CN205068774U - System for a do not stop vehicle car weight information acquisition and matching for multilane - Google Patents
System for a do not stop vehicle car weight information acquisition and matching for multilane Download PDFInfo
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Abstract
To having the not enough of measuring technique now, the utility model provides a pair of system for a do not stop vehicle car weight information acquisition and matching for multilane is including lane car weight information monitoring module, tire identification module, ultrasonic wave monitoring module, information processing module. The lane car weight information monitoring module be connected with ultrasonic wave monitoring module, information processing module respectively. Tire identification module, ultrasonic wave monitoring module are connected with information processing module respectively. Beneficial effect embodies: the utility model provides a to the hardware environment of multilane, through reasonable combination and the configuration to each module, overcome and originally need introduce solitary lane with the vehicle, and lead to great in constructing amount, the slow scheduling problem of wagon flow speed.
Description
Technical Field
The utility model belongs to the field of weighing that does not stop of vehicle among the transportation monitoring field especially relates to a system that is used for collection of vehicle weight information that does not stop of multilane and matches.
Background
The road vehicles often have overload during the transportation of goods, which not only can cause serious damage to the road, but also can cause traffic accidents. In order to avoid damage to roads caused by overloaded vehicles, some special transportation vehicles for special enterprises are also provided with on-vehicle weight monitoring devices, but the on-vehicle weight monitoring devices are not universal. Generally, a static or dynamic weighing device is arranged at a junction where a card is specially arranged, such as a toll station, to weigh and detect vehicles, mainly for weighing and charging, but parking and weighing are often needed. As the quantity of the retained domestic automobiles is increased, the promotion of economic development and the increase of electricity and commercial businesses to the logistics industry is increased, vehicles such as goods and the like are increased year by year, and the demand of weighing without stopping the automobiles is more and more emphasized.
In the aspect of weighing, the device that the cooperation was weighed not stopped among the prior art mainly has: the infrared vehicle divider, the axle recognizer, the dynamic truck scale and the like need to lead the vehicle into a single lane, so that the construction quantity is large, the lane width can be increased or reduced, and meanwhile, the infrared vehicle divider has the characteristic of concealment. Under the condition of weighing without stopping the vehicle and keeping the vehicle unattended, drivers sometimes have some cheating means to move the center of the vehicle back and forth so as to ensure that the weight weighed by the vehicle scale is much smaller than the actual weight.
The products on the market are mature in the technology of identifying the vehicle type and the license plate number by the camera. At present, the vehicle weighing detection provides the requirement of dynamic weighing without stopping the vehicle running freely on two lanes, and the camera performs photographing and license plate recognition, so that the information of the camera and the license plate is fused, and evidence is provided for punishing overweight vehicles. Since weighing and camera shooting are often produced by two specialized manufacturers, and the weighing equipment and camera shooting equipment differ in the speed at which information is sensed and processed and transmitted, and their respective speeds may be disturbed by networks and various circuits. Because the axletree recognizer needs to adopt the signal of dividing the car that the infrared ray divides the car to provide, come to count the axletree quantity of whole car, then just can obtain whole axle number, but when the vehicle went in the two lanes simultaneously, the problem that can't detect the two cars side by side is divided to placing of infrared ray to and the current whole weighbridge formula truck scale can not solve the unordered weighing problem of driving of vehicle and position confusion, so the measure that the two lanes freely travel the vehicle and weigh and detect has not been solved to the scheme of perfect system at present.
The method has the advantages that the photos and license plate numbers of the passing vehicles need to be synchronously provided for the weighing records, so that the weighing monitoring information can be completely matched, and the matching error rate is reduced, which is an index that needs to be improved all the time in the field of dynamic weighing.
In summary, a new multi-lane vehicle weight acquisition system and a detection method based on the hardware system are needed to overcome the above technical problems and improve the accuracy and efficiency of vehicle weight detection.
SUMMERY OF THE UTILITY MODEL
The utility model provides a pair of a system that is used for the vehicle weight information acquisition that does not stop of multilane and matches can solve the heavy information's of the vehicle that does not stop when one-way two lane vehicle drives a vehicle collection problem to and the picture car vehicle information that network camera equipment gathered matches the problem of difficulty with weighing device information, has improved the precision of information matching, can not have the phenomenon appearance that the matching was made mistakes and is abandoned data. And daily traffic flow and overload rate can be uploaded simultaneously in real time.
The utility model discloses an reach above-mentioned utility model purpose and adopt following technical scheme:
the system for collecting and matching the vehicle weight information of the non-stop vehicle with multiple lanes comprises a lane vehicle weight information monitoring module 1000, a tire identification module 2000, an ultrasonic monitoring module 3000 and an information processing module 4000.
The lane weight information monitoring module 1000 is respectively connected with the ultrasonic monitoring module 3000 and the information processing module 4000. The tire identification module 2000 and the ultrasonic monitoring module 3000 are respectively connected with the information processing module 4000.
The lane weight information monitoring module 1000 is responsible for collecting signals when vehicles pass through and feeding back lane weight information data packets to a rear-stage module. The lane weight information data packet contains vehicle entering time information, vehicle wheel passing time information, axle weight information, vehicle photo data and vehicle leaving signals. The lane weight information monitoring module 1000 includes a lane information monitoring unit.
The tire identification module 2000 is responsible for collecting wheel passing time and wheel position information.
The ultrasonic monitoring module 3000 is responsible for determining the start and stop time of the single vehicle entering and whether the vehicle has a cross-lane driving behavior.
The information processing module 4000 is responsible for processing data of the lane weight information monitoring module 1000, the tire identification module 2000 and the ultrasonic monitoring module 3000, determining accurate weight information of a single vehicle at a corresponding position, and forwarding the data to the server.
The vehicle weight information comprises wheel track, axle number, axle weight, axle distance, vehicle weight, vehicle speed, license plate number, license plate color and vehicle photos.
Compared with the prior art, the beneficial effects of the utility model are embodied in:
the utility model provides a to the hardware environment in multilane, through reasonable combination and configuration to each module, overcome original needs and introduce solitary lane with the vehicle, and the construction volume that leads to is big, the slow scheduling problem of traffic flow speed.
The utility model discloses still overcome the tradition and weigh and the compatible poor problem of camera equipment.
The utility model discloses the problem of weighing that current whole weighbridge formula truck scale can not solve the unordered driving of vehicle and position confusion has still been solved.
The utility model discloses an overcome measurement accuracy among the prior art poor, only be fit for the low scheduling problem of single lane, hardware integration level. The method is suitable for simultaneous measurement of multiple lanes, and has the advantages of high efficiency, high precision and low cost. The concrete aspects are as follows:
through using a plurality of dynamic truck scale quartz crystal sensors, earth induction coil, tire recognizer, CCD camera and auxiliary radar comprehensively, through arranging and marking weighing and image information comprehensively, can be under the circumstances of not stopping, make statistics of the vehicle weight information and the vehicle number of axles of the vehicle that drives on two lanes simultaneously, the wheel base, the wheel speed, through setting up different equipment numbers and vehicle information header and data packing start-stop mark, can let weighing information and the image information that the camera was gathered and the license plate information of assay go on effectively matching, the problem that multilane vehicle weight information is good to be gathered and is matched has been solved, it wastes manpower and materials that need to arrange the special person to watch for to have saved like the facility of setting up safety island class at the toll gate etc. wastes time and energy. The tire width can be determined through the tire identifier, whether the vehicle has the condition of cross-road driving or not and the speed measurement timing is started according to the vehicle position information, the whole axle weight of the vehicle can be measured through the first quartz crystal sensor, and the speed of the vehicle can be calculated as the end point of the speed measurement timing according to the distance between the tire identifier and the quartz crystal sensor and the triggering time of the tire identifier and the quartz crystal sensor. The second quartz crystal sensor is used for collecting the vehicle weight information of the vehicle crossing the lane, and when the vehicle is judged to drive across the lane, the vehicle weight information collected by the second quartz crystal sensor is used for estimating the weight of the axle. The CCD camera can take photos for two times continuously, the shot pictures are digital pictures, and the color of the license plate and characters on the license plate can be analyzed. And effectively matching the lane information and the time information carried by the hardware, integrating the lane information and the time information into a picture, and storing the picture in a server through a network module. Because the information is digital, the server can identify and display the traffic flow and the overload rate in real time on the same day.
Drawings
Fig. 1 is a schematic block diagram of the present invention.
Fig. 2 is a schematic diagram showing the connection relationship of units in the modules in fig. 1.
Fig. 3 is a schematic view of an internal structure of the first lane information detecting unit of fig. 2.
Fig. 4 is an internal structural diagram of the second lane information detecting unit in fig. 2.
Fig. 5 is an internal structural diagram of the third lane information detecting unit in fig. 2.
Fig. 6 is an installation schematic diagram of the present invention.
Detailed Description
The invention will be further explained with reference to the drawings:
referring to fig. 1, the system for acquiring and matching the vehicle weight information of the multi-lane non-stop vehicle comprises a lane vehicle weight information monitoring module 1000, a tire identification module 2000, an ultrasonic monitoring module 3000 and an information processing module 4000.
The lane weight information monitoring module 1000 is respectively connected with the ultrasonic monitoring module 3000 and the information processing module 4000. The tire identification module 2000 and the ultrasonic monitoring module 3000 are respectively connected with the information processing module 4000.
The lane weight information monitoring module 1000 is responsible for collecting signals when vehicles pass through and feeding back lane weight information data packets to a rear-stage module. The lane weight information data packet contains vehicle entering time information, vehicle wheel passing time information, axle weight information, vehicle photo data and vehicle leaving signals. The lane weight information monitoring module 1000 includes a lane information monitoring unit.
The tire identification module 2000 is responsible for collecting wheel passing time and wheel position information.
The ultrasonic monitoring module 3000 is responsible for determining the start and stop time of the single vehicle entering and whether the vehicle has a cross-lane driving behavior.
The information processing module 4000 is responsible for processing data of the lane weight information monitoring module 1000, the tire identification module 2000 and the ultrasonic monitoring module 3000, determining accurate weight information of a single vehicle at a corresponding position, and forwarding the data to the server.
The vehicle weight information comprises wheel track, axle number, axle weight, axle distance, vehicle weight, vehicle speed, license plate number, license plate color and vehicle photos.
Referring to fig. 2, further, the lane weight information monitoring module 1000 includes more than three lane information monitoring units. Each lane information monitoring unit comprises a lane central ultrasonic probe, a first ground induction coil detector, a first dynamic truck scale, a second ground induction coil detector, a second dynamic truck scale and a camera. Wherein,
the output end of the first ground induction coil is connected with the input end of the first ground induction coil detector. The output end of the second ground induction coil is connected with the input end of the second ground induction coil detector. The output end of the first ground induction coil detector, the output end of the first dynamic truck scale, the output end of the second ground induction coil detector, the output end of the second dynamic truck scale and the camera are respectively connected with the input end of the information processing module 4000. The output end of the ultrasonic probe at the center of the lane is connected with the input end of the ultrasonic monitoring module 3000.
And the lane central ultrasonic probe is responsible for monitoring whether vehicles cross the lane on the lane where the ultrasonic probe is positioned.
The first ground induction coil receives the fixed frequency electric signal sent by the first ground induction coil detector, and when a vehicle enters the first ground induction coil, the first ground induction coil feeds back an electric signal which changes correspondingly.
The first ground induction coil detector is responsible for sending a fixed-frequency electric signal to the first ground induction coil, receiving an electric signal fed back by the first ground induction coil, judging whether a vehicle enters or not and forming a switching value signal.
The first dynamic motor scale is used for collecting a charge signal obtained when a vehicle passes through the first dynamic motor scale, amplifying the charge signal and converting the charge signal into a voltage value.
The second ground sensing coil is used for receiving the fixed-frequency electric signal sent by the second ground sensing coil detector and feeding back the correspondingly changed electric signal when a vehicle exits the second ground sensing coil.
The second ground sensing coil detector is responsible for sending a fixed-frequency electric signal to the second ground sensing coil, receiving an electric signal fed back by the second ground sensing coil, judging whether a vehicle leaves or not and forming a switching value signal.
The second dynamic motor balance is responsible for collecting charge signals obtained when the vehicle passes through the second dynamic motor balance, amplifying the charge signals and converting the charge signals into voltage values.
The camera is responsible for receiving the control signal of the information processing module 4000 to take a picture twice and transmitting the picture data to the information processing module 4000.
Furthermore, the model of the lane center ultrasonic probe is DDY1CJC 1. The first ground induction coil and the second ground induction coil are wound by high-temperature resistant tinned wires with the diameter of 0.75 mm. The first ground sensing coil and the second ground sensing coil are both 2 meters long and 1 meter wide. And cutting angles of 45 degrees and 20cm are respectively formed at four corners of the first ground induction coil and the second ground induction coil. The first ground induction coil detector and the second ground induction coil detector are all LD102 single-channel coil vehicle detectors of Shanghai De's electronics. The models of the first dynamic truck scale, the second dynamic truck scale and the third dynamic truck scale 1205 are all GBS-30DZ dynamic truck scales. The first dynamic truck scale and the second dynamic truck scale both comprise quartz crystal sensors, cables, charge amplifiers and weighing controllers. The camera is available in the form of DS-2CD986A available from haokangwei.
Referring to fig. 2 and fig. 6, further, the lane weight information monitoring module includes 3 lane information monitoring units, which are respectively: a first lane information monitoring unit 1100, a second lane information monitoring unit 1200, and a third lane information monitoring unit 1300.
Referring to fig. 3, further, the first lane information monitoring unit 1100 includes a first lane center ultrasonic probe 1101, a first lane first ground induction coil 1102, a first lane first ground induction coil detector 1103, a first lane first dynamic truck scale 1104, a first lane second ground induction coil 1106, a first lane second ground induction coil detector 1107, a first lane second dynamic truck scale 1108, and a first lane camera 1109.
Referring to fig. 4, the second lane information monitoring unit 1200 further includes a second lane central ultrasonic probe 1201, a second lane first ground induction coil 1202, a second lane first ground induction coil detector 1203, a second lane first dynamic truck scale 1204, a second lane second ground induction coil 1206, a second lane second ground induction coil detector 1207, a second lane second dynamic truck scale 1208, and a second lane camera 1209.
Referring to fig. 5, further, the third lane information monitoring unit 1300 includes a third lane central ultrasonic probe 1301, a third lane first ground induction coil 1302, a third lane first ground induction coil detector 1303, a third lane first dynamic truck scale 1304, a third lane second ground induction coil 1306, a third lane second ground induction coil detector 1307, a third lane second dynamic truck scale 1308, and a third lane camera 1309.
Referring to fig. 6, further, the first lane information monitoring unit 1100 is disposed on a lane, wherein a ground induction coil frequency change signal of a first ground induction coil 1102 of the first lane, a ground induction coil frequency change signal of a second ground induction coil 1106 of the first lane, an ultrasonic probe transmit-receive time change signal of a central ultrasonic probe 1101 of the first lane, a voltage signal of a first dynamic truck scale 1104 of the first lane, and a voltage signal of a second dynamic truck scale 1108 of the first lane.
Referring to fig. 6, further, the second lane information monitoring unit 1200 is disposed on another lane and is responsible for feeding back a ground induction coil frequency variation signal of the first ground induction coil 1202 of the second lane, a ground induction coil frequency variation signal of the second ground induction coil 1206 of the second lane, a transceiving time variation signal of the ultrasonic probe 1101 at the center of the first lane, a voltage signal of the first dynamic truck scale 1204 of the second lane, and a voltage signal of the second dynamic truck scale 1208 of the second lane.
Referring to fig. 6, further, the third lane information monitoring unit 1300 is disposed on a third lane and is responsible for feeding back a ground induction coil frequency variation signal of the first ground induction coil 1302 of the third lane, a ground induction coil frequency variation signal of the second ground induction coil 1306 of the third lane, a transceiving time variation signal of the ultrasonic probe 1301 in the center of the third lane, a voltage signal of the first dynamic truck scale 1304 of the third lane, and a voltage signal of the second dynamic truck scale 1308 of the third lane.
The tire identification module 2000 includes a tire identifier 2100 and a tire identification controller 2200. The tire identifier 2100 is connected to the information processing module 4000 via the tire identification controller 2200.
The ultrasonic monitoring module 3000 includes a first inter-road ultrasonic probe 3101, a second inter-road ultrasonic probe 3102, and an ultrasonic detection master 3200. The first inter-road ultrasonic probe 3101 is installed at a position between the first lane and the second lane, and the second inter-road ultrasonic probe 3102 is installed at a position between the second lane and the third lane. The first inter-road ultrasonic probe 3101 and the second inter-road ultrasonic probe 3102 are both responsible for detecting ultrasonic probe transmit/receive time variation signals when a single vehicle travels across lanes, that is, vehicle signals which cannot be detected by lane central ultrasonic probes of lane weight information monitoring units in the first lane, the second lane and the third lane when the vehicle travels across lanes. The first inter-road ultrasonic probe 3101 and the second inter-road ultrasonic probe 3102 are connected to the information processing module 4000 via the ultrasonic detection master 3200, respectively.
Further, the tire identifier 2100 is of the model LZ-A tire identifier of the well-established technologies. The first inter-road ultrasonic probe 3101 and the second inter-road ultrasonic probe 3102 are DDY1, CJC1 ultrasonic probes. The model of the ultrasonic detection host 3200 is DDY1CJC1 ultrasonic detection host.
Referring to fig. 2, further, the information processing module 4000 includes a first single chip microcomputer 4100, a second single chip microcomputer 4200, and a network communication processing module 4300. Wherein,
the first single chip microcomputer 4100 and the network communication processing module 4300 are respectively connected with the second single chip microcomputer 4200.
The first single chip microcomputer 4100 is connected to the tire identification controller 2200, the first lane information monitoring unit 1100, the second lane information monitoring unit 1200, the third lane information monitoring unit 1300, and the ultrasonic detection host 3200, respectively. The first single chip microcomputer 4100 respectively obtains the number and position information of tires fed back by the tire identification controller 2200, the voltage values corresponding to the passing time and the tire load of all tires on the first lane fed back by the first lane information monitoring unit 1100, the voltage values corresponding to the passing time and the tire load of all tires on the second lane fed back by the second lane information monitoring unit 1200, the voltage values corresponding to the passing time and the tire load of all tires on the third lane fed back by the third lane information monitoring unit 1300, and the switching value data formed by the ultrasonic wave transmitting/receiving time change reflecting the vehicle entering and leaving fed back by the ultrasonic wave detection host 3200, and transmits the data to the second single chip microcomputer 4200.
The camera 1109 in the first lane information monitoring unit 1100 is responsible for taking a license plate picture of a vehicle on a lane where the first lane information monitoring unit 1100 is located, and feeding back the license plate picture to the second single chip microcomputer 4200.
The camera 1209 in the second lane information monitoring unit 1200 is responsible for taking a license plate picture of a vehicle on the lane where the second lane information monitoring unit 1200 is located, and feeding the license plate picture back to the second single chip microcomputer 4200.
The camera 1309 in the third lane information monitoring unit 1300 is responsible for taking a license plate picture of a vehicle on the lane where the third lane information monitoring unit 1300 is located, and feeding the license plate picture back to the second single chip microcomputer 4200.
The first single chip microcomputer 4100 is a weighing controller and is responsible for sending a photographing control signal to the second single chip microcomputer and judging and summarizing data of the front sensor. The processing result of the first single chip microcomputer 4100 is transmitted to the second single chip microcomputer 4200 for further processing.
The second single chip microcomputer 4200 is an image processing module and is responsible for receiving the photographing control signal of the first single chip microcomputer, controlling the camera to photograph, recognizing the license plate of the photograph and storing the license plate information under the corresponding vehicle weight information.
The network communication processing module 4300 is responsible for transmitting the processing result of the second single chip microcomputer 4200 to the remote server.
Furthermore, the model of the first single chip microcomputer 4100 is STM32F103RBT 6. The second single chip microcomputer 4200 is an AT91SAM9G45 with ARM9 kernel. The network communication processing module 4300 has an embedded 3GDTU model number ZHD 750T.
Referring to fig. 6, further, the system for acquiring and matching the vehicle weight information of the non-stop vehicle is arranged on three unidirectional lanes. The inner lane of the unidirectional three lanes is a first lane, the middle lane is a second lane, and the outer lane is a third lane.
A first lane information monitoring unit 1100 is provided on the first lane. A second lane information monitoring unit 1200 is provided on the second lane. A third lane information monitoring unit 1300 is provided on the third lane. The tire recognizer 2100 is provided in common on the first lane, the second lane, and the third lane. A first inter-road ultrasonic probe 3101 is provided between the first lane and the second lane, and a second inter-road ultrasonic probe 3102 is provided between the second lane and the third lane. The first lane first ground induction coil 1002, the first lane central ultrasonic probe 1101, the first lane first dynamic truck scale 1104, the first lane second dynamic truck scale 1108, the first lane second ground induction coil 1106 and the first lane camera 1109 are sequentially arranged in the traveling direction of the first lane. The first lane first dynamic truck scale 1104 has a width equal to the width of the first lane. One end of the first lane second dynamic truck scale 1108 is adjacent to the boundary between the first lane and the second lane.
The first ground induction coil 1202 of the second lane, the central ultrasonic probe 1201 of the second lane, the first dynamic truck scale 1204 of the second lane, the second dynamic truck scale group of the second lane, the second ground induction coil 1206 of the second lane and the second camera 1209 of the second lane are sequentially arranged in the driving direction of the second lane.
The width of the second lane first dynamic truck scale 1204 is equal to the width of the second lane. The second lane second dynamic truck scale group comprises 2 second lane second dynamic truck scales 1208 and a second lane third dynamic truck scale 1205 which are arranged in parallel, wherein the second lane second dynamic truck scales 1208 are close to the boundary of the first lane and the second lane, and the second lane third dynamic truck scale 1205 is close to the boundary of the second lane and the third lane.
The first ground induction coil 1302, the central ultrasonic probe 1301, the first dynamic truck scale 1304, the second dynamic truck scale 1308, the second ground induction coil 1306 and the camera 1309 are arranged in sequence in the driving direction of the third lane. The width of the third lane first dynamic truck scale 1304 is equal to the width of the third lane. One end of the third lane second dynamic truck scale 1308 is adjacent to the second lane-third lane boundary.
The width of the first lane first dynamic truck scale 1104, the width of the second lane first dynamic truck scale 1204 and the width of the third lane first dynamic truck scale 1304 are equal.
The width of the first lane second dynamic truck scale 1108, the width of the second lane second dynamic truck scale 1208, the width of the second lane third dynamic truck scale 1205, the width of the third lane second dynamic truck scale 1308 are equal.
The sum of the widths of the first lane second dynamic truck scale 1108 and the second lane second dynamic truck scale 1208, the sum of the widths of the second lane second dynamic truck scale 1208 and the second lane third dynamic truck scale 1205, and the sum of the widths of the second lane third dynamic truck scale 1205 and the third lane second dynamic truck scale 1308 are equal to the width of the first lane first dynamic truck scale 1104.
Preferably, the width of the second dynamic truck scale 1208 of the second lane and the width of the third dynamic truck scale 1205 of the second lane are both 0.5 m;
preferably, the first lane first dynamic truck scale 1104 has a width equal to the width of the lane. The installation positions of the first lane first ground induction coil 1102, the first lane central ultrasonic probe 1101, the first lane first dynamic truck scale 1104, the first lane second ground induction coil 1106, the first lane second dynamic truck scale 1108, the first lane second ground induction coil 1106 and the first lane camera 1109, the installation positions of the second lane first ground induction coil 1202, the second lane central ultrasonic probe 1201, the second lane first dynamic truck scale 1204, the second lane second dynamic truck scale 1208, the second lane second ground induction coil 1206 and the second lane camera 1209, and the installation positions of the third lane first ground induction coil 1302, the third lane central ultrasonic probe 1301, the third lane first dynamic truck scale 1304, the third lane second ground induction coil 1308, the third lane second ground induction coil 1306 and the third lane camera 1309 are aligned with each other.
The tire identifier 2100 is mounted in a region between the first lane central ultrasonic probe 1101 and the first lane first dynamic truck scale 1004. The width of the tire recognizer 2100 is the sum of the width of the first lane and the width of the second lane and the width of the third lane.
The first inter-road ultrasonic probe 3101 is installed at the boundary between the first lane and the second lane, the second inter-road ultrasonic probe 3102 is installed at the boundary between the second lane and the third lane, and the installation position of the first inter-road ultrasonic probe 3101 and the installation position of the second inter-road ultrasonic probe 3102 are flush with the installation position of the first lane central ultrasonic probe 1101 and the installation position of the second lane central ultrasonic probe 1201.
The first lane first ground induction coil detector 1103, the first lane second ground induction coil detector 1107, the second lane first ground induction coil detector 1203, the second lane second ground induction coil detector 1207, the third lane first ground induction coil detector 1303, the third lane second ground induction coil detector 1307, the first single chip microcomputer 4100, the second single chip microcomputer 4200, the network communication processing module 4300, the tire identification controller 2200 and the ultrasonic detection host 3200 are all arranged on the sides of the two lanes.
Claims (10)
1. A system that is used for collection of no parking vehicle weight information of multilane and matches contains information processing module (4000), its characterized in that: the system also comprises a lane weight information monitoring module (1000), a tire identification module (2000) and an ultrasonic monitoring module (3000);
the lane weight information monitoring module (1000) is respectively connected with the ultrasonic monitoring module (3000) and the information processing module (4000); the tire identification module (2000) and the ultrasonic monitoring module (3000) are respectively connected with the information processing module (4000).
2. The system for multi-lane non-stop vehicle weight information collection and matching according to claim 1, wherein:
the lane vehicle weight information monitoring module (1000) comprises more than three lane information monitoring units; each lane information monitoring unit comprises a lane central ultrasonic probe, a first ground induction coil detector, a first dynamic truck scale, a second ground induction coil detector, a second dynamic truck scale and a camera; wherein,
the output end of the first ground induction coil is connected with the input end of the first ground induction coil detector; the output end of the second ground induction coil is connected with the input end of the second ground induction coil detector; the output end of the first ground induction coil detector, the output end of the first dynamic truck scale, the output end of the second ground induction coil detector, the output end of the second dynamic truck scale and the camera are respectively connected with the input end of the information processing module (4000); the output end of the ultrasonic probe at the center of the lane is connected with the input end of the ultrasonic monitoring module (3000).
3. The system for multi-lane non-stop vehicle weight information collection and matching according to claim 2, wherein: the model of the lane central ultrasonic probe is DDY1CJC 1; the first ground induction coil and the second ground induction coil are wound by high-temperature resistant tinned wires with the diameter of 0.75 mm; the models of the first ground induction coil detector and the second ground induction coil detector are both LD102 single-channel coil vehicle detectors; the models of the first dynamic truck scale and the second dynamic truck scale are GBS-30DZ dynamic truck scales; the camera model is DS-2CD 986A.
4. The system for acquiring and matching vehicle weight information of a multi-lane non-stop vehicle according to claim 1, 2 or 3, wherein:
3 lane information monitoring units that lane vehicle weight information monitoring module contains are: a first lane information monitoring unit (1100), a second lane information monitoring unit (1200) and a third lane information monitoring unit (1300);
the first lane information monitoring unit (1100) comprises a first lane central ultrasonic probe (1101), a first lane first ground induction coil (1102), a first lane first ground induction coil detector (1103), a first lane first dynamic truck scale (1104), a first lane second ground induction coil (1106), a first lane second ground induction coil detector (1107), a first lane second dynamic truck scale (1108) and a first lane camera (1109);
the second lane information monitoring unit (1200) comprises a second lane central ultrasonic probe (1201), a second lane first ground induction coil (1202), a second lane first ground induction coil detector (1203), a second lane first dynamic truck scale (1204), a second lane second ground induction coil (1206), a second lane second ground induction coil detector (1207), a second lane second dynamic truck scale (1208) and a second lane camera (1209);
the third lane information monitoring unit (1300) comprises a third lane central ultrasonic probe (1201), a third lane first ground induction coil (1202), a third lane first ground induction coil detector (1303), a third lane first dynamic truck scale (1304), a third lane second ground induction coil (1306), a third lane second ground induction coil detector (1307), a third lane second dynamic truck scale (1308) and a third lane camera (1309);
the first lane information monitoring unit (1100) is disposed on one lane, the second lane information monitoring unit (1200) is disposed on the other lane, and the third lane information monitoring unit (1300) is disposed on a third lane; the tire identification module (2000) comprises a tire identifier (2100) and a tire identification controller (2200); the tire recognizer (2100) is connected with the information processing module (4000) through a tire recognition controller (2200);
the ultrasonic monitoring module (3000) comprises a first inter-road ultrasonic probe (3101), a second inter-road ultrasonic probe (3102) and an ultrasonic detection host (3200); wherein, the first road ultrasonic probe (3101) is arranged at the position of the boundary between the first lane and the second lane, and the second road ultrasonic probe (3102) is arranged at the position of the boundary between the second lane and the third lane; the first inter-road ultrasonic probe (3101) and the second inter-road ultrasonic probe (3102) are both responsible for detecting ultrasonic probe transmit-receive time change signals when a single vehicle runs across lanes, namely vehicle signals which cannot be detected by lane central ultrasonic probes of lane weight information monitoring units in the first lane, the second lane and the third lane when the vehicle runs across lanes are detected; the first inter-road ultrasonic probe (3101) and the second inter-road ultrasonic probe (3102) are respectively connected with the information processing module (4000) through an ultrasonic detection host (3200).
5. The system for multi-lane non-stop vehicle weight information collection and matching according to claim 4, wherein: the tire identifier (2100) is an LZ-A tire identifier; the model of the first road-to-road ultrasonic probe (3101) and the second road-to-road ultrasonic probe (3102) is DDY1CJC1 ultrasonic probes; the model of the ultrasonic detection host (3200) is DDY1CJC1 ultrasonic detection host.
6. The system for multi-lane non-stop vehicle weight information collection and matching according to claim 4, wherein: the information processing module (4000) comprises a first single chip microcomputer (4100), a second single chip microcomputer (4200) and a network communication processing module (4300); wherein,
the first single chip microcomputer (4100) and the network communication processing module (4300) are respectively connected with the second single chip microcomputer (4200);
the first single chip microcomputer (4100) is respectively connected with the tire identification controller (2200), the first lane information monitoring unit (1100), the second lane information monitoring unit (1200), the third lane information monitoring unit (1300) and the ultrasonic detection host (3200); the method comprises the steps that a first single chip microcomputer (4100) respectively obtains the number and position information of tires fed back by a tire identification controller (2200), the passing time of all tires on a first lane and voltage values corresponding to tire loads fed back by a first lane information monitoring unit (1100), the passing time of all tires on a second lane and voltage values corresponding to tire loads fed back by a second lane information monitoring unit (1200), the passing time of all tires on a third lane and voltage values corresponding to tire loads fed back by a third lane information monitoring unit (1300), and switching value data formed by ultrasonic receiving and transmitting time changes reflecting vehicle entering and leaving fed back by an ultrasonic detection host (3200), and the switching value data are transmitted to a second single chip microcomputer (4200);
a camera (1109) in the first lane information monitoring unit (1100) is responsible for shooting license plate pictures of vehicles on a lane where the first lane information monitoring unit (1100) is located and feeding back the license plate pictures to the second single chip microcomputer (4200);
a camera (1209) in the second lane information monitoring unit (1200) is responsible for shooting license plate pictures of vehicles on a lane where the second lane information monitoring unit (1200) is located, and feeding back the license plate pictures to the second single chip microcomputer (4200);
a camera (1309) in the third lane information monitoring unit (1300) is responsible for shooting license plate pictures of vehicles on a lane where the third lane information monitoring unit (1300) is located, and feeding back the license plate pictures to the second single chip microcomputer (4200);
the first single chip microcomputer (4100) is a weighing controller and is responsible for sending a photographing control signal to the second single chip microcomputer and judging and summarizing data of the front sensor; the processing result of the first single chip microcomputer (4100) is transmitted to the second single chip microcomputer (4200) for further processing;
the second single chip microcomputer (4200) is an image processing module and is responsible for receiving the photographing control signal of the first single chip microcomputer, controlling the camera to photograph, recognizing the license plate of the photograph and storing the license plate information under the corresponding vehicle weight information;
the network communication processing module (4300) is responsible for transmitting the processing result of the second singlechip (4200) to the remote server.
7. The system for multi-lane non-stop vehicle weight information collection and matching according to claim 6, wherein: the model of the first single chip microcomputer (4100) is STM32F103RBT 6.
8. The system for multi-lane non-stop vehicle weight information collection and matching according to claim 6, wherein: the model of the second singlechip (4200) is AT91SAM9G45 of ARM9 kernel.
9. The system for multi-lane non-stop vehicle weight information collection and matching according to claim 6, wherein: the model of the network communication processing module (4300) is ZHD750 embedded 3GDTU of 750T.
10. The system for multi-lane non-stop vehicle weight information collection and matching according to claim 4, wherein:
arranging a system for acquiring and matching the weight information of the non-stop vehicle on three unidirectional lanes; recording that the inner lane of the unidirectional three lanes is a first lane, the middle lane is a second lane, and the outer lane is a third lane;
a first lane information monitoring unit (1100) is arranged on the first lane; a second lane information monitoring unit (1200) is arranged on the second lane; a third lane information monitoring unit (1300) is arranged on the third lane; a tire recognizer (2100) is arranged on the first lane, the second lane and the third lane together; a first inter-road ultrasonic probe (3101) is provided between the first lane and the second lane, and a second inter-road ultrasonic probe (3102) is provided between the second lane and the third lane; wherein,
a first lane first ground induction coil (1002), a first lane central ultrasonic probe (1101), a first lane first dynamic truck scale (1104), a first lane second dynamic truck scale (1108), a first lane second ground induction coil (1106) and a first lane camera (1109) are sequentially arranged in the traveling direction of a first lane;
a second lane first ground induction coil (1202), a second lane central ultrasonic probe (1201), a second lane first dynamic truck scale (1204), a second lane second dynamic truck scale group, a second lane second ground induction coil (1206) and a second lane camera (1209) are sequentially arranged in the driving direction of a second lane;
a third lane first ground induction coil (1302), a third lane central ultrasonic probe (1301), a third lane first dynamic truck scale (1304), a third lane second dynamic truck scale (1308), a third lane second ground induction coil (1306) and a third lane camera (1309) are sequentially arranged in the driving direction of a third lane;
the installation positions of a first lane first ground induction coil (1102), a first lane central ultrasonic probe (1101), a first lane first dynamic truck scale (1104), a first lane second ground induction coil (1106), a first lane second dynamic truck scale (1108), a first lane second ground induction coil (1106) and a first lane camera (1109), the installation positions of the second lane first ground induction coil (1202), the second lane central ultrasonic probe (1201), the second lane first dynamic truck scale (1204), the second lane second dynamic truck scale (1208), the second lane second ground induction coil (1206) and the second lane camera (1209), the installation positions of a first ground induction coil (1302) of a third lane, a central ultrasonic probe (1301) of the third lane, a first dynamic truck scale (1304) of the third lane, a second ground induction coil (1308) of the third lane, a second ground induction coil (1306) of the third lane and a camera (1309) of the third lane are mutually aligned;
the mounting location of the tire identifier (2100) is in the region between the first lane central ultrasound probe (1101) and the first lane first dynamic truck scale (1004);
the first inter-road ultrasonic probe (3101) is installed at the boundary of a first lane and a second lane, the second inter-road ultrasonic probe (3102) is installed at the boundary of the second lane and a third lane, and the installation positions of the first inter-road ultrasonic probe (3101) and the second inter-road ultrasonic probe (3102), the installation position of the first lane central ultrasonic probe (1101) and the installation position of the second lane central ultrasonic probe (1201) are flush with each other;
the system comprises a first lane first ground induction coil detector (1103), a first lane second ground induction coil detector (1107), a second lane first ground induction coil detector (1203), a second lane second ground induction coil detector (1207), a third lane first ground induction coil detector (1303), a third lane second ground induction coil detector (1307), a first single chip microcomputer (4100), a second single chip microcomputer (4200), a network communication processing module (4300), a tire identification controller (2200) and an ultrasonic detection host (3200), wherein the first lane first ground induction coil detector, the second lane second ground induction coil detector, the third lane first ground induction coil detector, the first single chip microcomputer (4100), the second single chip microcomputer (4200), the network communication processing module (.
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| CN201520785533.5U CN205068774U (en) | 2015-10-12 | 2015-10-12 | System for a do not stop vehicle car weight information acquisition and matching for multilane |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108061595A (en) * | 2017-12-14 | 2018-05-22 | 四川奇石缘科技股份有限公司 | A kind of traffic police administers the non-at-scene law enforcement detecting system of outline measuring overload and method |
| CN113984163A (en) * | 2021-09-29 | 2022-01-28 | 合肥市正茂科技有限公司 | Visual auxiliary studying and judging method and system for truck non-stop weighing |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108061595A (en) * | 2017-12-14 | 2018-05-22 | 四川奇石缘科技股份有限公司 | A kind of traffic police administers the non-at-scene law enforcement detecting system of outline measuring overload and method |
| CN113984163A (en) * | 2021-09-29 | 2022-01-28 | 合肥市正茂科技有限公司 | Visual auxiliary studying and judging method and system for truck non-stop weighing |
| CN113984163B (en) * | 2021-09-29 | 2024-03-15 | 合肥市正茂科技有限公司 | Visual auxiliary studying and judging method and system for weighing of truck without stopping |
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