). The other component can then, for example, evaluate the evaluation signal and determine the characteristic data. The individual components can be distributed in whole or in part, in particular, they can be located at different locations.The individual components can, for example, be operatively connected to one another via a communication channel, such as a data channel, in particular for the exchange of signal data.

[0030] With the proposed evaluation unit, a time-dependent evaluation of the measurement signals can thus be carried out advantageously.

[0031] Alternatively or additionally, it can also be provided that the evaluation unit is designed to determine the evaluation signal based on the measurement signals generated by the at least two force sensors at least while the vehicle is traveling over the weighbridge.

[0032] The person skilled in the art understands that the evaluation unit can advantageously be configured to carry out the options described in the present application, in particular with regard to determining the evaluation signal, evaluating the evaluation signal and determining the characteristic data, individually and in any combination, unless the context indicates otherwise, even if this is not always explicitly mentioned.Alternatively or additionally, it can also be provided that the evaluation unit is set up to analyze the time-dependent course of the position of the center of gravity and (i) to determine the total weight of the vehicle and / or the axle load of at least one axle of the vehicle only if a result of the analysis is that the time-dependent course of the position of the center of gravity is a permissible course and / or (ii) to generate a warning signal if a result of the analysis is that the time-dependent course of the position of the center of gravity is not a permissible course.

[0033] For example, a permissible course is given if the position course occurs within a defined value range. This allows the total weight or axle load to be determined particularly reliably, as it ensures that the initial data, for example, was recorded within permissible parameters.

[0034] Alternatively or additionally, it can also be provided that one or more of the following parameters of the vehicle or a measure thereof is or are determined as characteristic data: (i) a time-dependent profile of a position of the center of gravity of the axles of the vehicle bearing weight on the weighing platform while passing over the weighing platform, (ii) a time-dependent profile of a speed of the vehicle while passing over the weighing platform, (iii) a speed, in particular an average, minimum or maximum, of the vehicle while passing over the weighing platform, (iv) a time-dependent profile of an acceleration of the vehicle while passing over the weighing platform, (v) an acceleration, in particular an average, minimum or maximum, of the vehicle while passing over the weighing platform, (vi) a time-dependent profile of a position of at least one axle of the vehicle while passing over the weighing platform, (vii) the number of axles of the vehicle,(viii) the distances between the axles of the vehicle, (ix) the total weight of the vehicle and / or (x) the axle load of at least one axle, preferably all axles, of the vehicle.

[0035] In advantageous embodiments, a plurality of characteristic data are determined by at least partially determining and / or evaluating different evaluation signals and / or at least partially evaluating the same evaluation signal differently.

[0036] The center of gravity of the vehicle's axles bearing weight on the weighing platform is fundamentally not identical to the center of gravity of the vehicle itself. However, the proposed weighbridge typically cannot determine the center of gravity of the vehicle itself.

[0037] The load on the vehicle's axles while crossing the weighing platform can change over time. Therefore, the position of the center of gravity of the vehicle's axles while crossing the weighing platform can also exhibit "jumps" when an axle approaches or departs from the weighing platform.

[0038] It has surprisingly been found that the proposed weighbridge can determine a time-dependent course of the vehicle's speed while crossing the weighing platform based solely on the measurement signals from the force sensors. This can be determined particularly advantageously based on the time-dependent course of the position of the center of gravity of the vehicle axles bearing weight on the weighing platform while crossing the weighing platform, for example by calculating a time derivative. These speed values ​​can be used particularly advantageously in the context of measuring axle loads to perform a legal-for-trade measurement of the axle loads. The reason for this is that for legal-for-trade measurements of axle loads, certain speed limits must not be exceeded.This is particularly efficient because the measurement signals can also be used simultaneously to determine the axle load and are thus available anyway. Therefore, in one embodiment, the axle loads of the vehicle and / or the total weight of the vehicle are determined based on at least one, preferably several, of the measurement signals, particularly when a time-dependent profile of a vehicle speed while driving over the weighing platform and / or a speed, in particular an average, minimum, or maximum, of the vehicle while driving over the weighing platform is or are determined as characteristic data.

[0039] In one embodiment, the axle load is determined, in particular based on at least one of the measurement signals, at a time at which the respective axle is located above the force sensor or the force sensors whose measurement signal or their measurement signals are used for the axle load determination.

[0040] In one embodiment, the axle load (in particular the at least one axle load and / or the axle loads of all axles of the vehicle) is determined, in particular based on at least one of the measurement signals, at a time when the respective axle begins and / or ends its impact on the weighing platform. For example, the respective axle loads are thus determined when the respective axle moves onto and / or off the weighing platform.

[0041] In one embodiment, the axle distances of the vehicle are determined based on the determined speed of the vehicle and the determined times at which the individual axles begin and / or end to act on the weighing platform.

[0042] In one embodiment, it can be provided that a classification of the vehicle is carried out based on the determined characteristic data(s) (for example, axle loads and / or axle spacing), in particular by comparing the characteristic data with a database. In particular, the evaluation unit can be configured to carry out this classification.

[0043] Alternatively or additionally, it can also be provided that when determining the characteristic data, those signal sections, in particular of the evaluation signal, are disregarded which lie within defined time windows around the times at which an effect of an axle of the vehicle on the weighing platform begins and / or ends.

[0044] This allows the individual characteristic data, particularly those relating to position, speed, and acceleration, to be determined while excluding the periods within the time window during which a vehicle axle is approaching or departing from the weighbridge, as dynamic disturbances often arise and subside during these time windows. This increases the accuracy of the determined characteristic data, as measured values ​​subject to measurement errors are excluded from the determination of the characteristic data. By ignoring measured values ​​within the specified time window, a simple yet effective filtering of the database is advantageously achieved.

[0045] The individual points in time for positioning the time windows can be determined, for example, by evaluating the points in time at which jumps occur in at least one of the measurement signals and / or in the third sum signal discussed below.

[0046] The time windows of defined length can, for example, be arranged symmetrically around the respective points in time.

[0047] Alternatively or additionally, the weighbridge may also be provided with two or more than two, in particular three or more than three, in particular four or more than four, force sensors arranged at least partially spaced apart from one another along the direction of travel, each for generating a measurement signal depending on the proportion of the vehicle's weight force acting on the respective force sensor over time as it travels over the weighing platform. By providing a corresponding number of force sensors, a stable evaluation signal can be generated. In particular, multiple measurement signals can reduce measurement inaccuracies and thus determine the characteristic data more reliably and accurately.

[0048] Alternatively or additionally, it can also be provided that at least one, preferably at least two, of the force sensors are arranged in the front half of the weighing platform with respect to the direction of travel and / or at least one, preferably at least two, of the force sensors are arranged in the rear half of the weighing platform with respect to the direction of travel, wherein preferably the force sensors provided in the front and / or rear half are each arranged at least partially, preferably all, at the same height with respect to the direction of travel.

[0049] By arranging the force sensors appropriately, the weight shift during travel over the weighing platform can be detected particularly reliably using the force sensors. The characteristic data can therefore be determined reliably and accurately.

[0050] The force sensors are advantageously all arranged on the underside of the weighing platform.

[0051] It is advantageous if all force sensors arranged in the front half are arranged at the same height relative to the direction of travel. Alternatively or additionally, all force sensors arranged in the rear half are arranged at the same height relative to the direction of travel.

[0052] Alternatively or additionally, it can also be provided that the weighing platform is mounted on the force sensors and / or that the weighing platform is supported on at least one force sensor in each corner area.

[0053] In one embodiment, the weighing platform is connected to the ground only via the force sensors during use. This reliably prevents force shunts.

[0054] For example, one force sensor can be provided for each corner of the weighing platform. The two force sensors can be arranged in the front corners (relative to the direction of travel) at the same height relative to the direction of travel, and / or the two force sensors can be arranged in the rear corners (relative to the direction of travel) at the same height relative to the direction of travel.

[0055] Alternatively or additionally, it can also be provided that the weighing platform is formed in one piece and / or at least partially plate-shaped.

[0056] A particularly advantageous weighing platform, as it is very easy to implement, is a solid concrete slab or steel plate. The force sensors can advantageously be mounted directly on the steel plate.

[0057] Alternatively or additionally, it can also be provided that at least some of the force sensors are assigned or can be assigned to different groups of force sensors and preferably comprises determining the evaluation signal, processing the measurement signals in groups and further processing partial results from the individual group-wise processing, in particular signals resulting from the individual group-wise processing.

[0058] The partial result of each group can, for example, be a time-dependent signal.

[0059] By processing the measurement signals in groups, it is possible, for example, to combine the data from force sensors that are subjected to a similar or similar load while moving over the weighing platform (for example, if the signal from one force sensor decreases, the signal from the other force sensor also decreases and vice versa) and therefore typically deliver the same measured values. This can reduce interference. By processing the measurement signals in groups, it is possible, for example, to combine the data from force sensors that are subjected to an opposite load while moving over the weighing platform (for example, if the signal from one force sensor decreases, the signal from the other force sensor increases and vice versa). The result can then be a signal that is sensitive to the force influences acting on the force sensors in both groups.

[0060] Alternatively or additionally, it can also be provided that the determination of the evaluation signal comprises (i) including a first summation signal, in particular implicitly and / or explicitly, in the determination of the evaluation signal, wherein the first summation signal is obtained, in particular by the evaluation unit, by summing several summation signals, wherein in the summation formation for each force sensor of a first group of force sensors, the measurement signal of the respective force sensor or an intermediate signal derived or derivable from the measurement signal of the respective force sensor is taken into account as the summation signal, and / or (ii) including a second summation signal, in particular implicitly and / or explicitly, in the determination of the evaluation signal, wherein the second summation signal is obtained, in particular by the evaluation unit, by summing several summation signals,wherein, in the summation for each force sensor of a second group of force sensors, the measurement signal of the respective force sensor or an intermediate signal derived or derivable from the measurement signal of the respective force sensor is taken into account as the summation signal.

[0061] The first sum signal, as well as the second sum signal, is each an example of a partial result of group processing.

[0062] The first and / or second sum signal can also be present within a closed expression, particularly within the context of digital signal processing. In this case, it may not be present separately, but rather, at each point in time considered, the value of the first and / or second sum signal is inherently taken into account in the evaluation signal within the closed expression.

[0063] Advantageously, the sum signal is generated by a corresponding adder circuit with the individual partial signals at its inputs.

[0064] If in this application a new signal is determined starting from one or more output signals, the output signals and the determined signal preferably all have an identical length, unless the respective context indicates otherwise.

[0065] An intermediate signal derived from an output signal is preferably understood to mean a signal that can be obtained or determined from the output signal through operations without adding and / or requiring information from other signals, in particular directly or indirectly related to the measurement signals of the force sensors. For example, a shift (such as adding a constant positive or negative value to the individual signal values), a compression (such as multiplying the individual signal values ​​by a value less than 1), an extension (such as multiplying the individual signal values ​​by a value greater than 1) and / or applying a time derivative of the output signal, as well as any combination thereof, can lead to an intermediate signal derived from the output signal in this sense.

[0066] The explicit inclusion of a signal preferably means that the respective signal is present separately. With the implicit inclusion of a signal, the respective signal is not present separately (but, for example, the individual values ​​are only determined in a closed expression at different times). Alternatively or additionally, it can also be provided that (i) the force sensors in the front half of the weighing platform are all or at least partially assigned to the first group and / or the force sensors in the rear half of the weighing platform are all or at least partially assigned to the second group and / or (ii) the force sensors assigned to the first group are force sensors in the front half of the weighing platform and / or the force sensors assigned to the second group are force sensors in the rear half of the weighing platform.

[0067] In one embodiment, the first sum signal corresponds to the sum of the measurement signals of the force sensors in the front half of the weighing platform and / or the second sum signal corresponds to the sum of the measurement signals of the force sensors in the rear half of the weighing platform.

[0068] Alternatively or additionally, it can also be provided that the evaluation unit is configured to (i) influence the number of axles of the vehicle and / or the times at which the individual vehicle axles begin and / or end on the weighing platform, (ii) determine the axle loads of the axles of the vehicle and / or (iii) the total weight of the vehicle by evaluating at least one of the measurement signals and / or the evaluation signal, in particular by evaluating the number of jumps and / or the height of the jumps in the respective signal.

[0069] This makes it very advantageous to determine the number of axles even from a raw measurement signal from a single force sensor. Furthermore, the time at which a vehicle axle enters and / or exits the weighing platform while crossing the platform can be determined from a raw signal from a single force sensor. This advantageously enables a better temporal correlation of the evaluation signal, or other signals used to obtain the evaluation signal, to the vehicle crossing process.

[0070] In particular, the time windows mentioned above can be positioned based on the correspondingly determined times and thus the corresponding signal sections can be disregarded when determining the characteristics.

[0071] The total weight of the vehicle can be determined particularly advantageously by determining the axle loads of the individual axles of the vehicle and summing the determined axle loads.

[0072] Alternatively or additionally, it can also be provided that the determination of the evaluation signal comprises including a difference signal, in particular implicitly and / or explicitly, in the determination of the evaluation signal, wherein the difference signal is obtained, in particular by the evaluation unit, by forming a difference between the first sum signal, or an intermediate signal derived or derivable therefrom, and the second sum signal, or an intermediate signal derived or derivable therefrom.

[0073] Advantageously, the difference signal is calculated and / or generated, in particular by a corresponding subtractor circuit with the individual partial signals at its inputs.

[0074] Alternatively or additionally, it can also be provided that the determination of the evaluation signal comprises including a third sum signal, in particular implicitly and / or explicitly, in the determination of the evaluation signal, wherein the third sum signal is obtained, in particular by the evaluation unit, by summing the first sum signal, or an intermediate signal derived or derivable therefrom, and the second sum signal, or an intermediate signal derived or derivable therefrom.

[0075] Advantageously, the third sum signal is calculated and / or generated, in particular by a corresponding adder circuit with the individual partial signals at its inputs. Alternatively or additionally, it can also be provided that the determination of the evaluation signal comprises incorporating a quotient signal, in particular implicitly and / or explicitly, into the determination of the evaluation signal, wherein the quotient signal is obtained, in particular by the evaluation unit, by relating the difference signal, or an intermediate signal derived or derivable therefrom, and the third sum signal, or an intermediate signal derived or derivable therefrom, to one another, in particular by dividing one by the other.

[0076] It was recognized that, based on the difference signal and the third sum signal, the location information of the center of gravity of the vehicle's axles acting on the weighing platform can be determined particularly easily and reliably by forming the quotient as proposed, i.e., in particular, by dividing the difference signal by the third sum signal.

[0077] The quotient signal can therefore be referred to as an axis center of gravity position signal and can advantageously be included in the determination of the evaluation signal or used directly as an evaluation signal, for example to determine the time-dependent axis center of gravity positions.

[0078] In one embodiment, the quotient signal is the evaluation signal. Then, based on the quotient signal, a time-dependent profile of the axis center of gravity position can advantageously be determined as characteristic data.

[0079] Alternatively or additionally, it can also be provided that the determination of the evaluation signal comprises including a speed signal, in particular implicitly and / or explicitly, in the determination of the evaluation signal, wherein the speed signal is obtained, in particular by the evaluation unit, by deriving the quotient signal, or an intermediate signal derived or derivable therefrom, with respect to time and / or wherein the speed signal is proportional to and / or shifted relative to such a signal obtainable by deriving the quotient signal.

[0080] In one embodiment, the speed signal is the evaluation signal. Then, based on the speed signal, a speed of the vehicle, preferably an average, minimum, and / or maximum, can advantageously be determined as characteristic data by evaluating the values ​​of the speed signal, in particular by determining an average, a minimum, and / or a maximum.

[0081] Using the speed signal, a time-dependent course of the vehicle's speed while driving over the weighing platform can also be determined directly as characteristic data.

[0082] Alternatively or additionally, it can also be provided that the determination of the evaluation signal includes a correction factor, in particular for standardization and / or for taking into account the length of the travel path on the weighing platform along the direction of travel.

[0083] For example, the correction factor can be the inverse value of the first value of the quotient signal and the quotient signal is corrected by multiplying it by the correction factor.

[0084] In one embodiment, the correction factor takes into account the arrangement of the force sensors relative to each other and / or to the weighing platform, the length of the weighing platform and / or the width of the weighing platform.

[0085] Alternatively or additionally, the evaluation unit can also be configured to generate a control signal indicating whether the specific characteristic data exceeds or falls below a defined threshold. This allows a particularly reliable warning to be issued if, for example, an axle load is too high and / or the vehicle is traveling over the weighing platform at excessive speed. This allows for reliable calibration-capable measurements.

[0086] In one embodiment, the weighbridge has an output unit, such as a display device or an audio output device, for outputting the control signal. Alternatively or additionally, a traffic light can be provided for outputting the control signal.

[0087] The object is achieved by the invention according to a second aspect in that a use of a weighbridge for determining characteristic data of a vehicle traveling over the weighbridge or parts thereof, the weighbridge preferably comprising a weighing platform which can be traveled over by the vehicle along a direction of travel, and at least two force sensors arranged at a distance from one another along the direction of travel, each for generating a measurement signal as a function of the proportion of the weight force of the vehicle acting on the respective force sensor in a time-dependent manner while traveling over the weighing platform, and wherein the weighbridge preferably comprises an evaluation unit, is proposed.

[0088] All advantages and options described with respect to the weighbridge according to the first aspect of the invention also apply equally to the use of a weighbridge according to the second aspect of the invention, unless the context indicates otherwise. Therefore, reference can be made to the previous explanations at this point.

[0089] Preferably, a weighbridge according to the first aspect of the invention is used.

[0090] The object is achieved by the invention according to a third aspect in that a method for determining characteristic data of a vehicle is proposed, the method comprising driving the vehicle over a weighing platform supported on at least two force sensors arranged at a distance from one another along a direction of travel of the vehicle and determining an evaluation signal based on the measurement signals generated at least during the driving over the weighbridge by the at least two force sensors in each case as a function of the proportion of the weight force of the vehicle acting on the respective force sensor in a time-dependent manner during the driving over the weighing platform and determining one or more characteristic data of the vehicle on the basis of the evaluation signal.

[0091] All advantages and options described with respect to the weighbridge according to the first aspect of the invention also apply equally to the method according to the third aspect of the invention, unless the context indicates otherwise. Therefore, reference can be made to the previous explanations at this point.

[0092] In preferred embodiments, the method may be fully or partially computer-implemented.

[0093] In one embodiment, the method comprises: providing a weighbridge, in particular a weighbridge according to the first aspect of the invention.

[0094] In one embodiment, the following parameters of the vehicle or a measure thereof are determined as characteristic data: (i) a time-dependent course of a position of the center of gravity of the axles of the vehicle loaded on the weighing platform while driving over the weighing platform and (ii) the total weight of the vehicle and / or the axle load of at least one axle of the vehicle.

[0095] The object is achieved by the invention according to a fourth aspect in that a method for determining an axle load of at least one specific axle of a vehicle or a measure thereof, the method comprising that the vehicle is located with at least the specific axle on a weighing platform, and that the vehicle is moved down from the weighing platform along a direction of travel, wherein the weighing platform is supported on at least two force sensors arranged spaced apart from one another along the direction of travel of the vehicle, each of which generates a time-dependent measurement signal depending on the portion of the weight force of the vehicle acting on the respective force sensor in a time-dependent manner, wherein within the scope of at least a first evaluation, at least two of the at least two measurement signals are evaluated as analysis signals, and as a result of the first evaluation, at least one item of movement information about the vehicle is obtained,wherein, within the scope of at least one second evaluation, at least one of the at least two measurement signals is evaluated as analysis signals, and as a result of the second evaluation, an axle load of at least the specific axle or a measure thereof is obtained.

[0096] Preferably, the result of the first evaluation is analyzed, and if the result of the first evaluation is determined to be indicative of permissible movement of the vehicle, in particular during at least one monitoring period, the result of the first evaluation is defined as a positive result. Otherwise, if the result of the first evaluation is not a positive result, the second evaluation is not performed, the result of the second evaluation is discarded and / or not used, and / or a warning signal is issued.

[0097] It has been recognized as particularly advantageous that the measurement signals from the force sensors can be used to determine not only axle loads but also movement information. Based on this movement information, the vehicle's movement history can be analyzed. This allows measurements to be discarded, specially marked, or problems to be pointed out where the weighing process is impaired by an impermissible movement (for example, a temporarily excessive or insufficient speed of the vehicle). In particular, this enables legal-for-trade measurements of axle loads, and preferably even legal-for-trade dynamic measurements of axle loads.

[0098] In this way, at least partially identical force sensors can be used to obtain weight and movement information, and invalid weighing processes can be reliably and efficiently detected by combining both pieces of information.

[0099] The additional sensors traditionally required for additional information, such as movement information, can thus be dispensed with or at least reduced in number. This allows the weighbridge structure to be designed more flexibly and simply, and the process to be carried out more efficiently. This is particularly advantageous for mobile weighbridges, such as those used in traffic checks. Furthermore, the reduced complexity of the weighbridge can reduce the susceptibility to errors. This allows the vehicle's axle loads to be determined more accurately and thus with better quality.

[0100] Since the corresponding force sensors are often already present in conventional weighbridges, the method can also be easily applied to existing weighbridges. In particular, it now allows dynamic weighing processes to be performed even with weighbridges that could previously only be used for static measurements.

[0101] What was said in connection with the first aspect of the invention regarding the axle loads and their effect on the weighing platform, as well as what was said regarding the individual force sensors, also applies here accordingly. In preferred embodiments, the method can be fully or partially computer-implemented.

[0102] When the result of the first evaluation is analyzed, in particular the movement information obtained as a result of the first evaluation is analyzed.

[0103] Preferably, a result of the first evaluation is defined as a positive result if the result of the first evaluation is determined to be indicative of a permissible course of the vehicle's movement. A permissible course of the vehicle's movement can be determined, for example, if the movement information at least implicitly describes a movement of the vehicle that occurs within permissible limits with respect to at least one movement parameter of the vehicle.

[0104] For example, a positive result of the first evaluation can be obtained if a speed and / or a speed profile of the vehicle (in particular of a center of gravity of the vehicle, preferably of a center of gravity of the vehicle axles located on the weighing platform over time) is greater than and / or equal to a lower threshold and / or less than and / or equal to an upper threshold. (For example, if an average speed lies within certain limits and / or if the instantaneous speeds within a period of time lie within certain limits.)

[0105] For example, a positive result of the first evaluation may alternatively or additionally be present if an acceleration and / or an acceleration curve of the vehicle (in particular of a center of gravity of the vehicle, preferably of a center of gravity of the vehicle axles located on the weighing platform over time) is greater than and / or equal to a lower threshold value and / or less than and / or equal to an upper threshold value. (For example, if an average acceleration lies within certain limits and / or if the instantaneous accelerations within a period of time lie within certain limits.)

[0106] For example, the respective speed can be an average speed. In this case, for a permissible movement, it may be required that the average speed meets the specified conditions at least temporarily, in particular during the weighing process and / or at least during the monitoring period. For a course, it may be required that the speed and / or acceleration meet the conditions at least temporarily, in particular during the weighing process and / or at least during the monitoring period.

[0107] Alternatively or additionally, it can also be provided that when determining the movement information, those signal sections, in particular the analysis signals, are disregarded which lie within defined time windows around the times at which an effect of an axle (in particular the specific axle) of the vehicle on the weighing platform begins and / or ends.

[0108] As a result, the individual movement information, in particular regarding position, speed, and acceleration, is determined while excluding the periods within the time windows during which an axle (in particular the specific axle) of the vehicle approaches or departs from the weighbridge, since dynamic disturbances often arise and subside within these time windows. This makes it possible to increase the accuracy of the determined movement information because measured values ​​subject to measurement errors are excluded from the determination of the movement information. By ignoring measured values ​​within the aforementioned time window, a simple but nevertheless effective filtering of the database is advantageously carried out. The weighing platform and the force sensors can be part of a weighbridge, in particular a weighbridge according to the fifth aspect of the invention described in detail below.

[0109] In one embodiment, the method comprises: providing a weighbridge, in particular a weighbridge according to the first aspect of the invention and / or according to the fifth aspect of the invention.

[0110] All advantages and options described with regard to the weighbridge according to the first aspect of the invention, including its parts such as the weighing platform and the force sensors, and including the arrangement and number of force sensors as well as the determination and subsequent evaluation of the evaluation signal and the evaluation of the measurement signals of the individual force sensors, can also be provided for the corresponding parts in the method according to the fourth aspect of the invention, individually and in any combination, unless the context indicates otherwise. For example, within the scope of the first and / or second evaluation, an evaluation signal according to the first aspect of the invention can be determined and evaluated on the basis of the respective analysis signals in order to obtain the movement information and / or the axle load or a measure thereof.

[0111] In particular, while the vehicle is moved on the weighing platform along the direction of travel, and in particular when the vehicle is moved down from the weighing platform along the direction of travel, a weight redistribution on the weighing platform is effected and time-dependent measurement signals are generated by the force sensors as a function of the weight redistribution on the weighing platform.

[0112] Preferably, the analysis signals each contain signal sections that are generated by the respective force sensors while passing over the weighbridge.

[0113] For the purposes of this application, an axle of the vehicle is and / or bears a load "on" the weighing platform preferably when a weight force of the axle acts on the weighing platform and, in particular, a portion of the weight force acts on the individual force sensors.

[0114] When this application refers to the evaluation of measurement signals as analysis signals, this evaluation can advantageously be performed directly or indirectly on the measurement signals. For example, the respective measurement signal can be evaluated directly, thereby being evaluated directly. However, the measurement signal can also be preprocessed, and several different measurement signals can be combined with one another (for example, as a sum signal). Thus, when a resulting signal, for which the measurement signal forms the basis as an analysis signal, is evaluated, the respective measurement signal is evaluated indirectly as an analysis signal.

[0115] The warning signal can, for example, be an acoustic warning signal. The warning signal can also be an electrical signal, such as an analog and / or digital signal, which is or can be fed to a device, for example. This device can, in turn, evaluate the warning signal and perform one or more actions depending on the evaluation result.

[0116] Preferably, if the result of the first evaluation is a positive result, the second evaluation is carried out, the result of the second evaluation is used and / or a confirmation signal is output.

[0117] Preferably, the movement information relates to a period of time during which the vehicle is moving. For example, this can be a period during which the specific axle leaves the weighing platform, or preferably a period during which all axles of the vehicle leave the weighing platform. The periods during which an axle leaves the weighing platform are particularly relevant for determining the axle load. Having the movement information for these periods allows for particularly reliable axle load determination.

[0118] Preferably, the result of the first evaluation is defined as a positive result if the result of the first evaluation is determined to be indicative of permissible movement of the vehicle during at least one monitoring period. Preferably, the monitoring period is included in the period to which the movement information relates, or both periods are identical.

[0119] The monitoring period preferably extends at least to a period within which the weighing operations relevant for determining the axle load of the specific axles take place.

[0120] For example, the monitoring period begins before the first specific axis has left the weighing platform. For example, the monitoring period ends after the last specific axis has left the weighing platform.

[0121] Alternatively or additionally, it can also be provided that, within the scope of the second evaluation, signal sections of the analysis signal are evaluated with and without the influence of the weight force of the specific axle on the weighing platform and, in particular, by comparing the signal sections with and without the influence of the weight force of the specific axle on the weighing platform with each other, the axle load of the specific axle or a measure thereof is at least partially obtained.

[0122] Thus, based on the two signal sections, it is possible to reliably determine the effect of the influence of the weight force of the specific axle on the measurement signal used as the analysis signal. If the measurement signal used as the analysis signal represents a value in kilograms or a measure thereof, and a difference is detected in the analysis signal between the situations with and without the influence of the specific axle, the axle load of the specific axle or a measure thereof can be determined, at least in part, based on the difference.

[0123] The signal sections of the analysis signal can be evaluated directly, for example, or indirectly, for example on a corresponding section of a combination signal that was determined on the basis of the analysis signal.

[0124] When this application refers to a signal segment of a measurement signal, this preferably refers to a temporal segment of the respective time-dependent measurement signal. For example, a first signal segment can represent the measurement signal during a first period of time, and a second signal segment can represent the measurement signal during a second period of time.

[0125] Alternatively or additionally, it can also be provided that at least one measurement signal which is evaluated as an analysis signal in the context of the first evaluation is also evaluated as an analysis signal in the context of the second evaluation.

[0126] In one embodiment, the first evaluation and the second evaluation are performed at least partially jointly. For this purpose, for example, a partial evaluation of two or more analysis signals can be performed, and a result of the partial evaluation can be used in both the first evaluation and the second evaluation.

[0127] When this application refers to one and the same (i.e., identical) evaluation or measurement signal being evaluated in two or more than two different evaluations, this preferably means that the measurement signal of an identical force sensor is evaluated in the respective different evaluations, without, however, necessarily requiring identical signal sections of the measurement signal to be used in the different evaluations. For example, exclusively and / or partially identical signal sections of the measurement signal of the force sensor can be used in the different evaluations; however, completely and / or partially different signal sections of the measurement signal of the force sensor can also be used in the different evaluations.

[0128] Alternatively or additionally, it can also be provided that the movement information (i) is speed information, wherein the speed information is preferably a time-dependent profile of a speed of the vehicle and / or a center of gravity of the vehicle or a measure thereof, (ii) is acceleration information, wherein the acceleration information is preferably a time-dependent profile of an acceleration of the vehicle and / or a center of gravity of the vehicle or a measure thereof, and / or (iii) is a time-dependent profile of a position of a center of gravity of the axles of the vehicle which load on the weighing platform during the movement of the vehicle.

[0129] Weighing processes, particularly when they involve dynamic weighing, often require compliance with certain limit values ​​with regard to movement parameters such as speed or acceleration. Especially with calibrated scales, it is fundamentally necessary that the speed or acceleration of the vehicle during the weighing process remains within the limit values ​​defined by a manufacturer during the calibration approval. If the vehicle travels or accelerates too fast, so that the defined limit values ​​are exceeded, there may not be enough time for a valid measurement and / or processing of the measurement signals. By receiving one or more of the aforementioned movement information during the initial evaluation, it is therefore possible to reliably determine whether the weighing process was carried out validly.

[0130] If the speed information is a time-dependent course of a speed of a center of gravity of the vehicle or a measure thereof, then the center of gravity is preferably a center of gravity of the axles of the vehicle and / or the specific axle loaded on the weighing platform during the movement of the vehicle.

[0131] If the acceleration information is a time-dependent course of an acceleration of a center of gravity of the vehicle or a measure thereof, then the center of gravity is preferably a center of gravity of the axles of the vehicle and / or the specific axle loading the weighing platform during the movement of the vehicle.

[0132] Alternatively or additionally, it can also be provided that the movement information refers to a period of time within which the vehicle is at least temporarily moved down from the weighing platform and / or which includes the point in time at which the action of the specific axle on the weighing platform ends.

[0133] This allows the weighing process to be monitored precisely at the time when the specific axle is lowered from the weighing platform and thus no longer transmits any weight force to the weighing platform and the force sensors. This enables particularly reliable and robust axle load results.

[0134] Preferably, the period to which the movement information relates is identical to the monitoring period described above. Alternatively or additionally, it can also be provided that the vehicle is located with all axles on the weighing platform before it is moved off the weighing platform along the direction of travel, and / or the vehicle is moved off the weighing platform from a standstill along the direction of travel, in particular, is moved completely off the weighing platform.

[0135] If the vehicle is initially positioned with all axles on the weighing platform, it can be ensured that the specific axle is lowered from the weighing platform, thus allowing the influence of the specific axle to be determined. Furthermore, if the vehicle is initially positioned with all axles on the weighing platform and is stationary, a (particularly static) measurement of the total weight of the vehicle can also be performed. This will be discussed in more detail shortly.

[0136] Preferably, when the vehicle is stationary, it is loaded with a cargo, for example bulk material.

[0137] Alternatively or additionally, it can also be provided that while the vehicle is on the weighing platform with all axles, the vehicle is at least temporarily at a standstill and, preferably while the vehicle is at a standstill, a first total weight of the vehicle or a measure thereof is determined.

[0138] In this way, the proposed method can be used to determine not only the axle load of the at least one (or more) specific axle(s), but also a first total weight of the vehicle.

[0139] The determination of the first total weight or a measure thereof therefore preferably represents a static measurement of the total weight of the vehicle or a measure thereof.

[0140] The initial total weight of the vehicle, or a measure thereof, is preferably the unladen weight of the vehicle or a measure thereof. Unladen weight refers to the vehicle's own weight without a load. For example, the initial total weight is determined before the vehicle is loaded with a load, particularly while it is stationary on the weighing platform.

[0141] Alternatively or additionally, it can also be provided that in the context of a third evaluation, at least two of the at least two measurement signals are evaluated as analysis signals and the first total weight of the vehicle or a measure thereof is obtained as a result of the third evaluation, wherein preferably the analysis signals evaluated in the context of the third evaluation are at least partially or completely identical to the analysis signals evaluated in the context of the first and / or second evaluation.

[0142] For example, during the third evaluation, the measurement signals of all force sensors or at least several of the force sensors can be evaluated to determine the first total weight.

[0143] If the measurement signals used as analysis signals in the third evaluation are (partially) identical to the measurement signals evaluated in the first and / or second evaluation, the information from the force sensors can be used to obtain different information, which is particularly efficient. Alternatively or additionally, it can also be provided that several, preferably all, axles of the vehicle are specific axles, and the axle load or a measure thereof is determined for each specific axle.

[0144] Preferably, a separate second evaluation is performed for at least some specific axes. In particular, a separate second evaluation is performed for each specific axis.

[0145] Preferably, a joint initial evaluation is performed for at least two, preferably for all, specific axles of the vehicle. This preferably results in a single (in the sense of joint) piece of movement information (e.g., a time-dependent velocity profile, such as a center of gravity of the vehicle or the axles bearing a load on the weighing platform over time).

[0146] Based on this single movement information, it is then analyzed, for example, whether the result of the first evaluation is defined as a positive result, and if the result of the first evaluation is not a positive result, none of the second evaluations are carried out, second evaluations that have not yet been carried out are no longer carried out, the results of the second evaluations that have been carried out are wholly or partially discarded and / or at least partially not used and / or a warning signal is issued.

[0147] Alternatively or additionally, it can also be provided that all axles of the vehicle are specific axles and that the axle load or a measure thereof is determined for each specific axle and that a second total weight of the vehicle or a measure thereof is determined at least partly on the basis of the axle load or measures determined for each specific axle.

[0148] If each axle of the vehicle is a specific axle and there is an axle load for each axle, the second total weight of the vehicle or a measure thereof can be determined, preferably by summing the determined individual axle loads.

[0149] For example, the second total weight can be the total weight of the vehicle when loaded.

[0150] The method thus advantageously enables the first total weight to be determined within the framework of a static weighing and the individual axle loads and the second total weight to be determined within the framework of a dynamic weighing.

[0151] The object is achieved by the invention according to a fifth aspect in that a weighbridge for determining an axle load of at least one specific axle of a vehicle or a measure thereof, the weighbridge comprising a weighing platform which can be driven over by the vehicle along a direction of travel, and at least two force sensors arranged at a distance from one another along the direction of travel, each for generating a time-dependent measurement signal depending on the proportion of the weight force of the vehicle acting on the respective force sensor in a time-dependent manner, wherein the weighing platform is supported on the force sensors, wherein the weighbridge has an evaluation unit and the evaluation unit is configured to evaluate at least two of the at least two measurement signals as analysis signals within the scope of at least a first evaluation, and as a result of the first evaluation at least one item of movement information,such as speed and / or acceleration information, about the vehicle, and to evaluate at least one of the at least two measurement signals as an analysis signal within the scope of at least a second evaluation, and to obtain an axle load of at least the specific axle or a measure thereof as a result of the second evaluation, wherein the evaluation unit is configured to analyze the result of the first evaluation and, if the result of the first evaluation is determined to be indicative of permissible movement of the vehicle, in particular during at least one monitoring period, to define the result of the first evaluation as a positive result, and, if the result of the first evaluation is not a positive result, not to carry out the second evaluation, to discard the result of the second evaluation and / or not to use it and / or to issue a warning signal,wherein the weighbridge preferably has one or more features of the weighbridge according to the first aspect of the invention and / or within the scope of the first and / or second evaluation, it is proposed to determine and evaluate an evaluation signal according to the first aspect of the invention on the basis of the respective analysis signals.

[0152] All advantages and options described with respect to the method according to the fourth aspect of the invention also apply equally to the weighbridge according to the fifth aspect of the invention, unless the context indicates otherwise. Therefore, reference can be made to the previous explanations at this point.

[0153] All advantages and options described with regard to the weighbridge according to the first aspect of the invention, including its parts such as the weighing platform and the force sensors, and including the arrangement and number of force sensors, as well as the determination and subsequent evaluation of the evaluation signal and the evaluation of the measurement signals of the individual force sensors, can also be provided in the weighbridge according to the fifth aspect of the invention, individually and in any combination, unless the context indicates otherwise. For example, within the scope of the first and / or second evaluation, an evaluation signal according to the first aspect of the invention can be determined and evaluated on the basis of the respective analysis signals in order to obtain the movement information and / or the axle load or a measure thereof.

[0154] Short description of the drawings

[0155] Further features and advantages of the invention will become apparent from the following description, in which preferred embodiments of the invention are explained with reference to schematic drawings.

[0156] Showing:

[0157] Fig. 1 is a schematic illustration of a weighbridge according to the first aspect of the

[0158] Invention;

[0159] Figs. 2a-2e are schematic illustrations of the use of the weighbridge from Fig. 1 at different times;

[0160] Fig. 3a curves of measuring signals from force sensors of the weighbridge from Fig. 1;

[0161] Figs. 3b-3f Courses of different partial signals;

[0162] Fig. 4a Traces of measurement signals from force sensors of the weighbridge from Fig. 1 for another scenario;

[0163] Figs. 4b-4f Courses of different partial signals for the further scenario;

[0164] Fig. 5 is a flowchart of a method according to the third aspect of the invention; and Fig. 6 is a flowchart of a method according to the fourth aspect of the invention.

[0165] Description of the embodiments

[0166] Fig. 1 shows a schematic illustration of a weighbridge 1 according to the first aspect of the invention.

[0167] The weighbridge 1 has a weighing platform 3, in particular in the form of a solid plate, which is mounted on four force sensors 5a..d. The four force sensors 5a..d are arranged in the corner areas of the weighing platform 3. In Fig. 1, the force sensors 5a..d arranged on the underside of the weighing platform are indicated by rectangles with dashed contours. The weighing platform 3 can be driven over by a vehicle in a direction of travel X. When the weighing platform 3 is loaded with a vehicle, the force sensors 5a..d generate a measurement signal depending on the proportion of the vehicle's weight force acting on the respective force sensor 5a..d over time as the vehicle drives over the weighing platform 3. The respective measurement signal depends in particular on the number of axes located on the weighing platform 3, their axle load and the position of the axes on the weighing platform 3 relative to the respective force sensor 5a..d.

[0168] For example, the weighing platform 3 can have an extension of 18 m along the direction of travel X and / or an extension of 3 m along the direction Y. The extension of the weighing platform 3 along the direction Z, i.e., the thickness of the weighing platform 3, can be, for example, 5 cm.

[0169] If, in the present case, a vehicle drives over the weighing platform 3, a measurement signal is generated by the individual force sensors 5a..d depending on the proportion of the weight force of the vehicle acting on the respective force sensor 5a..d in a time-dependent manner while driving over the weighing platform 3.

[0170] In the weighbridge 1, the two force sensors 5a and 5b are located at the same height in the two front corners in the front half of the weighing platform 3, and the two force sensors 5c and 5d are located at the same height in the two rear corners in the rear half of the weighing platform 3. "Front," "rear," and "at the same height" are all meant with respect to the direction of travel X.

[0171] The weighbridge 1 also has an evaluation unit 7. The evaluation unit 7 is connected to each of the individual force sensors 5a..d via a cable 9a..d (force sensor 5a is connected to the evaluation unit via cable 9a, force sensor 5b is connected to the evaluation unit via cable 9b, etc.) and receives the measurement signals from these for further processing. The measurement signals are provided by the force sensors, for example, in the form of individual sampled values ​​of an originally analog voltage signal, so that the evaluation unit 7 receives the individual measured values ​​from the individual force sensors 5a..d at a specific frequency (in particular the sampling frequency).

[0172] Figs. 2a to 2e show schematic illustrations of the use of the weighbridge 1 at different times while a vehicle 11 drives over the weighing platform 3.

[0173] The weighing platform 3 is shown from one side in the illustrations in Figs. 2a to 2e, which is why only the force sensors 5b and 5d are visible, while the force sensors 5a and 5c are concealed by the other two force sensors 5b and 5d. The evaluation unit 7 and cable connections 9a..d are not shown in the illustrations in Figs. 2a to 2e.

[0174] The vehicle 11 has, for example, three axles 13a..c. The sum of the axle loads corresponds to the total weight (i.e., empty weight plus weight of the load) of the vehicle 11. The weight of the vehicle 11 is transferred to the ground 15 and / or the weighing platform 3 via the wheels of the axles 13a..c. The weighbridge 1 is arranged within a trough 17 of the ground 15 and, in the figures, is flush with the ground 15 on the left and right. This allows the vehicle 11 to drive onto the weighing platform 3 on the left at ground level (in Figs. 2a to 2e) and to drive off the weighing platform 3 on the right.

[0175] At a first time ti, which is shown in Fig. 2a, the vehicle 11 is located with all axles above the ground 15. Therefore, no axle or axle load acts on the weighing platform 3. This means that the weighing platform 3 is not loaded by the vehicle 11. The vehicle 11 moves continuously along the direction of travel X (i.e., to the right in Figs. 2a to 2e).

[0176] At a second time t2, which is shown in Fig. 2b, the vehicle 11 is located for the first time with the front axle 13a above the weighing platform 3. This means that the weighing platform 3 is loaded by the weight of the vehicle 11 on the axle 13a, i.e. the axle load of the axle 13a.

[0177] At a third time ts, which is shown in Fig. 2c, the vehicle 11 is located for the first time with the middle axle 13b above the weighing platform 3. This means that the weighing platform 3 is loaded by the weight of the vehicle 11 on the front axle 13a and the middle axle 13b.

[0178] At a fourth time t4, which is shown in Fig. 2d, the vehicle 11 is located for the first time with the rear axle 13c above the weighing platform 3. This means that the weighing platform 3 is loaded by the weight of the vehicle 11 on the front axle 13a, the middle axle 13b and the rear axle 13c and thus with the entire weight of the vehicle 11.

[0179] At a fifth time t5, which is shown in Fig. 2e, the weight redistribution on the bridge 3 has progressed so far that the vehicle 11 has moved so far forward in the direction of travel that the vehicle 11 is just located with the front axle 13a above the weighing platform 3. Although the weighing platform 3 is still loaded with the entire weight of the vehicle 11, the proportion of the weight force acting on the individual force sensors 5a..d has changed compared to the fourth time (Fig. 2d).

[0180] At further points in time, which are not illustrated in further figures, at a sixth point in time t6, first the front axis 13a leaves the weighing platform 3, then at a seventh point in time t7, the middle axis 13b leaves the weighing platform 3, and finally at an eighth point in time ts, the rear axis 13c leaves the weighing platform 3.

[0181] Throughout the entire travel over the weighing platform 3, the proportion of the weight of the vehicle 11 acting on the individual force sensors 5a..d continuously changes. Thus, the individual measurement signals of the force sensors 5a..d are also subject to time-dependent changes. The measurement signal changes, for example, when an axle approaches the weighing platform 3 (because the axle loads acting on the weighing platform 3 increase), an axle departs from the weighing platform 3, or the position of the axles on the weighing platform 3 changes (e.g., with a constant number of axles on the weighing platform 3) due to the movement of the vehicle.

[0182] Fig. 3a shows the curves of the four measurement signals S A , S B , S c and S Dof the individual force sensors 5a..d while the vehicle 11 passes over the weighing platform 3. The times ti to ts described above are marked therein. The unit of the ordinate values ​​is, for example, tons (t).

[0183] The evaluation unit 7 is set up to calculate, based on the measurement signals S A to SD of the individual force sensors 5a..d to determine an evaluation signal and, on the basis of this evaluation signal, to determine the average speed of the vehicle 11 crossing over the weighing platform 3 as characteristic data of the vehicle 11. By determining the average speed of the crossing vehicle 11 by the evaluation unit 7, a calibratable measurement of the axle loads of the crossing vehicle 11 can be carried out, since for this purpose the speed at which the vehicle 11 crosses the weighing platform 3 must not exceed certain predefined limit values.

[0184] The individual time-dependent samples of the four measurement signals, based on which the evaluation unit 7 ultimately determines the evaluation signal, can be represented, for example, by SA[t], S B [t], Sc[t] and S D [t] can be designated.

[0185] In order to determine the evaluation signal, the evaluation unit 7 forms a first sum signal (SA[t]+ S B [t]) from the measurement signals SA and S B of the two front force sensors 5a and 5b and a second sum signal (Sc[t] + So[t]) from the measurement signals Sc and SD of the two rear force sensors 5c and 5d. The two force sensors 5a and 5b form a first group of force sensors, and the two force sensors 5c and 5d form a second group of force sensors.

[0186] The evaluation unit 7 then forms a differential signal S to determine the evaluation signal. Ditf between the first and the second sum signal by subtracting the individual values ​​of the second sum signal from the respective values ​​of the first sum signal.

[0187] Fig. 3b shows the curve of the difference signal Soiff. The unit of the ordinate values ​​is, for example, tons (t).

[0188] Subsequently, the evaluation unit 7 forms a signal So according to the quotient of the difference signal S to determine the evaluation signal. D iff and a third sum signal S s , which corresponds to the sum of the four measurement signals SA to SD (Soiff[t] / Ss[t]).

[0189] Fig. 3c shows the course of the third sum signal S s . The unit of the ordinate values ​​is, for example, tons (t).

[0190] Fig. 3d shows the course of the quotient signal S Q . The quotient signal S QThis describes the course of the position of the center of gravity of the axes acting on the weighing platform 3 and is therefore also referred to as the axis center of gravity position signal. The course of signal S clearly shows that the position of the center of gravity jumps each time a new axle enters or leaves the weighing platform 3. This center of gravity is usually not identical to the center of gravity of the vehicle 11.

[0191] Based on the quotient signal SQ thus obtained, a speed signal SG is determined as the desired evaluation signal by the evaluation unit 7 by multiplying the quotient signal S Q derived with respect to time and multiplied by a correction factor F, which, in addition to a normalization, also takes into account the bridge length along the direction of travel X (SG=F d / dt(S )).

[0192] Fig. 3e shows the velocity signal SG. The unit of the ordinate values ​​is meters per second (m / s).

[0193] Based on the speed signal SG as the evaluation signal, the average speed of vehicle 11 during the crossing (i.e., during the period between the second time t2 and the eighth time ts) is determined. For this purpose, the arithmetic mean of the individual values ​​of the speed signal SG is determined.

[0194] While the determination of the speed signal SG was described above using the explicit partial signals, it goes without saying that—especially in the case where all values ​​of the measurement signals are available as discrete-time samples anyway—the calculation of the speed signal SG could also be performed using a closed-form expression. In this case, the partial signals would only be considered implicitly. This is particularly advantageous for digital signal processing. For example, a closed-form expression (with correction factor F) that implicitly includes the partial signals described above could be as follows: g L J dt LS A [t]+S B [t]+S c [t]+S D [t] J'

[0195] At times t2 to ts, at which an axle 13a..c of the vehicle 11 enters or leaves the weighing platform 3, measurement inaccuracies occur due to dynamic disturbances, as can be seen from the curve of the speed signal SG in Fig. 3d. Therefore, the signal values ​​of the speed signal S G in a symmetrical window around these points in time are ignored when calculating the average speed. To determine these points in time, the jumps in one of the measurement signals SA to SD of one of the force sensors 5a..d are evaluated. Alternatively or additionally, the jumps in the third sum signal S s evaluated and assigned to the individual points in time.

[0196] In this case, the mean speed of vehicle 11 is determined to be 1.1 m / s.

[0197] The axle loads of axles 13a..c are optionally determined based on the values ​​of the first sum signal at times t2, ts, and t4. Alternatively or additionally, the axle loads of axles 13a..c can be determined based on the values ​​of the third sum signal at times t2, ts, and t4. At these times t2, t3, and t4, both the first sum signal and the third sum signal jump upward by a value corresponding to the vehicle weight on the respective axle, so that the respective axle load can be determined based on the jump height.

[0198] Alternatively or in addition to determining the average speed, the quotient signal SQ can be evaluated with respect to the center of gravity position in order to determine another or additional characteristic data of the vehicle. In this respect, the quotient signal SQ then represents the evaluation signal.

[0199] Fig. 3f shows the course of the signal obtained by normalization (ie by multiplication with a correction factor corresponding to the inverse of the first value of the quotient signal S Q ) of the quotient signal S Q obtained normalized axis center of gravity position signal SR. Optionally, the range -1..1 can also be mapped to the bridge length, which can be achieved by selecting an appropriate correction factor.

[0200] If the normalized axis center of gravity position signal S P has the value "1", the axis center of gravity is at the front of the weighing platform 3. If the standardized center of gravity signal S P has the value "0", the axis center of gravity is located in the middle of the weighing platform 3. If the standardized center of gravity signal S P has the value "-1", the axis center of gravity is at the rear of the weighing platform 3.

[0201] In a further scenario, vehicle 11 again crosses the weighbridge 1 and thus the weighing platform 3. Deviating from the scenario described with reference to Figs. 2a to 2e and Figs. 3a to 3f, vehicle 11 now makes a stop during the crossing. Vehicle 11 comes to a standstill on the weighing platform 3 at a time tg and continues its journey at a time tw. During the period tg to tw, all axles 13a, 13b, and 13c of vehicle 11 are on the weighing platform 3.

[0202] Fig. 4a shows the curves of the four measurement signals SA, SB, SC, and So of the individual force sensors 5a..d while the vehicle 11 passes over the weighing platform 3 in the further scenario. In addition to the times ti to ts already described above, the times tg and tw are also marked therein. The unit of the ordinate values ​​is, for example, tons (t). The other signals then result as described above and are shown in Figs. 4b to 4f. Fig. 4b shows the curve of the difference signal Soiff for the further scenario. The unit of the ordinate values ​​is, for example, tons (t).

[0203] Fig. 4c shows the course of the third sum signal S s for the further scenario. The unit of the ordinate values ​​is, for example, tons (t).

[0204] Fig. 4d shows the course of the quotient signal SQ for the further scenario.

[0205] Fig. 4e shows the course of the speed signal S G for the further scenario. The unit of the ordinate values ​​is meters per second (m / s).

[0206] Fig. 4f shows the curve of the normalized axis center of gravity position signal S obtained by normalization (ie by multiplication with a correction factor corresponding to the inverse of the first value of the quotient signal SQ) of the quotient signal S P for the further scenario.

[0207] Due to the standstill of the vehicle during the period tg to tw in the further scenario, no weight redistribution occurs on the weighing platform 3 and the measurement signals SA, SB, SC and So of the force sensors 5a-5d each deliver a constant value during the period tg to tw. This can also be seen from the signal curves in Fig. 4a and the further signal curves in Figs. 4b-4f. In particular, the curve of the speed signal SG in Fig. 4e shows that the vehicle 11 is at a standstill during the period tg to tw. For this period (as well as for the periods t4 to t9 and t to t5), the sum signal S shown in Fig. 4c s advantageously determine the total weight of the vehicle 11.

[0208] Fig. 5 shows a flowchart 100 of a method according to the third aspect of the invention. An exemplary method according to the invention has already been explained above with reference to Figures 1 to 3.

[0209] In 101, a weighbridge (e.g., weighbridge 1) is provided. In 103, the weighbridge is driven over by a vehicle (e.g., vehicle 11). In 105, an evaluation signal (e.g., the speed signal S G ). In 107, vehicle characteristics (such as the average speed of vehicle 11 or the position of the axle's center of gravity) are determined based on the evaluation signal.

[0210] With the weighbridge 1 according to the first aspect of the invention and the described method according to the third aspect of the invention, calibratable measurements of axle loads can be performed based solely on the measurement signals from the force sensors. Additional sensors are not necessary.

[0211] Fig. 6 shows a flowchart 200 of a method according to the fourth aspect of the invention.

[0212] In 201, a weighbridge (approximately according to the fifth aspect of the invention) is provided.

[0213] The weighbridge, very similar to the weighbridge 1 described in relation to Fig. 1, has a weighing platform supported by four force sensors, each of which generates a time-dependent measurement signal depending on the proportion of a vehicle's weight force acting on the respective force sensor over time. Two of the four force sensors are located in the front area of ​​the weighing platform, as seen in the direction of travel, and the remaining two force sensors are located in the rear area of ​​the weighing platform, as seen in the direction of travel.

[0214] In 203, a vehicle (such as the three-axle vehicle 11 described in relation to Figs. 2a-2e) passes over the weighbridge along one direction of travel. The vehicle comes to a standstill, at least temporarily, with all axles on the weighing platform. The vehicle then continues its journey, moving down from the weighing platform along the direction of travel until no axles of the vehicle are acting on the weighing platform anymore.

[0215] In 205, the measurement signals from all four force sensors are evaluated as analysis signals as part of an initial evaluation. The individual measurement signals each cover the period beginning at the time the front axle of the vehicle moves onto the weighing platform until the last axle of the vehicle leaves the weighing platform. For example, the waveforms of the individual measurement signals can correspond to the signal waveforms shown in Fig. 4a. In this case, the vehicle would be on the weighing platform with all of its axles during a period tg to tw and would be stationary there.

[0216] As a result of the first evaluation, speed information is obtained in the form of a time-dependent curve of the speed (or a measure thereof) of the center of gravity of the vehicle's axles bearing weight on the weighing platform during the vehicle's movement. For example, the curve may correspond to the curve of the signal SG shown in Fig. 4e. Based on this, for example, an average vehicle speed can be determined.

[0217] While the vehicle is driving over the weighbridge, and in particular while the vehicle is driving down from the weighbridge, the axle loads of the individual axles of the vehicle must be dynamically weighed. To meet regulatory requirements or reliability requirements for the weighing process, for example, the speed of the center of gravity of the axles bearing weight on the weighing platform must be within a defined permissible speed range during the descent. In another embodiment, alternatively or additionally, the average speed must be within a permissible range.

[0218] In 207, it is therefore analyzed whether the speed information from 205 is indicative of a permissible speed of the vehicle and thus of a permissible movement of the vehicle. If this is determined to be the case, the result of the first evaluation is defined as a positive result.

[0219] In 209, if the result of the first evaluation was defined as a positive result in 207, the measurement signals of all four force sensors are evaluated as analysis signals for each axle of the vehicle within the scope of a second evaluation. For this purpose, a sum signal of all four measurement signals is formed, and the signal sections immediately before and immediately after the respective axle leaves the weighing platform are compared. For example, the curve of the sum signal can correspond to the curve of the signal S shown in Fig. 4c. sBy comparing the two signal segments, the weight force (or a measure thereof) of the respective axle and thus the axle load (or a measure thereof) of the respective axle can be determined. The respective signal segments before and after the jumps evident in the composite signal (in Fig. 4c, approximately at times t6, t7, and t8) can each represent such comparison pairs.

[0220] The result of the second evaluation is the axle loads of the vehicle's axles or a measure thereof. All axles of the vehicle are considered specific axles, since an axle load is determined for each axle in a second evaluation. Optionally, the axle loads can also be obtained in a single second evaluation.

[0221] If, however, the result of the first evaluation was not defined as a positive result in 207, the second evaluation in 209 is not carried out. A warning signal can then be issued instead. Optionally, in embodiments, while the vehicle is at a standstill with all axles on the weighing platform, a first total weight of the vehicle or a measure thereof can be determined. For this purpose, the measurement signals of all force sensors can be evaluated as analysis signals within the scope of a third evaluation. For example, a sum signal of all analysis signals can be formed (completely identical to that described above for 209). The first total weight of the vehicle or a measure thereof can then be obtained as a result of the third evaluation by determining the value of the sum signal at a time when the vehicle is at a standstill.

[0222] Optionally, in some embodiments, a second total vehicle weight or a measure thereof can be determined. For this purpose, the determined axle loads of the individual axles of the vehicle are added together.

[0223] For example, in one embodiment, the vehicle can be loaded with a load while it is stationary on the weighing platform. Then, for example, the first total weight of the vehicle or a measure thereof can be determined when the vehicle is unloaded and thus represents an empty weight of the vehicle or a measure thereof. Alternatively, the first total weight can also be determined again when the vehicle is loaded. The second total weight from the sum of the axle loads of the vehicle driving down or a measure thereof then corresponds (since the vehicle is loaded when driving down from the weighing platform) to verify the total weight of the vehicle in the loaded state. At the same time, however, the permissible axle loads are also checked by determining the axle loads of the loaded vehicle.

[0224] The method thus makes it possible to determine a vehicle's axle loads during a dynamic weighing process. By monitoring the vehicle's movement, a particularly reliable, particularly legal-for-trade, measurement can be performed. Furthermore, static measurements of the total weight can be performed and / or the total weight can be determined based on the individual axle loads determined by dynamic weighing.

[0225] With the weighbridge according to the fifth aspect of the invention and the described method according to the fourth aspect of the invention, measurements of the axle loads can be performed—in particular, calibration-capable measurements—based solely on the measurement signals of the force sensors as part of a dynamic weighing process (including a calculation of the total weight of the vehicle based thereon), as well as, alternatively or additionally, the measurement of the total weight of the vehicle (loaded and / or unloaded) as part of a static weighing process. Additional sensors, such as those for detecting vehicle speed, are not necessary.

[0226] The features disclosed in the foregoing description, in the drawings, and in the claims may be essential to the invention in its various embodiments, both individually and in any combination. List of reference symbols

[0227] 1 weighbridge

[0228] 3 Weighing platform

[0229] 5a, 5b, 5c, 5d force sensor

[0230] 7 Evaluation unit

[0231] 9a, 9b, 9c, 9d cables

[0232] 11 vehicles

[0233] 13a, 13b, 13c Vehicle axle

[0234] 15 Underground

[0235] 17 trough

[0236] 100 Flowchart

[0237] 101 Providing a weighbridge with force sensors

[0238] 103 Driving over the weighbridge with a vehicle

[0239] 105 Determining a force-measuring value based on the force sensor signals

[0240] Evaluation signal

[0241] 107 Determining vehicle characteristics

[0242] 200 Flowchart

[0243] 201 Provision of a weighbridge with force sensors

[0244] 203 Driving over the weighbridge with a vehicle

[0245] 205 Determination of speed information as part of an initial evaluation of the measurement signals from the force sensors

[0246] 207 Determine whether the speed information defines a positive result.

[0247] 209 Determination of the individual axle loads within the framework of a second

[0248] Evaluation of the measurement signals from the force sensors

[0249] SA, SB, SC, SD measurement signal

[0250] Süiff differential signal

[0251] SG speed signal

[0252] SR center of gravity signal

[0253] SQ quotient signal

[0254] Ss Sum signal tl, t2, tß, t4, ts, t6, t?, t8Time Direction of travel

[0255] Y, Z direction

Claims

Patent claims Method for determining an axle load of at least one specific axle of a vehicle or a measure thereof, the method comprising that the vehicle is located with at least the specific axle on a weighing platform, and that the vehicle is moved down from the weighing platform along a direction of travel, wherein the weighing platform is supported on at least two force sensors arranged spaced apart from one another along the direction of travel of the vehicle, each of which generates a time-dependent measurement signal depending on the proportion of the weight force of the vehicle acting on the respective force sensor in a time-dependent manner, wherein in the context of at least a first evaluation, at least two of the at least two measurement signals are evaluated as analysis signals, and as a result of the first evaluation, at least one item of movement information about the vehicle is obtained,wherein, within the scope of at least one second evaluation, at least one of the at least two measurement signals is evaluated as an analysis signal, and as a result of the second evaluation, an axle load of at least the specific axle or a measure thereof is obtained. Method according to claim 1, wherein, within the scope of the second evaluation, signal sections of the analysis signal are evaluated with and without the influence of the weight force of the specific axle on the weighing platform, and in particular, by comparing the signal sections with and without the influence of the weight force of the specific axle on the weighing platform with each other, the axle load of the specific axle or a measure thereof is at least partially obtained. Method according to one of the preceding claims, wherein at least one measurement signal that is evaluated as an analysis signal within the scope of the first evaluation is also evaluated as an analysis signal within the scope of the second evaluation. Method according to one of the preceding claims,where the movement information, (i) is a speed information item, wherein the speed information is preferably a time-dependent profile of a speed of the vehicle and / or a center of gravity of the vehicle or a measure thereof, (ii) is acceleration information, wherein the acceleration information is preferably a time-dependent curve of an acceleration of the vehicle and / or a center of gravity of the vehicle or a measure thereof, and / or (iii) a time-dependent curve of the position of a centre of gravity of the axles of the vehicle which are loaded on the weighing platform during the movement of the vehicle. Method according to one of the preceding claims, wherein the movement information relates to a period of time within which the vehicle is at least temporarily moved off the weighing platform and / or which includes the time at which the action of the specific axle on the weighing platform ends. Method according to one of the preceding claims, wherein the vehicle is located with all axles on the weighing platform before it is moved off the weighing platform along the direction of travel, and / or the vehicle is moved off the weighing platform from a standstill along the direction of travel, in particular is moved completely off the weighing platform. Method according to claim 6, wherein while the vehicle is located with all axles on the weighing platform,the vehicle is at least temporarily stationary and preferably during the stationary state, a first total weight of the vehicle or a measure thereof is determined. Method according to claim 7, wherein, within the scope of a third evaluation, at least two of the at least two measurement signals are evaluated as analysis signals and, as a result of the third evaluation, the first total weight of the vehicle or a measure thereof is obtained, wherein, preferably, the analysis signals evaluated within the scope of the third evaluation are at least partially or completely identical to the analysis signals evaluated within the scope of the first and / or second evaluation. Method according to one of the preceding claims, wherein several, preferably all, axles of the vehicle are specific axles and the axle load or a measure thereof is determined for each specific axle. Method according to one of the preceding claims,wherein all axles of the vehicle are specific axles, and the axle load or a measure thereof is determined for each specific axle, and a second total weight of the vehicle or a measure thereof is determined at least partially based on the axle load or measures determined for each specific axle. A weighbridge for determining an axle load of at least one specific axle of a vehicle or a measure thereof, the weighbridge comprising a weighing platform over which the vehicle can drive along a direction of travel, and at least two force sensors arranged spaced apart from one another along the direction of travel, each for generating a time-dependent measurement signal depending on the portion of the vehicle's weight force acting on the respective force sensor in a time-dependent manner, the weighing platform being supported on the force sensors, the weighbridge comprising an evaluation unit, and the evaluation unit being configured toto evaluate at least two of the at least two measurement signals as analysis signals within the scope of at least one first evaluation, and to obtain at least one piece of movement information, such as speed and / or acceleration information, for the vehicle as a result of the first evaluation, and to evaluate at least one of the at least two measurement signals as an analysis signal within the scope of at least one second evaluation, and to obtain an axle load of at least the specific axle or a measure thereof as a result of the second evaluation, wherein the evaluation unit is configured to analyze the result of the first evaluation and, if the result of the first evaluation is determined to be indicative of permissible movement of the vehicle, to define the result of the first evaluation as a positive result, and, if the result of the first evaluation is not a positive result, not to perform the second evaluation, to discard the result of the second evaluation and / or not to use it, and / or to issue a warning signal. Preferably, the weighbridge comprises one or more features of claims 10 to 26 and / or, within the scope of the first and / or second evaluation, to determine and evaluate an evaluation signal according to one of claims 10 to 26 based on the respective analysis signals. A weighbridge for determining characteristic data of a vehicle, the weighbridge comprising a weighing platform that can be driven over by the vehicle along a direction of travel,and at least two force sensors arranged at a distance from one another along the direction of travel, each for generating a measurement signal depending on the proportion of the weight of the vehicle acting on the respective force sensor in a time-dependent manner while driving over the weighing platform, wherein the weighbridge has an evaluation unit and the evaluation unit is configured to determine one or more characteristic data of the vehicle on the basis of an evaluation signal determined on the basis of the measurement signals generated by the at least two force sensors at least while driving over the weighbridge,The following vehicle parameters or a measure thereof are determined as characteristic data: (i) a time-dependent curve of the position of the center of gravity of the vehicle axles bearing weight on the weighing platform while passing over the weighing platform, and (ii) the total weight of the vehicle and / or the axle load of at least one axle of the vehicle. Weighbridge according to claim 12, wherein the evaluation unit is configured to analyze the time-dependent curve of the position of the center of gravity and (i) to determine the total weight of the vehicle and / or the axle load of at least one axle of the vehicle only if a result of the analysis is that the time-dependent curve of the position of the center of gravity is a permissible curve, and / or (ii) to generate a warning signal if a result of the analysis is that the time-dependent curve of the position of the center of gravity is not a permissible curve. Weighbridge according to one of claims 12 to 13,where one or more of the following vehicle parameters or a measure thereof is or are determined as characteristic data: (i) a time-dependent course of the speed of the vehicle while driving over the weighing platform, (ii) a speed, in particular an average, minimum or maximum speed, of the vehicle while passing over the weighing platform, (iii) a time-dependent acceleration curve of the vehicle while driving over the weighing platform, (iv) an acceleration, in particular an average, minimum or maximum acceleration of the vehicle while passing over the weighing platform, (v) a time-dependent course of a position of at least one axle of the vehicle while driving over the weighing platform, (vi) the number of axles of the vehicle, (vii) the distances between the axles of the vehicle, (viii) the total weight of the vehicle and / or (ix) the axle load of all axles of the vehicle. Weighbridge according to one of the preceding claims 12 to 14, wherein, when determining the characteristic data, those signal sections, in particular of the evaluation signal, are disregarded which lie within defined time windows around the times at which an action of an axle of the vehicle on the weighing platform begins and / or ends. Weighbridge according to one of the preceding claims 12 to 15, wherein the weighbridge has two or more than two, in particular three or more than three, in particular four or more than four, force sensors arranged at least partially spaced apart from one another along the direction of travel, each for generating a measurement signal depending on the portion of the weight force of the vehicle acting on the respective force sensor in a time-dependent manner while traveling over the weighing platform.Weighbridge according to one of the preceding claims 12 to 16, wherein at least one, preferably at least two, of the force sensors are arranged in the front half of the weighing platform with respect to the direction of travel and / or at least one, preferably at least two, of the force sensors are arranged in the rear half of the weighing platform with respect to the direction of travel, wherein preferably the force sensors provided in the front and / or rear half are each arranged at least partially, preferably all, at the same height with respect to the direction of travel. Weighbridge according to one of the preceding claims 12 to 17, wherein the weighing platform is mounted on the force sensors and / or the weighing platform is supported on at least one force sensor in each corner region.Weighbridge according to one of the preceding claims 12 to 18, wherein at least some of the force sensors are assigned or assignable to different groups of force sensors and preferably comprises determining the evaluation signal, processing the measurement signals in groups, and further processing partial results from the individual group-wise processing operations, in particular signals resulting from the individual group-wise processing operations. Weighbridge according to one of the preceding claims 12 to 19, wherein determining the evaluation signal comprises: (i) to include a first summation signal, in particular implicitly and / or explicitly, in the determination of the evaluation signal, wherein the first summation signal is obtained, in particular by the evaluation unit, by summing several summation signals, wherein in the summation for each force sensor of a first group of force sensors, the measurement signal of the respective force sensor or an intermediate signal derived or derivable from the measurement signal of the respective force sensor is taken into account as the summation signal, and / or (ii) to include a second summation signal, in particular implicitly and / or explicitly, in the determination of the evaluation signal, wherein the second summation signal is obtained, in particular by the evaluation unit, by summing several summation signals, wherein in the summation formation for each force sensor of a second group of force sensors, the measurement signal of the respective force sensor or an intermediate signal derived or derivable from the measurement signal of the respective force sensor is taken into account as the summation signal.Weighbridge according to one of the preceding claims 12 to 20, wherein (i) the force sensors in the front half of the weighing platform are all or at least partially assigned to the first group and / or the force sensors in the rear half of the weighing platform are all or at least partially assigned to the second group and / or (ii) the force sensors assigned to the first group are force sensors in the front half of the weighing platform and / or the force sensors assigned to the second group are force sensors in the rear half of the weighing platform.Weighbridge according to one of the preceding claims 12 to 21, wherein the evaluation unit is configured to (i) determine the number of axles of the vehicle and / or the times at which the individual vehicle axles begin and / or end on the weighing platform, (ii) the axle loads of the axles of the vehicle and / or (iii) the total weight of the vehicle, in each case by evaluating at least one of the measurement signals and / or the evaluation signal, in particular by evaluating the number of jumps and / or the height of the jumps in the respective signal.Weighbridge according to one of the preceding claims 12 to 22, wherein the determination of the evaluation signal comprises including a difference signal, in particular implicitly and / or explicitly, in the determination of the evaluation signal, wherein the difference signal is obtained, in particular by the evaluation unit, by forming a difference between the first sum signal, or an intermediate signal derived or derivable therefrom, and the second sum signal, or an intermediate signal derived or derivable therefrom.Weighbridge according to one of the preceding claims 12 to 23, wherein the determination of the evaluation signal comprises including a third sum signal, in particular implicitly and / or explicitly, in the determination of the evaluation signal, wherein the third sum signal is obtained, in particular by the evaluation unit, by summing the first sum signal, or an intermediate signal derived or derivable therefrom, and the second sum signal, or an intermediate signal derived or derivable therefrom.Weighbridge according to one of the preceding claims 12 to 24, wherein the determination of the evaluation signal comprises including a quotient signal, in particular implicitly and / or explicitly, in the determination of the evaluation signal, wherein the quotient signal is obtained, in particular by the evaluation unit, by relating the difference signal, or an intermediate signal derived or derivable therefrom, and the third sum signal, or an intermediate signal derived or derivable therefrom, to one another, in particular by dividing one by the other. Weighbridge according to one of the preceding claims 12 to 25, wherein the determination of the evaluation signal comprises including a speed signal, in particular implicitly and / or explicitly. to be included in the determination of the evaluation signal, wherein the speed signal is obtained, in particular by the evaluation unit, by deriving the quotient signal, or an intermediate signal derived or derivable therefrom, with respect to time and / or wherein the speed signal is proportional to and / or shifted relative to such a signal obtainable by deriving the quotient signal. Weighbridge according to one of the preceding claims 12 to 26, wherein the determination of the evaluation signal comprises including a correction factor, in particular for standardization and / or for taking into account the length of the travel path on the weighing platform along the direction of travel. Weighbridge according to one of the preceding claims 12 to 27, wherein the evaluation unit is configured to generate a control signal,which is indicative of exceeding and / or falling below the specific characteristic data of a defined threshold value. Use of a weighbridge for determining characteristic data of a vehicle passing over the weighbridge or parts thereof, the weighbridge preferably comprising a weighing platform over which the vehicle can pass along a direction of travel, and at least two force sensors arranged spaced apart from one another along the direction of travel, each for generating a measurement signal depending on the time-dependent portion of the vehicle's weight force acting on the respective force sensor during the passage over the weighing platform, and wherein the weighbridge preferably comprises an evaluation unit. Method for determining characteristic data of a vehicle,The method comprises driving the vehicle over a weighing platform supported by at least two force sensors arranged at a distance from one another along a direction of travel of the vehicle, and determining an evaluation signal based on the measurement signals generated at least during the driving over the weighbridge by the at least two force sensors, each as a function of the proportion of the vehicle's weight force acting on the respective force sensor in a time-dependent manner during the driving over the weighing platform, and determining one or more characteristic data of the vehicle based on the evaluation signal, wherein the following vehicle parameters or a measure thereof are determined as characteristic data: (i) a time-dependent course of a position of the center of gravity of the vehicle axles bearing weight on the weighing platform during the driving over the weighing platform, and (ii) the total weight of the vehicle and / or the axle load of at least one axle of the vehicle.

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