JP2020030577A - Vehicle information acquisition panel, vehicle information acquisition device, vehicle type discrimination device, vehicle information acquisition method, and program - Google Patents

Abstract

To provide a vehicle information acquisition panel capable of acquiring multiple kinds of information relating to a vehicle that approaches a tollgate, while reducing cost required for installation.SOLUTION: A vehicle information acquisition panel 12 comprises multiple load meters W1-W10 which are disposed on a lane L side by side in a lane width direction and measure loads of pressures applied by a left tire TL and a right tire TR of a vehicle A traveling on the lane L.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle information acquisition plate, a vehicle information acquisition device, a vehicle type identification device, a vehicle information acquisition method, and a program.

  Tollgates on toll roads may be provided with various devices for acquiring information on vehicles entering the tollgate. As one of such devices, for example, Patent Literature 1 discloses a tread that can detect a tread of a vehicle entering a tollgate.

JP 08-235487 A

  At a tollgate, in order to correctly determine the vehicle type classification, information about the vehicle should be acquired as much as possible. On the other hand, it is desired that various devices for acquiring information about vehicles at tollgates have a simple configuration in order to reduce installation costs and labor.

  The present invention provides a vehicle information acquisition plate, a vehicle information acquisition device, a vehicle type discrimination device, and a vehicle information acquisition method capable of acquiring a plurality of types of information on a vehicle that has entered a tollgate while reducing installation costs. , And to provide programs.

According to the first aspect of the present invention, the vehicle information acquisition plate (12) is arranged on the lane (L) side by side in the lane width direction, and the tires (TL, TR) of the vehicle (A) traveling in the lane. ) Has a plurality of load cells (W1 to W10) for measuring the load of pressing.
In this way, the vehicle information acquisition plate can output information indicating the position in the lane width direction where the tire has been pressed and the load measurement value indicating the degree of pressing by the tire in association with each other. By using such a load measurement value, a plurality of vehicle information (axle load, axle number, tread, and the like) relating to a running vehicle can be acquired.

Further, according to the second aspect of the present invention, the plurality of load cells are formed in the same shape in plan view, and adjacent sides are arranged without gaps.
By doing so, the load cells divided into rectangles can be formed simply by arranging them while aligning the sides thereof, so that the vehicle information acquisition plate can be more easily installed.

Further, according to the third aspect of the present invention, the plurality of load cells are formed in a rectangular shape in plan view.
By doing so, the boundary of each load cell can be clearly defined, so that the calculation accuracy of the vehicle information can be improved.

According to a fourth aspect of the present invention, a vehicle information acquisition device (10B) includes a vehicle information acquisition plate (12) and a load measurement value acquisition unit that acquires load measurement values of a plurality of the load meters. (1000) and a first specific position (P1) of the left tire based on the load measurement values of the load cells belonging to the first load cell group (WG1) pressed against the left tire (TL) among the plurality of load cells. ), And calculates a second specific position (P2) of the right tire based on the load measurement value of the load cells belonging to the second load cell group (WG2) pressed by the right tire (TR) among the plurality of load cells. ), And a tread calculator (1002) that calculates a distance between the first specific position and the second specific position as a tread (L_Tr) of the vehicle. .
By doing so, the tread of the vehicle can be specified from the load measurement values obtained by the plurality of load meters constituting the vehicle information acquisition plate.

Further, according to the fifth aspect of the present invention, the tire position calculation unit determines a predetermined tire width (Tw1) of the left tire and a boundary position of a plurality of load cells belonging to the first load cell group (Tw1). Q1) and the first specific position are calculated based on the load ratio (R1), and a predetermined tire width (Tw2) of the right tire and a boundary position of a plurality of load meters belonging to the second load cell group. The second specific position is calculated based on (Q2) and the load ratio (R2).
By doing in this way, the magnitude of the shift of the first specific position of the left tire with respect to the boundary position is appropriately calculated based on the tire width and the load ratio. Similarly, the magnitude of the deviation of the second specific position of the right tire from the boundary position is appropriately calculated based on the tire width and the load ratio. Therefore, the tread of the vehicle can be calculated more accurately.

According to the sixth aspect of the present invention, the tire position calculation unit specifies the tire width associated with the axle load or the wheel load based on the load measurement value.
In this way, the tread can be calculated by applying an appropriate tire width according to the measured axle load or wheel load.

According to the seventh aspect of the present invention, when the number of group members of the first load cell group is three or more, the tire position calculation unit may include three or more members belonging to the first load cell group. Of the load cells, the position of the boundary between the two load cells located most to the left in the lane width direction is specified as the boundary position, and when the number of group members of the second load cell group is 3 or more, A boundary position of two load cells located on the rightmost side in the lane width direction among three or more load cells belonging to the second load cell group is specified as the boundary position.
In this manner, even when the number of load cells belonging to the first load cell group or the second load cell group is three or more, the boundary to be applied to the tread calculation can be appropriately specified.

Further, according to the eighth aspect of the present invention, when the number of the first load cell group is one, the tire position calculation unit may determine that one of the load cells belonging to the first load cell group is one. The position of the boundary on the left side in the lane width direction of the meter is specified as the first specific position, and when the number of group members of the second load cell group is 1, one of the groups belonging to the second load cell group The position of the right boundary of the load cell in the lane width direction is specified as the second specific position.
In this way, the tread of the vehicle can be calculated even when the left tire or the right tire does not press across the boundaries of the plurality of load cells arranged side by side.

  According to a ninth aspect of the present invention, a vehicle type determination device (1B) includes the above-described vehicle information acquisition device.

  Further, according to a tenth aspect of the present invention, a vehicle information acquisition method includes a plurality of load cells arranged on a lane side by side in a lane width direction and measuring a pressing load by a tire of a vehicle traveling in the lane. A range information obtaining method using a vehicle information obtaining plate, comprising: obtaining a load measurement value of a plurality of the load cells; and a first load cell group pressed against a left tire among the plurality of the load cells. The first specific position of the left tire is calculated based on the load measurement value of the load cell belonging to, and the load measurement value of the load cell belonging to the second load cell group pressed by the right tire among the plurality of load cells is calculated. Calculating a second specific position of the right tire based on the first specific position and calculating a distance between the first specific position and the second specific position as a tread of the vehicle.

  According to an eleventh aspect of the present invention, a program is provided for a vehicle having a plurality of load meters arranged on a lane side by side in a lane width direction and measuring a pressing load of a tire of a vehicle traveling on the lane. Acquiring a load measurement value of a plurality of the load cells by a computer of a vehicle information acquisition device including an information acquisition plate; and a load cell belonging to a first load cell group pressed against a left tire among the plurality of the load cells. The first specific position of the left tire is calculated based on the measured load value of the left tire, and the right specific position is calculated based on the measured load value of the load cells belonging to the second load cell group pressed by the right tire among the plurality of load cells. Calculating a second specific position of the tire; and calculating a distance between the first specific position and the second specific position as a tread of the vehicle.

  According to the vehicle information acquisition plate, the vehicle information acquisition device, the vehicle type identification device, the vehicle information acquisition method, and the program according to each of the above-described embodiments, a plurality of vehicles related to a vehicle entering a tollgate while reducing installation costs Type information can be obtained.

It is a figure showing the whole charge collection system composition concerning a 1st embodiment. It is a figure showing the functional composition of the toll collection system concerning a 1st embodiment. It is a figure showing the functional composition of the vehicle information acquisition device concerning a 1st embodiment. FIG. 4 is a diagram illustrating an example of a boundary position table according to the first embodiment. It is a figure showing the example of the tire width table concerning a 1st embodiment. It is a figure showing the processing flow of the vehicle information acquisition device concerning a 1st embodiment. It is a figure for explaining processing of the vehicle information acquisition device concerning a 1st embodiment. It is a figure for explaining processing of the vehicle information acquisition device concerning a 1st embodiment. It is a figure for explaining processing of the vehicle information acquisition device concerning a 1st embodiment. It is a figure for explaining processing of the vehicle information acquisition device concerning a 1st embodiment.

<First embodiment>
Hereinafter, a toll collection system according to the first embodiment will be described in detail with reference to FIGS.

(Overall configuration of toll collection system)
FIG. 1 is a diagram illustrating an entire configuration of a toll collection system according to the first embodiment.
The toll collection system 1 shown in FIG. 1 is installed, for example, at an entrance tollgate on a toll road. As shown in FIG. 1, the toll collection system 1 is installed on a lane L extending from a general road to a toll road at an entrance tollgate, and right and left islands IR and IL laid on the road side of the lane L. I have.
In the following description, the direction in which the lane L extends (the ± X direction in FIG. 1) is also referred to as the “lane direction”, and the direction horizontally orthogonal to the lane direction (the ± Y direction in FIG. 1) is referred to as the “lane direction”. Also described as "width direction". The general road side (−X direction side) in the lane direction of the lane L at the entrance tollgate is also described as “upstream side” of the lane L, and the toll road side (+ X direction side) in the lane direction of the lane L is the lane L Also referred to as “downstream side”. The vehicle A travels on the lane L from the upstream side to the downstream side. Also, based on the direction in which the vehicle A travels (+ X direction), the right side (−Y direction side) is also described as “lane width direction right side”, and the left side (+ Y direction side) is also referred to as “lane width direction left side”. Describe.

  As shown in FIG. 1, the toll collection system 1 includes a toll issuing machine 1A and a vehicle type discriminating device 1B.

  The pass ticket issuing machine 1A issues a toll road pass ticket to a user boarding the vehicle A. The pass ticket issuing machine 1A is provided, for example, on the right island IR on the downstream side of the vehicle type discriminating apparatus 1B. In addition to the information indicating the entrance tollgate, the vehicle type classification of the vehicle A automatically determined by the vehicle type determination device 1B is recorded in the toll ticket.

The vehicle type discriminating apparatus 1B is installed on the upstream side of the pass ticket issuing machine 1A. The vehicle type determination device 1B determines the vehicle type classification of the vehicle A that has entered the lane L. The vehicle type classification is determined by the law or the terms and conditions of each road operator, and the fee to be collected from the user is specified according to the vehicle type classification. For example, "light / two-wheel", "normal vehicle" , "Medium-sized cars,""large-sizedcars,""extra-largecars," and the like.
The vehicle type determination device 1B acquires vehicle information of the vehicle A that has entered the lane L, and specifies the vehicle type classification of the vehicle A based on the vehicle information. In the present embodiment, the “vehicle information” is specifically the axle load, the number of axles, the tread, and the license plate information of the vehicle A (hereinafter, also referred to as “NP information”). The license plate information includes the size and color of the license plate, the classification number written on the license plate, and the like. The vehicle type classification is defined in advance in association with a combination of these vehicle information.

  The vehicle type discrimination device 1B includes an arithmetic processing device 10, a vehicle detector 11, a vehicle information acquisition plate 12, and a license plate information reader 13 (hereinafter, also referred to as "NP information reader 13"). ing.

The arithmetic processing device 10 specifies vehicle information based on various signals received from the vehicle detector 11, the vehicle information acquisition plate 12, and the NP information reader 13. Then, the arithmetic processing device 10 performs a process of uniquely determining the vehicle type classification of the vehicle A according to the combination of the specified vehicle information.
The arithmetic processing device 10 according to another embodiment may further specify the vehicle length, the vehicle height, the overhang length, and the like of the vehicle A as the vehicle information. In this case, the vehicle type determination device 1B may further include a sensor device for specifying such vehicle information.

  The vehicle detector 11 is provided at the most upstream side of the lane L, and is installed mainly for detecting the entry of the vehicle A into the lane L. The vehicle detector 11 is a transmission type vehicle detector including a light emitting tower arranged on the left island IL and a light receiving tower arranged on the right island IR. The vehicle detector 11 detects the presence of the vehicle A according to whether or not the light emitted from the light emitting element of the light emitting tower is received by the light receiving element of the light receiving tower.

  The vehicle information acquisition plate 12 is arranged on the lane L at the same position as the vehicle detector 11 in the lane direction. The arithmetic processing device 10 acquires vehicle information (axle load, axle number, tread, etc.) of the vehicle A based on a signal (load measurement value described later) received from the vehicle information acquisition plate 12. For example, the arithmetic processing unit 10 acquires the axle load of the vehicle A from the sum of the load measurement values simultaneously acquired from the load cells W1 to W10. In addition, while receiving the detection signal indicating the presence of the vehicle A from the vehicle detector 11, the arithmetic processing device 10 counts the number of times that the load is applied to the vehicle information obtaining plate 12, and obtains this as the number of axles. . A method in which the arithmetic processing device 10 calculates the tread of the vehicle A based on the signal (the measured load value) received from the vehicle information acquisition plate 12 will be described later.

  The NP reader 13 is disposed, for example, on the right island IR and downstream of the vehicle detector 11. The NP reader 13 photographs the vehicle A at a timing when the detection signal indicating the presence of the vehicle A from the vehicle detector 11 is received, and acquires an image including a license plate of the vehicle A. Further, the NP reader 13 obtains NP information of the vehicle A by performing predetermined image processing on the obtained image.

The toll collection system 1 according to the first embodiment has been described as being provided at the entrance tollgate of a toll road and including a toll issuing machine 1A for issuing a toll ticket, but in other embodiments, It is not limited to this embodiment. For example, when demanding payment of a flat fee at an entrance tollgate, the toll collection system 1 according to another embodiment is a fee for collecting a fee according to a vehicle type classification from a user instead of the toll ticket issuing machine 1A. An embodiment provided with an automatic collection device may be used.
When an automatic toll collection device is provided instead of the toll ticket issuing machine 1A, the toll collection system 1 may be installed at an exit tollgate on a toll road.

(Functional structure of toll collection system)
FIG. 2 is a diagram illustrating a functional configuration of the toll collection system according to the first embodiment.
As shown in FIG. 2, the arithmetic processing device 10 is, for example, a CPU or the like, and operates according to a program prepared in advance, thereby exhibiting functions as a vehicle information acquisition unit 100 and a vehicle type determination processing unit 101. .

The vehicle information acquisition unit 100 is configured to receive vehicle information (vehicle weight, number of axles, tread and NP information) of the vehicle A based on various signals received from the vehicle detector 11, the vehicle information acquisition plate 12, and the NP information reader 13. To identify.
The vehicle type determination processing unit 101 determines the vehicle type classification (“light / two-wheel”, “normal vehicle”,...) Of the vehicle A that has entered based on the vehicle information specified by the vehicle information acquisition unit 100. The vehicle type determination processing unit 101 transmits the determined vehicle type classification to the passing ticket issuing machine 1A. The pass ticket issuing machine 1A issues a pass ticket in which the type of the vehicle A is recorded to the entering vehicle A.

  The vehicle detector 11, the vehicle information acquisition plate 12, the NP information reader 13, and the vehicle information acquisition unit 100 have a function as a vehicle information acquisition device 10B that acquires the vehicle information of the vehicle A that has entered the lane L.

(Functional configuration of vehicle information acquisition device)
FIG. 3 is a diagram illustrating a functional configuration of the vehicle information acquisition device according to the first embodiment.
FIG. 3 shows the structural features of the vehicle information acquisition plate 12 and the functional configuration of the vehicle information acquisition unit 100 more specifically.
Hereinafter, the function of specifying the tread of the vehicle A based on the load measurement value from the vehicle information acquisition plate 12 among the functions of the vehicle information acquisition unit 100 will be described in detail with reference to FIG.

As shown in FIG. 3, the vehicle information obtaining plate 12 includes a plurality of load cells W1 to W10 arranged on the lane L side by side in the lane width direction (± Y direction). Each of the load meters W1 to W10 can measure the pressing load of the tire of the vehicle A traveling in the lane L. Hereinafter, the first axis tire (the tire belonging to the foremost axle) on the right side (−Y direction side) in the lane width direction of the vehicle A is also referred to as the right tire TR, and the left side in the lane width direction of the vehicle A (+ Y direction side). Is also referred to as a left tire TL.
As shown in FIG. 3, the plurality of load cells W1 to W10 are each formed in a rectangular shape in plan view, and are arranged so as to be adjacent to each other along the lane direction (± X direction). Boundaries B1 to B9 shown in FIG. 3 indicate adjacent positions (boundary positions) of the load cells W1 to W10 in the lane width direction. Each of the load cells W1 to W10 has the same length in the lane width direction (± Y direction), for example, 300 mm. The left side of the load cell W1 disposed on the leftmost side in the lane width direction (+ Y direction side) is disposed so as to coincide with the left end of the lane L in the lane width direction. The boundary B0 shown in FIG. 3 indicates the position of the left end of the lane L in the lane width direction. In addition, the right side of the load meter W10 disposed on the rightmost side (−Y direction side) in the lane width direction is disposed so as to coincide with the right end of the lane L in the lane width direction. The boundary B10 shown in FIG. 3 indicates the position of the right end of the lane L in the lane width direction.

Next, the functions of the vehicle information acquisition unit 100 will be described in detail with reference to FIG.
The vehicle information obtaining unit 100 functions as a load measurement value obtaining unit 1000, a tire position calculating unit 1001, and a tread calculating unit 1002. Further, the vehicle information acquisition unit 100 has a boundary position table TB1 and a tire width table TB2 as data tables prepared in advance.

The load measurement value acquisition unit 1000 acquires the load measurement values of the plurality of load meters W1 to W10 configuring the vehicle information acquisition plate 12.
The tire position calculation unit 1001 calculates the first specific position P1 of the left tire TL based on the load measurement value of the load cells belonging to the first load cell group pressed by the left tire TL among the load cells W1 to W10. . Here, the first load cell group indicates one or a plurality of load cells pressed by the left tire TL. In the example shown in FIG. 3, since the left tire TL presses the load cell W2 and the load cell W3 across the boundary B2, the first load cell group is a set of two load cells W2 and W3. Be composed. Further, the first specific position P1 of the left tire TL is a position at the left end (+ Y direction side) of the left tire TL in the lane width direction in the lane width direction.
Further, the tire position calculation unit 1001 determines the second specific position P2 of the right tire TR based on the load measurement value of the load cells belonging to the second load cell group pressed by the right tire TR among the load cells W1 to W10. Calculate. Here, the second load cell group indicates one or more load cells pressed by the right tire TR. In the example illustrated in FIG. 3, the right tire TR presses the load cell W7 and the load cell W8 across the boundary B7. Therefore, the second load cell group is a set of two load cells W7 and W8. Be composed. Further, the second specific position P2 of the right tire TR is a position at the right end (−Y direction side) of the right tire TR in the lane width direction in the lane width direction.
Tread calculating section 1002 calculates the tread of vehicle A. Specifically, tread calculating section 1002 calculates the distance between first specific position P1 and second specific position P2 calculated by tire position calculating section 1001 as the tread of vehicle A.
The boundary position table TB1 and the tire width table TB2 will be described in detail with reference to FIGS.

(Boundary position table)
FIG. 4 is a diagram illustrating an example of the boundary position table according to the first embodiment.
As shown in FIG. 4, the boundary position table TB1 is an information table in which the positions (boundary positions) of the boundaries B0 to P10 in the lane width direction are recorded in advance. As shown in FIG. 4, the boundary position table TB1 stores information indicating the positions (boundary positions) of the boundaries B1 to B10 in the lane width direction with reference to the position of the boundary B0 in the lane width direction (= 0). Have been.

(Tire width table)
FIG. 5 is a diagram illustrating an example of a tire width table according to the first embodiment.
The tire width table TB2 is a tire width of the left tire TL and the right tire TR to be applied when the tire position calculation unit 1001 calculates the first specific position P1 of the left tire TL and the second specific position P2 of the right tire TR. (Length in the lane width direction) is an information table recorded in advance.
As shown in FIG. 5, the tire width table TB2 stores the tire width to be applied in the calculation of the tire position for each condition defined by “the number of group members” and “axle load”. Here, the “group configuration number” is the number of load cells belonging to the first load cell group or the second load cell group among the load cells W1 to W10. The “axle load” here is a total value of loads caused by pressing the left tire TL and the right tire TR on the first axis of the vehicle A (FIG. 3). In the example shown in FIG. 3, the axle load is the sum of the load measurement values of the four load meters W2, W3, W7, and W8 pressed simultaneously by the left tire TL and the right tire TR.
According to the tire width table TB2 shown in FIG. 5, when the "group configuration number" is "3", the tire width applied to the tread calculation is defined to be "200mm". This is because, from the value “500 mm” to be applied as the actual tire width when the “group composition number” is “3”, the load cell located at the center of the three adjacent load cells in the lane width direction. This is a value obtained by subtracting the width “300 mm”.

(Processing flow of vehicle information acquisition unit)
FIG. 6 is a diagram illustrating a processing flow of the vehicle information acquisition device according to the first embodiment.
Hereinafter, the flow of processing in which the vehicle information acquisition unit 100 of the vehicle information acquisition device 10B specifies the tread of the vehicle A will be described in detail with reference to FIG. The process flow illustrated in FIG. 6 starts when, for example, the vehicle A enters the lane L through the vehicle detector 11 (FIG. 1).

  First, the measured load value acquisition unit 1000 of the vehicle information acquisition unit 100 determines whether or not the measured load value of each of the left tire TL and the right tire TR of the vehicle A has been acquired (step S00). Specifically, the load measurement value acquisition unit 1000 specifies, at a certain time, the load cells that have measured the load that is equal to or greater than the predetermined determination threshold among the load cells W1 to W10, and identifies them as the first load cell group ( It is classified into one or more load cells pressed against the left tire TL) and a second load cell group (one or more load cells pressed against the right tire TR). The load measurement value acquisition unit 1000 acquires a load measurement value of a load cell belonging to the first load cell group and a load measurement value of a load cell belonging to the second load cell group.

When the load measurement value due to the pressing of each of the left tire TL and the right tire TR is not acquired (Step S00: NO), the load measurement value acquisition unit 1000 waits until the load measurement value is acquired.
When the load measurement value due to the pressing of each of the left tire TL and the right tire TR is acquired (step S00: YES), the vehicle information acquisition unit 100 determines the following based on the load measurement values of the load cells belonging to the first load cell group. By executing the processes of steps S01 to S06, the first specific position P1 of the left tire TL is calculated. Further, the vehicle information acquisition unit 100 calculates the second specific position P2 of the right tire TR by executing the following steps S01 to S06 based on the load measurement values of the load cells belonging to the second load cell group. I do.

  The tire position calculation unit 1001 of the vehicle information acquisition unit 100 determines the number of group members of the first load cell group (the number of load cells belonging to the first load cell group) or the number of group members of the second load cell group (second It is determined whether the number of load cells belonging to the load cell group is 2 or more (step S01).

When the number of group members is two or more (step S01: YES), the tire position calculation unit 1001 determines the boundary position Q1 of the load cell belonging to the first load cell group or the boundary position of the load cell belonging to the second load cell group. Q2 is specified (step S02). Here, the tire position calculation unit 1001 can specify the boundary position of the load cells belonging to the first load cell group or the second load cell group by referring to the boundary position table TB1 shown in FIG.
When the number of group members of the first load cell group is “2”, the tire position calculating unit 1001 determines two adjacent two of the boundaries B1 to B9 (FIG. 3) belonging to the first load cell group. The position of the boundary of the load cell is specified as the boundary position Q1. When the number of group members of the first load cell group is “3”, the tire position calculation unit 1001 is located on the left side in the lane width direction among three adjacent load cells belonging to the first load cell group. The position of the boundary between the two load cells is specified as the boundary position Q1.
Similarly, when the number of group members of the second load cell group is “2”, the tire position calculation unit 1001 determines, of the boundaries B1 to B9, two adjacent load cells belonging to the second load cell group. The position of the boundary is specified as the boundary position Q2. When the number of group members of the second load cell group is “3”, the tire position calculation unit 1001 is located on the right side in the lane width direction among three adjacent load cells belonging to the second load cell group. The position of the boundary between the two load cells is specified as the boundary position Q2.

Next, the tire position calculation unit 1001 calculates the load ratio R1 of the load cells belonging to the first load cell group or the load ratio R2 of the load cells belonging to the second load cell group (Step S03).
Here, the load measurement value measured by the load cell on the leftmost side in the lane width direction among the load cells belonging to the first load cell group is “wt11”, and the load direction in the lane width direction among the load cells belonging to the first load cell group is “wt11”. Assuming that the load measurement value measured by the right load cell is “wt12”, the load ratio R1 of the load cells belonging to the first load cell group is obtained by the following equation (1).

  R1 = wt11 / (wt11 + wt12) (1)

  Similarly, the load measurement value measured by the leftmost load cell in the lane width direction among the load cells belonging to the second load cell group is “wt21”, and the load cell in the lane width direction among the load cells belonging to the second load cell group is referred to as “wt21”. Assuming that the load measurement value measured by the right load cell is “wt22”, the load ratio R2 of the load cells belonging to the second load cell group is obtained by the following equation (2).

  R2 = wt22 / (wt21 + wt22) (2)

  Next, the tire position calculation unit 1001 specifies the tire width Tw1 of the left tire TL or the tire width Tw2 of the right tire TR based on the number of group members and the axle load (Step S04). Here, the tire position calculation unit 1001 refers to the tire width table TB2 shown in FIG. 5 and based on the acquired group configuration number and axle load, the respective tire width Tw1 of the right tire TR and the left tire TL. , Tw2 can be specified.

Further, the tire position calculating unit 1001 calculates the first specific position P1 of the left tire TL using the boundary position Q1 specified in step S02, the load ratio R1 calculated in step S03, and the tire width Tw1 specified in step s04. Calculation is performed (step S05).
Here, the calculation formula for the tire position calculation unit 1001 to obtain the first specific position P1 of the left tire TL is as follows.

  P1 = Q1-R1 × Tw1 (3)

Similarly, the tire position calculation unit 1001 uses the boundary position Q2 specified in step S02, the load ratio R2 calculated in step S03, and the tire width Tw2 specified in step s04 to specify the second specific position P2 of the right tire TR. Is calculated (step S05).
Here, the calculation formula for the tire position calculation unit 1001 to obtain the second specific position P2 of the right tire TR is as follows.

  P2 = Q2 + R2 × Tw2 (4)

  As described above, when the number of group members of the first load cell group or the number of group members of the second load cell group is two or more (step S01: YES), the tire position calculation unit 1001 performs the above-described step S02. Through the processes of S05 to S05, the first specific position P1 of the left tire TL or the second specific position P2 of the right tire TR is calculated.

On the other hand, when the number of group members of the first load cell group or the number of group members of the second load cell group is “1” (step S01: NO), the tire position calculation unit 1001 performs the following operation. , The first specific position P1 of the left tire TL or the second specific position P2 of the right tire TR.
That is, the tire position calculating unit 1001 specifies the position of the left boundary in the lane width direction of one load cell belonging to the first load cell group as the first specific position P1 of the left tire TL (Step S06). In addition, the tire position calculation unit 1001 specifies the position of the right boundary in the lane width direction of one load cell belonging to the second load cell group as the second specific position P2 of the right tire TR (Step S06).

Next, the tire position calculation unit 1001 performs the processing in steps S02 to S06 on both the load measurement value of the load cell belonging to the first load cell group and the load measurement value of the load cell belonging to the first load cell group. It is determined whether both the first specific position P1 of the left tire TL and the second specific position P2 of the right tire TR have been obtained (step S07).
When only one of the first specific position P1 of the left tire TL and the second specific position P2 of the right tire TR has been acquired (step S07: NO), the tire position calculation unit 1001 performs the processing of steps S02 to S06. The process is performed again to acquire both the first specific position P1 and the second specific position P2.

  When both the first specific position P1 of the left tire TL and the second specific position P2 of the right tire TR have been acquired (step S07; YES), the tread calculating unit 1002 of the vehicle information acquiring unit 100 sets the left The tread of the vehicle A is calculated based on the first specific position P1 of the tire TL and the second specific position P2 of the right tire TR (Step S08). Specifically, the tread calculating unit 1002 calculates the tread of the vehicle A by subtracting the first specific position P1 of the left tire TL from the second specific position P2 of the right tire TR.

(Example of processing of vehicle information acquisition unit)
7 to 10 are diagrams for explaining the processing of the vehicle information acquisition device according to the first embodiment.
Hereinafter, a specific process performed by the vehicle information acquisition unit 100 of the vehicle information acquisition device 10B will be described in detail with reference to FIGS. 7 to 10.

  FIG. 7 shows that two load cells W2 and W3 constitute a first load cell group WG1 as a result of pressing the region G1 by the left tire TL, and two regions as a result of pressing the region G2 by the right tire TR. The state where the load cells W7 and W8 constitute a second load cell group WG2 is shown. A specific operation example of the vehicle information acquisition unit 100 in this case will be described.

First, the tire position calculation unit 1001 specifies the first specific position P1 of the left tire TL based on the load measurement values of the load cells W2 and W3 belonging to the first load cell group WG1.
As a result of acquiring that the number of group members of the first load cell group WG1 is “2” (step S01: YES), the tire position calculating unit 1001 executes the processing of steps S02 to S05 in FIG.
In step S02, the tire position calculation unit 1001 refers to the boundary position table TB1 to specify the boundary position Q1 of the boundary B2 between the load cells W2 and W3 belonging to the first load cell group WG1. In this case, the tire position calculation unit 1001 specifies the boundary position Q1 as “600 mm” (Q1 = 600 mm).
Next, the tire position calculation unit 1001 calculates the load ratio R1 of the load meters W2 and W3 belonging to the first load cell group WG1 in the process of step S03. Here, the tire position calculation unit 1001 calculates the above formula based on the load measurement value “wt11” measured by the load meter W2 and the weight measurement value “wt12” measured by the load meter W3. (1) is calculated. As a result, the tire position calculation unit 1001 calculates the load ratio R1 of the load cells W2 and W3 belonging to the first load cell group WG1 to, for example, “20%” (R1 = 20%).
Next, the tire position calculation unit 1001 refers to the tire width table TB2 and specifies the tire width Tw1 of the left tire TL in the process of step S04. Here, the tire position calculation unit 1001 obtains that the axle load of the first axis of the vehicle A (that is, the sum of the load measurement values of the load meters W2, W3, W7, and W8) is “less than 1000 kg”. The tire width Tw1 is specified as “200 mm” (Tw1 = 200 mm).
Then, the tire position calculation unit 1001 calculates the first specific position P1 of the left tire TL by substituting the boundary position Q1, the load ratio R1, and the tire width Tw1 obtained in steps S02 to S04 into the above-described equation (3). I do. As a result, the tire position calculation unit 1001 calculates the first specific position P1 as “560 mm” (P1 = 560 mm).

Similarly, the tire position calculation unit 1001 specifies the second specific position P2 of the right tire TR based on the load measurement values of the load cells W7 and W8 belonging to the second load cell group WG2.
As a result of acquiring that the number of group members of the second load cell group WG2 is “2” (step S01: YES), the tire position calculating unit 1001 executes the processing of steps S02 to S05 in FIG.
In the process of step S02, the tire position calculating unit 1001 refers to the boundary position table TB1 and specifies the boundary position Q2 of the boundary B7 between the load cells W7 and W8 belonging to the second load cell group WG2. In this case, the tire position calculation unit 1001 specifies the boundary position Q2 as “2100 mm” (Q2 = 2100 mm).
Next, the tire position calculation unit 1001 calculates the load ratio R2 of the load meters W7 and W8 belonging to the second load cell group WG2 in the process of step S03. Here, the tire position calculation unit 1001 calculates the above formula based on the load measurement value “wt21” measured by the load meter W7 and the load measurement value “wt22” measured by the load meter W8. (2) is calculated. As a result, the tire position calculation unit 1001 calculates the load ratio R2 of the load cells W7 and W8 belonging to the second load cell group WG2 to, for example, “30%” (R2 = 30%).
Next, the tire position calculation unit 1001 refers to the tire width table TB2 and specifies the tire width Tw2 of the right tire TR in the process of step S04. Here, the tire position calculation unit 1001 obtains that the axle load of the first axis of the vehicle A (that is, the sum of the load measurement values of the load meters W2, W3, W7, and W8) is “less than 1000 kg”. The tire width Tw2 is specified as “200 mm” (Tw2 = 200 mm).
Then, the tire position calculation unit 1001 calculates the second specific position P2 of the right tire TR by substituting the boundary position Q2, the load ratio R2, and the tire width Tw2 obtained in steps S02 to S04 into the above-described equation (4). I do. As a result, the tire position calculation unit 1001 calculates the second specific position P2 as “2160 mm” (P2 = 2160 mm).

  Finally, the tread calculating unit 1002 calculates the tread L_Tr of the vehicle A as “1600 mm” by subtracting the first specific position P1 from the second specific position P2 (L_Tr = 1600 mm).

  As described above, the vehicle information acquisition unit 100 specifies the tread of the vehicle A based on the load measurement values of the load cells W1 to W10.

  FIG. 8 shows that one load cell W2 forms the first load cell group WG1 as a result of pressing the region G1 by the left tire TL, and one load cell as a result of pressing the region G2 by the right tire TR. The state where W8 constitutes the second load cell group WG2 is shown. A specific operation example of the vehicle information acquisition unit 100 in this case will be described.

First, the tire position calculating unit 1001 specifies the first specific position P1 of the left tire TL based on the load measurement value of the load cell W2 belonging to the first load cell group WG1.
The tire position calculation unit 1001 executes the process of step S06 in FIG. 6 as a result of acquiring that the number of group members of the first load cell group WG1 is “1” (step S01: NO).
In the process of step S06, the tire position calculating unit 1001 determines the position of the left boundary (that is, the position of the boundary B1) of one load cell W2 belonging to the first load cell group WG1 in the lane width direction with the position of the left tire TL. 1. Specify as a specific position P1 (P1 = 300 mm).

Next, the tire position calculation unit 1001 specifies the second specific position P2 of the right tire TR based on the load measurement value of the load cell W8 belonging to the second load cell group WG2.
As a result of acquiring that the number of group members of the second load cell group WG2 is “1” (step S01: NO), the tire position calculation unit 1001 executes the processing of step S06 in FIG.
In the process of step S06, the tire position calculating unit 1001 determines the position of the right boundary in the lane width direction of one load cell W8 belonging to the second load cell group WG2 (that is, the position of the boundary B8) with the position of the right tire TR. (2) Specify as a specific position P2 (P2 = 2400 mm).

  Finally, the tread calculating unit 1002 calculates the tread L_Tr of the vehicle A as “2100 mm” by subtracting the first specific position P1 from the second specific position P2 (L_Tr = 2100 mm).

  FIG. 9 shows a state in which the two load cells W3 and W4 constitute a first load cell group WG1 as a result of pressing the region G1 by the left tire TL. A specific operation example of the vehicle information acquisition unit 100 in this case will be described. However, the example shown in FIG. 9 is different from the example shown in FIG. 7 and is a process executed when the axle load of the first axis of the vehicle A is detected as “1000 kg or more”.

As a result of acquiring that the number of group members of the first load cell group WG1 is “2” (step S01: YES), the tire position calculating unit 1001 executes the processing of steps S02 to S05 in FIG.
The tire position calculation unit 1001 refers to the boundary position table TB1 in the process of step S02, and specifies the boundary position Q1 of the boundary B3 between the load cells W3 and W4 belonging to the first load cell group WG1. In this case, the tire position calculation unit 1001 specifies the boundary position Q1 as “900 mm” (Q1 = 900 mm).
Next, the tire position calculation unit 1001 calculates the load ratio R1 of the load cells W3 and W4 belonging to the first load cell group WG1 in the process of step S03. Here, the tire position calculation unit 1001 calculates the load ratio R1 of the load cells W3 and W4 belonging to the first load cell group WG1 to, for example, “52%” from the calculation result of the above-described formula (1) ( R1 = 52%).
Next, the tire position calculation unit 1001 refers to the tire width table TB2 and specifies the tire width Tw1 of the left tire TL in the process of step S04. Here, as a result of acquiring that the axle load of the first axis of the vehicle A is “1000 kg or more”, the tire position calculation unit 1001 specifies the tire width Tw1 as “500 mm” (Tw1 = 500 mm).
Then, the tire position calculation unit 1001 calculates the first specific position P1 of the left tire TL by substituting the boundary position Q1, the load ratio R1, and the tire width Tw1 obtained in steps S02 to S04 into the above-described equation (3). I do. As a result, the tire position calculation unit 1001 calculates the first specific position P1 as “640 mm” (P1 = 640 mm).

  The process of specifying the second specific position P2 of the right tire TR and the process of calculating the tread L_Tr are the same as those described above, and a description thereof will be omitted.

  FIG. 10 shows a state in which the three load cells W2, W3, and W4 constitute the first load cell group WG1 as a result of pressing the region G1 by the left tire TL. A specific operation example of the vehicle information acquisition unit 100 in this case will be described.

First, the tire position calculation unit 1001 specifies the first specific position P1 of the left tire TL based on the load measurement values of the load cells W2, W3, W4 belonging to the first load cell group WG1.
As a result of acquiring that the number of group members of the first load cell group WG1 is “3” (step S01: YES), the tire position calculation unit 1001 executes the processing of steps S02 to S05 in FIG.
The tire position calculation unit 1001 refers to the boundary position table TB1 in the processing of step S02 and refers to the two load cells W2, W3 on the left side in the lane width direction among the load cells W2, W3, W4 belonging to the first load cell group WG1. The boundary position Q1 of the boundary B2 is specified. In this case, the tire position calculation unit 1001 specifies the boundary position Q1 as “600 mm” (Q1 = 600 mm).
Next, the tire position calculation unit 1001 calculates the load ratio R1 of the load cells W2, W3, and W4 belonging to the first load cell group WG1 in the process of step S03. Here, the tire position calculation unit 1001 calculates “wt11”, which is the load measurement value measured by the load meter W2 on the leftmost side in the lane width direction, and the load measurement value measured by the load meter W4 on the rightmost side in the lane width direction. Equation (1) is calculated based on “wt12”. As a result, the tire position calculation unit 1001 calculates the load ratio R1 of the load cells W2, W3, W4 belonging to the first load cell group WG1 to, for example, “45%” (R1 = 45%).
Next, the tire position calculation unit 1001 refers to the tire width table TB2 and specifies the tire width Tw1 of the left tire TL in the process of step S04. Here, as a result of acquiring that the group number of the first load cell group WG1 is “3”, the tire position calculation unit 1001 specifies the tire width Tw1 as “200 mm” (Tw1 = 200 mm). The tire width (200 mm) applied here is the length in the lane width direction of the load cell W3 located at the center from the tire width “500 mm” actually assumed when the number of group members is “3”. (300 mm) is subtracted.
Then, the tire position calculation unit 1001 calculates the first specific position P1 of the left tire TL by substituting the boundary position Q1, the load ratio R1, and the tire width Tw1 obtained in steps S02 to S04 into the above-described equation (3). I do. As a result, the tire position calculation unit 1001 calculates the first specific position P1 as “510 mm” (P1 = 510 mm).

  The process of specifying the second specific position P2 of the right tire TR and the process of calculating the tread L_Tr are the same as those described above, and a description thereof will be omitted.

(Action, effect)
As described above, the vehicle information acquisition plate 12 according to the first embodiment is arranged on the lane L side by side in the lane width direction, and a plurality of loads for measuring the pressing load of the tire of the vehicle A traveling on the lane L. Have a total.
In this way, the vehicle information acquisition plate 12 can output the information indicating the position in the lane width direction where the tire has been pressed and the load measurement value indicating the degree of pressing by the tire in association with each other. By using such a load measurement value, a plurality of vehicle information (axle load, number of axles, tread, etc.) relating to the running vehicle A can be obtained.

  As described above, according to the vehicle information acquisition plate 12 according to the first embodiment, it is possible to acquire a plurality of types of vehicle information despite a simple configuration in which the plurality of load cells W1 to W10 are arranged side by side. it can. That is, according to the vehicle information acquisition board 12 according to the first embodiment, it is possible to acquire a plurality of types of information on vehicles that have entered the toll booth while reducing the cost of installing the toll collection system 1. it can.

Further, according to the vehicle information acquisition plate 12 according to the first embodiment, each of the load cells W1 to W10 is formed in the same shape in plan view, and adjacent sides are arranged without gaps. Particularly, in the present embodiment, each of the load cells W1 to W10 is formed in a rectangular shape in a plan view.
By doing so, the load cells divided into rectangles can be formed simply by arranging them while aligning the sides thereof, so that the vehicle information acquisition plate can be more easily installed. Further, by doing so, the boundaries B1 to B9 of the load cells W1 to W10 can be clearly defined, so that the calculation accuracy of the vehicle information can be improved.

The vehicle information acquisition device 10B according to the first embodiment includes a vehicle information acquisition plate 12, a load measurement value acquisition unit 1000 that acquires load measurement values of a plurality of load meters W1 to W10, and a plurality of load meters W1. The first specific position P1 of the left tire TL is calculated based on the load measurement value of the load cell belonging to the first load cell group pressed by the left tire TL among the load cells W1 to W10, and the right one of the plurality of load cells W1 to W10 is calculated. A tire position calculation unit 1001 that calculates a second specific position P2 of the right tire TR based on a load measurement value of a load cell belonging to a second load cell group pressed by the tire TR; a first specific position P1 and a second specific position And a tread calculation unit 1002 that calculates the distance from the position P2 as the tread of the vehicle A.
By doing so, the tread of the vehicle A can be specified from the load measurement values obtained by the plurality of load meters W1 to W10 constituting the vehicle information acquisition plate 12.

In addition, the tire position calculation unit 1001 according to the first embodiment calculates a predetermined tire width Tw1 of the left tire TL, a boundary position Q1 of a plurality of load cells belonging to the first load cell group, and a load ratio R1. The first specific position P1 is calculated based on the first specific position P1. In addition, the tire position calculation unit 1001 determines the second specific position P2 based on a predetermined tire width Tw2 of the right tire TR, a boundary position Q2 of a plurality of load cells belonging to the second load cell group, and a load ratio R2. (See steps S02 to S05 in FIG. 6).
By doing so, the magnitude of the deviation of the first specific position P1 (the position of the left end in the lane width direction) of the left tire TL with respect to the boundary position Q1 is appropriately determined based on the tire width Tw1 and the load ratio R1. Is calculated. Similarly, the magnitude of the shift of the second specific position P2 (the position of the right end in the lane width direction) of the right tire TR with respect to the boundary position Q2 is appropriately calculated based on the tire width Tw2 and the load ratio R2. Therefore, the tread of the vehicle A can be calculated more accurately.

When the number of group members of the first load cell group is “1”, the tire position calculation unit 1001 according to the first embodiment determines the lane of one load cell belonging to the first load cell group. The position of the left boundary in the width direction is specified as a first specific position P1. When the number of group members of the second load cell group is “1”, the tire position calculation unit 1001 determines the position of the right boundary in the lane width direction of one load cell belonging to the second load cell group. Is specified as the second specific position P2 (see step S06 in FIG. 6).
By doing so, even when the left tire TL or the right tire TR does not press across the boundaries B1 to B9 of the load cells W1 to W10, the tread of the vehicle A can be accurately calculated. it can.

Further, the tire position calculation unit 1001 according to the first embodiment specifies the tire width associated with the axle load based on the load measurement value (see step S04 in FIG. 6).
By doing so, it is possible to calculate the tread by applying an appropriate tire width according to the measured axle load.
Although the tire position calculation unit 1001 according to the present embodiment has been described as changing the applied tire width in accordance with the axle load, other embodiments are not limited to this mode. The tire position calculation unit 1001 according to another embodiment may specify a tire width associated with “wheel load” instead of “axle load”. In addition, "wheel load" can be calculated | required by the total of the load measurement value of the load cell (one or several load cells pressed by one tire) belonging to a 1st load cell group or a 2nd load cell group. .

In addition, when the number of group members of the first load cell group is “3”, the tire position calculation unit 1001 according to the first embodiment determines whether the lane of the three load cells belonging to the first load cell group is a lane. The position of the boundary between the two load cells located on the left side in the width direction is specified as the boundary position Q1. Further, when the number of group members of the second load cell group is “3”, the tire position calculation unit 1001 determines that the two load cells belonging to the second load cell group are located on the right side in the lane width direction among the three load cells. The position of the boundary between the two load cells is specified as the boundary position Q2.
By doing so, even when the number of load cells belonging to the first load cell group or the second load cell group is three, it is possible to appropriately specify the boundary to be applied to the tread calculation.
Note that the tire position calculating unit 1001 according to the present embodiment has described the processing when the number of the first load cell group or the second load cell group is “3”. It is not limited to. That is, depending on the length of the load cells W1 to W10 in the lane width direction and the tire width of the running vehicle A, the number of groups may be four or more.
Even in such a case, the tire position calculation unit 1001 according to another embodiment determines the boundary between the two load cells located on the leftmost side in the lane width direction among the four or more load cells belonging to the first load cell group. Is specified as the boundary position Q1. In addition, the tire position calculation unit 1001 according to another embodiment determines the position of the boundary between the two load cells located at the rightmost position in the lane width direction among the four or more load cells belonging to the second load cell group by the boundary position Q2. To be specified.

  In the first embodiment, the processes of the various processes of the vehicle information acquisition unit 100 described above are stored in a computer-readable recording medium in the form of a program, and the program is read and executed by a computer. The various processes described above are performed. The computer-readable recording medium includes a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, a semiconductor memory, and the like. Alternatively, the computer program may be distributed to a computer via a communication line, and the computer that has received the distribution may execute the program.

  The program may be for realizing a part of the functions described above. Furthermore, what can implement | achieve the function mentioned above in combination with the program already recorded on the computer system, and what is called a difference file (difference program) may be sufficient.

  In another embodiment, a part of each functional unit of the vehicle information acquisition unit 100 described in the first embodiment may be included in another computer connected via a network.

  As described above, several embodiments according to the present invention have been described. However, all these embodiments are presented as examples and are not intended to limit the scope of the invention. These embodiments can be implemented in other various forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. These embodiments and their modifications are included in the scope and gist of the invention, and are also included in the invention described in the claims and their equivalents.

DESCRIPTION OF SYMBOLS 1 Toll collection system 1A Passport issuing machine 1B Vehicle type discriminating device 10 Arithmetic processing device 10B Vehicle information acquiring device 100 Vehicle information acquiring unit 1000 Load measurement value acquiring unit 1001 Tire position computing unit 1002 Tread computing unit 101 Vehicle type discriminating unit 11 Vehicle detection Device 12 vehicle information acquisition plate 13 NP information readers W1 to W10 load cells B0 to B10 boundary TB1 boundary position table TB2 tire width table L lane IL left island IR right island A vehicle

Claims (11)

A vehicle information acquisition plate having a plurality of load cells arranged on a lane side by side in a lane width direction and measuring a load of a tire pressed by a vehicle traveling on the lane. The vehicle information acquisition board according to claim 1, wherein the plurality of load cells are formed in the same shape in plan view, and adjacent sides are arranged without a gap. The vehicle information acquisition board according to claim 2, wherein the plurality of load cells are formed in a rectangular shape in a plan view. A vehicle information acquisition board according to any one of claims 1 to 3,
A load measurement value acquisition unit that acquires load measurement values of the plurality of load cells,
A first specific position of the left tire is calculated based on a load measurement value of a load cell belonging to a first load cell group pressed by a left tire among the plurality of load cells, and a right tire of the plurality of load cells is calculated. A tire position calculating unit that calculates a second specific position of the right tire based on a load measurement value of a load cell belonging to a second load cell group pressed on;
A tread calculating unit that calculates a distance between the first specific position and the second specific position as a tread of the vehicle;
A vehicle information acquisition device comprising: The tire position calculation unit calculates the first specific position based on a predetermined tire width of the left tire, a boundary position and a load ratio of the plurality of load cells belonging to the first load cell group, The vehicle information acquisition device according to claim 4, wherein the second specific position is calculated based on a determined tire width of the right tire, a boundary position of a plurality of load cells belonging to the second load cell group, and a load ratio. . The vehicle information acquisition device according to claim 5, wherein the tire position calculation unit specifies the tire width associated with an axle load or a wheel load based on a measured load value. The tire position calculation unit is located at the leftmost position in the lane width direction among the three or more load cells belonging to the first load cell group when the number of the group members of the first load cell group is three or more. Identifying the position of the boundary between the two load cells as the boundary position,
When the number of group members of the second load cell group is 3 or more, the boundary between the two load cells located on the rightmost side in the lane width direction among the three or more load cells belonging to the second load cell group. The vehicle information acquisition device according to claim 5, wherein a position is specified as the boundary position. When the number of the first load cell groups is 1, the tire position calculation unit determines the position of the left boundary in the lane width direction of one load cell belonging to the first load cell group. When specified as the first specific position, and the number of group components of the second load cell group is 1, the position of the right boundary in the lane width direction of one load cell belonging to the second load cell group, The vehicle information acquisition device according to any one of claims 4 to 7, wherein the vehicle information acquisition device is specified as the second specific position. A vehicle type discriminating device comprising the vehicle information acquiring device according to claim 4. A shooting range information acquisition method using a vehicle information acquisition plate having a plurality of load cells that are arranged on a lane in the lane width direction and that measure a pressing load by a tire of a vehicle traveling in the lane,
Obtaining a load measurement value of the plurality of load cells;
A first specific position of the left tire is calculated based on a load measurement value of a load cell belonging to a first load cell group pressed by a left tire among the plurality of load cells, and a right tire of the plurality of load cells is calculated. Calculating a second specific position of the right tire based on a load measurement value of a load cell belonging to a second load cell group pressed to
Calculating a distance between the first specific position and the second specific position as a tread of the vehicle;
Vehicle information acquisition method comprising: A computer of a vehicle information acquisition device including a vehicle information acquisition plate having a plurality of load cells that measure a pressing load by a tire of a vehicle traveling in the lane, and is arranged on the lane in the lane width direction.
Obtaining a load measurement value of the plurality of load cells;
A first specific position of the left tire is calculated based on a load measurement value of a load cell belonging to a first load cell group pressed by a left tire among the plurality of load cells, and a right tire of the plurality of load cells is calculated. Calculating a second specific position of the right tire based on a load measurement value of a load cell belonging to a second load cell group pressed to
Calculating a distance between the first specific position and the second specific position as a tread of the vehicle;
A program that executes

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