4 results about "Weigh in motion" patented technology

Methods and systems for evaluating detailed vehicle makeup (DVM) data associated with a vehicle system. A vehicle management server compares observed imaging data received from one or more wayside devices to the detailed vehicle makeup data. If the vehicle management server determines that the accuracy of the DVM data fails to meet an accuracy threshold associated with an expect value, it may notify a client and request new DVM data. The vehicle management server can generate new DVM data and request an updated drive profile associated with the new DVM data. 20 26 20 00 52 06 J an 2 02 6 0 6 J a n 2 0 2 6 2 0 2 6 2 0 0 0 5 2 FI G. 1 10 0 10 4 10 6 11 0 10 2 10 8 12 0 11 2 1 / 4 100 112 o 104 102 106 o 110 120 108 FIG. 1 20 26 20 00 52 06 J an 2 02 6 2 0 2 6 2 0 0 0 5 2 0 6 J a n 2 0 2 6 o o 1 / 4

The invention relates to a method for identifying the rolling mounted assemblies of a vehicle, each mounted assembly comprising a radiofrequency transponder with an identifier, the vehicle comprising a radiocommunication system, coupled to a radiofrequency antenna, the radiofrequency antenna covering a spatial area of the vehicle in which the mounted assemblies are located, comprising the following phases: - initiating a detection phase when the vehicle is in motion, comprising: - initiating an interrogation phase for a duration T; - receiving, during the duration T, radio waves backscattered by the radiofrequency transponders; - initiating an analysis phase comprising: - identifying the encoded responses; - determining the unique identifier and a magnitude of the electrical signal for each encoded response; - for a plurality of encoded responses of a single unique identifier, evaluating each magnitude with respect to a reference; - if at least one magnitude is further than a threshold S from the reference, placing the unique identifier in a specific list.

A vehicle monitoring system (190) comprising a sensor device (191) configured to acquire sensing data related to at least one of a position and a movement of a first component of a brake assembly (101, 102), the sensor device (191) configured to transmit the sensing data to a control device (199) of the monitoring system (190), the control device (199) configured to monitor a condition of the first component of the brake assembly (101, 102) and / or a second component of the brake assembly (101, 102) based on the sensing data and to transmit a signal indicative of the monitored condition to at least one of a remote hub (200) and a local device (11), and a method of monitoring a condition of a first component of a brake assembly (101, 102) comprising sensing at least one of a position and a movement of the first component and / or sensing at least one of a position and a movement of a second component of the brake assembly (101, 102), the position and / or movement of the first component and / or second component being indicative of a condition of the first component of the brake assembly (101, 102), and the method further comprising transmitting a signal indicative of the condition of the first component of the brake assembly (101, 102) to at least one of a local device (11) and a remote hub (200).

The present application relates to the technical field of vehicles, and particularly provides a multi-link independent suspension for a vehicle. To solve the problem that the existing multi-link independent suspension causes the constraint of the linkage system and the decline of the adjustment efficiency when adjusting the camber angle, the multi-link independent suspension for the vehicle comprises a subframe and a steering knuckle; the spring control arm of the multi-link independent suspension is arranged to adjust the camber angle of the wheel center; the central axis of the front upper control arm intersects with the central axis of the rear upper control arm at a Q point, and the X coordinate of the Q point is the same as that of the wheel center; the motion center line of the front upper control arm and the rear upper control arm is coincident with the central axis of the spring control arm in the projection on the XY plane, so that the movement of the spring control arm has no influence on the upper control arm system when adjusting the camber angle, the steering knuckle only rotates around the X axis to drive the tire to rotate around the X axis, the camber angle of the tire is changed, and the toe angle is not affected, so that the adjustment of the camber angle of the tire is simpler, and the influence on the linkage system is smaller.