JP6554744B2 - Vehicle type identification device, vehicle type identification method and program - Google Patents

Description

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

Generally, on toll roads such as expressways, in order to increase the efficiency of toll collection processing, automatic ticket issuing machines, toll collection machines, or electronic toll collection systems (ETC: Electronic Toll Collection System (registered trademark)), A toll collection system in which an “automatic toll collection system” is installed is used.
Such a toll collection system may be provided with a vehicle type discriminating device for automatically discriminating the vehicle type classification of the vehicle in order to charge according to the vehicle type classification of the traveling vehicle. The toll collection system discriminates the vehicle type classification of the vehicle traveling using this vehicle type identification device, and performs a billing process according to the vehicle type classification.

In such a vehicle type discriminating apparatus, in addition to a vehicle detector that detects the entry of vehicles one by one, a tread that detects treading by a tire is used to specify the number of axles and tread width of the vehicle. (For example, refer to Patent Document 1).
Further, a method has been proposed in which the number of axles of a traveling vehicle is specified using a laser scanner (laser detector) capable of projecting laser light at a height at which the tire is disposed (see, for example, Patent Document 2). ).

When trying to discriminate the vehicle type classification of a vehicle that travels using the above-described treads, in general, the number of axles of the vehicle can be specified by detecting the number of times the treads are stepped on by tires.
According to such a mechanism, the vehicle type identification device cannot identify the number of axles of the vehicle and cannot identify the vehicle type classification unless all of the vehicle bodies have passed through the tread. Therefore, conventionally, in the toll collection system provided on an expressway or the like, the vehicle type classification for all vehicles can be determined, so that the vehicle type determination is performed in consideration of the maximum vehicle length (for example, 18 m) of the traveling vehicle. It is installed so that the distance between the device and the automatic toll collection machine (or automatic ticket issuing machine, manned booth, etc.) is greater than the maximum vehicle length.

JP 2007-265003 A JP-A-11-167694

  However, due to location conditions at the entrance and exit toll gates of expressways, it may be difficult to secure an installation space where the distance between the vehicle type identification device and the automatic ticket issuing machine etc. is greater than the maximum vehicle length. . In this case, the number of axles of the vehicle cannot be specified at the entrance / exit toll gate or the like, and charging according to a sufficiently subdivided vehicle type classification cannot be performed.

  On the other hand, when trying to identify the number of axles of a vehicle by projecting a laser beam at the height at which the tire is arranged, it is assumed that erroneous detection due to other traveling vehicles or garbage, etc., and the number of axles of the vehicle is reduced. It is difficult to specify with high accuracy.

  The present invention has been made in view of the above problems, and the purpose thereof is a vehicle type discriminating apparatus that can be installed at a location where a sufficient installation space cannot be secured and can discriminate the vehicle type classification of the vehicle with high accuracy. The object is to provide a vehicle type discrimination method and program.

One aspect of the present invention is a vehicle type discriminating device (10) for discriminating a vehicle type classification of a vehicle (A) traveling in a lane (L), which is disposed on a road surface of the lane and is stepped on by a tire of the vehicle. And a laser beam (la) is projected to a height at which the tire is disposed in a predetermined range at least in front of the step board in the traveling direction of the lane, and the reflection of the laser beam is reflected. A vehicle type discrimination device comprising: a laser detector (10C) that detects light; and an axle number identification unit (101) that identifies the number of axles of the vehicle based on detection results of the tread board and the laser detector. .
By doing so, even if a part of the vehicle front side in the traveling direction is not passing through the tread board at the stage where the user performs toll collection processing, the range in front of the traveling direction from the tread board The number of axles of the vehicle can be specified based on the detection result of the laser detector. Therefore, it can be installed in a place where a sufficient installation space cannot be secured, and the vehicle type classification of the vehicle can be determined with high accuracy.
Even if some axles are not specified based on the laser detector due to erroneous detection of reflected light, etc., the number of axles for the portion of the vehicle that has passed through the tread is the result of the tread detection. Can be reliably identified. Therefore, the accuracy of specifying the number of axles of the vehicle can be improved.

Further, according to one aspect of the present invention, in the above-described vehicle type identification device, the number-of-axes specifying unit determines the number of axles in a range of the vehicle on the far side in the traveling direction from the tread based on the detection result of the tread. A back side axle number specifying unit (101A) for specifying and a front side axle number specifying unit for specifying the number of axles in a range in front of the tread of the vehicle based on the detection result of the laser detector. (101B).
In this way, the number of axles for the portion of the vehicle that has passed through the tread is used to specify the number of axles using the detection result of the tread (the number of times it has been stepped on). Can be improved.

Further, according to one aspect of the present invention, in the above-described vehicle type identification device, the number-of-axes specifying unit includes a tire shape pattern in which a plurality of detection coordinates (Q1, Q2) obtained as detection results of the laser detector are defined in advance. A tire determination unit (110) that determines that the tire is present at a position corresponding to the plurality of detection coordinates when (P1) is satisfied.
By doing in this way, when dust, dust, etc. are detected as a detection result of a laser detector, it can control that the dust, dust, etc. are misidentified as a tire, for example. Therefore, the identification accuracy of the number of axles based on the detection result of the laser detector can be improved.

Further, according to one aspect of the present invention, in the above-described vehicle type identification device, the positional relationship between the two tires (τ11, τ12) specified by the axle number specifying unit based on the detection result of the laser detector is defined in advance. An axle determination unit (111) that determines that the vehicle has one axle corresponding to the two tires when the tire placement pattern (P2) is applied is provided.
By doing in this way, when the position of a plurality of tires is specified in the range in front of the direction of travel from the tread, it is possible to accurately determine the presence of the axle corresponding to each tire. Therefore, the accuracy of specifying the number of axles based on the detection result of the laser detector 10C can be further improved.

Further, according to one aspect of the present invention, in the above-described vehicle type identification device, the axle number specifying unit moves each of the plurality of tires based on a plurality of detection results detected by the laser detector at a plurality of times. When the movement direction distance specifying unit (112) for specifying the direction and the movement distance matches the movement direction and the movement distance of the plurality of tires, it is determined that the plurality of tires belong to one vehicle. The same vehicle determination part (113).
In this way, it is possible to identify the moving direction and moving distance of the tire, and to separate one vehicle traveling on the lane and the other vehicle based on the moving direction and moving distance. Therefore, the number of axles for the one vehicle can be specified with higher accuracy.

One aspect of the present invention is the above-described vehicle type identification device, wherein the number-of-axes specifying unit is a tire detected by the laser detector based on the movement direction and the movement distance of a plurality of the tires. A tread detection tire specifying unit (114) for specifying a tire detected by the tread is provided.
By doing in this way, among the axles specified based on the detection result of the laser detector, it is possible to distinguish those counted by the detection result of the tread board (the number of steps). Therefore, it is possible to prevent the same axle from being counted repeatedly, and the number of axles for the vehicle can be specified with higher accuracy.

  One aspect of the present invention is a vehicle type determination method for determining a vehicle type classification of a vehicle traveling in a lane, the step of detecting stepping by a tire of the vehicle through a tread plate disposed on a road surface of the lane; The laser detector is used to project a laser beam at a height at which the tire is arranged in a predetermined range at least on the front side in the traveling direction of the lane, and detect reflected light of the laser beam. And a step of identifying the number of axles of the vehicle, which is information used for determining the vehicle type classification of the vehicle, based on detection results of the tread board and the laser detector.

  Further, according to one aspect of the present invention, a tread that is disposed on a road surface of a lane and detects treading by a tire of a vehicle, and the tire is disposed in a predetermined range at least in front of the tread plate in the traveling direction of the lane. A computer of a vehicle type discriminating device for discriminating a vehicle type classification of the vehicle traveling in the lane having a laser detector for projecting a laser beam at a certain height and detecting a reflected light of the laser beam, It is a program that functions as axle number specifying means for specifying the number of axles of the vehicle based on detection results of the tread board and the laser detector.

  Another embodiment of the present invention is a vehicle type determination device that determines a vehicle type classification of a vehicle traveling in a lane, and projects laser light at a height at which the tires of the vehicle are arranged in a predetermined range on the lane. And a number of axles identifying unit that identifies the number of axles of the vehicle based on a detection result of the laser detector, and a number of axles identifying part Is a tire that determines that the tire is present at a position corresponding to the plurality of detection coordinates when a plurality of detection coordinates obtained as a detection result of the laser detector is applied to a predetermined tire shape pattern. A vehicle type identification device including a determination unit.

  According to another aspect of the present invention, in the above-described vehicle type identification device, the tire number specifying unit includes a tire arrangement pattern in which a positional relationship between two tires specified based on a detection result of the laser detector is defined in advance. An axle determination unit that determines that the vehicle has one axle corresponding to the two tires.

  Further, according to one aspect of the present invention, in the above-described vehicle type identification device, the axle number specifying unit moves each of the plurality of tires based on a plurality of detection results detected by the laser detector at a plurality of times. The same vehicle determination that determines that the plurality of tires belong to one vehicle when the movement direction distance specifying unit that specifies the direction and the movement distance matches the movement direction and the movement distance of the plurality of tires. A section.

  According to the above-described vehicle type determination device, vehicle type determination method, and program, it is possible to install the vehicle type in a place where a sufficient installation space cannot be secured, and to accurately determine the vehicle type classification of the vehicle.

It is a figure which shows the whole structure of the fee collection equipment which concerns on 1st Embodiment. It is a 1st figure explaining the function of the laser detector concerning a 1st embodiment. It is a 2nd figure explaining the function of the laser detector which concerns on 1st Embodiment. It is a figure which shows the example of the positional relationship of the fee collection facility and vehicle which concern on 1st Embodiment. It is a figure which shows the function structure of the vehicle type discrimination | determination apparatus which concerns on 1st Embodiment. It is a figure which shows the function structure of the near side axle number specific | specification part which concerns on 1st Embodiment. It is a figure explaining the function of the tire judging part concerning a 1st embodiment. It is a figure explaining the function of the axle shaft determination part which concerns on 1st Embodiment. It is a figure explaining the function of the movement direction distance specific | specification part which concerns on 1st Embodiment. It is a figure explaining the function of the same vehicle determination part which concerns on 1st Embodiment. It is a figure explaining the function of the tread board detection tire specific part concerning a 1st embodiment. It is a figure which shows the processing flow of the near side axle number specific | specification part which concerns on 1st Embodiment. It is a figure which shows the processing flow of the axle number specific | specification part which concerns on 2nd Embodiment.

<First Embodiment>
Hereinafter, the vehicle type identification device according to the first embodiment will be described with reference to FIGS.

(overall structure)
FIG. 1 is a diagram illustrating an overall configuration of a fee collection facility according to the first embodiment.
The toll collection facility 1 according to the first embodiment is provided at an exit toll gate of an expressway that is a toll road (or an entrance toll gate depending on the fee format), and a vehicle on which the user rides from a user of the expressway This is a facility for charging according to the vehicle type.
In the example shown in FIG. 1, a vehicle A on which a highway user rides travels in a lane L that leads from the highway side to the general road side in the toll collection facility 1 provided at the exit toll gate. Islands I are laid on both sides of the lane L, and various devices constituting the toll collection facility 1 are installed.
Hereinafter, the highway side (the + X direction side in FIG. 1) is also referred to as the “upstream side” of the lane L or the “front side in the traveling direction” of the lane L. Further, the general road side (the −X direction side in FIG. 1) is also referred to as “downstream side” of the lane L or “backward direction in the traveling direction” of the lane L.

As shown in FIG. 1, the toll collection facility 1 includes a vehicle type discriminating device 10, an automatic toll collection device 20, a start controller 40, and a start side vehicle detector 50.
The vehicle type identification device 10 is a vehicle type classification of the vehicle A traveling in the lane L (for example, “light vehicle (including motorcycle)”, “ordinary vehicle”, “medium size vehicle”, “large vehicle”, “extra large vehicle”, etc. This is a device for determining the classification.
The vehicle type discriminating device 10 is provided on the upstream side of the lane L, and various detection sensors (entrance side vehicle detector 10A, laser detector 10C) provided on the island I, and a tread provided on the road surface of the lane L (Tread board 10B).

The automatic toll collector 20 is a machine that performs a toll collection process by presenting a charge amount to a driver or the like (user) of the vehicle A traveling in the lane L. On the front face of the automatic toll collector 20 (the face facing the lane L side), there are provided a display for presenting a billing amount, a reception opening for receiving bills, coins, credit cards, and the like.
The automatic toll collector 20 is provided on the island I on the downstream side of the vehicle type discriminating device 10 and charges an amount corresponding to the vehicle type classification of the vehicle A discriminated by the vehicle type discriminating device 10.

  The start controller 40 is a device that is provided on the downstream side of the automatic toll collector 20 and controls the start of the vehicle A traveling in the lane L. For example, the start controller 40 closes the lane L so that the driver or the like of the vehicle A that has entered the lane L does not start the vehicle A until the necessary amount of money is paid through the automatic toll collector 20. Further, when the payment is completed, the lane L is opened to leave the vehicle A.

  The start side vehicle detector 50 is provided on the most downstream side of the lane L and detects the exit of the vehicle A from the toll collection facility 1.

As shown in FIG. 1, the vehicle type identification device 10 includes an approach-side vehicle detector 10A, a tread board 10B, a laser detector 10C, and a main control unit 10D.
The approach-side vehicle detector 10A is provided on the island I, and the vehicle A (vehicle body) traveling on the lane L through the light projecting tower and the light receiving tower facing each other across the lane L in the lane width direction (± Y direction). The presence or absence of the vehicle is determined, and the passage (entrance) for one vehicle A is detected.
The tread board 10B is arranged on the road surface of the lane L so as to extend in the lane width direction, and detects treading by the tire of the traveling vehicle A. The positions of the approach-side vehicle detector 10A and the tread board 10B in the lane direction (± X direction) are the same. The step board 10B can detect the stepped position and range, and the number of axles, the tread width, and the tire width of the vehicle A can be specified by combining with the detection result of the approach side vehicle detector 10A.
The laser detector 10 </ b> C is a detector for detecting the position (foot pattern) of the tire of the vehicle A traveling in the lane L. The laser detector 10C is disposed on the front side in the traveling direction of the tread board 10B (for example, the most upstream side of the island I). A specific aspect of the laser detector 10C will be described later.
The main control unit 10D is a CPU (Central Processing Unit) that controls the operation of the entire vehicle type identification device 10. Specifically, the main control unit 10D receives various detection signals from the approach side vehicle detector 10A, the tread board 10B, and the laser detector 10C, and uniquely identifies the vehicle type classification of the traveling vehicle A based on the detection results. To determine.
In addition, the main control unit 10D immediately notifies the automatic toll collector 20 of the determined vehicle type classification. As a result, the automatic toll collector 20 can charge an amount corresponding to the vehicle type classification determined by the vehicle type determination device 10 in the fee collection processing with the vehicle A.
In the present embodiment, the main control unit 10D is illustrated in a mode incorporated in the vehicle type identification device 10 (for example, the approaching vehicle detector 10A as shown in FIG. 1). The form is not limited to this aspect. For example, in another embodiment, the main control unit 10D may be built in a device other than the vehicle type identification device 10 installed on the island I or in a remote place and connected via a communication network or the like. .

(Laser detector structure)
2 and 3 are a first diagram and a second diagram, respectively, for explaining the function of the laser detector according to the first embodiment.
Specifically, FIG. 2 illustrates a state in which the lane L and the vehicle A are viewed from the side (−Y direction side). FIG. 3 illustrates a state in which the lane L and the vehicle A are viewed from above (+ Z direction side).

As shown in FIG. 2, the laser detector 10 </ b> C is arranged on the most upstream side of the island I, and is a height (only lower than the lowest ground height) where only the tire of the vehicle A is arranged in the height direction (± Z direction). At a height, the laser beam la is projected along the road surface of the lane L. The laser detector 10 </ b> C detects the reflected light of the laser light la generated on the tire surface of the vehicle A.
As shown in FIG. 3, the laser detector 10C continuously changes the projection angle θ of the laser beam la in the horizontal direction and projects the laser beam la radially from the installation position of the laser detector 10C. Thus, laser scanning (scanning) is performed.
With such a configuration, the laser detector 10C has a positional relationship with the tire of the vehicle A traveling in the lane L in at least a predetermined range (scan range N) on the front side in the traveling direction with respect to the tread 10B. It is possible to acquire scan data according to the above.
In this embodiment, the output intensity of the laser beam la is adjusted so that the laser detector 10C can detect a tire of a vehicle about 10 meters away from the installed position. In addition, a single scanning speed over the entire scanning range N is sufficiently faster than the moving speed of the vehicle A.
Further, the laser detector 10C repeatedly executes a laser scan over the entire scan range N every predetermined time (for example, every 10 milliseconds), and sequentially acquires a plurality of scan data corresponding to a plurality of laser scans.

FIG. 4 is a diagram illustrating an example of a positional relationship between the fee collection facility and the vehicle according to the first embodiment.
Specifically, FIG. 4 shows an example in which a vehicle A belonging to a vehicle type classification (“large vehicle”, “extra large vehicle”) having a large vehicle body size enters the toll collection facility 1.
In the example shown in FIG. 4, the vehicle A has a tire T11 on the left side in the traveling direction (the −Y direction side) corresponding to the axle S1 provided on the rear side in the traveling direction (−X direction side) of the vehicle body. The tire T12 is provided on the right side in the traveling direction (+ Y direction side). Further, the vehicle A has tires T21 and T31 on the left side in the traveling direction and tire T22 on the right side in the traveling direction corresponding to the axles S2 and S3 provided on the front side (+ X direction side) of the vehicle body. , T32.

As shown in FIG. 4, in the fee collection facility 1 according to the first embodiment, the interval between the automatic fee collection device 20 and the tread board 10 </ b> B arranged on the upstream side is set as a interval d <b> 1. Further, as shown in FIG. 4, the interval between the tread plate 10B and the laser detector 10C arranged on the upstream side thereof is set as an interval d2.
Here, consider a case where the vehicle length D of the vehicle A, which is a “large vehicle” (or “extra large vehicle”), is larger than the interval d1.

According to the example shown in FIG. 4, when the driver's seat (back side in the traveling direction) of the vehicle A having the vehicle length D (> spacing d1) has reached the automatic toll collector 20, the front side (+ X A part of the direction side) has not yet passed over the tread board 10B. Then, the vehicle type discriminating apparatus 10 cannot identify the number of axles of the entire vehicle A based on the detection result of the tread board 10B at the stage where the driver or the like performs the fee payment process, and thus discriminates the vehicle type classification of the vehicle A. I can't.
Therefore, the vehicle type identification device 10 according to the first exemplary embodiment specifies the number of axles in a range in front of the step board 10B of the vehicle A based on the detection result of the laser detector 10C.

(Functional configuration of vehicle type identification device)
FIG. 5 is a diagram illustrating a functional configuration of the vehicle type identification device according to the first embodiment.
As shown in FIG. 5, the vehicle type identification device 10 includes an approach side vehicle detector 10A, a tread board 10B, a laser detector 10C, and a main control unit 10D. The structural functions and positional relationships of the approach-side vehicle detector 10A, the tread board 10B, and the laser detector 10C are as described with reference to FIGS.

  The main control unit 10D according to the present embodiment exhibits functions as the axle number identification unit 101 and the vehicle type classification determination unit 102 by reading and executing a predetermined program. Hereinafter, functions of the axle number identification unit 101 and the vehicle type classification determination unit 102 will be described.

  The axle number specifying unit 101 specifies the number of axles of the vehicle A based on the detection results of the tread board 10B and the laser detector 10C. As shown in FIG. 5, the axle number specifying unit 101 according to the present embodiment includes a back side axle number specifying unit 101A and a near side axle number specifying unit 101B.

The vehicle type classification determination unit 102 determines the vehicle type classification of the vehicle A based on the number of axles specified by the axle number specification unit 101. In addition, the vehicle type classification determination unit 102 notifies the automatic toll collector 20 of the determined vehicle type classification.
In FIG. 5, the vehicle type classification determination unit 102 is illustrated as inputting only the number of axles of the vehicle A specified by the axle number specifying unit 101, but is actually specified from the detection result of the tread 10 </ b> B. The vehicle type classification of the vehicle A is determined by a combination with the tread width, tire width, and the like of the vehicle A. In addition, the vehicle type identification device 10 according to another embodiment further includes detection results of a vehicle height detector that can detect the vehicle height of the vehicle A, a license plate detector that can detect the license plate information of the vehicle A, and the like. In combination, the vehicle type classification of the vehicle A may be determined.

Next, the back side axle number specifying unit 101A and the near side axle number specifying unit 101B of the axle number specifying unit 101 will be described.
The back side axle number specifying unit 101A specifies the number of axles in the range of the vehicle A on the far side in the traveling direction from the step board 10B based on the detection result of the step board 10B. Specifically, the back-side axle number specifying unit 101A counts the number of times the tread plate 10B is stepped on while the approach-side vehicle detector 10A detects entry of the vehicle A. The number of times the tread board 10B has been stepped on is the number of axles that stepped on the tread board 10B of the vehicle A and moved to the far side in the traveling direction from the tread board 10B (see FIG. 4).

On the other hand, the near-side axle number specifying unit 101B specifies the number of axles in the range of the vehicle A on the nearer side in the traveling direction than the step board 10B based on the detection result of the laser detector 10C. Specifically, the front axle number specifying unit 101B specifies the number of tire axles belonging to the scan range N on the front side in the traveling direction with respect to the tread board 10B.
Hereinafter, detailed functions of the front axle number specifying unit 101B will be described.

(Functional configuration of the front axle number identification part)
FIG. 6 is a diagram illustrating a functional configuration of the near-side axle number specifying unit according to the first embodiment.
As shown in FIG. 6, the front axle number specifying unit 101B according to the present embodiment includes a tire determining unit 110, an axle determining unit 111, a moving direction distance specifying unit 112, an identical vehicle determining unit 113, and a tread board detection. A tire specifying unit 114.

When a plurality of detection coordinates obtained as a detection result of the laser detector 10C apply to a predetermined tire shape pattern, the tire determination unit 110 has a tire of the vehicle A at a position corresponding to the plurality of detection coordinates. It is determined that
The axle determination unit 111 is configured so that the vehicle A corresponds to the two tires when the positional relationship between the two tires specified based on the detection result of the laser detector 10C is applied to a predetermined tire arrangement pattern. It determines with having an axle and performs the process which matches the said 2 tires.
The movement direction distance specifying unit 112 specifies the movement vector (movement direction and movement distance) of the tire of the vehicle A based on a plurality of detection results detected by the laser detector 10C at a plurality of times.
The same vehicle determination unit 113 determines that the plurality of tires belong to one vehicle when the movement vectors of the plurality of tires match, and performs a process of associating the plurality of tires.
The tread board detection tire specifying unit 114 specifies the tire detected by the tread board 10B (the tire that stepped on the tread board 10B) among the tires detected by the laser detector 10C based on the movement vectors of the plurality of tires.

FIG. 7 is a diagram illustrating the function of the tire determination unit according to the first embodiment.
As shown in FIG. 7, the laser detector 10C receives the reflected light of the laser beam la on the tire surface, and acquires scan data based on the positional relationship (azimuth and distance) between the laser detector 10C and each tire. . The scan data includes coordinates (detection coordinate group Q1) specified on the virtual XY coordinate plane by the projection angle θ of the laser light la on the horizontal plane (XY plane) and the measurement distance r corresponding to each projection angle θ. , Q2).
The tire determination unit 110 defines a virtual XY coordinate plane corresponding to the scan range N (see FIGS. 3 and 4), and coordinates (detects) on the XY coordinate plane based on the projection angle θ and the measurement distance r. The coordinate group Q1, Q2) is plotted.

  Here, when the reflected light detected by the laser detector 10C is reflected light generated on the tire surface of the vehicle A, the scan data corresponds to the shape of each tire of the vehicle A, as shown in FIG. A specific coordinate pattern (pattern of arrangement of each detection coordinate on the XY coordinate plane) is shown. That is, the laser detector 10 </ b> C is a laser beam obliquely with respect to the traveling direction of the vehicle A from the rear side in the traveling direction and the left side in the traveling direction toward the front side in the traveling direction and the right side in the traveling direction. la is emitted (see FIGS. 3 and 4). Then, the projected laser beam la is projected and scanned over the ground surface facing the front side (−X direction side) of the tire of the vehicle A and the side surface facing the left side in the traveling direction. Therefore, the detected coordinate groups Q1 and Q2 detected according to the light projected onto the tire are arranged patterns (L-shaped) that are bent at 90 degrees based on the ground contact surface and the side surface of the tire.

Therefore, the tire determination unit 110 first identifies a group (detected coordinate group Q1, Q2) plotted within a predetermined distance range among the coordinates plotted on the virtual XY plane. Then, the tire determination unit 110 collates the specified detection coordinate groups Q1 and Q2 with the tire shape pattern P1 defined in advance, and detects each detection coordinate group Q1 and Q2 within the scan range N. It is determined whether it is detected based on this. Specifically, the tire determination unit 110 determines whether or not the detected coordinate groups Q1 and Q2 fall within the region of the L-shaped tire shape pattern P1 that is partitioned so as to be bent at 90 degrees.
When the detected coordinate groups Q1 and Q2 fall within the region of the tire shape pattern P1, the tire determination unit 110 determines that a tire is present at a position corresponding to each of the detected coordinate groups Q1 and Q2. Specifically, the tire determination unit 110 specifies the position of the estimated tire τ11 on the virtual XY coordinate plane based on the detection coordinate group Q1, and also determines the virtual XY coordinate plane based on the detection coordinate group Q2. Above, the process which specifies the position of estimated tire (tau) 12 is performed.

FIG. 8 is a diagram illustrating the function of the axle determination unit according to the first embodiment.
The axle determination unit 111 acquires the positional relationship between the two estimated tires τ11 and τ12 specified on the virtual XY coordinate plane by the tire determination unit 110, and the positional relationship between the two estimated tires τ11 and τ12 is defined in advance. It is determined whether or not the applied tire arrangement pattern P2 is true.

Here, as described above, the laser detector 10 </ b> C travels the laser beam la from the rear side in the traveling direction and the left side in the traveling direction (−X, −Y direction side) with respect to the vehicle A when the vehicle A enters. Light is projected obliquely toward the front side of the direction and the right side of the traveling direction (+ X, + Y direction side). With such a configuration, the laser detector 10 </ b> C has a tire (tires T <b> 11, T <b> 21, T <b> 31 shown in FIG. 4) disposed on the left side in the traveling direction of the vehicle A and the traveling direction according to the positional relationship with the vehicle A. Both tires arranged on the right side (tires T12, T22, T32 shown in FIG. 4) can be detected.
Further, the traveling direction of the vehicle A is limited to some extent by the lane L laid in the toll collection facility 1. Therefore, the positional relationship between the two tires corresponding to the same axle of the vehicle A is also limited to some extent. That is, as shown in FIG. 8, the position in the lane direction (± X direction) is substantially the same, and the position in the lane width direction (± Y direction) is a distance corresponding to the tread width (approximately 1.5 m to 2 m). The two tires that differ by 0.0 m) are likely to be two tires (for example, tires T11 and T12) corresponding to the same axle (for example, the axle S1 shown in FIG. 4) of the vehicle A.

Therefore, the axle determination unit 111 has two estimated tires τ11 and τ12 specified on the XY coordinate plane by the tire determination unit 110, and relative positions in the lane direction (± X direction) and the lane width direction (± Y direction). Is compared with the tire arrangement pattern P2 that determines whether the two estimated tires τ11 and τ12 correspond to the same axle of the vehicle A or not.
The tire arrangement pattern P2 is defined based on the positional relationship between two tires corresponding to the same axle on the virtual XY coordinate plane. Specifically, as shown in FIG. 8, the tire arrangement pattern P2 corresponds to the tread width in which the positions in the ± X directions coincide with each other on the virtual XY coordinate plane and the positions in the ± Y directions are assumed. Two regions differing by a certain width are partitioned.
The axle determination unit 111 determines whether or not the estimated tires τ11 and τ12 are within the region of the tire arrangement pattern P2.
When the estimated tires τ11 and τ12 are within the region of the tire arrangement pattern P2, the axle determination unit 111 determines that there is an axle corresponding to each of the estimated tires τ11 and τ12. Specifically, the axle determination unit 111 specifies the estimated axle σ1 corresponding to the estimated tires τ11 and τ12 on the virtual XY coordinate plane, and associates the estimated tire τ11 and the estimated tire τ12 with the estimated axle σ1. I do.

FIG. 9 is a diagram illustrating the function of the movement direction distance specifying unit according to the first embodiment.
As described above, the laser detector 10C according to the present embodiment repeatedly executes the laser scan in the scan range N every predetermined time Δt (for example, Δt = 10 milliseconds). The movement direction distance specifying unit 112 analyzes a plurality of scan data acquired by a plurality of laser scans in time series, and calculates a movement vector (movement direction and movement distance) of each tire that moves as the vehicle A travels. Identify.

For example, the tire determination unit 110 identifies the estimated tire τ11 ′ on the XY coordinate plane based on the scan data acquired at a certain time ta, and subsequently uses the scan data acquired at the next timing (time ta + Δt). It is assumed that the estimated tire τ11 is specified on the same XY coordinate plane based on this.
In this case, the moving direction distance specifying unit 112 determines whether or not the position of the estimated tire τ11 with respect to the estimated tire τ11 ′ falls within a predetermined moving direction distance assumption range P3.
Here, the estimated moving direction distance range P3 is that the same estimated tire τ11 ′ is positioned after a predetermined time Δt has elapsed on the virtual XY coordinate plane with reference to the position where the estimated tire τ11 ′ is arranged at time ta. The assumed area is partitioned. For example, the traveling direction of the vehicle A is limited to some extent by the lane L. Further, the traveling speed of the vehicle A is also assumed to be within a predetermined range (about 5 km / h to 20 km / h) on the assumption that the vehicle A stops in front of the automatic toll receiver 20. The moving direction distance assumed range P3 is defined in advance based on the traveling direction and traveling speed of the vehicle A assumed in this way.
When the estimated tire τ11 specified on the XY coordinate plane at time ta + Δt belongs to the region of the estimated moving direction distance P3, the moving direction distance specifying unit 112 is the same as the estimated tire τ11 ′. The movement vector R11 from the estimated tire τ11 ′ to the estimated tire τ11 is specified.

FIG. 10 is a diagram illustrating the function of the same vehicle determination unit according to the first embodiment.
The laser detector 10C sequentially detects the position of the tire that has entered the scan range N as the vehicle A travels by repeating the laser scan in the scan range N every predetermined time Δt. The tire determination unit 110 and the axle determination unit 111 described above are based on scan data sequentially acquired as the vehicle A travels, and a plurality of axles (the axle S1 and the like) of the vehicle A and the axles The positional relationship of a plurality of tires (tires T11, T12, etc.) corresponding to each is estimated (estimated axle σ1 and estimated tires τ11, τ12, etc. shown in FIGS. 7 and 8).

Here, at a certain time tb, the tire determination unit 110 and the axle determination unit 111 make the estimated tires τ11 ′ and τ12 ′ associated with the estimated axle σ1 ′ and the estimated tires τ21 ′ associated with the estimated axle σ2 ′. , Τ22 ′ are specified on the XY coordinate plane. Further, the tire determination unit 110 and the axle determination unit 111, at the next timing (time tb + Δt), estimate tires τ11 and τ12 associated with the estimated axle σ1 and estimated tires τ21 and τ22 associated with the estimated axle σ2. Are specified on the XY coordinate plane.
In this case, the moving direction distance specifying unit 112 described above with respect to each of the estimated tires τ11 ′, τ12 ′, τ21 ′, and τ22 ′ specified at time tb through the process described in FIG. 9 at time tb + Δt. A process of associating each identified estimated tire τ11, τ12, τ21, τ22 is performed. Then, the movement direction distance specifying unit 112 specifies the movement vectors R11, R12, R21, and R22 for each estimated tire τ11, τ12, τ21, and τ22.

  Here, the same vehicle determination unit 113 determines whether or not the movement vectors R11, R12, R21, and R22 for the estimated tires τ11, τ12, τ21, and τ22 match (whether they are within a predetermined error range). If it is determined that they match, the plurality of estimated tires τ11, τ12, τ21, and τ22 are determined to belong to the same vehicle (estimated vehicle α). That is, when a plurality of tires specified by the tire determination unit 110 are moving at the same distance in the same direction in time series, the plurality of tires are likely to belong to the same vehicle A. . Therefore, the same vehicle determination unit 113 specifies the estimated vehicle α on the virtual XY coordinate plane, and selects a plurality of tires (estimated tires τ11, τ12, τ21, τ22) having the same moving direction and moving distance as the estimated vehicle. The process of associating with α is performed.

Further, at a certain time tc after the elapse of a predetermined time from the time tb, the tire determination unit 110 and the axle determination unit 111 further put the estimated tires τ31 ′ and τ32 ′ associated with the estimated axle σ3 ′ on the XY coordinate plane. Assume that you have identified. In addition, at the next timing (time tc + Δt), it is assumed that the tire determination unit 110 and the axle determination unit 111 specify the estimated tires τ31 and τ32 associated with the estimated axle σ3 on the XY coordinate plane. In this case, the movement direction distance specifying unit 112 further specifies the movement vectors R31 and R32 for the estimated tires τ31 and τ32.
At this time, the same vehicle determination unit 113 determines whether or not the newly specified movement vectors R31 and R32 match the movement vectors R11, R12, R21, and R22 already associated with the estimated vehicle α. If it is determined and they match, it is determined that the estimated tires τ31 and τ32 belong to the same estimated vehicle α.

As described above, the moving direction distance specifying unit 112 sequentially specifies the moving direction and the moving distance (movement vectors R11, R21,...) For tires that are specified based on sequentially acquired scan data. . And the same vehicle determination part 113 regards the tire group in which the moving direction and moving distance which were sequentially specified by the moving direction distance specific | specification part 112 correspond as tires which belong to the same vehicle (estimated vehicle (alpha)), and matches sequentially. .
The front-side axle number specifying unit 101B counts the number of axles belonging to the same vehicle (estimated vehicle α) among the axles specified by the axle determining unit 111, thereby determining the number of axles that the vehicle A actually traveling in the lane L has. Can be identified.

FIG. 11 is a diagram illustrating the function of the tread board detection tire specifying unit according to the first embodiment.
As shown in FIG. 4, the tread board 10B is disposed downstream of the laser detector 10C (most downstream of the scan range N) by a distance d2. Therefore, at least a part of the tires (tires T11, T12,...) Of the vehicle A specified based on the scan data of the laser detector 10C is downstream by the interval d2 as the vehicle A travels. When it moves, it is also detected by the tread board 10B. Then, it is assumed that the axle (axes S1, S2,...) Specified by the front axle number specifying unit 101B overlaps with the axle specified by the back axle number specifying unit 101A (FIG. 5). .

  Therefore, the tread board detection tire specifying unit 114 uses a laser detector based on the movement vectors R11, R12,... For each tire (estimated tires τ11, τ12,...) Specified by the movement direction distance specifying unit 112. Among the tires detected by 10C, the tire detected by the tread board 10B is specified.

Here, as shown in FIG. 11, the tread board detection tire specifying unit 114 moves to the downstream side of the scan range N and is no longer detected by the laser detector 10C, and the estimated tires τ11 ′, τ12 ′ (and the estimated axle σ1). ') Locate the position. Specifically, the tread board detection tire specifying unit 114 has the same movement direction and movement distance as the movement vectors R21, R22,... Of the other estimated tires τ21 ′, τ22 ′,. the movement vector ^R11 showing *, the R12 ^*, the estimated tire τ11 ', τ12' applies to each.
In the example shown in FIG. 11, since the estimated tires τ21 ′ and τ22 ′ belong to the scan range N, the movement vectors R21 and R22 can be specified by the movement direction distance specifying unit 112. On the other hand, the estimated tires τ11 ′, τ12 ′ outside the scan range N are associated with each other as belonging to the same vehicle (estimated vehicle α) as the estimated tires τ21 ′, τ22 ′. Therefore, it is assumed that the estimated tires τ11 ′ and τ12 ′ are moved by the same movement direction and distance as the estimated tires τ21 ′ and τ22 ′ after moving outside the scan range N.
In this way, the tread plate detection tire specifying unit 114 tracks the position of the tire that has passed the scan range N by applying the moving direction and moving distance of other tires that are associated as belonging to the same vehicle, Can be identified.

The tread board detection tire specifying unit 114 sequentially specifies the positions on the XY coordinate plane of the estimated tires τ11 and τ12 that have passed the scan range N based on the moving direction and the moving distance of the subsequent estimated tires τ21 and τ22, and the position It is determined whether or not has moved downstream from the position of the tread plate 10B defined on the XY coordinate plane. Here, the position of the tread 10B defined on the XY coordinate plane is defined based on the distance d2 between the actual tread 10B and the laser detector 10C.
If the tread detection tire specifying unit 114 determines that the positions of the estimated tires τ11 and τ12 on the XY coordinate plane have moved downstream from the position of the tread 10B, the estimated tires τ11 and τ12 are the treads. It is specified as a tire detected by 10B.

  When the estimated tires τ21 and τ22 positioned upstream of the estimated tires τ11 and τ12 have passed the scan range N, the tread board detection tire specifying unit 114 includes the estimated tires τ31 and τ32 positioned within the scan range N and Based on this correspondence, the same processing as described above is performed to specify the positions of the estimated tires τ21 and τ22 on the XY coordinate plane.

(Processing flow of the main control unit)
FIG. 12 is a diagram illustrating a processing flow of the main control unit according to the first embodiment.
The processing flow shown in FIG. 12 is regularly and repeatedly executed while the fee collection facility 1 is in operation.
Specifically, first, the tire determination unit 110 of the front axle number specifying unit 101B has one or more in the scan range N based on the detection result (scan data) obtained by the laser scan of the laser detector 10C. It is determined whether or not there is a tire (step S01). Here, as shown in FIG. 7, the tire determination unit 110 collates the detection coordinate group (detection coordinate group Q1, Q2) plotted on the virtual XY coordinate plane with the tire shape pattern P1, Based on the collation result, it is determined that a tire (estimated tires τ11, τ12, etc.) exists at a position corresponding to the detected coordinate group.
If no tire is present in the scan range N based on the determination result of the tire determination unit 110, the front axle number specifying unit 101B immediately ends the processing flow and is newly acquired at the next timing. The same process is executed for the scan data.

  Next, the axle determination unit 111 of the front axle number specifying unit 101B determines whether or not two tires are paired tires corresponding to the same axle based on the positional relationship of the tires specified in step S01. (Step S02). Here, as shown in FIG. 8, when the two estimated tires τ11 and τ12 whose positions are specified on the XY coordinate plane are applied to the tire arrangement pattern P2, the axle determination unit 111 performs the two estimated tires. It is determined that τ11 and τ12 are paired tires corresponding to the same estimated axle (estimated axle σ1).

  Next, the moving direction distance specifying unit 112 of the front-side axle number specifying unit 101B determines the same tire based on the tire position specified in step S01 and the tire position specified in the previous laser scan. The association is performed and the movement vector for the tire is specified (step S03). Here, as shown in FIG. 9, the moving direction distance specifying unit 112 uses the tire (estimated tire τ11 ′) specified last time as a reference for the tire (estimated tire τ11) specified this time (in step S01). The estimated moving direction distance range P3 is applied to determine that each tire is the same tire, and a moving vector R11 indicating the moving direction and moving distance of the same tire (estimated tire τ11) is specified.

  Next, the same vehicle determination unit 113 of the front axle number specifying unit 101B determines whether or not the plurality of tires specified in step S01 belong to the same vehicle, and counts the number of axles of the same vehicle. (Step S04). Here, as shown in FIG. 10, the same vehicle determination unit 113 determines whether or not the movement vectors specified in step S03 (movement vectors R11, R12, R21, R22, etc.) match and match. Tires (estimated tires τ11, τ12, τ21, τ22, etc.) are considered to belong to the same vehicle (estimated vehicle α). Then, the same vehicle determination unit 113 counts the number of axles (estimated axles σ1, σ2,...) Corresponding to tires belonging to the same vehicle (estimated vehicle α).

Next, the tread detection tire specifying unit 114 of the front axle number specifying unit 101B has passed over the tread 10B arranged on the downstream side of the scan range N among the tires that are out of the scan range N on the downstream side. A thing is specified (step S05). Here, as shown in FIG. 11, the tread board detection tire specifying unit 114 uses the same movement vector (movement vector R11 ^* , R12 ^* ) as the movement vector (for example, movement vectors R21, R22) specified in step S03. This is applied to tires (estimated tires τ11 ′, τ12 ′) that deviate downstream from the scan range N. Then, the tread board detection tire specifying unit 114 specifies a tire that has moved to the downstream side of the tread board 10 </ b> B among the tires deviated downstream from the scan range N.

  The front-side axle number specifying unit 101B subtracts the number of axles corresponding to the tire moved downstream from the tread board 10B in step S05 from the number of axles counted in step S04, and is upstream (traveling direction) from the tread board 10B. The number of axles of the vehicle A belonging to the range on the near side is specified (step S06).

Next, the main control unit 10D determines whether or not the driver's seat of the vehicle A has reached the automatic toll collector 20 and stopped (step S07). In the present embodiment, the main control unit 10D allows the driver's seat of the vehicle A to move to the automatic toll receiver 20 through a predetermined detection sensor (laser type detection sensor, ultrasonic sensor, etc.) provided in the automatic toll receiver 20. Detects that it has reached. Here, the main control unit 10D may determine whether or not the vehicle A has stopped based on the detection results of the entry-side vehicle detector 10A, the tread board 10B, the laser detector 10C, and the like.
When the vehicle A is traveling (step S07: NO), the near side axle number specifying unit 101B repeatedly executes the above-described steps S01 to S06, and based on the detection result of the laser detector 10C, The number of axles in the range in front of the traveling direction from the tread board 10B is specified.
On the other hand, while the near side axle number specifying unit 101B is executing the processing of step S01 to step S06, the back side axle number specifying unit 101A counts the number of times the tread board 10B is stepped in parallel, The number of axles in the portion of the vehicle A that has passed through the tread plate 10B (range on the far side in the traveling direction from the tread plate 10B) is specified.

When the stop of the vehicle A is detected (step S07: YES), the axle number specifying unit 101 adds the number of axles specified by each of the back side axle number specifying unit 101A and the near side axle number specifying unit 101B. Then, the total number of axles of the vehicle A is specified (step S08).
Next, the vehicle type classification determination unit 102 combines the number of axles of the entire vehicle A identified by the axle number identification unit 101 and various other information (tread width, tire width, etc. based on the detection result of the tread 10B). Then, the vehicle type classification of the vehicle A is uniquely determined, and the determined vehicle type classification (“large”, “extra large”, etc.) is output to the automatic toll collector 20 (step S09). Thereby, the automatic toll collector 20 can specify the charge amount according to the vehicle type classification of the vehicle A.

(Function and effect)
As described above, according to the vehicle type identification device 10 according to the first embodiment, the tire of the vehicle A is disposed in a predetermined range of the laser detector 10C at least on the front side in the traveling direction from the step board 10B of the lane L. Laser data la is projected at a height, and scan data obtained by detecting reflected light of the laser light la is acquired. Then, the axle number specifying unit 101 specifies the number of axles of the vehicle A based on the detection results (scan data) of the step board 10B and the laser detector 10C.
Here, in the conventional toll collection system, when the driver's seat portion of the vehicle A reaches the toll collection machine 20 or the like, the toll collection machine can complete the passage of the entire body of the vehicle A through the tread 10B. The distance (distance d1) between 20 and the tread board 10B is about the maximum vehicle length (for example, 18 m). However, depending on the location conditions at the entrance / exit toll gate of the highway, it may be difficult to secure an installation space in which the distance between the automatic toll collector 20 and the tread board 10B is greater than the maximum vehicle length. Therefore, with the above-described configuration according to the present embodiment, when the driver's seat of the vehicle A reaches the toll collector 20 in the lane L, a part of the vehicle A in the forward direction passes through the tread 10B. Even if not, the number of axles of the entire vehicle A can be specified based on the detection result of the laser detector 10C. That is, even if a part of the vehicle A in the forward direction of the vehicle A does not pass through the tread board 10B at the stage of the toll collection process, the vehicle type classification of the vehicle A can be specified, and the user can Appropriate billing can be performed. As described above, according to the vehicle type identification device 10 according to the present embodiment, it is possible to install the vehicle type in a place where a sufficient installation space cannot be secured, and to accurately determine the vehicle type classification of the vehicle.
Further, according to the vehicle type discriminating apparatus 10 described above, some axles are based on the detection result of the laser detector 10C due to factors such as a false detection of reflected light suddenly occurring in the laser detector 10C. Even if the vehicle is not correctly identified, the number of axles for the portion of the vehicle A that has passed the tread 10B can be reliably identified using the detection result of the tread 10B. Therefore, it is possible to improve the identification accuracy of the number of axles of the vehicle A.

Further, according to the vehicle type identification device 10 described above, the back-side axle number specifying unit 101A specifies the number of axles in the range in the traveling direction back side of the step board 10B of the vehicle A based on the detection result of the step board 10B. In addition, the front axle number specifying unit 101B specifies the number of axles in the range of the vehicle A in the front side in the traveling direction with respect to the step board 10B based on the detection result of the laser detector 10C.
By doing in this way, the number of axles for the portion of the vehicle A that has passed the tread 10B is determined by adopting the detection result (the number of times of treading) of the tread 10B, so that the number of axles of the vehicle A is determined. The accuracy of the identification can be improved. In particular, when the vehicle A is a “light vehicle”, “ordinary vehicle”, etc., all axles may pass through the tread 10B when the driver's seat of the vehicle A reaches the automatic toll collector 20. High nature. In this case, since the number of axles of the vehicle A is specified exclusively based on the detection result of the tread plate 10B, the conventional accuracy can be maintained.

Further, according to the vehicle type discrimination device 10 described above, the front-side axle number specifying unit 101B (tire determination unit 110) has a tire shape pattern P1 in which a plurality of detection coordinates obtained as a detection result of the laser detector 10C are defined in advance. Is true, it is determined that a tire is present at a position corresponding to a plurality of detected coordinates.
By doing in this way, when dust, dust, etc. are detected with the detection result of laser detector 10C, it can control that the dust, dust, etc. are misidentified as a tire, for example. Therefore, the identification accuracy of the number of axles based on the detection result of the laser detector 10C can be improved.

Further, according to the vehicle type identification device 10 described above, the front-side axle number specifying unit 101B (axle determining unit 111) defines in advance the positional relationship between two tires specified based on the detection result of the laser detector 10C. When the tire arrangement pattern P2 is true, it is determined that the vehicle A has one axle corresponding to the two tires.
In this way, when the positions of a plurality of tires are specified within the scan range N, it is possible to accurately determine the presence of the axle corresponding to each tire. Therefore, the accuracy of specifying the number of axles based on the detection result of the laser detector 10C can be further improved.

Further, according to the vehicle type determination device 10 described above, the front axle number specifying unit 101B (the movement direction distance specifying unit 112 and the same vehicle determining unit 113) has a plurality of detection results detected by the laser detector 10C at a plurality of times. Based on the above, the movement vector of the tire is specified, and if the movement vectors of the plurality of tires match, it is determined that one vehicle has the plurality of tires.
By doing so, one vehicle (vehicle A) traveling in the lane L can be separated from another vehicle, and therefore the number of axles for the one vehicle (vehicle A) is specified with higher accuracy. be able to.
For example, even when the subsequent vehicle is traveling in front of the traveling direction of the vehicle A, the traveling speed of the subsequent vehicle is likely to be different from the traveling speed of the vehicle A. Then, a tire having a different movement vector from that of the vehicle A can be regarded as a tire of a vehicle (following vehicle) different from the vehicle A. Since the same vehicle determination unit 113 can identify the tire (axle) belonging to one vehicle in this way, the number of axles can be counted with high accuracy.

Further, according to the vehicle type identification device 10 described above, the near side axle number specifying unit 101B (the tread board detection tire specifying unit 114) is based on the movement vectors of a plurality of tires, out of the tires detected by the laser detector 10C. The tire detected by the tread board 10B is specified.
By doing in this way, among the axles specified based on the detection result of the laser detector 10C, it is possible to distinguish what is counted also by the detection result (the number of times of stepping) of the tread plate 10B. Therefore, it is possible to prevent the same axle from being counted repeatedly, and the number of axles for the vehicle A can be specified more accurately.

  As described above, according to the vehicle type discriminating apparatus 10 according to the first embodiment, it is possible to install the vehicle type in a place where a sufficient installation space cannot be secured and to discriminate the vehicle type classification of the vehicle with high accuracy.

<Second Embodiment>
Next, a vehicle type identification device according to a second embodiment will be described with reference to FIG.
In addition, since the specific aspects, such as a structure of a vehicle type discrimination | determination apparatus concerning 2nd Embodiment, and a function structure, are the same as that of 1st Embodiment, illustration is abbreviate | omitted. However, in the present embodiment, for one vehicle (vehicle A), the tread plate 10B and the laser detector 10C are configured such that all the tires arranged upstream of the tread plate 10B can be detected by the laser detector 10C. It is assumed that the distance d2 (see FIG. 3) is set as short as possible.

(Processing flow of the main control unit)
FIG. 13 is a diagram illustrating a processing flow of the axle number identification unit according to the second embodiment.
The processing flow shown in FIG. 13 is repeatedly executed regularly while the toll collection facility 1 is in operation, as in the first embodiment.

Specifically, the back-side axle number specifying unit 101A counts the number of times the tread board 10B has been stepped on, and specifies the axle of the part that has passed the tread board 10B (step S11).
The back side axle number specifying unit 101A determines whether or not the vehicle has stopped (step S12). When the vehicle A is traveling (step S12: NO), the number of axles based on the detection result of the tread 10B is determined. Continue counting.
On the other hand, when the vehicle A stops (step S12: YES), the laser detector 10C performs a laser scan. Then, the near-side axle number specifying unit 101B specifies the number of axles in the range in front of the step board 10B of the vehicle A based on the scan data obtained by the laser scan (step S13).
Next, the number-of-axes identifying unit 101 identifies the total number of axles of the vehicle A by adding the number of axles identified by each of the rear-side axle number identifying unit 101A and the front-side axle number identifying unit 101B (step S14). ).
Next, the vehicle type classification determination unit 102 combines the number of axles of the entire vehicle A identified by the axle number identification unit 101 and various other information (tread width, tire width, etc. based on the detection result of the tread 10B). Thus, the vehicle type classification of the vehicle A is uniquely determined, and the determined vehicle type classification is output to the automatic toll collector 20 (step S15). Thereby, the automatic toll collector 20 can specify the charge amount according to the vehicle type classification of the vehicle A.

(Function and effect)
As described above, according to the vehicle type identification device 10 according to the second embodiment, the laser detector 10C starts laser scanning (projection of laser light la) after it is determined that the vehicle A has stopped. Then, the front axle number specifying unit 101B specifies the number of axles in the range in front of the step board 10B based on the scan data acquired after the vehicle A stops.
By doing in this way, first, after the number of axles in the range on the rear side in the traveling direction from the step board 10B is specified by the step board 10B, the axle in the range on the near side in the traveling direction from the step board 10B is determined by the laser detector 10C. Number detection processing is performed. Therefore, the identification process of the number of axles using the laser detector 10C can be simplified.

<Other embodiments>
As mentioned above, although each embodiment was described in detail, the specific aspect of the vehicle type discrimination device 10 according to each embodiment is not limited to the above-described one, and various design changes can be made without departing from the scope of the invention. It is possible to add etc.

For example, in 1st Embodiment, the same vehicle determination part 113 shall determine whether it belongs to the same vehicle based on the movement vector (movement direction and movement distance) of the tire with which the position was specified. However, other embodiments are not limited to this aspect.
For example, it is generally known that the tread width for each axle included in one vehicle is substantially the same. Therefore, the same vehicle determination unit 113 according to another embodiment includes a distance (tread width) in the lane width direction (± Y direction) of two tires corresponding to one axle and two tires corresponding to other axles. When the distance in the lane width direction (tread width) differs greatly, the two axles may be determined to belong to different vehicles.
In addition, when distinguishing whether or not the same vehicle is used according to the tread width as described above, the tread width detection value (distance in the lane width direction of two tires corresponding to one axle) varies depending on whether the tire is a single tire or a double tire. However, it is possible to separate the follow-up of large vehicles and ordinary vehicles by allowing an error of about the tire width.
Further, it is generally known that the axle center positions of the axles of one vehicle coincide. Therefore, it is possible to determine whether or not each axle belongs to the same vehicle by specifying the axle center position (the average value of the positions in the lane width direction of the two tires corresponding to one axle). . For example, when the vehicle A is a tow vehicle that pulls the towed vehicle, it is assumed that the tow vehicle (vehicle A) and the towed vehicle have greatly different tread widths. However, as long as the tow vehicle is towing the towed vehicle straight, the axle center positions of the towed vehicle and the towed vehicle should be substantially coincident. Therefore, in this way, even if the vehicle A is a towed vehicle, it is determined whether or not each identified axle belongs to one vehicle (integrated with the towed vehicle and the towed vehicle). The accuracy can be determined.

The axle determination unit 111 according to the first embodiment has a positional relationship between a tire (estimated tire τ11) disposed on the left side in the traveling direction of the vehicle A and a tire (estimated tire τ12) disposed on the right side in the traveling direction. It has been described that it is determined that the vehicle A has one axle (estimated axle σ1) corresponding to the two tires when the predetermined condition is satisfied.
However, depending on the positional relationship between the laser detector 10C and the tire of the vehicle A traveling in the lane L, one tire arranged on the right side in the traveling direction is hidden behind other tires arranged on the left side in the traveling direction. In this case, it is assumed that they do not appear on the scan data (as detected coordinate groups Q1, Q2, etc.). For example, it is assumed that the tire T32 disposed on the right side in the traveling direction of the vehicle A shown in FIG. 4 is hidden behind the tire T21 disposed on the left side in the traveling direction of the vehicle A and does not appear on the scan data.
However, in the scan data acquired at a certain timing, even if some tires are not hidden behind other tires and detected, relative to each tire and the laser detector 10C as the vehicle A travels. Since the positional relationship changes, the hidden tire can be detected at other timings. That is, the axle determination unit 111 uses two tires belonging to the same axle for each of all axles of the vehicle A based on a plurality of scan data acquired at a plurality of times (timing) while the vehicle A is traveling. Can be associated.

In addition, the axle determination unit 111 according to another embodiment further specifies the distance in the lane width direction of two tires (for example, estimated tires τ11 and τ12) associated with the same axle (for example, the estimated axle σ1). Thus, the tread width corresponding to the axle may be specified.
By doing in this way, since the tread width of the vehicle A can be specified based on the detection result of the laser detector 10C, the vehicle type classification of the vehicle A can be more accurately determined.

Similarly, the tire determination unit 110 according to another embodiment may further identify the tire width (single tire or double tire) of the tire whose position is specified based on the pattern of the detected coordinate group.
For example, if the width of the detected coordinate groups Q1 and Q2 (see FIG. 7) in the lane width direction (± X direction) is less than a predetermined value, the tire determination unit 110 determines that the estimated tires τ11 and τ12 are When it is determined that the tire is a “single tire” and is equal to or greater than a predetermined value, it is determined that the estimated tires τ11 and τ12 are “double tires”.
By doing in this way, since a tire width can be specified based on the detection result of the laser detector 10C, the vehicle type classification of the vehicle A can be determined with higher accuracy.

Further, as described above, for example, when the tread width, the tire width, and the number of axles of the vehicle A can be specified based on the detection result of the laser detector 10C, the vehicle type identification device 10 uses the detection result of the tread 10B. The vehicle type classification of the vehicle A can be specified even if it is not. Therefore, the vehicle type identification device 10 according to another embodiment may be in a mode that does not include the tread board 10B.
That is, the vehicle type identification device 10 according to another embodiment does not have the step board 10B, and projects the laser beam la to a height at which the tire of the vehicle A is arranged in a predetermined range on the lane L, and the laser It is good also as an aspect provided with the laser detector 10C which detects the reflected light of the light la, and the axle number specific | specification part 101 which specifies the axle number of the vehicle A based on the detection result of 10C of laser detectors.
In this case, when the plurality of detection coordinates obtained as a detection result of the laser detector 10C are applied to a predetermined tire shape pattern, the axle number specifying unit 101 has a tire at a position corresponding to the plurality of detection coordinates. It is assumed that the tire determination unit 110 that determines that it exists is provided.
By doing in this way, since it becomes unnecessary to lay the tread board 10B, the number of parts of the vehicle type identification device 10 can be reduced, and the manufacturing cost can be reduced.
Moreover, in the aspect which does not have the said tread 10B, the axle number specific | specification part 101 is when the positional relationship of two tires specified based on the detection result of the laser detector 10C applies to the tire arrangement pattern prescribed | regulated previously. An axle determination unit that determines that the vehicle A has one axle corresponding to the two tires may be provided.
Moreover, in the aspect which does not have the said tread 10B, the axle number specific | specification part 101 determines each moving direction and moving distance of several tires based on the several detection result which the laser detector 10C detected in several time. A moving direction distance specifying unit 112 to be specified; and a same vehicle determining unit 113 that determines that a plurality of tires belong to one vehicle when the moving directions and moving distances of the plurality of tires match. Also good.

In addition, the tire determination unit 110 according to the first embodiment determines that a tire is present at a position corresponding to the plurality of detection coordinates when the plurality of detection coordinates apply to a predetermined tire shape pattern. Explained as what to do. Here, the phrase “applicable” (to the tire shape pattern) is not limited to the case where “all of the detection coordinate groups Q1 and Q2 fall within the range defined by the tire shape pattern P1”. The meaning that “a part (most part) of Q1 and Q2 is substantially included in the range of the tire shape pattern P1” is also included. That is, the tire determination unit 110 performs pattern matching with the tire shape pattern P1 as a whole of the detection coordinate groups Q1 and Q2 even when it includes sudden erroneous detection coordinates due to dust or dust, If the overall matching degree is high, it is determined that “there is a tire”.
The same applies to the pattern collation between the detected positional relationship of the two tires and the tire arrangement pattern P2 by the axle determination unit 111.

In the first embodiment, the scan range N of the laser detector 10C has been described as being a predetermined range on the front side in the traveling direction with respect to the tread board 10B. However, in other embodiments, the scan range N is not limited to this mode. .
For example, the laser detector 10C according to another embodiment may perform laser scanning including a range on the far side in the traveling direction from the step board 10B in addition to a range on the near side in the traveling direction from the step board 10B.
By doing in this way, the position of the tire can be specified in a wider range based on the detection result of the laser detector 10C, and therefore the number of axles of the vehicle A can be specified with higher accuracy.

In the first embodiment, only one laser detector 10C is arranged on the island I on the left side in the traveling direction. However, the other embodiments are not limited to this mode.
For example, one (or a plurality) of laser detectors 10C may be disposed on the island I on the left side in the traveling direction and the right side in the traveling direction of the lane L.
Thus, by arranging a plurality of laser detectors 10C at different positions, it is possible to reduce the blind spot by combining the scan data obtained from the plurality of laser detectors 10C. Therefore, the position of the tire can be specified with higher accuracy.
Further, the laser detector 10C only needs to be capable of irradiating light at a height at which the tire of the vehicle A is disposed, and is not limited to the one with horizontal irradiation.
Further, the laser detector 10C is not limited to an aspect configured as a single device (an aspect housed in one housing). For example, in the laser detector 10C, a projector for projecting the laser light la and a detector for detecting the reflected light of the laser light la are separately provided on the island I, and each of them operates in synchronization. Good.

In addition, the tread detection tire specifying unit 114 according to the first embodiment includes a tread among the tires detected by the laser detector 10C based on movement vectors (R21, R22, etc. (FIG. 11)) of a plurality of tires. Although described as specifying the tire detected by 10B, in another embodiment, it is not limited to this aspect.
For example, the axle determination unit 111 sequentially specifies the axles (estimated axles σ1, σ2,...) From the head of the vehicle A as the vehicle travels from the time of entering the lane L. Here, the tread board detection tire specifying unit 114 according to another embodiment acquires a distance (axle interval) in the lane direction between the specified axles. Specifically, the tread plate detection tire specifying unit 114 specifies the estimated axle σ1 (first axis) and the estimated axle σ2 (first) every time a new axle determined to belong to the same vehicle (estimated vehicle α) is specified. 2), the distance Δ23 between the estimated axle σ2 (second axis) and the estimated axle σ3 (third axis), etc., and the axle distance between adjacent axles are acquired.
Then, when traveling of the vehicle A proceeds and the tread by the first axis is detected by the tread 10B, the tread detection tire specifying unit 114 is based on the position of the first axis (the position at which the tread 10B is arranged). Based on the previously acquired intervals Δ12, Δ23,..., The positions at which the second axis, the third axis,. Further, when the vehicle A travels and the tread by the second axis is detected by the tread 10B, the tread detection tire specifying unit 114 is based on the position of the second axis (the position at which the tread 10B is disposed) as a reference. Based on Δ23 and the like, the position where the third and subsequent axes are arranged is estimated. By sequentially repeating the processing as described above, the tread detection tire specifying unit 114 is arranged so that each axle (each axle not passing through the tread 10B) is disposed on the front side in the traveling direction with respect to the axle that has finally passed on the tread 10B. ) Position.
In this way, the tread board detection tire specifying unit 114 associates the position of the axle (tire) detected by the laser detector 10C with the axle (tire) detected by the tread board 10B as a reference, so that the laser detector 10C Of the detected tires, the tire detected by the tread board 10B can be accurately identified.

In step S07 (first embodiment) and step S12 (second embodiment), the main control unit 10D determines whether or not the traveling vehicle A has stopped at the automatic toll collector 20. Although it has been described that the vehicle type determination process is executed when it is determined that the vehicle A has stopped, the present invention is not limited to this mode in other embodiments.
For example, the main control unit 10D may be configured to start the vehicle type determination process from the stage where the entry-side vehicle detector 10A detects the entry of the vehicle A. Specifically, the axle number specifying unit 101 outputs the number of axles specified through the laser detector 10C and the tread board 10B to the vehicle type classification determining unit 102 every time the vehicle A is updated as the vehicle A travels. Then, the vehicle type classification determination unit 102 determines the vehicle type classification having the maximum charge among the assumed vehicle types from the identification results of the number of axles obtained sequentially, and outputs the determination result to the automatic fee collector 20. As a result, when the driver's seat of the vehicle A reaches the automatic fee collector 20, the payment fee according to the actual vehicle type classification of the vehicle A is determined.

In each of the above-described embodiments, a program for realizing various functions of the main control unit 10D in the vehicle type identification device 10 is recorded on a computer-readable recording medium, and the program recorded on the recording medium is recorded on the computer. Various processes are performed by being read into the system and executed. Here, various processes of the main control unit 10D described above are stored in a computer-readable recording medium in the form of a program, and the above-described various processes are performed by the computer reading and executing the program. The computer-readable recording medium is a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, a semiconductor memory, or the like. Alternatively, the computer program may be distributed to the computer via a communication line, and the computer that has received the distribution may execute the program.
Moreover, the aspect with which the various functions of main-control part 10D are comprised over several apparatuses connected with a network may be sufficient.

  As mentioned above, although some embodiment of this invention was described, these embodiment is shown as an example and is not intending limiting the range of invention. These embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the invention described in the claims and equivalents thereof, as long as they are included in the scope and gist of the invention.

DESCRIPTION OF SYMBOLS 1 Toll collection equipment 10 Vehicle type discrimination | determination apparatus 10A Approaching side vehicle detector 10B Tread board 10C Laser detector 10D Main control part 101 Axle number specific part 101A Back side axle number specific part 101B Front side axle number specific part 102 Car type classification | category discrimination part 110 Tire Determination unit 111 Axle determination unit 112 Movement direction distance specification unit 113 Same vehicle determination unit 114 Tread plate detection tire specification unit 20 Automatic toll collector 40 Start controller 50 Start side vehicle detector L Lane I Island N Scan range la Laser light P1 Tire Shape pattern P2 Tire arrangement pattern P3 Movement direction distance assumption range Q1, Q2 Detection coordinate group R11, R12, R21, R22, R31, R32 Movement vector A Vehicle T11, T12, T21, T22, T31, T32 Tire S1, S2, S3 Axle α Estimated vehicle τ11, τ12, τ21, τ22, τ 31, τ32 Estimated tires σ1, σ2, σ3 Estimated axles d1, d2 Distance D Vehicle length θ Light projection angle r Measuring distance

Claims (14)

A vehicle type identification device for identifying a vehicle type classification of a vehicle traveling in a lane,
A tread that is disposed on the road surface of the lane and detects a stepping by a tire of the vehicle;
A laser detector for projecting a laser beam at a height at which the tire is arranged in a predetermined range on the front side of the lane at least in the traveling direction, and detecting a reflected light of the laser beam;
An axle number specifying unit for specifying the number of axles of the vehicle based on the detection results of the step board and the laser detector;
Equipped with a,
The laser detector projects a laser toward the front side in the traveling direction from the installation position of the laser detector, and detects reflected light incident from the front side in the traveling direction from the installation position of the laser detector.
Vehicle type identification device.   The vehicle type identification device according to claim 1, wherein the laser detector is installed in front of an automatic toll collector in the traveling direction of the vehicle.   The vehicle type discriminating apparatus according to claim 2, wherein a laser beam is projected toward the front side in the traveling direction from the installation position of the laser detector, and an axle that has not entered the toll gate can be detected.   The vehicle type identification device according to claim 2, wherein a scanning direction of the laser detector is parallel to the road surface. A vehicle type identification device for identifying a vehicle type classification of a vehicle traveling in a lane,
A tread that is disposed on the road surface of the lane and detects a stepping by a tire of the vehicle;
A laser detector for projecting a laser beam at a height at which the tire is arranged in a predetermined range on the front side of the lane at least in the traveling direction, and detecting a reflected light of the laser beam;
An axle number specifying unit for specifying the number of axles of the vehicle based on the detection results of the step board and the laser detector;
With
The axle number specifying unit is:
Based on the detection results of the treads, a back side axle number specifying unit that specifies the number of axles in the range of the vehicle in the traveling direction back side than the treads;
Based on the detection result of the laser detector, a front-side axle number specifying unit that specifies the number of axles in a range in front of the tread board in the traveling direction of the vehicle,
Ru with a
Car type discrimination apparatus. The axle number specifying unit is:
A tire determination unit that determines that the tire is present at a position corresponding to the plurality of detection coordinates when the plurality of detection coordinates obtained as a detection result of the laser detector is applied to a predetermined tire shape pattern. The vehicle type identification device according to any one of claims 1 to 5 . The axle number specifying unit is:
The vehicle has one axle corresponding to the two tires when the positional relationship between the two tires specified based on the detection result of the laser detector applies to a predetermined tire arrangement pattern. The vehicle type discrimination | determination apparatus as described in any one of Claims 1-6 . The axle number specifying unit is:
Based on a plurality of detection results detected by the laser detector at a plurality of times, a moving direction distance specifying unit that specifies a moving direction and a moving distance of each of the plurality of tires,
The same vehicle determination unit that determines that the plurality of tires belong to one vehicle when the movement direction and the movement distance of the plurality of tires match.
The vehicle type discrimination device according to any one of claims 1 to 7 , further comprising: The axle number specifying unit is:
On the basis of the moving direction and the moving distance of the plurality of the tire, of the tire detected by the laser detector, according to claim 8 comprising a step board detecting tire specifying unit for specifying a tire detected by the step board Car type identification device. A vehicle type determination method for determining a vehicle type classification of a vehicle traveling in a lane,
Detecting the stepping by the tires of the vehicle through the treads disposed on the road surface of the lane;
Using a laser detector, projecting a laser beam at a height at which the tire is disposed in a predetermined range at least in front of the step board in the lane, and detecting a reflected light of the laser beam When,
Identifying the number of axles of the vehicle, which is information used to determine the vehicle type classification of the vehicle, based on the detection results of the step board and the laser detector;
I have a,
The laser detector projects a laser toward the front side in the traveling direction from the installation position of the laser detector, and detects reflected light incident from the front side in the traveling direction from the installation position of the laser detector.
Vehicle type identification method. A tread plate that is disposed on the road surface of the lane and detects treading by a tire of a vehicle, and a laser beam is projected at a height at which the tire is disposed in a predetermined range at least in front of the tread plate in the traveling direction of the lane And a computer of a vehicle type discriminating device for discriminating a vehicle type classification of the vehicle traveling in the lane having a laser detector for detecting reflected light of the laser beam,
Axle number specifying means for specifying the number of axles of the vehicle based on the detection results of the step board and the laser detector,
To function as,
The laser detector projects a laser toward the front side in the traveling direction from the installation position of the laser detector, and detects reflected light incident from the front side in the traveling direction from the installation position of the laser detector.
program. A vehicle type identification device for identifying a vehicle type classification of a vehicle traveling in a lane,
A laser detector that projects laser light at a height at which the tires of the vehicle are arranged in a predetermined range on the lane, and detects reflected light of the laser light;
An axle number identification unit that identifies the number of axles of the vehicle based on a detection result of the laser detector,
The axle number specifying unit is:
A tire determination unit that determines that the tire is present at a position corresponding to the plurality of detection coordinates when the plurality of detection coordinates obtained as a detection result of the laser detector is applied to a predetermined tire shape pattern. equipped with a,
The laser detector projects a laser toward the front side in the traveling direction from the installation position of the laser detector, and detects reflected light incident from the front side in the traveling direction from the installation position of the laser detector.
Vehicle type identification device. A vehicle type identification device for identifying a vehicle type classification of a vehicle traveling in a lane,
A laser detector that projects laser light at a height at which the tires of the vehicle are arranged in a predetermined range on the lane, and detects reflected light of the laser light;
An axle number identification unit that identifies the number of axles of the vehicle based on a detection result of the laser detector,
The axle number specifying unit is:
A tire determination unit that determines that the tire is present at a position corresponding to the plurality of detection coordinates when the plurality of detection coordinates obtained as a detection result of the laser detector is applied to a predetermined tire shape pattern. When,
The vehicle has one axle corresponding to the two tires when the positional relationship between the two tires specified based on the detection result of the laser detector applies to a predetermined tire arrangement pattern. and determining the axle determining unit and,
With
Car type discrimination apparatus. A vehicle type identification device for identifying a vehicle type classification of a vehicle traveling in a lane,
A laser detector that projects laser light at a height at which the tires of the vehicle are arranged in a predetermined range on the lane, and detects reflected light of the laser light;
An axle number identification unit that identifies the number of axles of the vehicle based on a detection result of the laser detector,
The axle number specifying unit is:
A tire determination unit that determines that the tire is present at a position corresponding to the plurality of detection coordinates when the plurality of detection coordinates obtained as a detection result of the laser detector is applied to a predetermined tire shape pattern. When,
Based on a plurality of detection results detected by the laser detector at a plurality of times, a moving direction distance specifying unit that specifies a moving direction and a moving distance of each of the plurality of tires,
The same vehicle determination unit that determines that the plurality of tires belong to one vehicle when the movement direction and the movement distance of the plurality of tires match.
Ru with a
Car type discrimination apparatus.

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