JP7161355B2 - Vehicle information acquisition board, vehicle information acquisition device, vehicle type discrimination device, vehicle information acquisition method and program - Google Patents

Description

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

Toll gates of toll roads are sometimes provided with various devices for obtaining information about vehicles entering the toll gate. As one of such devices, for example, Patent Document 1 discloses a tread that can detect the tread of a vehicle entering a toll gate.

JP-A-08-235487

In order to correctly determine the type of vehicle at a toll gate, as much information as possible about the vehicle should be obtained. On the other hand, various devices for acquiring information about vehicles at toll gates are desired to have simple configurations in order to reduce costs and labor required for manufacturing and installation.

INDUSTRIAL APPLICABILITY The present invention provides a vehicle information acquisition board, vehicle information acquisition device, vehicle type discrimination device, and vehicle information capable of acquiring a plurality of types of information regarding vehicles entering a tollgate while reducing manufacturing and installation costs. The purpose is to provide an acquisition method and program.

According to the first aspect of the present invention, the vehicle information acquisition plates (12) are arranged side by side adjacent to each other in the lane width direction, and the load of the tires of the vehicle (A) traveling in the lane (L) presses against the load. It has a plurality of load cells (W1 to W6) that measure A side edge adjacent to another load cell is inclined with respect to the lane direction in the plurality of load cells.
By doing so, it is possible to specify the position of the tire in the lane width direction based on the position in the lane width direction of a plurality of load cells that have detected pressure by the tire. In particular, when one tire passes through two load cells straddling a side edge that is inclined with respect to the lane direction, two adjacent tires in the lane width direction move as the tire moves in the lane direction. The distribution ratio of the load applied to each of the two load cells changes. Therefore, it is possible to accurately identify the position of the vehicle tire in the lane width direction by analyzing how the load measurement value obtained by each load cell changes (time series).

Moreover, according to the second aspect of the present invention, the plurality of load cells of the vehicle information acquisition plate 12 includes load cells having the same shape in plan view.
By doing so, the vehicle information acquisition plate 12 can be formed by arranging the load cells having the same shape with their sides aligned with each other, so that the vehicle information acquisition plate 12 can be formed more easily. be able to.

Moreover, according to the third aspect of the present invention, the plurality of load cells includes a parallelogram-shaped load cell in a plan view.
By doing so, it is possible to clearly define the boundary of each load cell, so that it is possible to improve the calculation accuracy of the vehicle information.

Further, according to the fourth aspect of the present invention, the vehicle information acquisition device (10B) includes the above-described vehicle information acquisition board (12) and a load measurement value acquisition unit that acquires the load measurement values of the plurality of load cells. (1000) and the first specific position (P1 ), and the second specific position (P2 ) and a tread calculation unit (1002) for calculating the distance between the first specific position and the second specific position as the tread of the vehicle.
By doing so, it is possible to specify the tread as one of the vehicle information of the vehicle based on the load measurement values obtained by the plurality of load cells constituting the vehicle information acquisition plate.

Further, according to the fifth aspect of the present invention, the tire position calculation unit calculates the load cell belonging to the first load cell group with respect to the time (Tw1) during which the left tire passes through the vehicle information acquisition plate. is pressed by the left tire (T1, T2, T3) to calculate the first specific position. Further, the tire position calculation unit calculates the time during which each load cell belonging to the second load cell group is pressed against the right tire relative to the time (Tw2) during which the right tire passes through the vehicle information acquisition plate. The second specific position is calculated based on the ratio of (T4, T5).
Here, when one tire passes through two load cells adjacent to each other in the lane width direction across the inclined side, each load cell changes depending on the positional relationship between the side and the tire in the lane width direction. The ratio of time pressed by the tire changes. That is, the position of the tire in the lane width direction with respect to the side edge can be obtained with high accuracy by obtaining the ratio of the time when the tire is pressed against the tire.

Further, according to the sixth aspect of the present invention, the above-described vehicle information acquisition device determines whether or not the vehicle is moving forward based on the order in which the plurality of load cells are pressed by the tires. It further comprises a forward/reverse determination section (1003).
By doing so, the vehicle information acquisition device can perform appropriate processing according to the forward and backward movement of the vehicle. For example, when it is determined that the vehicle is moving backward, it is possible to notify the observer through a monitoring panel or the like that there is an abnormality in the lane in which the vehicle is traveling.

Further, according to the seventh aspect of the present invention, the above-described vehicle information acquisition device is configured such that each load cell belonging to the first load cell group is The tire width of the left tire is calculated based on the combination of the ratios of the times when the left tire is pressed, and the second load cell group is calculated with respect to the time when the right tire is passing through the vehicle information acquisition plate. and a tire width calculation unit (1004s) for calculating the tire width of the left tire based on a combination of ratios of times during which the load cells belonging to .
By doing so, it is possible to specify the tire width as one of the vehicle information of the vehicle based on the load measurement values obtained by the plurality of load cells constituting the vehicle information acquisition plate.

Further, according to the eighth aspect of the present invention, the vehicle type identification device (1B) includes the vehicle information acquisition device described above.

Further, according to a ninth aspect of the present invention, a vehicle information acquisition method is a vehicle information acquisition method using the above-described vehicle information acquisition plate, comprising: acquiring load measurement values of a plurality of load cells; calculating a first specific position of the left tire based on the load measurement value of a load cell belonging to a first load cell group pressed against the left tire among the plurality of load cells; calculating a second specific position of the right tire based on the load measurement values of load cells belonging to a second load cell group pressed against the tire; and calculating the distance as the tread of the vehicle.

Further, according to the tenth aspect of the present invention, a program comprises a step of acquiring load measurement values of a plurality of load cells into a computer of a vehicle information acquisition device provided with the vehicle information acquisition plate described above; A first specific position of the left tire is calculated based on the load measurement value of the load cell belonging to the first load cell group among the load cells pressed against the left tire, and one of the plurality of load cells pressed against the right tire is calculated. calculating the second specific position of the right tire based on the load measurement values of the load cells belonging to the second load cell group;
and calculating the distance between the first specific position and the second specific position as the tread of the vehicle.

According to the vehicle information acquisition board, the vehicle information acquisition device, the vehicle type discrimination device, the vehicle information acquisition method, and the program according to each aspect described above, the production and installation costs can be reduced, and at the same time, Multiple types of information can be obtained.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the whole structure of the toll collection system which concerns on 1st Embodiment. It is a figure which shows the functional structure of the toll collection system which concerns on 1st Embodiment. It is a figure showing functional composition of a vehicle information acquisition device concerning a 1st embodiment. FIG. 4 is a diagram showing an example of a boundary position table according to the first embodiment; FIG. It is a figure which shows the example of the tire width table which concerns on 1st Embodiment. It is a figure which shows the processing flow of the vehicle information acquisition apparatus which concerns on 1st Embodiment. It is a figure for demonstrating the process of the vehicle information acquisition apparatus which concerns on 1st Embodiment. It is a figure for demonstrating the process of the vehicle information acquisition apparatus which concerns on 1st Embodiment. It is a figure for demonstrating the process of the vehicle information acquisition apparatus which concerns on 1st Embodiment. It is a figure for demonstrating the process of the vehicle information acquisition apparatus which concerns on 1st Embodiment. It is a figure which shows the structure of the vehicle information acquisition board based on the modification of 1st Embodiment.

<First embodiment>
The toll collection system according to the first embodiment will be described in detail below with reference to FIGS. 1 to 10. FIG.

(Overall configuration of toll collection system)
FIG. 1 is a diagram showing the overall configuration of a toll collection system according to the first embodiment.
A toll collection system 1 shown in FIG. 1 is installed, for example, at an entrance toll booth of a toll road. As shown in FIG. 1, a toll collection system 1 is installed on a lane L extending from a general road to a toll road at an entrance toll gate, and on a right island IR and a left island IL laid on the roadside of the lane L. there is
In the following description, the direction in which the lane L extends (±X directions in FIG. 1) is also referred to as the "lane direction", and the direction horizontally perpendicular to the lane direction (±Y direction in FIG. 1) is referred to as the "lane line direction." Also referred to as "width direction". In addition, the general road side (−X direction side) in the lane direction of the lane L of the entrance toll gate is also described as the “upstream side” of the lane L, and the toll road side (+X direction side) in the lane direction of the lane L is described as the lane L It is also described as "downstream side" of. Vehicle A travels on lane L from the upstream side to the downstream side. In addition, based on the direction in which vehicle A travels (+X direction), the right side (−Y direction side) is also referred to as the “right side in the lane width direction”, and the left side (+Y direction side) is also referred to as the “left side in the lane width direction”. Describe.

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

A toll ticket issuing machine 1A issues a toll road ticket to a user boarding a vehicle A. - 特許庁The ticket issuing machine 1A is provided downstream of the vehicle type discrimination device 1B, for example, on the right island IR. In addition to the information indicating the entrance toll gate, the vehicle type classification of the vehicle A automatically identified by the vehicle type identification device 1B is recorded in the toll ticket.

The vehicle type discrimination device 1B is installed upstream of the ticket issuing machine 1A. The vehicle type discriminating device 1B discriminates the vehicle type classification of the vehicle A that has entered the lane L. The vehicle type classification is defined corresponding to the fee to be collected from the user, and is, for example, "mini/motorcycle", "ordinary vehicle", "medium vehicle", "large vehicle", "extra large vehicle". ” etc.
The vehicle type discrimination device 1B acquires vehicle information about the vehicle A that has entered the lane L, and identifies the vehicle type classification of the vehicle A based on this vehicle information. In the present embodiment, "vehicle information" is specifically the axle load, number of axles, tread, and license plate information of vehicle A (hereinafter also referred to as "NP information"). The license plate information includes the size and color of the license plate, the classification number written on the license plate, and the like. The vehicle type category is defined in advance in association with a combination of these vehicle information.

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

The arithmetic processing unit 10 identifies vehicle information based on various signals received from the vehicle detector 11 , the vehicle information acquisition plate 12 and the NP information reader 13 . Then, the arithmetic processing unit 10 performs processing for uniquely determining the vehicle type classification of the vehicle A according to the specified combination of vehicle information.
Note that the arithmetic processing unit 10 according to another embodiment may further specify the vehicle length, vehicle height, overhang length, etc. of the vehicle A as the vehicle information. In this case, the vehicle type identification device 1B may further include sensor equipment for identifying these vehicle information.

The vehicle detector 11 is provided on the most upstream side of the lane L, and is installed mainly for the purpose of detecting the entry of the vehicle A into the lane L. As shown in FIG. The vehicle detector 11 is a transmissive vehicle detector having a light projecting tower arranged on the left island IL and a light receiving tower arranged on the right island IR. The vehicle detector 11 detects the existence of the vehicle A according to whether or not the light-receiving element of the light-receiving tower receives the light projected from the light-projecting element of the light-projecting tower.

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

The NP information reader 13 is arranged downstream of the vehicle detector 11 on the right island IR, for example. The NP information reader 13 photographs the vehicle A at the timing of receiving the detection signal indicating the presence of the vehicle A from the vehicle detector 11, and acquires an image including the license plate of the vehicle A. Furthermore, the NP information reader 13 acquires the NP information of the vehicle A by performing predetermined image processing on the acquired image.

Although the toll collection system 1 according to the first embodiment has been described as being installed at an entrance tollgate of a toll road and equipped with a toll ticket issuing machine 1A for issuing toll tickets, in other embodiments It is not limited to this aspect. For example, when requesting payment of a flat toll at an entrance toll gate, the toll collection system 1 according to another embodiment collects a toll according to the vehicle type from the user instead of the toll issuing machine 1A. It may be a mode having an automatic receiving machine.
Further, when an automatic toll collection machine is provided in place of the toll ticket issuing machine 1A, the toll collection system 1 may be installed at the exit toll booth of the toll road.

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

The vehicle information acquisition unit 100 acquires vehicle information (axle weight, number of axles, tread, tire width, and NP information).
Based on the vehicle information specified by the vehicle information acquisition unit 100, the vehicle type determination processing unit 101 determines the vehicle type classification (“compact/motorcycle”, “ordinary vehicle”, . . . ) of the entering vehicle A. The vehicle type determination processing unit 101 transmits the determined vehicle type classification to the ticket issuing machine 1A. A toll ticket issuing machine 1A issues a toll ticket in which the vehicle type classification of the vehicle A is recorded to the vehicle A that has entered.

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

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

As shown in FIG. 3, the vehicle information acquisition board 12 has a plurality of load cells W1 to W6 arranged on the lane L side by side in the lane width direction (±Y direction). The load cells W1 to W6 are capable of measuring the load applied by the tires of the vehicle A traveling in the lane L, respectively. Hereinafter, the first tire on the right side in the lane width direction (−Y direction side) of vehicle A (the tire belonging to the most forward axle) is also referred to as the right tire TR, and the left side in the lane width direction of vehicle A (+Y direction side). is also referred to as left tire TL.
As shown in FIG. 3, each of the plurality of load cells W1 to W6 is formed in the shape of a parallelogram or a right-angled triangle in plan view, and has sides inclined with respect to the lane direction (±X direction). in contact with each other.
Each of the load cells W2 to W6 is formed in a parallelogram having sides inclined parallel to the lane direction (±X directions), and is in contact with other load cells at these sides. Specifically, the load cell W2 is in contact with the load cell W1 at the left side w21 in the lane width direction, and is in contact with the load cell W3 at the right side w22 in the lane width direction. The load cell W3 is in contact with the load cell W2 at the left side w31 in the lane width direction, and is in contact with the load cell W4 at the right side w32 in the lane width direction. The load cell W4 is in contact with the load cell W3 at the left side w41 in the lane width direction, and is in contact with the load cell W5 at the right side w42 in the lane width direction. The load cell W5 is in contact with the load cell W4 at the left side w51 in the lane width direction, and is in contact with the load cell W6 at the right side w52 in the lane width direction.
The load cell W1 arranged on the leftmost side in the lane width direction has a side w11 in contact with the boundary (boundary B0) between the left island IL and the lane L, and a side w12 inclined with respect to the lane direction, forming a right triangle. It is formed. The load cell W1 is in contact with the left side island IL at the side w11, and is in contact with the left side w21 in the lane width direction of the load cell W2 at the side w12.
Similarly, the load cell W6 arranged on the rightmost side in the lane width direction has a side w61 inclined with respect to the lane direction and a side w62 in contact with the boundary (boundary B5) between the right island IR and the lane L. Formed into a right triangle. The load cell W6 is in contact with the right side w52 of the load cell W5 in the lane width direction at the side w61, and is in contact with the right island IR at the side w62.

Boundaries B0-B5 shown in FIG. It is a position in the width direction of the contacting lane (hereinafter also referred to as a boundary position). Hereinafter, the most downstream end of the vehicle information obtaining board 12 is also referred to as the most downstream end Sl, and the most upstream end of the vehicle information obtaining board 12 is also referred to as the most upstream end Su.
A boundary B1 is a position in the lane width direction where the load cell W1 and the load cell W2 are in contact with each other at the most downstream end Sl of the vehicle information acquisition plate 12 . The boundary B1 also coincides with the position in the lane width direction where the load cell W2 and the load cell W3 are in contact with each other at the most upstream end Su of the vehicle information acquisition plate 12 .
A boundary B2 is a position in the lane width direction where the load cell W2 and the load cell W3 are in contact with each other at the most downstream end Sl of the vehicle information acquisition plate 12 . The boundary B2 also coincides with the position in the lane width direction where the load cell W3 and the load cell W4 are in contact on the most upstream side of the vehicle information acquisition plate 12 .
A boundary B3 is a position in the lane width direction where the load cell W3 and the load cell W4 are in contact with each other at the most downstream end Sl of the vehicle information acquisition plate 12 . The boundary B3 also coincides with the position in the lane width direction where the load cell W4 and the load cell W5 are in contact on the most upstream side of the vehicle information acquisition plate 12 .
A boundary B<b>4 is a position in the lane width direction where the load cell W<b>4 and the load cell W<b>5 contact each other at the most downstream end S<b>1 of the vehicle information acquisition plate 12 . The boundary B4 also coincides with the position in the lane width direction where the load cell W5 and the load cell W6 are in contact on the most upstream side of the vehicle information acquisition plate 12 .
By doing so, there are sides that are inclined with respect to the lane direction over the entire range of the vehicle information acquisition plate 12 that extends in the lane width direction. Therefore, one tire passing over the vehicle information acquisition plate 12 presses at least two load cells regardless of which position it passes.
A boundary B5 between the right island IR and the lane L is a position in the lane width direction where the load cell W5 and the load cell W6 are in contact with each other at the most downstream end Sl of the vehicle information acquisition plate 12 .
A boundary B0 between the left island IL and the lane L is a position in the lane width direction where the load cell W1 and the load cell W2 are in contact with each other at the most upstream end Su of the vehicle information acquisition plate 12 .
Each of the load cells W1 to W6 is arranged so that the boundaries B0 to B5 are evenly spaced. For example, if the lane width (the length from boundary B0 to boundary B5) of lane L is 3 m, the intervals in the lane width direction (±Y direction) between boundaries B0 to B5 are equally set to 600 mm.
In the following description, the boundary B0, which is the boundary between the left island IL and the lane L, is used as a reference (0 mm) for the position in the lane width direction, and the distance from the boundary B0 is used to determine the position in the lane L in the lane width direction. shall be specified.

Next, details of the functions of the vehicle information acquisition unit 100 will be described with reference to FIG.
The vehicle information acquisition unit 100 functions as a load measurement value acquisition unit 1000, a tire position calculation unit 1001, a tread calculation unit 1002, a forward/backward determination unit 1003, and a tire width calculation unit 1004 by operating according to a program prepared in advance. demonstrate. In addition, a boundary position table TB1 and a load time series table TB2 are recorded in the vehicle information acquisition unit 100 as data tables.

The load measurement value acquisition unit 1000 acquires load measurement values of a plurality of load cells W1 to W6 constituting the vehicle information acquisition board 12, and creates a load measurement value time series table TB2, which will be described later.
The tire position calculation unit 1001 calculates the position of the left edge of the left tire TL in the lane width direction based on the load measurement values of the load cells belonging to the first load cell group pressed against the left tire TL among the load cells W1 to W6. (First specific position P1) and the position of the right edge in the lane width direction are calculated. Here, the first load cell group indicates a plurality of load cells pressed by the left tire TL. Further, the tire position calculation unit 1001 calculates the right edge of the right tire TR in the lane width direction based on the load measurement values of the load cells belonging to the second load cell group pressed against the right tire TR among the load cells W1 to W6. position (second specific position P2) and the position of the left edge in the lane width direction. Here, the second load cell group indicates a plurality of load cells pressed by the right tire TR.
A tread calculator 1002 calculates the tread of vehicle A. FIG. Specifically, the tread calculation unit 1002 calculates the distance between the first specific position P1 and the second specific position P2 calculated by the tire position calculation unit 1001 as the tread of the vehicle A.
A forward/reverse determination unit 1003 determines whether or not the vehicle A is moving forward based on the time series of the load measurement values of the load cells W1 to W6.
The tire width calculation unit 1004 calculates tire widths of the left tire TL and the right tire TR of the vehicle A, respectively.
The boundary position table TB1 and the load measurement value time series table TB2 will be described in detail with reference to FIGS. 4 and 5 below.

(Boundary position table)
FIG. 4 is a diagram showing an example of a boundary position table according to the first embodiment.
As shown in FIG. 4, the boundary position table TB1 is an information table in which the positions (boundary positions) of the boundaries B0 to B5 in the lane width direction are recorded in advance. As shown in FIG. 4, the boundary position table TB1 stores information indicating the position (boundary position) of each of the boundaries B1 to B5 in the lane width direction with the position of the boundary B0 in the lane width direction as a reference (=0). It is

(Load measurement value time series table)
FIG. 5 is a diagram showing an example of a load measurement value time series table according to the first embodiment.
The load measurement value time series table TB2 shown in FIG. 5 is created by the load measurement value acquisition unit 1000 of the vehicle information acquisition unit 100 when the vehicle A that has entered the lane L passes over the vehicle information acquisition plate 12. This is an information table showing the time series of the load measurement values of the load cells W1 to W6.
As shown in FIG. 5, this load measurement value time-series table TB2 has a time column in which times (time stamps) are stored, and the load measurement values measured by the load cells W1 to W6 at each time are recorded. and a column for the load to be applied. The load measurement value time series table TB2 is updated each time a new vehicle passes over the vehicle information acquisition board 12. FIG.

(Processing Flow of Vehicle Information Acquisition Unit)
FIG. 6 is a diagram showing a processing flow of the vehicle information acquisition device according to the first embodiment.
Hereinafter, the flow of processing for specifying the tread and tire width as an example of the vehicle information of the vehicle A by the vehicle information acquiring unit 100 will be described in detail with reference to FIG. 6 . The processing flow shown in FIG. 6 starts, for example, when the vehicle detector 11 (FIG. 1) detects that the vehicle A is entering the lane L. As shown in FIG.

Upon receiving an entry detection signal from the vehicle detector 11, the load measurement value acquisition unit 1000 of the vehicle information acquisition unit 100 creates a load measurement value time series table TB2 (step S00). Specifically, the load measurement value acquisition unit 1000 is triggered by an entry detection signal input from the vehicle detector 11, and starts processing for receiving load measurement values from each of the load cells W1 to W6. Each of the load cells W1 to W6 acquires (samples) a load measurement value at a predetermined sampling period, and sequentially outputs the load measurement value to the load measurement value acquiring section 1000. FIG. The load measurement value acquisition unit 1000 creates a load measurement value time-series table TB2 by recording the load measurement values received from each of the load cells W1 to W6 in association with their acquisition times (time stamps).

Next, the forward/reverse determination unit 1003 of the vehicle information acquisition unit 100 determines whether the vehicle A detected by the vehicle detector 11 is moving forward based on the load measurement value time series table TB2 created in step S00. is determined (step S01). The forward/reverse determination unit 1003 determines whether the vehicle A is moving forward by specifying the order in which the load cells W1 to W6 are pressed by the tires in the time series of the load measurement values shown in the load measurement value time series table TB2. determine whether or not For example, in the example shown in FIG. 3, when the vehicle A is moving forward (moving in the +X direction), the pressure of the left tire TL of the vehicle A first increases the load measurement values of the load cells W2 and W3. After that, the load measurement value of the load cell W1 increases. When the vehicle A is moving forward, the pressure from the right tire TR of the vehicle A first increases the load measurement value of the load cell W5, and then increases the load measurement value of the load cell W4. When the vehicle A is moving backward, the load measurement value increases in the reverse order.

When it is determined that the vehicle A is not moving forward (reversing) (step S01; NO), the vehicle information acquisition unit 100 outputs a detection signal indicating that the vehicle A is moving backward in the lane L to the host device. (For example, a monitoring panel installed at a tollgate office or the like) is notified (step S02), and a series of processes for acquiring vehicle information is completed. As a result, the surveillance staff is automatically notified that there is an abnormality in the lane L.
When it is determined that the vehicle A is moving forward (step S01; YES), the vehicle information acquisition unit 100 proceeds to the following processing steps to acquire vehicle information (tread, tire width) of the vehicle A.

The tire position calculation unit 1001 of the vehicle information acquisition unit 100 calculates the position of the left tire TL based on the boundary positions of the plurality of load cells belonging to the first load cell group and the ratio of the time pressed by the left tire TL. Information is acquired (step S03). Hereinafter, the processing of step S03 by the tire position calculation unit 1001 will be described in detail with reference to FIGS. 7 and 8. FIG.

7 and 8 are diagrams for explaining the processing of the vehicle information acquisition unit according to the first embodiment.
FIG. 7 shows an example in which the left tire TL of the vehicle A passes over the vehicle information acquisition plate 12. As shown in FIG. In this example, three load cells W1, W2, W3 are pressed by the left tire TL. That is, the first load cell group WG1 is composed of load cells W1, W2, and W3.
FIG. 8 is a graph showing the time series of the load measurement values of the three load cells W1, W2, and W3 belonging to the first load cell group WG1 in the load measurement value time series table TB2 (FIG. 5). In the example shown in FIG. 7, the load measurement values respectively measured by the load cell W1, the load cell W2, and the load cell W3 change as time passes (passage of the vehicle A) as shown in the graph of FIG. do. In FIG. 8, a solid line indicates the load measurement value of the load cell W1, a one-dot chain line indicates the load measurement value of the load cell W2, and a two-dot chain line indicates the load measurement value of the load cell W3. In FIG. 8, the dashed line indicates the sum of the load measurement values of the load cell W1, the load cell W2, and the load cell W3, that is, the total load due to the pressure of the left tire TL.
A specific operation example of the vehicle information acquisition unit 100 in this example will be described.

The tire position calculation unit 1001 refers to the load measurement value time-series table TB2, and calculates the time ( Detection start times ts1, ts2, and ts3 (FIG. 8) are specified. Furthermore, the tire position calculation unit 1001 detects the pressing force of the left tire TL after each time ts1, ts2, and ts3 for each of the load cells W1, W2, and W3 from the load measurement value time-series table TB2. The times (detection end times te1, te2, and te3 (FIG. 8)) at which they have disappeared are specified.
In addition, the tire position calculation unit 1001 determines the earliest time (time ts2, ts3) among the specified detection start times ts1, ts2, and ts3 as the time when the left tire TL started to pass over the vehicle information acquisition plate 12 (passing time). specified as the start time ts (FIG. 8)). Furthermore, the tire position calculation unit 1001 determines the latest time (time te1, te2) among the specified detection end times te1, te2, and te3 as the time when the left tire TL has finished passing over the vehicle information acquisition plate 12 (passage specified as the end time te (FIG. 8)).
Hereinafter, the time period from the passage start time ts to the passage end time te for the left tire TL is also referred to as a first passage time period Tw1. Further, the time periods from the detection start times ts1, ts2, and ts3 to the detection end times te1, te2, and te3 of the load cells W1, W2, and W3 belonging to the first load cell group WG1 are defined as detection time periods T1, T2, It is also written as T3.

As shown in FIG. 7, when the left tire TL begins to pass over the vehicle information acquisition plate 12, first, the load cell W2 and the load cell W3 simultaneously begin to detect pressure from the left tire TL. That is, at this passage start time ts, both the load cell W2 and the load cell W3 begin to be pressed from the left tire TL.
The load cell W2 continuously detects pressure from the left tire TL during the time period from the passage start time ts to the passage end time te (hereinafter also referred to as the first passage time period Tw1) (Fig. 8). reference). In other words, the load cell W2 is constantly pressed by the left tire TL while the left tire TL is passing over the vehicle information acquisition plate 12 .
On the other hand, the load meter W3 stops detecting the pressure from the left tire TL at the detection end time te3 before the passage end time te (see FIG. 8). In other words, the load meter W3 is no longer pressed by the left tire TL before the left tire TL finishes passing over the vehicle information acquisition plate 12 .
Further, the load cell W1 does not detect the pressure at the passage start time ts, and starts to detect the pressure at the detection start time ts1 after the detection end time te3 of the load cell W3 has passed. After this detection start time ts1, both the load cell W2 and the load cell W1 are pressed from the left tire TL. After that, the load cell W1 stops detecting the pressure at the passage end time te. That is, the detection end time te1 of the load cell W1 and the passage end time te match.

Tire position calculation section 1001 calculates a time period between start time ts and passage end time te in FIG. 8 as first passage time period Tw1. Moreover, the tire position calculation unit 1001 detects the time periods (detection time periods T1, T2, T3) during which the load cells W1, W2, and W3 belonging to the first load cell group WG1 are each detecting pressure from the left tire TL. Calculate Here, the detection time period T1 during which the load meter W2 detects pressure from the left tire TL coincides with the first passing time period Tw1.

The tire position calculation unit 1001 calculates a time ratio C11 (T1/Tw1), which is the ratio of the detection time period T1 to the first passing time period Tw1. The tire position calculation unit 1001 also calculates a time ratio C13 (T3/Tw1), which is the ratio of the detection time period T3 to the first passing time Tw1.

Subsequently, the tire position calculation unit 1001 calculates the lane width of the left tire TL using the boundary positions of the load cells W1 to W6 recorded in the boundary position table TB1 (FIG. 4) and the time ratio C11. A position P1 (first specific position P1) of the edge on the left side in the direction is calculated. Further, the tire position calculation section 1001 calculates the position P1' of the right edge in the lane width direction of the left tire TL using the boundary positions of the load cells W1 to W6 and the time ratio C13 described above.
Here, in FIG. 7, the intersection of the position P1 (first specific position P1) of the left edge in the lane width direction of the left tire TL and the side w12 of the load cell W1 is defined as an intersection q1. Further, an intersection q3 is defined as an intersection between a position P1′ of the edge of the left tire TL on the right side in the lane width direction and a side edge w31 on the left side in the lane width direction of the load cell W3. It is also assumed that the vehicle A travels on the vehicle information acquisition board 12 at a constant speed from the upstream side to the downstream side.

In this case, the lane that is the ratio of the distance V1 from the intersection q1 to the most downstream end Sl to the width from the most upstream end Su to the most downstream end Sl of the vehicle information acquisition plate 12 (hereinafter also referred to as plate width V) The direction ratio (V1/V) is equal to the time ratio C11 (T1/Tw1), which is the ratio of the detection time period T1 of the load cell W1 to the first passing time period Tw1. Then, from the similarity relationship, the length of the load cells W1, W2, . The lane width direction ratio (H1/H), which is the ratio of the distance H1 to the boundary B1, is equal to the time ratio C11 (T1/Tw1).
Therefore, the first specific position P1, which is the position of the edge of the left tire TL on the left side in the lane width direction, can be obtained from Equation (1).

P1=B1-H1=B1-H・C11=B1-H・(T1/Tw1) (1)

The tire position calculator 1001 reads out the position (600 mm) of the boundary B1 from the boundary position table TB1 (FIG. 4) and substitutes it into equation (1). In addition, tire position calculation section 1001 substitutes time ratio C11 (T1/Tw1) specified based on load measurement value time series table TB2 (FIGS. 5 and 8) into equation (1). The tire position calculation unit 1001 can thus obtain the position P1 (first specific position P1) of the left edge in the lane width direction of the left tire TL.

Similarly, the lane direction ratio (V3/V), which is the ratio of the distance V3 from the intersection q3 to the most upstream end Su to the board width V, is the ratio of the detection time period T3 of the load cell W3 to the first passing time period Tw1. is equal to the time ratio C13 (T3/Tw1). Then, from a similar relationship, the lane width direction ratio (H3/H), which is the ratio of the distance H3 from the intersection q3 to the boundary B1 to the load cell width H, is equal to the time ratio C13 (T3/Tw1).
Therefore, the position P1' of the edge of the left tire TL on the right side in the lane width direction is obtained from the equation (2).

P1'=B1+H3=B1+H.C13=B1+H.(T3/Tw1) (2)

The tire position calculation unit 1001 reads out the position (600 mm) of the boundary B1 from the boundary position table TB1 (FIG. 4) and substitutes it into equation (2). Further, tire position calculation section 1001 substitutes time ratio C13 (T3/Tw1) specified based on load measurement value time series table TB2 (FIGS. 5 and 8) into equation (2). The tire position calculation unit 1001 can thus obtain the position P1' of the right edge of the left tire TL in the lane width direction.

Returning to FIG. 6, next, the tire position calculation unit 1001 of the vehicle information acquisition unit 100 determines the boundary positions of the plurality of load cells belonging to the second load cell group and the ratio of the time pressed by the right tire TR. Based on this, information on the position of the right tire TR is obtained (step S04). Hereinafter, the processing of step S04 by the tire position calculation unit 1001 will be described in detail with reference to FIGS. 9 and 10. FIG.

9 and 10 are diagrams for explaining the processing of the vehicle information acquisition unit according to the first embodiment.
FIG. 9 shows an example in which the right tire TR of the vehicle A passes over the vehicle information acquisition plate 12. As shown in FIG. In this example, two load cells W4 and W5 are pressed by the right tire TR. That is, the second load cell group WG2 is composed of load cells W4 and W5.
FIG. 10 is a graph showing the time series of the load measurement values of the two load cells W4 and W5 belonging to the second load cell group WG2 in the load measurement value time series table TB2 (FIG. 5). In the case of the example shown in FIG. 10, the load measurement values respectively measured by the load cell W4 and the load cell W5 change with the passage of time (passage of the vehicle A) as shown in the graph of FIG. In FIG. 10, a solid line indicates the load measurement value of the load cell W4, and a one-dot chain line indicates the load measurement value of the load cell W5. In FIG. 10, the dashed line indicates the sum of the load measurement values of the load cell W4 and the load cell W5, that is, the total load due to the pressure of the right tire TR.
A specific operation example of the vehicle information acquisition unit 100 in this example will be described.

The tire position calculation unit 1001 refers to the load measurement value time-series table TB2, and calculates the time (detection start time) at which pressing by the right tire TR is first detected for each of the load cells W4 and W5 belonging to the second load cell group WG2. Time ts4, ts5 (FIG. 10)) are specified. Further, the tire position calculation unit 1001 obtains the times ( Detection end times te4 and te5 (FIG. 8)) are specified.
In addition, the tire position calculation unit 1001 determines the earliest time (time ts5) among the specified detection start times ts4 and ts5 as the time when the right tire TR starts to pass over the vehicle information acquisition plate 12 (passage start time ts( 10))). Further, the tire position calculation unit 1001 calculates the latest time (time te4) between the specified detection end times te4 and te5 as the time when the left tire TL has finished passing over the vehicle information acquisition plate 12 (passage end time te( 10))).
Hereinafter, the time period from the passage start time ts to the passage end time te for the right tire TR is also referred to as a second passage time period Tw2. The time periods from the detection start times ts4 and ts5 to the detection end times te4 and te5 of the load cells W4 and W5 belonging to the second load cell group WG2 are also referred to as detection time periods T4 and T5.

When the right tire TR begins to pass over the vehicle information acquisition plate 12 as shown in FIG. 9, the load meter W5 first begins to detect pressure from the right tire TR. That is, at this passage start time ts, the right tire TR starts to press the load cell W5. The load cell W5 detects the pressure of the right tire TR from the passage start time ts, and stops detecting the pressure from the right tire TR at the detection end time te5, which is a time before the passage end time te (see FIG. 10). . In other words, the load meter W5 is not pressed by the right tire TR before the right tire TR finishes passing over the vehicle information acquisition plate 12 .
On the other hand, the load cell W4 does not detect the pressure at the passage start time ts, and starts to detect the pressure at the detection start time ts4 before the detection end time te5 of the load cell W5. From the detection start time ts4 to the detection end time te5, the right tire TR is pressed against both the load cell W4 and the load cell W5. After the detection end time te5, until the passing end time te, only the load cell W4 detects the pressure of the right tire TR.

Tire position calculation section 1001 calculates a time period between passage start time ts and passage end time te in FIG. 10 as second passage time period Tw2. Moreover, the tire position calculation unit 1001 calculates time zones (detection time zones T4 and T5) during which the load cells W4 and W5 belonging to the second load cell group WG2 are each detecting pressure from the right tire TR.

Tire position calculation section 1001 calculates time ratio C24 (T4/Tw2), which is the ratio of detection time period T4 to second passing time period Tw2. Tire position calculation section 1001 also calculates time ratio C25 (T5/Tw2), which is the ratio of detection time period T5 to second passing time Tw2.

Subsequently, the tire position calculation unit 1001 calculates the lane width of the right tire TR using the boundary positions of the load cells W1 to W6 recorded in the boundary position table TB1 (FIG. 4) and the time ratio C25. A position P2 (second specific position P2) of the edge on the right side in the direction is calculated. Further, the tire position calculation section 1001 calculates the position P2' of the right edge in the lane width direction of the right tire TR using the boundary positions of the load cells W1 to W6 and the time ratio C24.
Here, in FIG. 9, an intersection q5 is defined as the intersection of the right edge position P2 (second specific position P2) of the right tire TR in the lane width direction and the left side w51 of the load cell W5 in the lane width direction. Further, an intersection q4 is defined as an intersection between a position P2' of the edge of the right tire TR on the left side in the lane width direction and a side edge w42 on the right side in the lane width direction of the load cell W4. It is also assumed that the vehicle A travels on the vehicle information acquisition board 12 at a constant speed from the upstream side to the downstream side.

In this case, the lane direction ratio (V5/V), which is the ratio of the distance V5 from the intersection q5 to the most upstream end Su to the plate width V of the vehicle information acquisition plate 12, is the ratio of the load cell W5 to the second passing time zone Tw2. It is equal to the time ratio C25 (T5/Tw2), which is the ratio of the detection time period T5. Then, from a similar relationship, the lane width direction ratio (H5/H), which is the ratio of the distance H5 from the intersection q5 to the boundary B3 to the load cell width H, is equal to the time ratio C25 (T5/Tw2).
Therefore, the position P2 (second specific position P2) of the edge on the left side in the lane width direction of the right tire TR is obtained from the equation (3).

P2=B3+H5=B3+H・C25=B3+H・(T5/Tw2) (3)

The tire position calculator 1001 reads out the position (1800 mm) of the boundary B3 from the boundary position table TB1 (FIG. 4) and substitutes it into the equation (3). Further, the tire position calculation unit 1001 substitutes the time ratio C25 (T5/Tw2) specified based on the load measurement value time series table TB2 (FIGS. 5 and 10) into the equation (3). Tire position calculation unit 1001 can thus obtain position P2 (second specific position P2) of the edge on the left side in the lane width direction of right tire TR.

Similarly, the lane direction ratio (V4/V), which is the ratio of the distance V4 from the intersection q4 to the most downstream end Sl to the board width V, is the ratio of the detection time period T4 of the load cell W4 to the second passing time period Tw2. is equal to the time ratio C24 (T4/Tw2). Then, from a similarity relationship, the lane width direction ratio (H4/H), which is the ratio of the lane width direction distance H4 from the intersection q4 to the boundary B4 to the load cell width H, is the time ratio C24 (T4/Tw2). be equal.
Therefore, the position P2' of the edge of the right tire TR on the left side in the lane width direction can be obtained from equation (4).

P2'=B4-H4=B4-H・C24=B4-H・(T4/Tw2) (4)

The tire position calculation unit 1001 reads out the position of the boundary B4 (2400 mm) from the boundary position table TB1 (FIG. 4) and substitutes it into equation (4). Further, tire position calculation section 1001 substitutes time ratio C24 (T4/Tw2) specified based on load measurement value time series table TB2 (FIGS. 5 and 10) into equation (4). Tire position calculation section 1001 can thus obtain position P2' of the left edge of right tire TR in the lane width direction.

Returning to FIG. 6, next, the tread calculation unit 1002 of the vehicle information acquisition unit 100 calculates the position P1 (first specific position P1) of the left edge in the lane width direction of the left tire TL calculated in step S03, and The tread L_Tr of the vehicle A is calculated based on the position P2 (second specific position P2) of the left edge of the right tire TR in the lane width direction calculated in S04 (step S05). Here, the tread L_Tr is calculated by Equation (5).

L_Tr=P2-P1 (5)

Next, the tire width calculation unit 1004 of the vehicle information acquisition unit 100 calculates the position P1 of the edge on the left side in the lane width direction of the left tire TL and the position P1′ of the edge on the right side in the lane width direction of the left tire TL. A tire width W_TL of the left tire TL of the vehicle A is calculated. Further, the tire width calculation unit 1004 calculates the width of the right tire TR of the vehicle A based on the position P2 of the edge on the right side in the lane width direction and the position P2′ of the edge on the left side in the lane width direction of the right tire TR calculated in step S04. A tire width W_TR is calculated (step S06). Here, the tire width W_TL of the left tire TL and the tire width W_TR of the right tire TR are calculated by equations (6) and (7), respectively.

W_TL=P1'-P1 (6)

W_TR=P2-P2' (7)

As described above, the vehicle information acquiring unit 100 acquires the tread L_Tr and the tire widths W_TL and W_TR as the vehicle information of the vehicle A, and ends the series of processes. The vehicle information acquisition unit 100 outputs the acquired various vehicle information to the vehicle type determination processing unit 101 (FIG. 2). The vehicle type determination processing unit 101 determines the vehicle type classification of the vehicle A based on the vehicle information received from the vehicle information acquisition unit 100 .

(action, effect)
As described above, the vehicle information acquisition plates 12 according to the first embodiment are arranged adjacent to each other in the lane width direction (±Y direction), and measure the load of the tires of the vehicle A traveling in the lane L. It has a plurality of load cells W1 to W6 that The sides adjacent to other load cells of the plurality of load cells W1 to W6 are inclined with respect to the lane direction (±X direction).
By doing so, it is possible to specify the position of the tire in the lane width direction based on the position in the lane width direction of a plurality of the load cells W1 to W6 that have detected pressure by the tire. can. In particular, when one tire passes through two load cells straddling a side edge that is inclined with respect to the lane direction, two adjacent tires in the lane width direction move as the tire moves in the lane direction. The distribution ratio of the load applied to each of the two load cells changes. Therefore, by analyzing the way (time series) of changes in the load measurement values acquired by each of the load cells W1 to W6, the position of the tire of the vehicle A in the lane width direction can be specified with high accuracy. Furthermore, it is possible to determine whether the vehicle A is traveling forward or backward.
In order to solve the problem of accurately specifying the area pressed by the tire in the lane width direction, a solution is to arrange load cells in the lane width direction, the length of which is sufficiently smaller than the tire width. is also conceivable. However, if this is done, it is necessary to prepare a large number of load cells, and the trouble of arranging them on the lane L increases, resulting in an increase in the installation cost of the vehicle information acquisition board. On the other hand, in the vehicle information acquisition plate 12 according to the present embodiment, the sides of adjacent load cells are inclined with respect to the lane direction. The position of the tire can be specified with high accuracy.

Further, according to the vehicle information acquisition board 12 according to the first embodiment, the plurality of load cells W1 to W6 include load cells formed in the same shape (parallelogram) in plan view.
By doing so, the vehicle information acquisition plate 12 can be formed by arranging parallelogram-shaped load cells having the same shape while aligning their sides. can be formed more easily. Further, by doing so, the boundaries B0 to B5 of the respective load cells W1 to W6 can be defined clearly, so that the accuracy of calculation of the vehicle information can be improved.

In addition, the vehicle information acquisition device 10B according to the first embodiment includes the vehicle information acquisition board 12, the load measurement value acquisition unit 1000 that acquires the load measurement values of the plurality of load cells W1 to W6, and the plurality of load cells W1 A first specific position P1 of the left tire TL is calculated based on the load measurement value of the load cell belonging to the first load cell group WG1 pressed against the left tire TL among the plurality of load cells W1 to W6 among the plurality of load cells W1 to W6. a tire position calculation unit 1001 for calculating a second specific position P2 of the right tire TR based on the load measurement values of load cells belonging to the second load cell group WG2 pressed against the right tire TR; A tread calculation unit 1002 for calculating the distance between the two specific positions P2 as the tread of the vehicle A is provided.
By doing so, the tread can be specified as one of the vehicle information of the vehicle A based on the load measurement values obtained by the plurality of load cells W1 to W6 constituting the vehicle information acquisition plate 12. .

Further, according to the vehicle information acquisition device 10B according to the first embodiment, the tire position calculation unit 1001 calculates The first specific position P1 is calculated based on the ratio (time ratio C11) of the time (detection time T1) during which the load cell belonging to the first load cell group WG1 is pressed against the left tire TL. In addition, the tire position calculation unit 1001 determines whether the load cell W5 belonging to the second load cell group WG2 is on the right tire TL during the time when the right tire TR is passing through the vehicle information acquisition plate 12 (second passing time period Tw2). A second specific position is calculated based on the ratio (time ratio C25) of the pressed time (detection time T5).
Here, when one tire passes through two load cells adjacent to each other in the lane width direction across the inclined side, each load cell changes depending on the positional relationship between the side and the tire in the lane width direction. The ratio of time pressed by the tire changes. That is, the position of the tire in the lane width direction with respect to the side edge can be obtained with high accuracy by obtaining the ratio of the time when the tire is pressed against the tire.

Further, the vehicle information acquisition device 10B according to the first embodiment determines whether or not the vehicle A is moving forward based on the order in which the plurality of load cells W1 to W6 are pressed by the tires of the vehicle A. Further, a forward/reverse determination unit 1003 is provided.
By doing so, the vehicle information acquisition device 10B can perform appropriate processing in accordance with whether the vehicle A is traveling forward or backward. For example, when it is determined that the vehicle A is moving backward in the lane L, it is possible to notify the observer of the fact that there is an abnormality in the lane L through a monitoring panel or the like.

In addition, the vehicle information acquisition device 10B according to the first embodiment provides a time period (first passage time period Tw1) during which the left tire TL is passing the vehicle information acquisition plate 12, and each load cell belonging to the first load cell group WG1. The tire width W_TL of the left tire TL is calculated based on the combination of the ratios of the times during which the load meter is pressed against the left tire TL, and the time during which the right tire TR passes the vehicle information acquisition plate 12 (second passage A tire width calculation unit 1004 that calculates the tire width W_TL of the left tire TL based on a combination of the ratio of the time period during which each load cell belonging to the second load cell group WG2 is pressed against the left tire TL with respect to the time zone Tww). further provide.
By doing so, it is possible to specify the tire width as one of the vehicle information of the vehicle A based on the load measurement values obtained by the plurality of load cells W1 to W6 constituting the vehicle information acquisition plate 12. can.

Although the vehicle information acquisition board 12 and the vehicle information acquisition device 10B according to the first embodiment have been described in detail above, specific aspects of the vehicle information acquisition board 12 and the vehicle information acquisition device 10B are limited to those described above. Various design changes can be made without departing from the scope of the invention.

<Other embodiments>
(Modified example of vehicle information acquisition board)
FIG. 11 is a diagram showing a configuration of a vehicle information acquisition board according to a modification of the first embodiment;
The vehicle information acquisition board 12 of this modified example has a plurality of load cells W1 to W6 arranged side by side in the lane width direction (±Y direction).

In this modification, the load cell W1 arranged on the leftmost side in the lane width direction among the plurality of load cells W1 to W6 has a side w11 in contact with the boundary B0 and a It is formed in the shape of a right-angled triangle with a side w12 that is slanted with respect to it. Further, the load cell W6 disposed on the rightmost side in the lane width direction is a right triangle having a side w61 inclined with respect to the lane direction and a side w62 contacting the boundary B5, as in the first embodiment. formed in

As shown in FIG. 11, each of the load cells W2 to W6 is an isosceles triangle having sides inclined parallel to the lane direction (±X direction) with the lane direction (±X direction) as the axis of symmetry. formed. Specifically, the load cell W2 is in contact with the load cell W1 at a side w21 extending leftward in the lane width direction from the apex angle of the isosceles triangle, and at a side w22 extending rightward in the lane width direction from the same apex angle. is in contact with the load cell W3. The load cell W3 is in contact with the load cell W2 at a side w31 extending to the left in the lane width direction from the apex of the isosceles triangle, and is in contact with the load cell W4 at a side w32 extending to the right in the lane width from the same apex. in contact with The load cell W4 is in contact with the load cell W3 at a side w41 extending to the left in the lane width direction from the vertex of the isosceles triangle, and is in contact with the load cell W5 at a side w42 extending to the right in the lane width from the same vertex. in contact with The load cell W5 is in contact with the load cell W4 at a side w51 extending to the left in the lane width direction from the apex of the isosceles triangle, and is in contact with the load cell W6 at a side w52 extending to the right in the lane width from the same apex. in contact with

Even if the vehicle information acquisition plate 12 has a configuration as shown in FIG. 11, the vehicle information acquisition device 10B can obtain the vehicle information based on the load measurement values of each of the plurality of load cells by the calculation according to the first embodiment. (tread, tire width, etc.) can be specified.

In the first embodiment, the various processes of the vehicle information acquisition unit 100 described above are stored in a computer-readable recording medium in the form of programs, and the programs can be read out and executed by a computer. performs the above various processes. Computer-readable recording media include magnetic disks, magneto-optical disks, CD-ROMs, DVD-ROMs, semiconductor memories, and the like. Alternatively, the computer program may be distributed to a computer via a communication line, and the computer receiving the distribution may execute the program.

The program may be for realizing part of the functions described above. Furthermore, it may be a so-called difference file (difference program) that can realize the above functions by combining with a program already recorded in the computer system.

In another embodiment, a part of each function part of the vehicle information acquisition part 100 described in the first embodiment may be provided by another computer connected via a network.

Although several embodiments of the present invention have been described above, all these embodiments are provided by way of example and are not intended to limit the scope of the invention. These embodiments can be implemented in various other forms, and various omissions, replacements, and modifications can be made without departing from the scope of the invention. These embodiments and their modifications are included in the scope and spirit of the invention, as well as the scope of the invention described in the claims and equivalents thereof.

1 toll collection system 1A toll ticket issuing machine 1B vehicle type discrimination device 10 arithmetic processing device 10B vehicle information acquisition device 100 vehicle information acquisition unit 1000 load measurement value acquisition unit 1001 tire position calculation unit 1002 tread calculation unit 1003 forward/backward movement determination unit 1004 tire width Operation unit 101 Vehicle type discrimination processing unit 11 Vehicle detector 12 Vehicle information acquisition plate 13 NP information reader W1-W6 Load cell B0-B5 Boundary TB1 Boundary position table TB2 Load measurement value time series table L Lane IL Left island IR Right island A vehicle

Claims (10)

Having a plurality of load cells that are arranged side by side in the lane width direction and measure the load applied by the tires of a vehicle traveling in the lane,
The vehicle information acquisition board, wherein the side edges of the plurality of load cells, which are adjacent to other load cells, are inclined with respect to the lane direction. 2. The vehicle information acquisition board according to claim 1, wherein the plurality of load cells includes load cells having the same shape in plan view. 3. The vehicle information acquisition board according to claim 2, wherein the plurality of load cells includes a parallelogram-shaped load cell in a plan view. A vehicle information acquisition board according to any one of claims 1 to 3;
a load measurement value acquisition unit that acquires load measurement values of the plurality of load cells;
A first specific position of the left tire is calculated based on a load measurement value of a load cell belonging to a first load cell group pressed against the left tire among the plurality of load cells, and a right tire among the plurality of load cells. a tire position calculation unit that calculates a second specific position of the right tire based on the load measurement value of the load cell belonging to the second load cell group pressed to the
a tread calculator that calculates the distance between the first specific position and the second specific position as the tread of the vehicle;
A vehicle information acquisition device comprising: The tire position calculation unit
The first specific position is calculated based on the ratio of the time during which the load cell belonging to the first load cell group is pressed against the left tire to the time during which the left tire passes through the vehicle information acquisition plate. and determining the second specific position based on the ratio of the time during which each load cell belonging to the second load cell group is pressed against the right tire to the time during which the right tire passes through the vehicle information acquisition plate. The vehicle information acquisition device according to claim 4, which calculates. 6. The vehicle information acquisition device according to claim 4, further comprising a forward/reverse determination unit that determines whether the vehicle is moving forward based on the order in which the plurality of load cells are pressed by the tires. . Based on the combination of the ratio of the time during which each load cell belonging to the first load cell group is pressed against the left tire to the time during which the left tire passes through the vehicle information acquisition plate, Based on a combination of the ratio of the time during which each load cell belonging to the second load cell group is pressed against the right tire to the time during which the right tire is passing through the vehicle information acquisition plate. 7. The vehicle information acquisition device according to any one of claims 4 to 6, further comprising a tire width calculator that calculates the tire width of the left tire. A vehicle type identification device comprising the vehicle information acquisition device according to any one of claims 4 to 7. A vehicle information acquisition method using the vehicle information acquisition board according to any one of claims 1 to 3,
obtaining load measurements of a plurality of the load cells;
A first specific position of the left tire is calculated based on a load measurement value of a load cell belonging to a first load cell group pressed against the left tire among the plurality of load cells, and a right tire among the plurality of load cells. calculating the second specific position of the right tire based on the load measurement value of the load cell belonging to the second load cell group pressed to the
calculating the distance between the first specific position and the second specific position as the tread of the vehicle;
A vehicle information acquisition method comprising: A computer of a vehicle information acquisition device comprising the vehicle information acquisition board according to any one of claims 1 to 3,
obtaining load measurements of a plurality of the load cells;
A first specific position of the left tire is calculated based on a load measurement value of a load cell belonging to a first load cell group pressed against the left tire among the plurality of load cells, and a right tire among the plurality of load cells. calculating the second specific position of the right tire based on the load measurement value of the load cell belonging to the second load cell group pressed to the
calculating the distance between the first specific position and the second specific position as the tread of the vehicle;
program to run.

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