Method and system for determining a weight of a vehicle

Abstract

A computer system and method for determining a vehicle weight of an electric vehicle (100) in connection with loading at a loading spot (120) are provided. The method comprises: - determining a first angle (α) based an electric torque required to bring the vehicle to a standstill at the loading spot prior to the loading, the first angle being indicative of a vehicle inclination as seen in a longitudinal direction (L), - determining a second angle (β) based on a difference in fluid pressure between first and second fluid-based suspension devices provided on opposite sides of a vehicle mid plane prior to the loading, the second angle being indicative of a vehicle tilt as seen in the transverse direction (T) of the vehicle, - determining a total vehicle weight based on fluid pressure data from the suspension devices received subsequent to the loading and the determined first and second angles.

Description

[0001] METHOD AND SYSTEM FOR DETERMINING A WEIGHT OF A VEHICLE

[0002] TECHNICAL FIELD

[0003] [1] The disclosure relates generally to weight determination for vehicles. In particular aspects, the disclosure relates to a method and a system for determining a weight of a vehicle. The disclosure can be applied to heavy-duty vehicles, such as trucks, buses, and construction equipment, among other vehicle types. Although the disclosure may be described with respect to a particular vehicle, the disclosure is not restricted to any particular vehicle.

[0004] BACKGROUND

[0005] [2] Autonomous vehicles are becoming more and more common for various duties, such as for load carrying in working sites. In such applications, the vehicle is loaded with goods during a standstill at a loading spot. To comply with safety standards, the total weight of the loaded vehicle must not exceed a maximum gross weight, otherwise release of the parking brake is not allowed. It is therefore important to achieve an accurate weight measurement at the loading spot.

[0006] SUMMARY

[0007] [3] According to a first aspect of the disclosure, a computer system comprising processing circuitry configured to determine a vehicle weight of an electric vehicle in connection with loading of the vehicle at a loading spot is provided. The vehicle has a longitudinal extension along a longitudinal direction, a transverse extension along a transverse direction and a height extension along a height direction. The vehicle comprises at least one electric propulsion unit configured to provide an electric torque for propulsion of the vehicle and a fluid-based suspension system comprising at least a first fluid-based suspension device and a second fluid-based suspension device, the first and second fluidbased suspension devices being laterally offset from a longitudinal mid plane of the vehicle and being provided at opposite sides of the longitudinal mid plane. The longitudinal mid plane extends in the longitudinal direction and the height direction. The processing circuitry is configured to: - determine a first angle of the vehicle based on data relating to an electric torque required to bring the vehicle to a standstill at the loading spot prior to the loading, the first angle being indicative of a vehicle inclination relative to a horizontal plane, as seen in the longitudinal direction of the vehicle,

[0008] - determine a second angle of the vehicle based on data relating to a difference in fluid pressure between the first fluid-based suspension device and the second fluid-based suspension device prior to the loading, the second angle being indicative of a vehicle tilt relative to the horizontal plane, as seen in the transverse direction of the vehicle,

[0009] - determine a total vehicle weight of the vehicle subsequent to the loading based on at least a known weight of the vehicle prior to the loading, fluid pressure data received from the fluid-based suspension system of the vehicle subsequent to the loading, the determined first angle of the vehicle, and the determined second angle of the vehicle.

[0010] [4] The first aspect of the disclosure may seek to provide an in at least some aspect improved computer system for determining vehicle weight, i.e., gross vehicle weight, of an electrically operated vehicle in connection with loading at a loading spot. A technical benefit may include that a more accurate determination of the gross vehicle weight can be determined for a vehicle at standstill, in connection with loading, thanks to the use of the determined first and second angles of the vehicle. Hence, the total vehicle weight may be accurately estimated, even when the loading spot at which the vehicle is located is sloping. The more precise estimation of vehicle weight may be particularly advantageous for autonomous vehicles, in which release of the parking brake after loading is only allowed if the total vehicle weight does not exceed a maximum gross vehicle weight. A more accurate estimation of the total vehicle weight may enable compliance with safety standards at the same time as vehicle mission efficiency is increased.

[0011] [5] Optionally in some examples, including in at least one preferred example, the fluid-based suspension system further comprises a third fluid-based suspension device and a fourth fluid-based suspension device, the third and fourth fluid-based suspension devices being laterally offset from the longitudinal mid plane, provided at opposite sides of the longitudinal mid plane, and further being longitudinally offset from the first and second fluidbased suspension devices, respectively, wherein the processing circuitry is further configured to use data relating to a difference in fluid pressure between the third and the fourth fluid- based suspension devices prior to the loading to determine the second angle. A technical benefit may include an even more accurate estimation of the total vehicle weight.

[0012] [6] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to use data received from at least one inertial measurement unit (IMU) of the vehicle to determine the first angle and / or the second angle. A technical benefit of including data from the IMU(s), in addition to the previously mentioned data, may include that a greater accuracy of the determined first and / or second angle may be achieved, and thereby a greater accuracy in the vehicle weight estimation.

[0013] [7] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to:

[0014] - from a motor controller of the vehicle, obtain the data relating to the electric torque required to bring the vehicle to a standstill at the loading spot prior to the loading.

[0015] [8] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to:

[0016] - from the fluid-based suspension system, obtain the data relating to the fluid pressure difference between the first fluid-based suspension device and the second fluid-based suspension device of the vehicle prior to the loading.

[0017] [9] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to:

[0018] - receive the fluid pressure data from at least one fluid-based suspension device of the fluid-based suspension system subsequent to the loading.

[0019]

[0010] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to use known suspension characteristics of the fluidbased suspension system to determine the total vehicle weight of the vehicle subsequent to the loading. A technical benefit may include a more accurate determination of the vehicle weight.

[0020]

[0011] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to, in response to determining that the total vehicle weight subsequent to the loading does not exceed a maximum weight threshold, indicate that a release of a parking brake of the vehicle is allowed. The maximum weight threshold may correspond to a maximum gross vehicle weight. A technical benefit may include that compliance with safety standards is ensured prior to vehicle takeoff.

[0012] Optionally in some examples, including in at least one preferred example, the processing circuitry is configured to repeatedly during the loading determine a current total vehicle weight based on at least the known weight of the vehicle prior to the loading, fluid pressure data repeatedly received from the fluid-based suspension system of the vehicle during the loading, the determined first angle of the vehicle, and the determined second angle of the vehicle. A technical benefit may include that loading can be interrupted prior to, or in response to, reaching the maximum weight threshold.

[0021]

[0013] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to, in response to determining that the current total vehicle weight is within a predetermined range or exceeds a minimum weight threshold, initiate an interruption of the loading. A technical benefit may include an improved mission efficiency, since the amount of goods loaded on the vehicle can in this way be maximized while compliance with safety standards is ensured.

[0022]

[0014] According to a second aspect of the disclosure, a vehicle comprising or being communicatively connected to the computer system according to the first aspect is provided. The second aspect of the disclosure may seek to provide an in at least some aspect improved vehicle. A technical benefit may include that a vehicle is provided, in which the vehicle weight can be accurately estimated in connection with loading, regardless of a slope of the loading spot. The vehicle may be any kind of vehicle for which it is desirable to provide an estimation of the vehicle weight in connection with loading, e.g., a heavy-duty vehicle. Or a working machine, such as a hauler truck, a dump truck, a tractor, etc.

[0023]

[0015] Optionally in some examples, including in at least one preferred example, the vehicle further comprises the at least one electric propulsion unit configured to provide the electric torque for propulsion of the vehicle and the fluid-based suspension system.

[0024]

[0016] Optionally in some examples, including in at least one preferred example, the vehicle is an autonomous vehicle.

[0025]

[0017] According to a third aspect of the disclosure, a computer-implemented method for determining a vehicle weight of an electric vehicle in connection with loading of the vehicle at a loading spot is provided. The vehicle has a longitudinal extension along a longitudinal direction, a transverse extension along a transverse direction and a height extension along a height direction. The vehicle comprises at least one electric propulsion unit configured to provide an electric torque for propulsion of the vehicle and a fluid-based suspension system comprising at least a first fluid-based suspension device and a second fluid-based suspension device, the first and second fluid-based suspension devices being laterally offset from a longitudinal mid plane of the vehicle and being provided at opposite sides of the longitudinal mid plane, wherein the longitudinal mid plane extends in the longitudinal direction and the height direction. The method comprises:

[0026] - determining, by a processing circuitry of a computer system, a first angle of the vehicle based on data relating to an electric torque required to bring the vehicle to a standstill at the loading spot prior to the loading, the first angle being indicative of a vehicle inclination relative to a horizontal plane, as seen in the longitudinal direction of the vehicle,

[0027] - determining, by the processing circuitry, a second angle of the vehicle based on data relating to a difference in fluid pressure between the first fluid-based suspension device and the second fluid-based suspension device prior to the loading, the second angle being indicative of a vehicle tilt relative to the horizontal plane, as seen in the transverse direction of the vehicle,

[0028] - determining, by the processing circuitry, a total vehicle weight of the vehicle subsequent to the loading based on at least a known weight of the vehicle prior to the loading, fluid pressure data received from the fluid-based suspension system of the vehicle subsequent to the loading, the determined first angle of the vehicle, and the determined second angle of the vehicle.

[0029]

[0018] Advantages and technical effects of the third aspect largely correspond to those of the first aspect.

[0030]

[0019] Optionally in some examples, including in at least one preferred example, the fluid-based suspension system further comprises a third fluid-based suspension device and a fourth fluid-based suspension device, the third and fourth fluid-based suspension devices being laterally offset from the longitudinal mid plane, provided at opposite sides of the longitudinal mid plane, and further being longitudinally offset from the first and second fluidbased suspension devices, respectively, wherein determining the second angle further comprises using data relating to a difference in fluid pressure between the third and the fourth fluid-based suspension devices prior to the loading.

[0031]

[0020] Optionally in some examples, including in at least one preferred example, determining the first angle and / or the second angle further comprises using data received from at least one inertial measurement unit of the vehicle.

[0021] Optionally in some examples, including in at least one preferred example, the method further comprises:

[0032] - from a motor controller of the vehicle, obtaining, by the processing circuitry, the data relating to the electric torque required to bring the vehicle to a standstill at the loading spot prior to the loading.

[0033]

[0022] Optionally in some examples, including in at least one preferred example, the method further comprises:

[0034] - from the fluid-based suspension system, obtaining, by the processing circuitry, the data relating to the fluid pressure difference between the first fluid-based suspension device and the second fluid-based suspension device of the vehicle prior to the loading.

[0035]

[0023] Optionally in some examples, including in at least one preferred example, the method further comprises:

[0036] - receiving, by the processing circuitry, the fluid pressure data from at least one fluidbased suspension device of the fluid-based suspension system subsequent to the loading.

[0037]

[0024] Optionally in some examples, including in at least one preferred example, determining the total vehicle weight of the vehicle subsequent to the loading further comprises using known suspension characteristics of the fluid-based suspension system.

[0038]

[0025] Optionally in some examples, including in at least one preferred example, the method further comprises:

[0039] - in response to determining that the total vehicle weight subsequent to the loading does not exceed a maximum weight threshold, indicating, by the processing circuitry, that a release of a parking brake of the vehicle is allowed.

[0040]

[0026] Optionally in some examples, including in at least one preferred example, the method further comprises, repeatedly during the loading determining, by the processing circuitry, a current total vehicle weight based on at least the known weight of the vehicle prior to the loading, fluid pressure data repeatedly received from the fluid-based suspension system of the vehicle during the loading, the determined first angle of the vehicle, and the determined second angle of the vehicle.

[0041]

[0027] Optionally in some examples, including in at least one preferred example, the method further comprises, in response to determining that the current total vehicle weight is within a predetermined range or exceeds a minimum weight threshold, initiating, by the processing circuitry, an interruption of the loading..

[0028] The disclosed aspects, examples (including any preferred examples), and / or accompanying claims may be suitably combined with each other as would be apparent to anyone of ordinary skill in the art. Additional features and advantages are disclosed in the following description, claims, and drawings, and in part will be readily apparent therefrom to those skilled in the art or recognized by practicing the disclosure as described herein.

[0042]

[0029] There are also disclosed herein computer systems, control units, code modules, computer-implemented methods, computer readable media, and computer program products associated with the above discussed technical benefits.

[0043] BRIEF DESCRIPTION OF THE DRAWINGS

[0044]

[0030] Examples are described in more detail below with reference to the appended drawings.

[0045]

[0031] FIG. 1 is a schematic side view of an exemplary vehicle according to an example.

[0046]

[0032] FIG. 2 is a schematic end view of another exemplary vehicle according to an example.

[0047]

[0033] FIG. 3 is a schematic overview of another exemplary vehicle according to an example.

[0048]

[0034] FIG. 4 is a schematic diagram of an exemplary computer system for implementing examples disclosed herein, according to an example.

[0049]

[0035] FIG. 5 is a flow chart illustrating a method according to an example.

[0050] DETAILED DESCRIPTION

[0051]

[0036] The detailed description set forth below provides information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practice the disclosure.

[0052]

[0037] Autonomous vehicles may be used for load carrying in working sites, such as in quarries, constructions sites, industrial areas, etc., or in other environments. In such applications, an autonomous vehicle equipped with a load carrier is loaded with goods during a standstill at a loading spot. The loading spot may in some cases be a horizontal plane, but depending on the conditions at the site, loading spots may have a slope in a longitudinal as well as in a transverse direction of the vehicle.

[0038] To comply with safety standards, a total weight of the loaded vehicle, also referred to as the gross vehicle weight, must not exceed a maximum gross weight. If the maximum gross weight is exceeded, release of the parking brake after loading must be prevented to comply with safety standards for autonomous vehicles. The total vehicle weight may be estimated by using pressure data from a fluid-based suspension system of the vehicle. When the loading spot is in the form of a horizontal plane, such estimates may be relatively accurate. However, when the loading spot is sloping, the vehicle weight may typically be underestimated when the estimation is based on pressure data from the suspension system. Hence, if the slope of the loading spot is unknown, it must be assumed that the estimated vehicle weight is lower than the actual vehicle weight in order not to risk that the actual vehicle weight exceeds the maximum gross weight. This may lead to a reduced mission efficiency, since the vehicle cannot be fully loaded if the slope of the loading spot is unknown.

[0053]

[0039] To improve mission efficiency while complying with safety standards, it is therefore important to achieve an accurate weight measurement in connection with loading at the loading spot, regardless of the slope of the loading spot.

[0054]

[0040] FIG. 1 illustrates a vehicle 100 in the form of an autonomous hauler truck located at a loading spot 120. The vehicle 100 is electrically operated and for this purpose comprises an electric propulsion unit 101 configured to provide an electric torque for propulsion of the vehicle 100. A motor controller 102 is provided, configured to control the electric propulsion unit 101 and to collect data relating to, e.g., an electric torque required to bring the vehicle 100 to a standstill at the loading spot 120 prior to loading of the vehicle. Even though a single electric propulsion unit 101 and a single motor controller 100 are shown, the vehicle may of course comprise several electric propulsion units and motor controllers.

[0055]

[0041] A computer system 400 is further provided, comprising processing circuitry configured to determine a vehicle weight of the vehicle 100 in connection with the loading of the vehicle 100 at the loading spot 120. In the illustrated example, the computer system 400 is illustrated as an onboard computer system, although in other examples the computer system may be an offboard computer system configured to communicate wirelessly with an onboard control unit of the vehicle 100, alternatively the computer system 400 may comprise onboard and offboard units configured to communicate over a wireless network.

[0042] In the illustrated example, the vehicle 100 further comprises a parking brake 110 and an inertial measurement unit (IMU) 111.

[0056]

[0043] The vehicle has a longitudinal extension along a longitudinal direction L, and a height extension along a height direction H. The longitudinal direction L is parallel to ground, i.e., when the vehicle 100 is located at the loading spot 120, the longitudinal direction L is parallel to the loading spot 120. The longitudinal direction L extends at a first angle a with respect to a horizontal plane HP, wherein the horizontal plane HP is perpendicular to a vector of gravity G. Hence, the first angle a is indicative of a vehicle inclination relative to the horizontal plane HP, as seen in the longitudinal direction L of the vehicle 100.

[0057]

[0044] FIG. 2 schematically illustrates an end view of an exemplary vehicle 100, such as the vehicle illustrated in FIG. 1. As seen in FIG. 2, the vehicle 100 has a transverse extension along a transverse direction T of the vehicle 100. The transverse direction T is parallel to the loading spot 120 and perpendicular to the longitudinal direction L. The transverse direction T extends at a second angle P with respect to the horizontal plane HP. Hence, the second angle P is indicative of a vehicle inclination relative to the horizontal plane HP, as seen in the transverse direction T of the vehicle 100. The vehicle 100 further comprises a fluid-based suspension system 300, such as a hydraulic suspension system, a pneumatic suspension system, or a hydro-pneumatic suspension system. The fluid-based suspension system 300 herein comprises at least a first fluid-based suspension device 301 and a second fluid-based suspension device 302. The first and second fluid-based suspension devices 301, 302 are laterally offset from a longitudinal mid plane MP of the vehicle 100 and are provided at opposite sides of the longitudinal mid plane MP. The longitudinal mid plane MP extends in the longitudinal direction L and the height direction H, and is perpendicular to the transverse direction T. In other words, the first and second fluid-based suspension devices 301, 302 are spaced apart in the transverse direction T.

[0058]

[0045] FIG. 3 schematically illustrates a vehicle 100, such as the vehicle 100 illustrated in FIG. 1 or FIG. 2, in which the fluid-based suspension system 300 comprises a third fluidbased suspension device 303 and a fourth fluid-based suspension device 304, in addition to the first and second fluid-based suspension devices 301, 302. The first and second fluid-based suspension devices 301, 302 are here configured to provide suspension on a front axle (not shown) of the vehicle 100, while the third and fourth fluid-based suspension devices are configured to provide suspension on a rear axle (not shown) of the vehicle 100. A pressure sensor 311, 312, 313, 314 may be provided in each fluid-based suspension device 301, 302, 303, 304. Even though the fluid-based suspension devices 301, 302, 303, 304 are herein illustrated as cross-connected suspension devices, many different configurations are possible. Purely by way of example, other types of connections may be provided between the first and second fluid-based suspension devices 301, 302, and / or between the third and fourth fluidbased suspension devices 303, 304, or some or all of the suspension devices may be individual suspension devices.

[0059]

[0046] The fluid-based suspension system 300 is typically controlled to achieve a constant ride height of the vehicle 100. If a road on which the vehicle 100 is located tilts in the transverse direction T, there will be a pressure difference between the first and second suspension devices 301, 302. The fluid-based suspension system 300 may be used to prevent roll of the vehicle 100 caused by such a road tilt. The fluid-based suspension system may advantageously be configured to provide anti-roll without use of any anti-roll bar or similar.

[0060]

[0047] The processing circuitry is configured to determine the vehicle weight of the electric vehicle 100 in connection with loading of the vehicle 100 at the loading spot 120. A method for determining the vehicle weight using the processing circuitry is illustrated in FIG. 5. The method comprises the following actions:

[0061]

[0048] Action SI: Determining the first angle a of the vehicle 100 based on data relating to an electric torque required to bring the vehicle 100 to a standstill at the loading spot 120 prior to the loading. This action is performed as the vehicle 100 arrives at the loading spot 120. The data relating to the electric torque required to bring the vehicle 100 to a standstill at the loading spot 120 may be obtained from an electric powertrain of the vehicle 100, such as from the motor controller 102. The vehicle 100 is herein decelerated to a standstill solely by motor control, which allows an estimation of the first angle a whenever the first angle a is sufficiently large to result in that a longitudinal component of the gravitational force overcomes a total rolling resistance of the vehicle 100. If the first angle a is small enough such that the total rolling resistance is not overcome, the angle is assumed to be within a safety margin. If the angle is large enough to result in that the longitudinal component of the gravitational force overcomes the total rolling resistance, the angle is determined based on the electric torque as described above. The total rolling resistance of the vehicle 100 may typically be overcome at an angle of inclination of about 1-3°, such as about 2°. The total rolling resistance may be estimated using known methods and will not be further discussed herein.

[0062]

[0049] Action S2: Determining the second angle P of the vehicle 100 based on data relating to a difference in fluid pressure between the first fluid-based suspension device 301 and the second fluid-based suspension device 302 prior to the loading. When there is a difference in fluid pressure between the first and second fluid-based suspension device 301, 302, this indicates, for a vehicle 100 which is mirror symmetrical with respect to the midplane MP, that the gravitational forces exerted on the first and second fluid-based suspension device 301, 302 differ as a result of vehicle tilt in the transverse direction T. A vehicle geometry and a configuration of the fluid-based suspension system 300 are typically well-known and may be used in the determination of the second angle p. Parameters that may be used include distances between the respective fluid-based suspension device 301, 302 and the midplane MP as measured in the transverse direction T, as well as a height of a center of gravity COG of the vehicle 100 as measured in the height direction H.

[0063]

[0050] When the vehicle 100 comprises the third and fourth suspension devices 303, 304 as illustrated in FIG. 3, the action S2 of determining the second angle P may further comprise using data relating to a difference in fluid pressure between the third and the fourth suspension devices 303, 304 prior to the loading, in addition to the data from the first and second suspension devices 301, 302. By way of example, a first value of the second angle P may be determined based on the data relating to the difference in fluid pressure between the first and second fluid-based suspension devices 301, 302, a second value of the second angle P may be determined based on the data relating to the difference in fluid pressure between the third and fourth fluid-based suspension devices 303, 304, and an average or a weighted average may be used as an output. Of course, if the fluid-based suspension system comprises more than four suspension devices, any additional suspension devices may be used in the determination of the second angle P to further improve the accuracy.

[0064]

[0051] The data relating to the difference in fluid pressure between the first fluid-based suspension device 301 and the second fluid-based suspension device 302 prior to the loading, as well as the difference in fluid pressure between the third and fourth fluid-based suspension devices 303, 304, may be obtained from the fluid-based suspension system 300. The data may be either data indicative of fluid pressures of the respective fluid-based suspension devices 301, 302, 303, 304, or data representative of the relevant differences obtained from a central control unit (not shown) of the fluid-based suspension system 300. The pressure sensors 311, 312, 313, 314 may be used to collect the pressure data.

[0065]

[0052] Data received from at least one inertial measurement unit 111 of the vehicle 100 may be used as a complement in the determination of the first angle a and / or the second angle P-

[0066]

[0053] Action S3: Determining a total vehicle weight of the vehicle 100 subsequent to the loading based on at least a known weight of the vehicle 100 prior to the loading, fluid pressure data received from the fluid-based suspension system of the vehicle 100 subsequent to the loading, the determined first angle a of the vehicle 100, and the determined second angle P of the vehicle 100. Since the vehicle 100 is an electrically operated vehicle, it has a well-known empty weight due to the lack of a fuel tank, which, when the vehicle 100 is empty, is used as the known weight of the vehicle 100 prior to the loading. The fluid pressure data may be received from pressure sensors 311, 312, 313, 314 of the respective fluid-based suspension devices 301, 302, 303, 304, or from a central control unit of the suspension system 300, subsequent to the loading. Known suspension characteristics, such as in the form of a table or equation, may further be used to determine the total vehicle weight subsequent to the loading. A relation between the suspension pressure(s) and the vehicle weight can be determined via testing or simulation.

[0067]

[0054] Hence, any underestimations that would result due to a slope of the loading spot 120 if the load estimation was to be made solely based on the fluid pressure data from the suspension system 300 is herein compensated by using the first and second angles a, P determined in the actions SI and S2, respectively, in the estimation of the total vehicle weight. A more accurate determination of the total vehicle weight can thereby be achieved than in a case where neither one of the first and second angles a, P, or only one of the first and second angles a, P, is used in the estimation of the total vehicle weight.

[0068]

[0055] Action S4: The method may further comprise an optional action S4 of indicating that a release of the parking brake 110 of the vehicle 100 is allowed. This action S4 may be carried out in response to determining that the total vehicle weight subsequent to the loading does not exceed a maximum weight threshold. The maximum weight threshold may be set to comply with safety standards. Once the parking brake 110 has been released, the vehicle 100 can take off. If the total vehicle weight exceeds the maximum weight threshold, goods must be unloaded until the total vehicle weight no longer exceeds the maximum weight threshold.

[0056] A current total vehicle weight may be determined repeatedly during the loading of the vehicle 100, such as at a predetermined frequency or similar. The current total vehicle weight may be determined based on at least the known weight of the vehicle 100 prior to the loading, fluid pressure data repeatedly received from the fluid-based suspension system 300 of the vehicle 100 during the loading, the determined first angle a of the vehicle, and the determined second angle P of the vehicle. In this case, an interruption of the loading may be initiated in response to determining that the current total vehicle weight is within a predetermined range or exceeds a minimum weight threshold. The processing circuitry may be configured to send a message comprising instructions to interrupt the loading to a receiver controlling the loading of the vehicle 100. Given that the maximum weight threshold is not exceeded, the parking brake may thereafter be released and the vehicle 100 is able to take off.

[0069]

[0057] FIG. 4 is a schematic diagram of a computer system 400 for implementing examples disclosed herein. The computer system 400 is adapted to execute instructions from a computer-readable medium to perform these and / or any of the functions or processing described herein. The computer system 400 may be connected (e.g., networked) to other machines in a LAN, an intranet, an extranet, or the Internet. While only a single device is illustrated, the computer system 400 may include any collection of devices that individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. Accordingly, any reference in the disclosure and / or claims to a computer system, computing system, computer device, computing device, control system, control unit, electronic control unit (ECU), processor device, processing circuitry, etc., includes reference to one or more such devices to individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. For example, control system may include a single control unit or a plurality of control units connected or otherwise communicatively coupled to each other, such that any performed function may be distributed between the control units as desired. Further, such devices may communicate with each other or other devices by various system architectures, such as directly or via a Controller Area Network (CAN) bus, etc.

[0070]

[0058] The computer system 400 may comprise at least one computing device or electronic device capable of including firmware, hardware, and / or executing software instructions to implement the functionality described herein. The computer system 400 may include processing circuitry 402 (e.g., processing circuitry including one or more processor devices or control units), a memory 404, and a system bus 406. The computer system 400 may include at least one computing device having the processing circuitry 402. The system bus 406 provides an interface for system components including, but not limited to, the memory 404 and the processing circuitry 402. The processing circuitry 402 may include any number of hardware components for conducting data or signal processing or for executing computer code stored in memory 404. The processing circuitry 402 may, for example, include a general-purpose processor, an application specific processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA), a circuit containing processing components, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The processing circuitry 402 may further include computer executable code that controls operation of the programmable device.

[0071]

[0059] The system bus 406 may be any of several types of bus structures that may further interconnect to a memory bus (with or without a memory controller), a peripheral bus, and / or a local bus using any of a variety of bus architectures. The memory 404 may be one or more devices for storing data and / or computer code for completing or facilitating methods described herein. The memory 404 may include database components, object code components, script components, or other types of information structure for supporting the various activities herein. Any distributed or local memory device may be utilized with the systems and methods of this description. The memory 404 may be communicably connected to the processing circuitry 402 (e.g., via a circuit or any other wired, wireless, or network connection) and may include computer code for executing one or more processes described herein. The memory 404 may include non-volatile memory 408 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.), and volatile memory 410 (e.g., randomaccess memory (RAM)), or any other medium which can be used to carry or store desired program code in the form of machine-executable instructions or data structures and which can be accessed by a computer or other machine with processing circuitry 402. A basic input / output system (BIOS) 412 may be stored in the non-volatile memory 408 and can include the basic routines that help to transfer information between elements within the computer system 400.

[0072]

[0060] The computer system 400 may further include or be coupled to a non-transitory computer-readable storage medium such as the storage device 414, which may comprise, for example, an internal or external hard disk drive (HDD) (e.g., enhanced integrated drive electronics (EIDE) or serial advanced technology attachment (SATA)), HDD (e.g., EIDE or SATA) for storage, flash memory, or the like. The storage device 414 and other drives associated with computer-readable media and computer-usable media may provide nonvolatile storage of data, data structures, computer-executable instructions, and the like.

[0073]

[0061] Computer-code which is hard or soft coded may be provided in the form of one or more modules. The module(s) can be implemented as software and / or hard-coded in circuitry to implement the functionality described herein in whole or in part. The modules may be stored in the storage device 414 and / or in the volatile memory 410, which may include an operating system 416 and / or one or more program modules 418. All or a portion of the examples disclosed herein may be implemented as a computer program 420 stored on a transitory or non-transitory computer-usable or computer-readable storage medium (e.g., single medium or multiple media), such as the storage device 414, which includes complex programming instructions (e.g., complex computer-readable program code) to cause the processing circuitry 402 to carry out actions described herein. Thus, the computer-readable program code of the computer program 420 can comprise software instructions for implementing the functionality of the examples described herein when executed by the processing circuitry 402. In some examples, the storage device 414 may be a computer program product (e.g., readable storage medium) storing the computer program 420 thereon, where at least a portion of a computer program 420 may be loadable (e.g., into a processor) for implementing the functionality of the examples described herein when executed by the processing circuitry 402. The processing circuitry 402 may serve as a controller or control system for the computer system 400 that is to implement the functionality described herein.

[0074]

[0062] The computer system 400 may include an input device interface 422 configured to receive input and selections to be communicated to the computer system 400 when executing instructions, such as from a keyboard, mouse, touch-sensitive surface, etc. Such input devices may be connected to the processing circuitry 402 through the input device interface 422 coupled to the system bus 406 but can be connected through other interfaces, such as a parallel port, an Institute of Electrical and Electronic Engineers (IEEE) 1394 serial port, a Universal Serial Bus (USB) port, an IR interface, and the like. The computer system 400 may include an output device interface 424 configured to forward output, such as to a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)). The computer system 400 may include a communications interface 426 suitable for communicating with a network as appropriate or desired.

[0075]

[0063] The operational actions described in any of the exemplary aspects herein are described to provide examples and discussion. The actions may be performed by hardware components, may be embodied in machine-executable instructions to cause a processor to perform the actions, or may be performed by a combination of hardware and software. Although a specific order of method actions may be shown or described, the order of the actions may differ. In addition, two or more actions may be performed concurrently or with partial concurrence.

[0076]

[0064] The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms "comprises", "comprising", "includes", and / or "including" when used herein specify the presence of stated features, integers, actions, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and / or groups thereof.

[0077]

[0065] It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.

[0078]

[0066] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements present.

[0067] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0079]

[0068] It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation, the scope of the disclosure being set forth in the following claims.

Claims

ClaimsWhat is claimed is:

1. A computer system (400) comprising processing circuitry (402) configured to determine a vehicle weight of an electric vehicle (100) in connection with loading of the vehicle at a loading spot (120), the vehicle (100) having a longitudinal extension along a longitudinal direction (L), a transverse extension along a transverse direction (T) and a height extension along a height direction (H), the vehicle (100) comprising at least one electric propulsion unit (101) configured to provide an electric torque for propulsion of the vehicle (100) and a fluid-based suspension system (300) comprising at least a first fluid-based suspension device (301) and a second fluid-based suspension device (302), the first and second fluid-based suspension devices (301, 302) being laterally offset from a longitudinal mid plane (MP) of the vehicle (100) and being provided at opposite sides of the longitudinal mid plane (MP), wherein the longitudinal mid plane (MP) extends in the longitudinal direction (L) and the height direction (H), the processing circuitry (402) being configured to:- determine a first angle (a) of the vehicle (100) based on data relating to an electric torque required to bring the vehicle (100) to a standstill at the loading spot (120) prior to the loading, the first angle (a) being indicative of a vehicle inclination relative to a horizontal plane (HP), as seen in the longitudinal direction (L) of the vehicle (100),- determine a second angle (P) of the vehicle (100) based on data relating to a difference in fluid pressure between the first fluid-based suspension device (301) and the second fluid-based suspension device (302) prior to the loading, the second angle (P) being indicative of a vehicle tilt relative to the horizontal plane (HP), as seen in the transverse direction (T) of the vehicle (100),- determine a total vehicle weight of the vehicle (100) subsequent to the loading based on at least a known weight of the vehicle (100) prior to the loading, fluid pressure data received from the fluid-based suspension system (300) of the vehicle (100) subsequent to the loading, the determined first angle (a) of the vehicle (100), and the determined second angle (P) of the vehicle (100).

2. The computer system of claim 1, wherein the fluid-based suspension system (300) further comprises a third fluid-based suspension device (303) and a fourth fluid-based suspension device (304), the third and fourth fluid-based suspension devices (303, 304) being laterally offset from the longitudinal mid plane (MP), provided at opposite sides of the longitudinal mid plane (MP), and further being longitudinally offset from the first and second fluid-based suspension devices (301, 302), respectively, wherein the processing circuitry (402) is further configured to use data relating to a difference in fluid pressure between the third and the fourth fluid-based suspension devices (303, 304) prior to the loading to determine the second angle (P).

3. The computer system of claim 1 or 2, wherein the processing circuitry is further configured to use data received from at least one inertial measurement unit (111) of the vehicle to determine the first angle (a) and / or the second angle (P).

4. The computer system of any of claims 1-3, wherein the processing circuitry is further configured to:- from a motor controller (102) of the vehicle (100), obtain the data relating to the electric torque required to bring the vehicle (100) to a standstill at the loading spot (120) prior to the loading.

5. The computer system of any of claims 1-4, wherein the processing circuitry is further configured to:- from the fluid-based suspension system (300), obtain the data relating to the fluid pressure difference between the first fluid-based suspension device (301) and the second fluidbased suspension device (302) of the vehicle (100) prior to the loading.

6. The computer system of any of claims 1-5, wherein the processing circuitry is further configured to:- receive the fluid pressure data from at least one fluid-based suspension device (301, 302, 303, 304) of the fluid-based suspension system (300) subsequent to the loading.

7. The computer system of any of claims 1-6, wherein the processing circuitry is further configured to use known suspension characteristics to determine the total vehicle weight of the vehicle (100) subsequent to the loading.

8. The computer system of any one of claims 1-7, wherein the processing circuitry (402) is further configured to, in response to determining that the total vehicle weight subsequent to the loading does not exceed a maximum weight threshold, indicate that a release of a parking brake (110) of the vehicle (100) is allowed.

9. The computer system of any of claims 1-8, wherein the processing circuitry (402) is configured to repeatedly during the loading determine a current total vehicle weight based on at least the known weight of the vehicle (100) prior to the loading, fluid pressure data repeatedly received from the fluid-based suspension system (300) of the vehicle (100) during the loading, the determined first angle (a) of the vehicle (100), and the determined second angle (P) of the vehicle (100).

10. The computer system of claim 9, wherein the processing circuitry (402) is further configured to, in response to determining that the current total vehicle weight is within a predetermined range or exceeds a minimum weight threshold, initiate an interruption of the loading.

11. A vehicle (100) comprising or being communicatively connected to the computer system (400) of any of claims 1-10.

12. The vehicle of claim 11, further comprising the at least one electric propulsion unit (101) configured to provide the electric torque for propulsion of the vehicle (100), and the fluid-based suspension system (300).

13. The vehicle of claim 11 or 12, wherein the vehicle (100) is an autonomous vehicle.

14. A computer-implemented method for determining a vehicle weight of an electric vehicle (100) in connection with loading of the vehicle at a loading spot (120), the vehicle(100) having a longitudinal extension along a longitudinal direction (L), a transverse extension along a transverse direction (T) and a height extension along a height direction (H), the vehicle (100) comprising at least one electric propulsion unit (101) configured to provide an electric torque for propulsion of the vehicle(lOO) and a fluid-based suspension system (300) comprising at least a first fluid-based suspension device (301) and a second fluid-based suspension device (302), the first and second fluid-based suspension devices (301, 302) being laterally offset from a longitudinal mid plane (MP) of the vehicle (100) and being provided at opposite sides of the longitudinal mid plane (MP), wherein the longitudinal mid plane (MP) extends in the longitudinal direction (L) and the height direction (H), the method comprising:- determining (SI), by a processing circuitry (402) of a computer system (400), a first angle (a) of the vehicle (100) based on data relating to an electric torque required to bring the vehicle (100) to a standstill at the loading spot (120) prior to the loading, the first angle (a) being indicative of a vehicle inclination relative to a horizontal plane (HP), as seen in the longitudinal direction (L) of the vehicle (100),- determining (S2), by the processing circuitry (402), a second angle (P) of the vehicle (100) based on data relating to a difference in fluid pressure between the first fluid-based suspension device (301) and the second fluid-based suspension device (302) prior to the loading, the second angle (P) being indicative of a vehicle tilt relative to the horizontal plane (HP), as seen in the transverse direction (T) of the vehicle (100),- determining (S3), by the processing circuitry (402), a total vehicle weight of the vehicle (100) subsequent to the loading based on at least a known weight of the vehicle (100) prior to the loading, fluid pressure data received from the fluid-based suspension system (300) of the vehicle (100) subsequent to the loading, the determined first angle (a) of the vehicle (100), and the determined second angle (P) of the vehicle (100).

15. The method of claim 14, wherein the fluid-based suspension system (300) further comprises a third fluid-based suspension device (303) and a fourth fluid-based suspension device (304), the third and fourth fluid-based suspension devices (303, 304) being laterally offset from the longitudinal mid plane (MP), provided at opposite sides of the longitudinal mid plane (MP), and further being longitudinally offset from the first and second fluid-based suspension devices (301, 302), respectively, wherein determining the second angle (P) furthercomprises using data relating to a difference in fluid pressure between the third and the fourth fluid-based suspension devices (303, 304) prior to the loading.

16. The method of claim 14 or 15, wherein determining the first angle (a) and / or the second angle (P) further comprises using data received from at least one inertial measurement unit (111) of the vehicle.

17. The method of any of claims 14-16, further comprising:- from a motor controller (102) of the vehicle, obtaining, by the processing circuitry, the data relating to the electric torque required to bring the vehicle to a standstill at the loading spot prior to the loading.

18. The method of any of claims 14-17, further comprising:- from the fluid-based suspension system (300), obtaining, by the processing circuitry (402), the data relating to the fluid pressure difference between the first fluid-based suspension device (301) and the second fluid-based suspension device (302) of the vehicle (100) prior to the loading.

19. The method of any of claims 14-18, further comprising:- receiving, by the processing circuitry (402), the fluid pressure data from at least one fluid-based suspension device (301, 302, 303, 304) of the fluid-based suspension system (300) subsequent to the loading.

20. The method of any of claims 14-19, wherein determining the total vehicle weight of the vehicle (100) subsequent to the loading further comprises using known suspension characteristics.

21. The method of any one of claims 14-20, further comprising, in response to determining that the total vehicle weight subsequent to the loading does not exceed a maximum weight threshold, indicating (S4), by the processing circuitry (402), that a release of a parking brake (110) of the vehicle (100) is allowed.

22. The method of any of claims 14-21, further comprising, repeatedly during the loading determining, by the processing circuitry (402), a current total vehicle weight based on at least the known weight of the vehicle (100) prior to the loading, fluid pressure data repeatedly received from the fluid-based suspension system (300) of the vehicle (100) during the loading, the determined first angle (a) of the vehicle (100), and the determined second angle (P) of the vehicle (100).

23. The method of claim 22, further comprising, in response to determining that the current total vehicle weight is within a predetermined range or exceeds a minimum weight threshold, initiating, by the processing circuitry (402), an interruption of the loading.

24. A computer program product comprising program code for performing, when executed by the processing circuitry (402), the method of any of claims 14-23.

25. A non-transitory computer-readable storage medium comprising instructions, which when executed by the processing circuitry (402), cause the processing circuitry to perform the method of any of claims 14-24.

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