JP4995509B2 - Axle load measuring device - Google Patents

Description

  The present invention relates to an axle load measuring apparatus, and more particularly to an axle load measuring apparatus that is installed at a toll gate or the like as road surface maintenance management equipment such as an expressway and measures the axle weight and the total weight of a traveling vehicle.

Conventionally, an axle load measuring device is installed as one of road surface maintenance management equipment, for example, in the vicinity of a toll gate entrance such as an expressway, and when the vehicle is running, the axle weight of the vehicle is detected to detect the axle weight and the total weight. It is used as a device for measuring weight.
Such axle load measuring devices for measuring the axle load of vehicles are conventionally used for road surface maintenance management purposes, and from the viewpoint that the factors that cause damage to the road are mainly due to the excessive axle load of the traveling vehicle. This road surface maintenance management purpose is achieved by issuing warnings and other warnings to axle load violation vehicles and by detecting violation customs vehicles.
FIG. 12 is a block diagram showing a conventional axle load measuring apparatus (hereinafter referred to as “first conventional example”).
The axle load measuring device according to the first conventional example shown in FIG. 12 converts a axle load of a passing vehicle into an electrical signal and outputs it to the processing device 90, and an axle load from the load signal. And a processing device 90 that calculates a value and transmits a warning signal.

The processing device 90 converts a load signal of one system into a digital signal by the AD conversion unit 92, temporarily stores it in the memory 93, cuts out valid data by the shaft load calculation unit 94, calculates a shaft load value, and calculates a speed. After the shaft passing speed is calculated by the unit 95, the processing result is stored in the memory 93, and a warning signal is transmitted from the external output unit 96 when it is determined that it is a violation from the result. .
By the way, the axle load measuring apparatus according to the first conventional example (see FIG. 12) simply repeats simple steps such as “axle weight measurement → detection of axle load violation → warning of violating vehicle → recording violation data”. Since it only had a function, for example, for a certain vehicle, immediately after the violation axis is detected, even if a more malicious violation axis is detected continuously, it can be warned. There wasn't. More specifically, in the first conventional example, for example, when a violation of axle load for one axle is detected and a warning alarm (warning sound, etc.) is issued for this, a warning prohibition timer is activated. Therefore, even in a vicious case where the next axle load of the vehicle violates the severe axle load, it was impossible to give a warning or detect it. Further, in the first conventional example, since effective vehicle separation means (means for recognizing one vehicle and determining its range) is not provided, the total axle weight for one vehicle is added. The violation (vehicle weight) could not be warned.

In recent years, the demand for axle load measurement has become more sophisticated. For example, the request for a violation warning is not only a warning for a violation of the axle load so far, but also a warning for violation of the maximum axle load that has been missed so far, Furthermore, it is shifting to violation warnings in units of vehicles such as warnings for violations of the total weight of vehicles, and in order to satisfy these demands, it is necessary to collect the axle load values to be measured in units of vehicles. Vehicle separation means are increasingly required.
As a second conventional example of separating the axle load value of a traveling vehicle in units of vehicles, for example, a method for analyzing and processing the vehicle shaft configuration disclosed in Patent Document 1 (Japanese Patent Laid-Open No. 2002-90214) is available. is there. This method identifies a single axis, a continuous axis, a single wheel or a double wheel of a traveling vehicle that passes through a tread plate type load detector (loading plate), and compares and identifies the vehicle's axis configuration data. The last axis is discriminated and vehicle separation is realized. The axle load measuring apparatus according to the second conventional example using this method is configured to be able to calculate not only the axle weight but also the total weight of the vehicle.

"Japanese Patent Laid-Open No. 2002-90214"

However, in the axle load measuring apparatus according to the first conventional example described in the background art, as described above, effective vehicle separating means (means for recognizing one vehicle and determining its range ), The problem of being unable to warn of violations for the result of adding the total axle weight for one vehicle (vehicle weight) and the more malicious for one vehicle There was a problem that it was not possible to warn because of the violating axle load.
On the other hand, in the second conventional example (axial load measuring device described in Patent Document 1), in order to separate the vehicles, the connecting shaft must be detected for one vehicle. A large loading plate having a length of about 2 to 3 [m] in the vehicle traveling direction is required.
For this reason, even if it is attempted to adopt a method for improving the conventional axle load measuring device that cannot be separated from the vehicle, it is necessary to replace the entire surface from a small loading plate to a large loading plate, resulting in an increase in the improvement cost. .

Furthermore, the large loading plate of Patent Document 1 distinguishes between a single wheel and a multi-wheel, so that the loading plate is divided into four plates and made independent in order to maintain thinness and strength, and each plate is made independent. It is necessary to detect the load using a load cell. For this reason, in the first conventional example, the load signal input on the processing apparatus side that processes the detection signal must be increased to 12 systems, and the improvement cost on the processing apparatus side is high. There is a difficulty that becomes.
Therefore, the present invention has been made in view of the above circumstances, and can utilize an existing small loading plate, can reduce the addition of a signal system input to the processing device as much as possible, The first object of the present invention is to provide a shaft weight measuring device capable of calculating the total weight, which requires relatively little improvement cost.

In addition, recent highway tollgate systems include equipment that is already operated by ETC (abbreviation of “Electronic Toll Collection System” meaning automatic toll collection system), and there are physical restrictions on installation. However, in the present invention, the vehicle can be separated without strictly limiting the installation location of the vehicle detector dedicated to axle load measurement. Realizing a vehicle separation means capable of installing a separation means and introducing (sharing) a vehicle detection signal used in an ETC or the like as a substitute signal for a vehicle detector dedicated to axle load measurement, A second object of the present invention is to provide a shaft weight measuring device capable of calculating the total weight, which can relatively reduce the cost for newly installing and improving the shaft weight measuring device.
Furthermore, if the installation distance between the vehicle detector and the loading plate is long, a phase shift occurs between the load signal and the vehicle detection signal. Although it expires a problem that the vehicle separation deviation occurs by detecting first axis (the detected) following vehicle before (foremost wheel axis), in the present invention results in a vehicle separation misregistration A third object is to realize a vehicle separation means including a solution means that does not cause the problem to occur.

In order to achieve the above-described object, the axle load measuring apparatus according to the first aspect of the present invention is an axle load measuring apparatus that measures a plurality of axle weights of a running vehicle and calculates the vehicle weight.
A main load detector that detects the axle load of the passing vehicle and outputs a main load detection signal;
A first auxiliary load detection that sequentially detects the axle load of a vehicle passing a predetermined distance near the main load detector and outputs a first auxiliary load detection signal and a second auxiliary load detection signal. And a second auxiliary load detector;
A vehicle detector that outputs a vehicle entry signal and a vehicle exit signal when passing through the front and rear parts of the vehicle,
The vehicle travel time calculated based on the vehicle approach signal and the vehicle exit signal of the vehicle detector, and the generation time of the vehicle exit signal are closest to the generation time of the main load detection signal based on the front axle of the vehicle. Compare the farthest axis distance travel time to the time of generation of the main load detection signal based on the farthest axle output at and immediately before the time ,
And calculating an initial speed of the vehicle based on a time interval between the generation time of the main load detection signal and the generation time of the first auxiliary load detection signal, and the generation time of the first auxiliary load detection signal and the The final speed of the vehicle is calculated based on the time interval from the time when the second auxiliary load detection signal is generated, and it is determined whether the vehicle is traveling at a substantially constant speed, being accelerated, or being decelerated. And a vehicle separation determination unit that determines whether the farthest axle belongs to the vehicle or the following vehicle, and adds the axle weight of the vehicle based on the determination. And the total weight of the vehicle can be measured.

Moreover, the axle load measuring apparatus according to the present invention described in claim 2 is:
Said main load detector from upstream in the traveling direction of the vehicle travel path toward the downstream, the first auxiliary load detector, to become by arranging the order of the second auxiliary load detector and the vehicle detector Features.

Also, the axle load measuring device according to the present invention described in claim 3, by the vehicle separation determining unit, when the vehicle is determined to be at or deceleration traveling constant speed running, the vehicle length travel time and TLi, as a TJi the farthest wheel base travel time,
TLi> TJi
The main load detection signal output at the time immediately before the time when the vehicle exit signal is generated is determined to be based on the farthest axle belonging to the vehicle, and from the frontmost axle to the farthest axle. A total weight calculation unit that calculates the total weight of the vehicle based on the main load detection signal corresponding to all generated axle loads is provided.

Also, the axle load measuring device according to the present invention described in claim 4, by the vehicle separation determining unit, when it is determined that the vehicle is in acceleration running, the vehicle length moving time and TLi, the outermost the far-axis distance travel time as a TJi,
TLi <TJi
The main load detection signal output at the time immediately before the generation time of the vehicle exit signal is determined to be from the farthest axle belonging to the vehicle, and from the frontmost axle to the farthest axle. A total weight calculation unit that calculates the total weight of the vehicle based on the main load detection signal corresponding to all generated axle loads is provided.
In addition, the axle load measuring device according to the present invention described in claim 5 is a case where the vehicle separation determination unit determines that the vehicle is not accelerated traveling, and the vehicle length movement time is TLi , said farthest axis distance travel time as a Tji,
TLi <TJi
The main load detection signal output at the time immediately before the generation time of the vehicle exit signal is determined to be based on the front axle belonging to the succeeding vehicle, and 1 of the determined front axle of the succeeding vehicle is determined. The previous axle is determined as the farthest axle of the vehicle, and the total weight of the vehicle is calculated based on the main load detection signal corresponding to all axle loads generated by the farthest axle from the front axle of the vehicle. It has a total weight calculation part.

In the axle load measuring apparatus according to the present invention described in claim 6, the vehicle is stopped between the generation of the vehicle entry signal and the generation of the vehicle exit signal by the vehicle separation determination unit. The last main load detection signal output at the time closest to the time when the vehicle exit signal is generated is converted to 1 m by converting the vehicle exit signal from the time when the vehicle exit signal is generated at a predetermined stop determination speed. When it occurs within the time required to pass, the final main load detection signal is determined to be from the front axle of the rear axle vehicle,
The main load detection signal corresponding to all axle loads generated by the farthest axle from the foremost axle of the vehicle is determined as the farthest axle of the vehicle by determining the axle immediately before the final axle of the determined succeeding axle. And a total weight calculating unit that calculates the total weight of the vehicle.
Further, axle load measuring device according to the present invention described in claim 7, wherein the main load detector toward downstream from upstream in the traveling direction of the vehicle travel path, the first auxiliary load detector, the second Auxiliary load detectors are arranged in this order, and the vehicle detector is arranged on the side of any position in the section near the upstream side of the main load detector to the downstream side of the second auxiliary load detector. It is characterized by.

According to an eighth aspect of the present invention, the axle load measuring device according to the present invention is characterized in that the vehicle detector is arranged at a lateral position in the vicinity of the main load detector.
According to a ninth aspect of the present invention, there is provided the axle load measuring apparatus according to the present invention, wherein the total weight and the maximum axle weight of the vehicle calculated by the gross weight calculator exceed the specified weight from the external output unit. alarm sound, and outputting the warning included in the category of warning light or the like.

According to the present invention, an existing load detector can be used as it is by adding a new vehicle separation determination unit provided in the present invention to a conventional axle load measuring device. That is, the addition of the first and second auxiliary load detectors and the vehicle detector makes it possible to relatively reduce the addition of the signal system input to the processing device, which is an improvement over the conventional axle load measuring device. It is possible to provide a shaft weight measuring device with reduced costs.
Further, since the signal system of the additional vehicle detector constituting the component of the present invention can be shared with the signal system of the vehicle detector developed for the ETC, the shaft with improved cost is also reduced. A heavy measuring device can be provided.
Further, in the vehicle separation determining unit, the determination of the magnitude relationship between the farthest wheel base and vehicle length, performs substituted on the determination of the magnitude relationship of the vehicle length moving time and farthest wheel base travel time, is the vehicle or running at Ryakujo speed, or is in acceleration, so guessing whether decelerating perform farthest wheel axis determination process of the vehicle, without determining the vehicle type of the passing vehicle, the vehicle separation Since the total weight can be accurately calculated, a total weight of the vehicle can be calculated, and a relatively low cost axle weight measuring device can be provided.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the best embodiment of the axial load measuring device of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a block diagram showing a main configuration of the axle load measuring apparatus according to the first embodiment.
The axle load measuring device shown in the figure is a system of main load detector 2 that converts the axle weight of a passing vehicle into an electric signal, and is constant on the downstream side (right side in FIG. 1) of main load detector 2. Two auxiliary load detectors 3 and 4 that are installed at a distance and convert the axle load of a passing vehicle into an electric signal, and the vicinity of the main load detector 2 and the auxiliary load detectors 3 and 4 (see FIG. 1). In the embodiment, it is installed in the vicinity of the downstream side of the auxiliary load detector 4 and converts whether or not the vehicle has passed into an electrical ON / OFF signal (vehicle signal or vehicle approach signal and vehicle exit signal). And output from the vehicle detector 5 and the main load detector 2 and the first and second auxiliary load detectors 3 and 4, and a processing device 1 for making judgments and calculations necessary for measuring the load. And comprising.

The processing apparatus 1 includes an AD conversion unit 11 that converts input three systems of load signals into digital load signals, a time code generation unit 12 that converts time-lapsed time into a corresponding time code, and outputs three time systems. A time code when each load signal is detected is read out from the time code generator 12 and added to three systems of digital load signals, and is stored in a memory 15 which will be described later. A vehicle time code adding unit 14 that reads the time code when the last part is detected from the time code generating unit 12 and stores it in a memory 15 to be described later, and a memory that stores calculation data such as a time code indicating each timing and axle load 15, the axle weight calculation unit 16 that calculates axle load, the speed calculation unit 17 that calculates the traveling speed of the vehicle, and the range for one vehicle It comprises a double isolation determination section 18, a total weight calculation section 19 for calculating the total weight of the vehicle, an external output unit 20 for outputting an alarm sound or the like at the time of violation detection, the.
The main load detector 2 is load detection means installed at a toll gate or the like as road surface maintenance management equipment such as an expressway, and converts the axle load of the passing vehicle 6 into a single electric signal (FIG. 2). reference).

FIG. 2 is an explanatory diagram showing a configuration example of a load detection unit including three load detectors used in the axle load measuring apparatus according to the first embodiment.
The load detection unit 24 shown in the figure includes a main load detector 2 and first and second auxiliary load detectors 3 and 4.
A plurality of main load detectors 2 (two in this example) are arranged along the outer frame 22 of the loading plate 21 that detects the load of the wheel to be placed.
The main load detector 2 includes two loading plates 21 made of a thick metal plate having high rigidity, arranged in series in the longitudinal direction (perpendicular to the traveling direction of the vehicle), and the bottom portions of the two loading plates 21. In total, twelve load cells (load converters) 23, each of which is six, are arranged.
At least four strain gauges are attached to each load cell 23 to detect any one of shear strain, bending strain, and compression (tensile) strain, and the resistance values thereof are changed. Wheatstone bridge is configured.

In the example shown in FIG. 2, the loading plate 21 is divided into left and right parts so that each wheel load can be measured. The measured axle load is the sum of the left and right wheel loads measured on the loading plate 21. Is required.
The dimension of the loading plate 21 in the traveling direction is significantly smaller than the loading plate of 2,250 mm shown in the second conventional example described above, and the length at which the wheels of two adjacent shafts are not placed simultaneously. (In this example, 650 mm). As shown in FIG. 2, the auxiliary load detector 3 and the auxiliary load detector 4 are installed further downstream in the traveling direction of the vehicle travel path than the main load detector 2. The containers 2, 3, and 4 are arranged at intervals at which the wheels of two adjacent shafts are not placed simultaneously.
The auxiliary load detectors 3 and 4 are load detectors for assisting the main load detector 2 and for detecting the traveling speed, acceleration / deceleration, stopping, etc. of the vehicle, on the downstream side of the main load detector 2. An output obtained by converting the axle load of a vehicle that is installed at a certain distance and converted into two systems of electric signals is sent to the processing device 1.

In the configuration example of the load detection unit 24 shown in FIG. 2, the distance between the main load detector 2 and the auxiliary load detector 3 and the distance between the auxiliary load detector 3 and the auxiliary load detector 4 are 1000 mm, respectively. The reason is that the distance is sufficiently smaller than the known distance between adjacent axes 1300 [mm], and the vehicle speed can be measured with high accuracy.
Further, the basis for setting the length of the main load detector 2 in the vehicle traveling direction to 650 [mm] is that if the ground contact length of the tire of the vehicle is 300 [mm], the distance between adjacent shafts is 1300 [mm]. This is because the maximum distance at which the tires cannot be mounted simultaneously is calculated as 700 [mm], and is shortened by 50 [mm] to give a margin.
That is, the length calculated as 1300 [mm] − (2 × 300 [mm]) − 50 [mm] = 650 [mm] is adopted.
Further, the grounds for setting the lengths of the auxiliary load detector 3 and the auxiliary load detector 4 in the vehicle traveling direction to 50 [mm] are as follows: the axle load is 30 [tons] and the tire ground contact length is 300 [mm]. The length calculated from receiving a load with an auxiliary load detection rating of 5 [tons], that is, (300 [mm] ÷ 30 [tons]) × 5 [tons] = 50 [mm] The length is adopted.

Furthermore, regarding the width of each load detector 2, 3, 4 (dimension in the direction perpendicular to the vehicle traveling direction), the road width is assumed to be 3000 [mm], and the length for detecting all the road width is assumed to be as follows. Yes. The necessary condition may be a road width of 3000 [mm] or more.
Returning to FIG. 1, the vehicle detector 5 is installed in the vicinity of the main load detector 2 and the auxiliary load detectors 3 and 4. In the example of FIG. An output obtained by converting whether or not the foremost part and the rearmost part of the vehicle have passed into an electrical ON / OFF signal (vehicle signal) is sent to the processing device 1.
The processing apparatus 1 inputs information (detection signals) from the main load detector 2 and the auxiliary load detectors 3 and 4 and performs judgments and calculations necessary for load measurement as will be described later.
The AD conversion unit 11 of the processing device 1 converts the three load signals (load signals from the main load detector 2 and the auxiliary load detectors 3 and 4) into digital load signals, and the axle load time code adding unit 13 Output to.
The axle load time code assigning unit 13 reads the time code at the time of detecting each load signal from the time code generating unit 12, assigns this time code to the digital load signal, and outputs it to the memory 15. The memory 15 Save.

Further, the vehicle time code assigning unit 14 reads the time code when the frontmost part and the rearmost part of the vehicle are detected from the time code generating unit 12, outputs the time code to the memory 15, and the memory 15 stores the time code. .
The axle load calculation unit 16 cuts out valid data from the memory 15 to calculate an axle load value, and saves it in the memory 15 again.
The speed calculation unit 17 calculates the initial shaft speed Vn (in) and the final shaft speed Vn (out) and outputs the calculation result to the vehicle separation determination unit 18, which will be described in detail with reference to FIG. .
Vehicle separation determining unit 18 reads the time code relating to axle weight and vehicle described previously stored in the memory 15, and determines from this time code, determines the final axle belonging to the vehicle (farthest vehicle axis).
The total weight calculation unit 19 calculates the total weight from the axle weight value from the first axis to the farthest axis of the vehicle, and warns the external output unit 20 when it is determined that the axle weight value or the gross weight is a violation. Send a signal.

In response to this warning signal, the external output unit 20 outputs an alarm sound or the like and turns on a warning lamp.
Here, one of the problems described above, that is, “a means for separating the axle load value of a traveling vehicle without replacing an existing loading plate is realized, and the cost of improving the axle load measuring device is relatively low. The main means for achieving the object of “providing a shaft weight measuring device capable of calculating the total weight” is a signal acquisition means for performing vehicle separation. In the first embodiment, In addition to the main load detector 2, the other three sensors (auxiliary load detector 3, auxiliary load detector 4 and vehicle detector 5) are additionally installed to constitute the axle load detection unit 24. Here, instead of the main load detector 2, a conventional load detector (for example, the load detector 91 shown in FIG. 12) can be used as it is. However, the length of the main load detector 2 in the traveling direction is smaller than that of the conventional load detector 91.

The auxiliary load detector 3 and the auxiliary load detector 4 do not need to strictly define the length in the advancing direction and the axial weight measurement accuracy, and only need to be able to detect the passage through the shaft by a voltage signal or the like. Even an object can be installed on the road surface, and since the vehicle detector 5 can be an optical detector that can be installed on the side of the road, the additional detector (auxiliary load detector) described above is used here. 3. It is possible to keep the installation cost of the auxiliary load detector 4 and the vehicle detector 5) low.
As described above, in the second conventional example, the large loading plate needs to be distinguished from a single wheel and a multi-wheel, and the loading plate is made independent of four plates in order to maintain thinness and strength. In this case, it is necessary to detect the load using an independent load cell. For this reason, the load signal input on the processor side for processing the detection signal had to be expanded to 12 systems. In the case of the axial load measuring apparatus according to the embodiment, since the increase in the number of inputs to the processing apparatus by the above-described additional detector is three systems, the increase in the number of inputs to the processing apparatus 1 is three systems. The number of inputs to the processing apparatus 1 is limited to a total of four systems, and it is possible to suppress the improvement cost for carrying out vehicle separation.

Next, another one of the above-mentioned problems, namely, “vehicle separation means capable of separating vehicles without strictly limiting the installation location of the vehicle detector 5 dedicated to axle load measurement, and vehicle detection dedicated to axle load measurement” Realizes vehicle separation means that can also introduce vehicle detection signals used in ETC, etc. as a substitute signal for the detector, and can calculate the total weight that can keep costs for new and improved axle load measuring devices relatively small The key means for achieving the “providing a simple axle load measuring device” is vehicle separation means, and the principle thereof will be described below.
FIG. 3 is an explanatory diagram showing mechanical dimensions of the vehicle whose axle weight is measured by the axle weight measuring apparatus according to the first embodiment.
In the figure, the vehicle length Li (here, examples of vehicle lengths L1 and L2) represent the length from the foremost part to the rearmost part of the vehicle i (here, the vehicle 6A and the vehicle 6B), and is the farthest. The axial distance Ji (here, an example of the farthest axial distances J1 and J2) represents the inter-axis distance from the first axis to the last axis of the vehicle i.
In the mechanical dimensions of individual vehicles, there is a magnitude relationship of Li> Ji between the vehicle length Li and the farthest shaft distance Ji from the first axis to the last axis.

Since the vehicle and the axle are mechanically coupled, the moving speed of the vehicle and the moving speed of the axle are equal when the vehicle is traveling.
If the above equation is rewritten assuming that the vehicle is moving at a velocity Vi (here, an example of velocity Vi), equation (1) is obtained.

Li / Vi> Ji / vi
TLi> TJi (1)
Here, TLi represents the vehicle length travel time of the vehicle i, and TJi represents the farthest axial distance travel time of the vehicle i.
As TLi, the time width of the signal obtained from the vehicle detector 5 is applied. Further, as TJi, the farthest axial distance movement time is applied from the axis detection time obtained from the shaft load signal of the main load detector 2.
Hereinafter, a specific example of the vehicle separation determination unit using the expression (1) will be described.
FIG. 4A is an explanatory diagram showing the vehicle position at a constant time during constant speed travel, and FIG. 4B is a time chart showing detection signals from various sensors.
(A) of FIG. 5 is explanatory drawing which shows the vehicle position in the fixed time at the time of deceleration driving | running | working, (b) is a time chart of the detection signal by various sensors.
As shown in FIGS. 4 and 5, when the vehicle detector 5 is installed at a position distant from the main load detector 2, the detection time varies between the load signal and the vehicle signal. (1) is established when the vehicle speed of the vehicle is constant or decelerated. Equation (1) is obtained for TJi of all axle load signals acquired from the detection of the first axis until TLi is determined. It is possible to identify the last axis by discriminating the farthest axis satisfying this, and this is a feature of the present invention.

In FIG. 6, (a) is an explanatory view showing a vehicle position at a fixed time during acceleration traveling, and (b) is a time chart showing output states of detection signals by various sensors.
As shown in FIG. 6 (a), when the vehicle passes while accelerating, the inequality sign in the equation (1) may be reversed as TLi <TJi, and the simple determination as described above cannot be performed. When the vehicle is accelerating, the distance between the vehicle and the following vehicle is away, so the last axis when the movement time for the vehicle length has elapsed can be determined as the last axis of the vehicle.
FIG. 7 is a diagram showing the relationship between the installation position of the vehicle detector and the time chart of the detection signal, in which (a) shows a case where the vehicle detector is installed on the downstream side of the load detector. It is explanatory drawing which shows by the broken line the case where it shows by and shown in the upstream, (b) is a time chart which shows the timing of the detection signal of various sensors.

As shown in FIG. 7, when the vehicle detector 5 indicated by the solid line is moved from the position of the vehicle detector 5 to the vehicle detector 51 indicated by the broken line and brought closer to the main load detector 2, the detection time of the load signal and the vehicle signal is increased accordingly. The deviation becomes smaller and the traveling application range of the equation (1) becomes wider. Therefore, the vehicle separating means according to the present invention can specify the last axis of the traveling vehicle only by comparing the time TLi and the length of TJi, and the installation position of the vehicle detector is the main load detector 2. Can be selected over a wide range from the position indicated by the broken line and the reference numeral 51 to the downstream end of the load detector 4 and the position indicated by the solid line and the reference numeral 5 near the downstream side of the load detector 4. It is also possible to use the signal of the vehicle detector as an alternative signal.
Next, a third problem is means for avoiding vehicle separation deviation, which will be described below.

(A) of FIG. 8 is explanatory drawing which shows the positional relationship of two vehicles in the vehicle driving | running | working in which vehicle separation shift | offset | difference arises, (b) is a time chart which shows the timing of the detection signal emitted from various sensors.
When the last part of the first vehicle 6A does not pass through the vehicle detector 5 and stops halfway, and the following vehicle 6B enters and stops while closing the space with the vehicle 6A, the vehicle 6A moves forward again and becomes congested. This is a characteristic driving when a problem occurs.
In such a running pattern, the axle load value of the first axis of the following vehicle 6B is taken into the last axis that determines TJi in the equation (1), so that the separation condition equation may be satisfied. At this time, the first axis of the vehicle 6B is determined as the last axis of the vehicle 6A, thereby causing separation of the vehicle.
In order to avoid such a phenomenon, in the present invention, after the vehicle 6A passes the vehicle detector 5, the vehicle following the vehicle reaches a time code T (C) indicating that a predetermined time has elapsed. By determining whether or not the time code T (A) ′ indicating entry has been detected, the time code T (B) indicating that the vehicle 6A has passed (retreated) has been detected. It is determined whether the last axis detected sometimes belongs to the vehicle or belongs to the following vehicle. Hereinafter, this determination method will be described.

When the vehicle travels in a traffic jam, it is assumed that the vehicle enters with an inter-vehicle distance of about 1 [m], and from the time code T (B) indicating that the tail of the vehicle 6A has left the vehicle detector 5. A time Tc (C) at which a fixed time (1 / V3) has elapsed, which is a measure of the time until the time code T (A) ′ indicating that the vehicle 6B has entered, is defined by the equation (2) (here) V3 is a predetermined stop determination speed, and a predetermined time (1 / V3) is a time required for the vehicle 6A to pass 1 [m] at the stop determination speed).
T (C) = T (B) + (1 / V3) (2)
Thereby, it is determined by equation (3) whether or not the vehicle is traveling in a traffic jam.
T (B) <T (A) '<T (C) ... (3)
Here, when the expression (3) is satisfied, it is determined that the vehicle is traveling in a traffic jam. By this determination, the axle that generated the time code T (A) ′ is regarded as the first axis of the following vehicle (here, the vehicle 6B), and the last axis of the vehicle (here, the vehicle 6A) is Then, calculation processing is performed assuming that the time code T (A) ′ is the immediately preceding axle that has generated the time code T (A) ′.
Since this determination method is based on the assumption that the vehicle travels in a traffic jam, it is estimated whether or not a narrow-to-vehicle travel (a travel with a short inter-vehicle distance) has been performed by providing a stop determination speed (V3).

FIG. 9 is a flowchart showing an operation example of the axle load measuring apparatus according to the present embodiment.
First, the processing apparatus 1 stands by until any one detection signal from various sensors is input (step S1).
When the main load detector 2 detects one load (for example, the axial weight of the head axis), the processing device 1 inputs the load detection signal (including load information) W1n from the main load detector 2 ( Step S2).
Subsequently, when the auxiliary load detector 3 detects one load (axial weight of the head axis), the processing device 1 inputs the load detection signal (including load information) W2n from the load detector 3. (Step S3).
Subsequently, when the auxiliary load detector 4 detects the one load, the processing device 1 inputs the load detection signal (including load information) W3n from the load detector 4 (step S4).
In parallel with the load detection, the processing device 1 converts the load signal (analog load information) detected by the main load detector 2 and the auxiliary load detectors 3 and 4 by the AD converter 11 into digital load information. After conversion, the axle weight value Wn based on the load information is calculated via the axle weight calculator 16 (step S5).

Next, when the vehicle detector 5 detects the passing signal of the vehicle frontmost part A or the vehicle rearmost part B, the processing device 1 inputs the vehicle entry signal PA and the vehicle exit signal PB from the vehicle detector 5 ( Step S6).
The processing device 1 uses the axle load time code assigning unit 13 and the vehicle time code assigning unit 14 to input time codes indicating the time of input to the input load detection signals W1n to W3n and the vehicle detection signals PA and PB, respectively. (Step S7).
Next, the processor 1 stores the input load detection signals W1n to W3n, the vehicle detection signals PA and PB, and the applied time codes T (1n) to T (3n), T (A), and T (B). 15 is temporarily stored (step S8).
In step S9, the processing device 1 verifies whether or not the passage information T (B) of the vehicle rearmost part B is input. If the passage information T (B) of the vehicle rearmost part B is input, the processing device 1 proceeds to step S10. If the passing information T (B) of the last part B of the vehicle has not been input yet, the process returns to step S1 and waits until the next detection signal is input.

In step S10, the processing device 1 analyzes a running condition (acceleration, deceleration, etc.) of the vehicle related to the speed using a subroutine provided in the speed calculation unit 17, that is, a speed analysis routine (FIG. 10) described later.
Based on the result of the speed analysis, the processing device 1 proceeds to step S12 if the vehicle is not accelerating in step 11 and proceeds to step S16 if it is accelerating.
In step S12, the processing device 1 detects the detection signal interval of the main load detector 2 (corresponding to the interval between the frontmost axle and the rearmost axle (final axis: n-axis), that is, the farthest axial distance) and vehicle detection. The time difference (corresponding to the total length of the vehicle, that is, the vehicle length) between the vehicle frontmost part A and the vehicle rearmost part B by the device 5 is compared, and when the former is larger than the latter (the nth axis is The process proceeds to step S15 (because it is an axle), and if the former is not greater than the latter, the process proceeds to step S13.
In step S13, the processing apparatus 1 verifies whether or not the vehicle is stopped. If the vehicle is stopped, the process proceeds to step S14. If the vehicle is in progress, the process proceeds to step S16.

In step S <b> 14, the processing device 1 uses the vehicle separation determination unit 18 to verify the establishment / non-establishment of the above-described expression (3) (T (B) <T (A) ′ <T (C)). The travel situation at the time of stopping is analyzed, and if the expression (3) is satisfied, the process proceeds to step S15, and if the expression (3) is not satisfied, the process proceeds to step S16.
In step S15, it is determined that the vehicle is traveling in a traffic jam, and the processing device 1 determines that the last axis in this case is the first axis of the subsequent vehicle 6B that has generated the time code T (A) ′. The last axis is calculated as being the previous axle, and then the process proceeds to step S17.
In step S16, the processing device 1 determines that the vehicle is traveling normally, and the calculation is performed by determining that the last axis of the vehicle is the last axis of the vehicle that has generated the time code T (A) ′. Move on to S17.
In step S <b> 17, the processing device 1 calculates the total weight of the vehicle by totaling the maximum shaft weight and the shaft load of all the axles for one vehicle by the total weight calculation unit 19.

Next, when the calculated total weight and maximum shaft weight of the vehicle exceed the specified values, the processing device 1 outputs an alarm sound or the like via the external output unit 20 (step S18).
Next, the processing device 1 records the measurement progress information, the calculated total weight of the vehicle, and the like in the memory 15 (step S19), and then returns to step S1.
FIG. 10 is a flowchart illustrating an operation example of the speed calculation unit of the axle load measuring device according to the first embodiment.
First, the speed calculation unit 17 calculates the initial speed (= Vn (in)) of the nth axis (step S21). This initial speed is calculated from the distance from the main load detector 2 to the auxiliary load detector 3 and the passing time of the vehicle.
Next, the speed calculation unit 17 calculates the final speed (= Vn (out)) of the nth axis (step S22). This final speed is calculated from the distance from the auxiliary load detector 3 to the auxiliary load detector 4 and the passing time of the vehicle.
Finally, the speed calculation unit 17 includes the speed analysis result in the output parameter of the speed analysis routine (step S23). This speed analysis result is given as acceleration when Vn (out)> Vn (in), and as constant speed or deceleration when Vn (out) ≦ Vn (in).

FIG. 11 shows a time chart when the axle load measuring device according to the first embodiment travels in a traffic jam. FIG. 11A shows a case where a single vehicle passes (normally decelerated travel) (comparison of comparison). 11 (b) shows a case where a single vehicle passes (stops midway from normal deceleration travel), and FIG. 11 (c) shows a case where two vehicles pass (stops midway from normal deceleration travel) (ie The time chart of (when driving in a traffic jam) is shown respectively.
More specifically, FIG. 11B shows a case where the next vehicle approach is not detected while the vehicle travels about 1 [m] at the stop determination speed in the detection signal from the vehicle detector 5. In this case, the vehicle separation determination unit 18 determines that the last detection axis is the last axis of the vehicle.
More specifically, FIG. 11C shows a case where the next vehicle approach is detected while the vehicle advances about 1 [m] at the stop determination speed in the detection signal from the vehicle detector 5. In this case, the vehicle separation determination unit 18 determines that the last detection axis is the leading axis of the next vehicle (following vehicle), and sets the axle immediately before the last detection axis as the last axis of the vehicle.

  A program for executing at least a part of the processing of each component of the axial load measuring device according to the present invention by computer control and causing the computer to execute the above processing according to the procedure shown in the flowchart of FIG. In addition, a semiconductor memory, a CD-ROM, a magnetic tape, or other computer-readable recording medium may be stored and distributed. A computer including at least a microcomputer, a personal computer, and a general-purpose computer may read the program from the recording medium and execute the program.

It is a block diagram which shows the main structures of the axial load measuring apparatus which concerns on the 1st Embodiment of this invention. It is explanatory drawing which shows one structural example of the load detection unit of the axial load measuring apparatus which concerns on 1st Embodiment. It is explanatory drawing which shows the mechanical dimension of the vehicle from which axial load is measured with the axial load measuring apparatus which concerns on 1st Embodiment. (A) is explanatory drawing which shows the relationship with the installation position of the vehicle position various sensors in the fixed time at the time of constant speed driving | running | working, (b) is a time chart of the detection signal emitted from various sensors. (A) is explanatory drawing which shows the relationship with the installation position of various sensors of vehicle position in the fixed time at the time of deceleration driving | running | working, (b) is a time chart of the detection signal emitted from various sensors. (A) is explanatory drawing which shows the relationship between the vehicle position in the fixed time at the time of acceleration driving | running | working, and the installation position of various sensors, (b) is a time chart of the detection signal emitted from various sensors. (A) is explanatory drawing which shows the installation position of the vehicle detector which concerns on the 2nd Embodiment of this invention, (b) is a time chart of the detection signal emitted from various sensors. (A) is explanatory drawing which shows the relationship with the installation position of various vehicle position sensors in the vehicle driving | running | working in which a vehicle separation shift | offset | difference arises, (b) is a time chart of the detection signal emitted from various sensors. It is a flowchart which shows the operation example of the axial load measuring apparatus which concerns on 1st Embodiment. It is a flowchart which shows one operation example of the speed analysis routine of the axial load measuring apparatus which concerns on 1st Embodiment. It is a flowchart which shows one operation example of the speed calculation part of the axle load measuring apparatus which concerns on 1st Embodiment. It is a block diagram which shows the structural example of the conventional axial load measuring apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Processing apparatus 2 Main load detector 3, 4 Auxiliary load detector 5, 51 Vehicle detector 6, 6A, 6B Vehicle 11 AD conversion part 12 Time code generation part 13 Axle time code provision part 14 Vehicle time code provision part 15 Memory 16 Axle load calculation unit 17 Speed calculation unit 18 Vehicle separation determination unit 19 Total weight calculation unit 20 External output unit 21 Loading plate 22 Outer frame 23 Load cell 24 Load detection unit

Claims (9)

In the axle weight measuring device that calculates the weight of the vehicle by measuring the multiple axle weights of the running vehicle,
A main load detector that detects the axle load of the passing vehicle and outputs a main load detection signal;
A first auxiliary load detection that sequentially detects the axle load of a vehicle passing a predetermined distance near the main load detector and outputs a first auxiliary load detection signal and a second auxiliary load detection signal. And a second auxiliary load detector;
A vehicle detector that outputs a vehicle entry signal and a vehicle exit signal when passing through the front and rear parts of the vehicle,
The vehicle travel time calculated based on the vehicle approach signal and the vehicle exit signal of the vehicle detector, and the generation time of the vehicle exit signal are closest to the generation time of the main load detection signal based on the front axle of the vehicle. Compare the farthest axis distance travel time to the time of generation of the main load detection signal based on the farthest axle output at and immediately before the time,
And calculating the initial speed of the vehicle based on the time interval between the generation time of the main load detection signal and the generation time of the first auxiliary load detection signal,
The final speed of the vehicle is calculated based on the time interval between the time when the first auxiliary load detection signal is generated and the time when the second auxiliary load detection signal is generated, and is the vehicle traveling at a substantially constant speed? A vehicle separation determination unit that determines whether the farthest axle belongs to the vehicle or the following vehicle after determining whether the vehicle is accelerating or decelerating. An axle weight measuring device configured to add the axle weight of the vehicle based on the determination and measure the total weight of the vehicle. Said main load detector from upstream in the traveling direction of the vehicle travel path toward the downstream, the first auxiliary load detector, to become by arranging the order of the second auxiliary load detector and the vehicle detector The axial load measuring device according to claim 1, wherein Wherein the vehicle separation determining unit, when the vehicle is determined to be at or deceleration traveling constant speed running, the vehicle length moving time and TLi, as a TJi the farthest wheel base travel time,
TLi> TJi
The main load detection signal output at the time immediately before the time when the vehicle exit signal is generated is determined to be based on the farthest axle belonging to the vehicle, and from the frontmost axle to the farthest axle. The axle weight measuring device according to claim 1, further comprising a total weight calculating unit that calculates a total weight of the vehicle based on the main load detection signal corresponding to all the generated axle weights. Wherein the vehicle separation determining unit, when it is determined that the vehicle is in acceleration running, the vehicle length moving time and TLi, as a TJi the farthest wheel base travel time,
TLi <TJi
The main load detection signal output at the time immediately before the generation time of the vehicle exit signal is determined to be from the farthest axle belonging to the vehicle, and from the frontmost axle to the farthest axle. The axle weight measuring device according to claim 1, further comprising a total weight calculating unit that calculates a total weight of the vehicle based on the main load detection signal corresponding to all the generated axle weights. Wherein the vehicle separation determining unit, in a case where it is determined that the vehicle is not the acceleration running, the vehicle length moving time and TLi, as a TJi the farthest wheel base travel time,
TLi <TJi
The main load detection signal output at the time immediately before the generation time of the vehicle exit signal is determined to be based on the front axle belonging to the succeeding vehicle, and 1 of the determined front axle of the succeeding vehicle is determined. The previous axle is determined as the farthest axle of the vehicle, and the total weight of the vehicle is calculated based on the main load detection signal corresponding to all axle loads generated by the farthest axle from the front axle of the vehicle. The axial weight measuring device according to claim 1, further comprising a total weight calculating unit. When the vehicle separation determination unit determines that the vehicle is stopped between the generation of the vehicle approach signal and the generation of the vehicle exit signal, and is closest to the generation time of the vehicle exit signal When the last main load detection signal output at the time is generated within the time required to pass 1 m in terms of a predetermined stop determination speed from the generation time of the vehicle exit signal, the last main load is detected. The detection signal is determined to be from the front axle of the following vehicle,
The main load detection signal corresponding to all axle loads generated by the farthest axle from the front axle of the vehicle is determined as the farthest axle of the vehicle by determining the axle immediately before the foremost axle of the determined succeeding vehicle. axle load measuring device according to any one of claims 1 to 5, characterized in that it has a total weight calculation section for calculating the total weight of the vehicle based on. Said main load detector from upstream in the traveling direction of the vehicle travel path toward the downstream, the first auxiliary load detector, as well as arranged in this order of the second auxiliary load detector, upstream of the main load detector 2. The axle load measuring device according to claim 1, wherein the vehicle detector is arranged on a side of any position in a section in the vicinity of the downstream side of the second auxiliary load detector from the vicinity. The axle load measuring device according to claim 7, wherein the vehicle detector is arranged at a lateral position in the vicinity of the main load detector. When the total weight and the maximum axle weight of the vehicle calculated by the total weight calculation unit exceed a specified weight, a warning including alarm sound, warning light, etc. is output from the external output unit. The axle load measuring device according to any one of claims 3 to 6 .

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