JP7460295B2 - Vehicle weighing scale - Google Patents

Description

This disclosure relates to vehicle weighing scales.

Truck scales are often used to measure the weight of vehicles that are stopped. In truck scales, for example, a load cell is embedded in a pit, and a platform on which the entire vehicle can be placed is provided at the same height as the road surface. This allows the entire vehicle to enter the platform and the total weight of the vehicle while it is stopped to be measured (for example, see Patent Document 1).

Axle load scales are often used to measure the weight of a vehicle while it is moving. In an axle load scale, for example, a load cell is embedded in a pit, and a small platform is provided at the same height as the road surface, large enough for the left and right tires of the vehicle's axle to rest on. As a result, the left and right tires of the axle pass the platform in sequence while the vehicle is moving, and the axle load of each axle is measured (see, for example, Patent Document 2). Such axle load scales are usually installed in front of toll booths on expressways or on general roads, and it has been customary to measure the axle load of each axle of a vehicle while the vehicle is moving. For example, Patent Document 3 proposes measuring the axle load and number of axles of a vehicle based on the peaks of three or more sensors arranged along the vehicle's path.

JP 2006-3291 A Japanese Patent Application Publication No. 7-260557 JP 2012-207921 A

However, Patent Documents 2 and 3 are intended to measure the axle load of each axle of a vehicle while the vehicle is traveling. Therefore, these documents do not consider how to properly stop the vehicle on the platform when measuring the weight of the vehicle while it is stopped. Note that while truck scales perform weighing while the vehicle is stopped, the platform of the truck scale is large enough to accommodate the entire vehicle, so there is little need to consider a method for properly stopping the vehicle on the platform. Note that truck scales have larger platforms than axle load scales and wheel load scales, making it difficult to reduce the cost of the device.

One aspect of the present disclosure has been made in view of these circumstances, and provides a vehicle weighing scale that can stop a vehicle on a platform more appropriately than before when weighing a vehicle at a stop. provide.

A vehicle weighing scale according to one aspect of the present disclosure includes: a platform for the vehicle; a plurality of load cells that are provided at a predetermined distance along the vehicle traveling direction and support the platform from below; and a plurality of load cells that support the platform from below. an annunciator for notifying information indicative of a tire stop position of a vehicle on the platform; and an annunciator for notifying information indicative of a tire stop position of a vehicle on the platform based on output signals of the plurality of load cells. and a controller that controls the alarm.

A vehicle weighing scale according to one aspect of the present disclosure has an effect that, when a vehicle is stopped and weighed, the vehicle can be stopped on a platform more appropriately than before.

FIG. 1 is a perspective view illustrating an example of a vehicle weighing scale according to a first embodiment. FIG. 2A is a top view of the vehicle weighing scale according to the first embodiment. FIG. 2B is a side view of the vehicle weighing scale according to the first embodiment. FIG. 3 is a block diagram showing an example of a control system of the vehicle weighing scale according to the first embodiment. FIG. 4 is a diagram showing an example of functional blocks of the controller of the vehicle weighing scale according to the first embodiment. FIG. 5 is a diagram showing an example of the output signal of the load cell when the tire of the axle of the vehicle passes the platform of the vehicle weight scale of the first embodiment at a constant speed. FIG. 6 is a diagram showing an example of the output signal of the load cell when the tire of the axle of the vehicle passes the platform of the vehicle weight scale of the first embodiment at a constant speed. FIG. 7 is a diagram showing an example of the output signal of the load cell when the tire of the axle of the vehicle passes the platform of the vehicle weight scale of the first embodiment at a constant speed. FIG. 8 is a flowchart showing an example of weighing a vehicle while stopped by the vehicle weighing scale of the first embodiment. FIG. 9 is a perspective view showing an example of a vehicle weight meter according to the second embodiment. FIG. 10 is a diagram showing an example of the output signal of the load cell when the tire of the axle of the vehicle passes the platform of the vehicle weight scale of the second embodiment at a constant speed. FIG. 11 is a perspective view showing an example of a vehicle weighing scale of a first modification.

A thorough study was conducted on the problems associated with vehicle stop weighing, and the following findings were obtained.

For example, the dimensions of a platform for measuring the axle weight of a vehicle are generally long enough in the direction of travel so that each axle of the vehicle can be mounted on it. For this reason, when a vehicle is stopped and weighed using an axle weight scale, it is necessary to accurately determine the stopping position of the vehicle's tires so that the tires can be properly placed on the platform for each axle of the vehicle.

However, when the vehicle is a large vehicle with a long distance between the front and rear axles, such as a truck or trailer, it is difficult to accurately place the tires for each axle of the vehicle on the platform. For example, it is difficult for the driver in the cab of a truck to visually confirm the tire stopping position where the tire on the rear axle of the truck can be properly placed on the platform. Therefore, the driver must sense this tire stopping position. One method is to have personnel stationed next to the platform to signal the tire stopping position of the vehicle on the platform. However, this results in unnecessary labor costs.

The vehicle weighing scale of the first aspect of the present disclosure was devised based on such knowledge, and is provided at a predetermined distance from the vehicle platform along the vehicle traveling direction, A plurality of load cells that support the platform from below, an alarm that notifies information indicating the tire stop position of the vehicle on the platform, and a tire of the vehicle on the platform based on the output signals of the plurality of load cells. A controller is provided to control the annunciator so that information indicating the stop position is annunciated.

A vehicle weighing scale according to a second aspect of the present disclosure is such that, in the vehicle weighing scale according to the first aspect, the mounting platform has a dimension in the vehicle traveling direction set to a length such that each axle of the vehicle can be mounted one by one. has been done.

With this configuration, when a vehicle is stopped and weighed, the vehicle can be stopped more appropriately on the platform than in the past. For example, it is difficult for a driver in the cab of a large vehicle to visually confirm the tire stopping position where the tire on the rear axle of the large vehicle can be properly placed on the platform. Therefore, the driver needs to sense this tire stopping position, which can make it difficult to stop the large vehicle at this tire stopping position. However, with the vehicle weighing scale of this embodiment, the notification of the tire stopping position as described above can reduce this possibility.

A vehicle weighing scale according to a third aspect of the present disclosure is a vehicle weighing scale according to the first or second aspect, in which the multiple load cells include a first load cell provided near the rear end of the platform and a second load cell provided near the front end of the platform, and when the value of the output signal of the first load cell becomes equal to the value of the output signal of the second load cell as the vehicle travels from the rear end of the platform toward the front end, an alarm is activated to notify information indicating the tire stopping position of the vehicle on the platform.

With this configuration, the approximate center of the platform in the vehicle travel direction can be notified to the outside as the actual tire stop position based on the value of the output signal of the first load cell and the value of the output signal of the second load cell. Therefore, by notifying the tire stop position in this way, the vehicle can be appropriately weighed while stopped.

A vehicle weighing scale according to a fourth aspect of the present disclosure is a vehicle weighing scale according to the first or second aspect, in which the multiple load cells include a first load cell provided near the rear end of the platform and a second load cell provided near the front end of the platform, and when the value of the output signal of the first load cell or the output signal of the second load cell becomes half the peak value of the output signal of the first load cell as the vehicle travels from the rear end of the platform to the front end, an alarm is activated to notify information indicating the tire stopping position of the vehicle on the platform.

According to this configuration, based on the peak value of the output signal of the first load cell and the value of the output signal of the first load cell or the value of the output signal of the second load cell, approximately the center of the platform in the vehicle traveling direction is It is possible to notify the outside as the tire stop position. Therefore, by notifying the tire stop position in this manner, the vehicle is appropriately stopped and weighed.

A vehicle weighing scale according to a fifth aspect of the present disclosure is the vehicle weighing scale according to the first aspect or the second aspect, in which the plurality of load cells include a first load cell provided near the rear end of the platform; A second load cell is provided near the front end of the platform, and a third load cell is provided between the first load cell and the second load cell in the vehicle traveling direction. When the vehicle travels toward the front end, when the value of the output signal of the third load cell becomes equal to the peak value of the output signal of the first load cell, the annunciator notifies information indicating the tire stop position of the vehicle on the platform. Ru.

With this configuration, the approximate center of the platform in the vehicle travel direction can be notified to the outside as the actual tire stop position based on the peak value of the output signal of the first load cell and the value of the output signal of the third load cell. Therefore, by notifying the tire stop position in this way, the vehicle can be appropriately weighed while stopped.

A vehicle weighing scale according to a sixth aspect of the present disclosure is a vehicle weighing scale according to any one of the third to fifth aspects, in which the controller controls the annunciator so that information indicating the vehicle's entry position at the rear end of the platform is annunciated based on output signals from the multiple load cells.

According to this configuration, the vehicle weighing scale can be stopped and weighed more appropriately than in the case where the information indicating the entry position of the vehicle is not notified by the alarm. In other words, if the entry position of the vehicle deviates significantly from the center of the platform in the left-right direction, there is a possibility that the vehicle cannot be stopped and weighed appropriately. However, in the vehicle weight scale of this aspect, such a possibility can be reduced by notifying the vehicle entry position.

The vehicle weighing scale of the seventh aspect of the present disclosure is a vehicle weighing scale of any one of the first to sixth aspects, in which the controller measures the axle load or wheel load of the vehicle on the platform based on output signals from multiple load cells at the tire stop positions of the vehicle on the platform.

With this configuration, the vehicle weighing scale of this embodiment is an axle load scale or wheel load scale, so the cost of the device can be reduced compared to, for example, truck scales.

A vehicle weighing scale according to an eighth aspect of the present disclosure is a vehicle weighing scale according to any one of the first to seventh aspects, in which the measurement of the axle load or wheel load of the vehicle on the platform is performed when the tires of the vehicle are stopped. A switch is provided for switching between static measurement while the vehicle is stopped and dynamic measurement while the vehicle is moving, based on output signals of a plurality of load cells at a position.

A vehicle weighing scale according to a ninth aspect of the present disclosure is the vehicle weighing scale according to the eighth aspect, in which the switching by the switch is performed manually or automatically.

Hereinafter, a first embodiment and a second embodiment of the present disclosure will be described with reference to the accompanying drawings. The arithmetic expressions, components, arrangement positions of the components, connection forms, etc. shown in the following first embodiment and second embodiment are examples, and do not limit each aspect described above. Further, among the constituent elements in the first embodiment and the second embodiment below, constituent elements that are not described in the independent claim indicating the top concept of each aspect described above will be described as arbitrary constituent elements. . Furthermore, in the drawings, explanations of components with the same reference numerals may be omitted. Further, the drawings schematically show each component for ease of understanding, and the shapes and dimensional ratios may not be accurately shown. Further, in the operation, the order of each step can be changed as necessary, and other known steps can be added.

First Embodiment
[Device configuration]
Fig. 1 is a perspective view showing an example of a vehicle weighing scale 100 of the first embodiment. Fig. 2A is a top view of the vehicle weighing scale 100 of the first embodiment. Fig. 2B is a side view of the vehicle weighing scale 100 of the first embodiment. For convenience, in the drawings of the vehicle weighing scale 100 of this embodiment, the vehicle travel direction is illustrated as the front-rear direction, and the width direction of the vehicle 10 perpendicular to the vehicle travel direction is illustrated as the left-right direction. The configuration and operation of the vehicle weighing scale 100 will be described below on the assumption that the vehicle 10 enters from the "rear" of the platform 20 and exits from the "front" of the platform 20.

The vehicle weight scale 100 of this embodiment includes a platform 20, a load cell DLC1, a load cell DLC2, a load cell DLC3, a load cell DLC4, a controller 30, and an alarm 61.

Note that load cells DLC1, DLC2, DLC3, and DLC4 may be collectively referred to as "load cells DLC1-DLC4." A six-wheel truck is shown as an example of the vehicle 10. That is, in this truck, the first axle 1 is located below the driver's seat, and the second axle 2 and the last axle 3 are located below the bed, for a total of three axles 1, 2, and 3.

The platform 20 is a plate member used to measure the axle loads of the axle 1 , the axle 2 , and the axle 3 of the vehicle 10 . In the vehicle weight scale 100 of the present embodiment, as shown in FIG. 1, the platform 20 has a dimension in the vehicle traveling direction that is long enough to accommodate one axle 1, one axle 2, and one axle 3 of the vehicle 10. is set to .

When the vehicle weight scale 100 is viewed from above, a rectangular pit portion 21 is formed on the surface of the installation base 25, and within this pit portion 21, the platform 20 and load cells DLC1 to DLC4 are arranged.

Each of the load cells DLC1 to DLC4 is provided below the rectangular platform 20 (in this example, a rectangular parallelepiped) near its four corners.

Load cells DLC1 and DLC2 are spaced apart by a predetermined distance H (see FIG. 2A) in the left-right direction near the front end of platform 20, and load cells DLC3 and DLC4 are spaced apart by the distance H in the left-right direction near the rear end of platform 20.

Load cell DLC1 and load cell DLC3 are provided near the left end of platform 20 with a predetermined distance L (see FIG. 2A) apart along the vehicle traveling direction, and load cell DLC2 and load cell DLC4 are provided near the left end of platform 20. are provided near the right end portion of the vehicle along the vehicle traveling direction at the distance L described above.

Note that the separation distance H is slightly shorter than the dimension of the platform 20 in the long side direction (the left-right direction in FIG. It is longer than the distance B between the tires. The separation distance L is slightly shorter than the dimension of the platform 20 in the short side direction (front-rear direction in FIG. 2A), and longer than the tire contact lengths of the axles 1, 2, and 3 of the vehicle 10.

As a result, the underside of the platform 20 is supported from below by the load cells DLC1 to DLC4 on the installation base 25.

The notification device 61 is a device for notifying information indicating the tire stop position of the vehicle 10 on the platform 20. The notification device 61 may have any configuration as long as it can notify such information to the outside.

For example, the alarm 61 may be a light emitter 61A (e.g., a rotating light) provided on the upper surface of the indicator panel 60 as shown in FIG. 1. The indicator panel 60 is provided in an appropriate location near the platform 20 so that it is easily visible to the driver of the vehicle 10.

This allows the driver of the vehicle 10 to know the tire stopping position of the vehicle 10 on the platform 20 from the light emission information of the light emitter 61A.

Also, a sound device (e.g., a speaker) not shown in the figure can be used as the alarm 61. This allows the driver of the vehicle 10 to know the tire stopping position of the vehicle 10 on the platform 20 by the sound information generated by the sound device.

Further, as the notification device 61, a communication device (not shown) can also be used. Thereby, the driver of the vehicle 10 can know the tire stop position of the vehicle 10 on the platform 20 from the wireless information of the communication device.

The controller 30 controls the notification device 61 based on the output signals of the plurality of load cells DLC1 to DLC4 so that information indicating the tire stop position of the vehicle on the platform 20 is notified. The details of the function of the stop position notification section 50 (see FIG. 4) of the controller 30 will be described later.
Note that the controller 30 measures the axle load of the vehicle 10 on the platform 20 based on the output signals of the plurality of load cells DLC1 to DLC4 at the tire stop position of the vehicle 10 on the platform 20. Further, the controller 30 calculates the total weight of the vehicle 10 based on the output signals of the load cells DLC1 to DLC4 at the tire stop position of the vehicle 10 on the platform 20. The details of the functions of the axle load measuring section 51 (see FIG. 4) and the total weight calculating section 52 (see FIG. 4) of the controller 30 will also be described later.

In addition, in the vehicle weight scale 100 of this embodiment, it is assumed that the weight measurement of the vehicle 10 is a stationary weighing (static measurement) of the vehicle 10 at the tire stop position of the vehicle 10, but this is an example. However, it is not limited to this example.

For example, the weight measurement of the vehicle 10 by the vehicle weighing scale 100 may be performed while the vehicle 10 is moving at a tire stop position of the vehicle 10 (dynamic measurement). That is, in the present disclosure, the tire stop position of the vehicle 10 refers to a position where, if the tires of the vehicle 10 were to stop at this position, the weight of the vehicle 10 could be appropriately measured using the vehicle weighing scale 100; 10 does not mean that the tire stoppage of the vehicle 10 is a condition for measuring the weight of the vehicle 10. Details will be explained in the sixth modification.

[Control system configuration]
FIG. 3 is a block diagram showing an example of a control system of the vehicle weight scale 100 according to the first embodiment.

As shown in FIG. 3, the vehicle weighing scale 100 further includes an operating device 40 and a display device 41. The controller 30, the operating device 40, and the display device 41 may be provided, for example, on the indicator panel 60 of FIG. 1.

The vehicle weighing scale 100 of this embodiment illustrates digital load cells DLC1 to DLC4 that incorporate an amplifier, an A/D converter, a CPU, an interface circuit, and the like (none of which are shown). This allows digital signals to be output directly from each of the load cells DLC1 to DLC4 to the controller 30.

The controller 30 may have any configuration as long as it has a control function. For example, as shown in FIG. 3, the controller 30 may include an interface circuit 31, an arithmetic circuit 32, and a memory circuit 33. The controller 30 may be configured as a single controller that performs centralized control, or may be configured as multiple controllers that cooperate with each other to perform distributed control.

The interface circuit 31 has a function of exchanging various signals and data between the load cells DLC1 to DLC4, the operating device 40, the display 41, the alarm 61, and the arithmetic circuit 32.

The arithmetic circuit 32 may be, for example, an MPU or a CPU. The arithmetic circuit 32 has the function of receiving necessary signals via the interface circuit 31, receiving necessary data from the memory circuit 33, and executing calculations based on the received signals and data, in accordance with the instructions of the control program stored in the memory circuit 33.

The memory circuitry 33 may be, for example, a memory (e.g., PROM, RAM), etc. The memory circuitry 33 has the function of storing control programs, basic data, etc. on a long-term basis, and temporarily storing various data and numerical values for calculations, etc.

The operating device 40 includes, for example, an operating switch and numeric keys, and is used for various operations such as starting and ending measurement, adjusting the zero point, switching between operating modes, and setting numeric values.

The display device 41 is, for example, a liquid crystal display device. On the display screen of the display 41, measurement results, input/output values of various data, etc. are displayed. Note that when the display device 41 is, for example, a touch panel type display device, the display device 41 can also serve as the function of the operation device 40 described above.

As described above, the alarm 61 may be, for example, a light emitter 61A for externally notifying light emitting information indicating the tire stop position of the vehicle 10 on the platform 20.

[Control system functions]
In the control system of the vehicle weight scale 100, digital signals output from each of the load cells DLC1 to DLC4 are sent to the arithmetic circuit 32 via the terminal box 34 and the interface circuit 31. Specifically, each of the load cells DLC1 to DLC4 is provided with an identification number. Then, when a data request with an identification number is sent from the arithmetic circuit 32 to the load cells DLC1 to DLC4, the load cells DLC1 to DLC4 with the identification number corresponding to this data request send a weight signal (digital signal) along with the identification number. It is output to the arithmetic circuit 32.

As described above, the calculation circuit 32 performs notification and calculation of various useful information when performing stop weighing of the vehicle 10 based on the weight signal and the data stored in the storage circuit 33. Notification of such information is performed by the notification device 61, and the result of such calculation is displayed on the display screen of the display device 41.

For example, as shown in FIG. 4, in the vehicle weighing scale 100 of this embodiment, the control program is executed by the calculation circuit 32 in the controller 30, thereby realizing the functions of a stop position notification unit 50 that notifies the tire stop positions of axle 1, axle 2, and axle 3 of the vehicle 10 on the platform 20, an axle weight measurement unit 51 that measures the axle weights of axle 1, axle 2, and axle 3 of the vehicle 10, a total weight calculation unit 52 that calculates the total weight of the vehicle 10, and a signal generation unit 53.

Hereinafter, the functions of the stop position notification section 50, the axle load measurement section 51, and the total weight calculation section 52 of the controller 30 will be explained in order. Note that, since the function of the signal generation section 53 is well known, a description of the function of the signal generation section 53 will be omitted.

[Symbol definition]
First, the meanings of symbols used in the following description will be defined.

W ₁ : Axle load of axle 1 of vehicle 10 W ₂ : Axle load of axle 2 of vehicle 10 W ₃ : Axle load of axle 3 of vehicle 10 W: Total weight of vehicle 10 P ₁ : Output signal of load cell DLC1 P ₂ : Output signal of load cell DLC2 P ₃ : Output signal of load cell DLC3 P ₄ : Output signal of load cell DLC4 PA: Sum of output signals of load cell DLC1 and load cell DLC2
(PA= _P1 + _P2 )
PB: Total sum of output signals of load cell DLC3 and load cell DLC4
(PB= _P3 + _P4 )

[Function of the stop position notification unit]
The function of the stop position notification unit 50 will be described below.

Figures 5, 6 and 7 are diagrams showing an example of the load cell output signal when the tire of the vehicle axle passes over the platform of the vehicle weighing scale of the first embodiment at a constant speed. These figures show the output signals (time waveforms) of PA and PB when the position of the tire of the axle 1 of the vehicle 10 changes from moment to moment. Note that in Figures 5, 6 and 7, the position corresponding to the center of the axle 1 of the vehicle 10 is shown by a dashed line in order to make the figures easier to understand.

When the tire of the axle 1 of the vehicle 10 is placed on the rear end of the platform 20 (time t ₁ ), the waveform of the output signal of PB starts to rise. Then, as shown in FIG. 5, when the axle 1 of the vehicle 10 reaches the straight line connecting the centers of the load cells DLC3 and DLC4 (time _t2 ), the value of the output signal (load value) of the PB is the peak value. Due to the balance of moments, the peak value M of this load amount becomes approximately equal to the axle load W ₁ of the axle 1 of the vehicle 10. In this case, the load cell DLC1 and the load cell DLC2 do not receive any load, so the value of the output signal of the PA (load value) is approximately zero. At this time, the light emitter 61A provided on the indicator panel 60 is off.

Next, when the axle 1 of the vehicle 10 passes through a straight line connecting the centers of the load cells DLC3 and DLC4, the waveform of the output signal of PA starts to fall, and the waveform of the output signal of PB starts to rise. Then, as shown in FIG. 6, when the axle 1 of the vehicle 10 reaches the straight line connecting the midpoint between the load cell DLC1 and the load cell DLC3 and the midpoint between the load cell DLC2 and the load cell DLC4 (time t ₃ ). The value of the output signal of , PA and the value of the output signal of PB (load value) are approximately equal due to moment balance, and this load amount is 1/2 of the peak value M mentioned above. At this time, the light emitter 61A provided on the indicator panel 60 lights up. Thereby, the driver of the vehicle 10 can know the tire stop position of the axle 1 of the vehicle 10 on the platform 20 based on the light emission information of the light emitter 61A.

Next, as shown in Fig. 7, when the axle 1 of the vehicle 10 reaches the line connecting the centers of the load cells DLC1 and DLC2 (time _t4 ), the value of the output signal of PA (load value) reaches a peak value, and due to the balance of the moment, the peak value M of this load amount is approximately equal to the axle load W1 of the axle ₁ of the vehicle 10. In this case, since the load cells DLC3 and DLC4 are not subjected to any load, the value of the output signal of PB (load value) is approximately zero. At this time, the light emitter 61A provided on the indicator panel 60 is turned off again.

Thereafter, although not shown, when the tire of the axle 1 of the vehicle 10 gets off the front end of the platform 20, the value of the output signal (load value) of the PA becomes zero.

As described above, in the vehicle weight scale 100 of the first embodiment, when the tire of the axle 1 of the vehicle 10 moves from the rear end to the front end of the platform 20, for example, the value of the output signal of PA (load value ) becomes equal to the value of the output signal (load value) of PB, the light emitting device 61A notifies light emission information indicating the tire stop position of the axle 1 of the vehicle 10 on the platform 20. Thereby, it is possible to inform the outside that the approximate center of the platform 20 in the vehicle traveling direction is the main tire stop position. Therefore, by notifying the tire stop position in this manner, the stop weighing of the vehicle 10 is appropriately performed. Note that "the value of the output signal of PA (load value) is equal to the value of the output signal of PB (load value)" does not require that both values match completely; It may also include cases where the values approach the same value (for example, 1/2 of the peak value M).

Further, when the tire of the axle 1 of the vehicle 10 moves from the rear end to the front end of the platform 20, for example, the value of the output signal of PA (load value) or the value of the output signal of PB (load value) When the value becomes 1/2 of the peak value M of the output signal of PB, the light emitting device 61A notifies the light emitting information indicating the tire stop position of the axle 1 of the vehicle 10 on the platform 20. Thereby, it is possible to notify the outside that the approximate center of the platform 20 in the vehicle traveling direction is the main tire stop position. Therefore, by notifying the tire stop position in this manner, the stop weighing of the vehicle 10 is appropriately performed. Note that "the value of the output signal of PA (load value) or the value of the output signal of PB (load value) is 1/2 of the peak value M of the output signal of PB" means that these values are It is not required that these values completely match 1/2 of the peak value M of the output signal of PB, but may include a case where these values approach 1/2 of the peak value M of the output signal of PB.

Note that the method for notifying the tire stop positions of the axles 2 and 3 of the vehicle 10 on the platform 20 is the same as the method for notifying the tire stop positions of the axle 1 of the vehicle 10 described above, so the explanation will be omitted.

[Functions of axle load measuring section]
The functions of the axle load measuring section 51 will be explained below. In the example shown in FIG. 1, the controller 30 sequentially stops each tire of the axle 1, the axle 2, and the axle 3 on the platform 20 at the tire stop position of the vehicle 10. Thereafter, the controller 30 receives the output signals of the load cells DLC1 to DLC4 when the output signals of the load cells DLC1 to DLC4 are stabilized. Then, the controller 30 adjusts the axle loads W of each axle 1, axle 2, and axle 3 of the vehicle 10 in the stopped state based on the output signals of the load cells DLC1 to DLC4 at the tire stop position of the vehicle 10 on the platform 20. _1. Axle load W ₂ and axle load W ₃ can be measured.

For example, when the tire of the axle 1 of the vehicle 10 moves from the rear end to the front end of the platform 20, the vehicle 10 stops at the timing when the light emitter 61A lights up (time _t3 ). Then, when a predetermined period of time has elapsed since the vehicle 10 stopped (time t ₃ ), the output signals of each of the load cells DLC1 to DLC4 become stable. Assuming that this elapsed time is, for example, time t _S , the axle load W ₁ of the axle 1 of the vehicle 10 in the stopped state can be derived by the following equation (1).

Axle load W ₁ = P ₁ (t) + P ₂ (t) + P ₃ (t) + P ₄ (t)...(1)
However, in equation (1), t=t ₃ +t _S
Note that the calculation formulas for the axle load W ₂ of the axle 2 and the axle load W ₃ of the axle 3 of the vehicle 10 are the same as the formula (1) for the axle load W ₁ described above, so the explanation will be omitted.

[Function of total weight calculation section]
The functions of the total weight calculating section 52 will be explained below. In the example shown in FIG. 1, the controller 30 adds up the axle load W ₁ of the axle 1, the axle load W ₂ of the axle 2, and the axle load W ₃ of the axle 3 of the vehicle 10, thereby controlling the vehicle 10 in the stopped state. The total weight W (=W ₁ +W ₂ +W ₂ ) can be calculated.

[Vehicle weighing scale operation]
Fig. 8 is a flowchart showing an example of stationary weighing of a vehicle by the vehicle weighing scale of the first embodiment. Fig. 8 shows calculation of the total weight W of the vehicle, which is an example of stationary weighing of the vehicle 10 by the vehicle weighing scale 100.

First, in step S1, the tire of the axle 1 of the vehicle 10 is moved on the platform 20 to the tire stop position of the axle 1 of the vehicle 10, and then the vehicle 10 is stopped at this tire stop position. Specifically, when the light emitter 61A lights up when the vehicle 10 moves from the rear end toward the front end of the platform 20, the driver stops the vehicle 10.

Then, the operations from step S2 onwards are performed. The operations from step S2 onwards may be performed by the arithmetic circuit of the controller 30 executing the control program of the memory circuit. However, it is not essential that these operations are performed by the controller 30. The driver may perform some or all of these operations. A specific example of the driver performing the following operations will be described in the third modified example.

In step S2 and step S3, after a predetermined stabilization time has elapsed since the vehicle 10 stopped, it is determined whether the controller 30 can obtain stable output values output from each of the load cells DLC1 to DLC4. Specifically, the controller 30 determines that the stable output value can be obtained when the stable output value is a value greater than or equal to a preset threshold. Note that the predetermined stabilization time in step S2 may be set to an appropriate time that is necessary and sufficient for the outputs of the load cells DLC1 to DLC4 to become stable after the vehicle 10 stops.

If the controller 30 can obtain the stable output value in step S3, the controller 30 obtains the stable output value (step S4) and stores it in the memory circuit 33. In addition, the count number N is incremented by "1" (step S5), and the process returns to step S1.

In step S1, the tires of the axle 2 of the vehicle 10 are moved on the platform 20 to the tire stop position of the axle 2 of the vehicle 10, and then the vehicle 10 is stopped at this tire stop position. Then, the controller 30 performs the same operation as above.

On the other hand, in step S3, if the controller 30 cannot obtain the (N+1)th stable output value within a predetermined time from the acquisition of the Nth (N is 2 or more) stable output value, it is determined that all axles 1, 2, and 3 of the vehicle 10 have passed the platform 20. That is, in this case, the controller 30 determines that the axle weight W ₁ of axle 1, the axle weight W ₂ of axle 2, and the axle weight W ₃ of axle 3 of the vehicle 10 have been stopped and weighed. Therefore, in step S6, the total weight W of the vehicle 10 is calculated based on the stable output values from the first to the Nth times. In addition, in step S7, the count number N is initialized to "1", and the series of operations is completed.

As described above, the vehicle weighing scale 100 of the present embodiment can stop the vehicle 10 on the platform 20 more appropriately than in the past when performing stop weighing of the axle weights W ₁ of the axle 1, W ₂ of the axle 2, and W ₃ of the axle 3 of the vehicle 10, and the total weight W of the vehicle 10. For example, it is difficult for the driver in the driver's seat of the vehicle 10 to visually confirm the tire stop position where the tires of the axle 2 and the axle 3 of the vehicle 10 can be properly placed on the platform 20. Therefore, the driver needs to grasp the tire stop position by intuition, which may make it difficult to stop the vehicle 10 at the tire stop position. However, the vehicle weighing scale 100 of the present embodiment can reduce such a possibility by notifying the tire stop position of the axle 2 and the axle 3 of the vehicle 10 on the platform 20.

In addition, since the vehicle weighing scale 100 of this embodiment is an axle load scale, the cost of the device can be reduced compared to, for example, truck scales.

Second Embodiment
In the first embodiment, the vehicle weighing scale 100 is described as having four load cells DLC1 to DLC4, but the number of load cells DLC1 to DLC4 is not limited to four. For example, the number of load cells may be six or eight. In the present embodiment, the vehicle weighing scale 100 is described as having six load cells DLC1 to DLC6.

FIG. 9 is a perspective view showing an example of a vehicle weight scale 100 according to the second embodiment. In the vehicle weighing scale 100 of the present embodiment, for convenience, the vehicle traveling direction is illustrated as the front-back direction in the drawings, and the width direction of the vehicle 10 orthogonal to the vehicle traveling direction is illustrated as the left-right direction. The configuration and operation of the vehicle weighing scale 100 will be described below assuming that the vehicle 10 enters from the "back" of the platform 20 and exits from the "front" of the platform 20.

The vehicle weight scale 100 of the present embodiment includes a platform 20, a load cell DLC1, a load cell DLC2, a load cell DLC3, a load cell DLC4, a load cell DLC5, a load cell DLC6, a controller 30, and an alarm 61. .

Note that load cell DLC1, load cell DLC2, load cell DLC3, load cell DLC4, load cell DLC5, and load cell DLC6 may be collectively referred to as "load cells DLC1-DLC6." A six-wheel truck is shown as an example of vehicle 10. That is, in this truck, the first axle 1 is located below the driver's seat, and the second axle 2 and the last axle 3 are located below the bed, for a total of three axles 1, 2, and 3.

The platform 20, load cell DLC1, load cell DLC2, load cell DLC3, load cell DLC4 and alarm 61 are the same as those in the first embodiment, so the description will be omitted.

Load cell DLC5 is provided between load cells DLC1 and DLC3 in the vehicle travel direction. Load cell DLC6 is provided between load cells DLC2 and DLC4 in the vehicle travel direction.

Specifically, the load cell DLC5 and the load cell DLC6 are each provided below the platform 20 at each end in the left and right direction of the platform 20 perpendicular to the vehicle traveling direction. The load cell DLC5 is provided near the left end of the mounting table 20, separated from the load cell DLC1 by 1/2 of the separation distance L (see FIG. 2A). The load cell DLC6 is provided near the right end of the mounting table 20, separated from the load cell DLC2 by 1/2 of the separation distance L (see FIG. 2A).

As a result, the underside of the platform 20 is supported from below by the load cells DLC1 to DLC6 on the installation base 25.

The controller 30 controls the alarm 61 so that information indicating the tire stop position of the vehicle 10 on the platform 20 is announced based on the output signals of the multiple load cells DLC1 to DLC6. As described above, the controller 30 may have any configuration as long as it has a control function.

[Function of stop position notification section]
FIG. 10 is a diagram showing an example of the output signal of the load cell when the tire of the axle of the vehicle passes the platform of the vehicle weight scale of the second embodiment at a constant speed. FIG. 10 shows output signals (time waveforms) of PA, PB, and PC when the tire position of the axle 1 of the vehicle 10 approaches the center of the platform 20 in the vehicle traveling direction. In addition, in FIG. 10, the position corresponding to the center of the axle 1 of the vehicle 10 is represented by a dashed-dotted line for the purpose of facilitating understanding of the drawing.

When the output signal of the load cell DLC5 is _P5 and the output signal of the load cell DLC6 is _P6 , PC indicates the sum of the output signals of the load cells DLC5 and DLC6 (PC = _P5 + _P6 ). PA and PB are the same as in the first embodiment.

When the tire of the axle 1 of the vehicle 10 is placed on the rear end of the platform 20 (time t ₁ ), the waveform of the output signal of PB starts to rise. Then, when the axle 1 of the vehicle 10 reaches the straight line connecting the centers of the load cells DLC3 and DLC4 (time _t2 ), the value of the output signal of the PB (load value) becomes the peak value, and from the balance of moments, The peak value M of this load amount is approximately equal to the axle load W ₁ of the axle 1 of the vehicle 10. Note that in this case, neither load cell DLC1 and load cell DLC2 nor load cell DLC5 and load cell DLC6 receive a load, so the values (load values) of the output signals of PA and PC are approximately zero. At this time, although not shown, the light emitter 61A provided on the indicator panel 60 is turned off.

Next, when the axle 1 of the vehicle 10 passes through a straight line connecting the centers of the load cells DLC3 and DLC4, the waveform of the PB output signal begins to fall, and the waveform of the PC output signal begins to rise. As shown in FIG. 10, when the axle 1 of the vehicle 10 reaches the straight line connecting the centers of the load cells DLC5 and DLC6 (time _t3 ), the value of the output signal of the PC (load value) is at the peak value. Due to the balance of moments, the peak value M of this load amount becomes approximately equal to the axle load W ₁ of the axle 1 of the vehicle 10. In this case, neither load cell DLC1 and load cell DLC2 nor load cell DLC3 and load cell DLC4 receive a load, so the values (load values) of the output signals of PB and PA are approximately zero. At this time, the light emitter 61A provided on the indicator panel 60 lights up. Thereby, the driver of the vehicle 10 can know the tire stop position of the axle 1 of the vehicle 10 on the platform 20 based on the light emission information of the light emitter 61A.

Note that the output signals (time waveforms) of PA, PB, and PC after the axle 1 of the vehicle 10 passes the straight line connecting the centers of the load cells DLC5 and load cells DLC6 can be easily understood from the content of the first embodiment. Since this can be done, illustration and explanation will be omitted.

As described above, in the vehicle weight scale 100 of the present embodiment, when the tire of the axle 1 of the vehicle 10 moves from the rear end to the front end of the platform 20, for example, the value of the output signal of the PC (load value) When becomes equal to the peak value M of the output signal of PB, light emission information indicating the tire stop position of the axle 1 of the vehicle 10 on the platform 20 is notified by the light emitter 61A. Thereby, it is possible to inform the outside that the approximate center of the platform 20 in the vehicle traveling direction is the main tire stop position. Therefore, by notifying the tire stop position in this manner, the stop weighing of the vehicle 10 is appropriately performed. Note that "the value of the output signal of the PC (load value) is equal to the peak value M of the output signal of the PB" does not require that the two values match completely; It may also include cases where the value approaches the peak value M of the output signal of the PB.

The functions of the axle load measuring unit 51 and total weight calculation unit 52 of the controller 30 can be easily understood from the contents of the first embodiment, so a description thereof will be omitted.

As described above, the vehicle weighing scale 100 of the present embodiment can stop the vehicle 10 on the platform 20 more appropriately than in the past when performing stop weighing of the axle weights W ₁ of the axle 1, W ₂ of the axle 2, and W ₃ of the axle 3 of the vehicle 10, and the total weight W of the vehicle 10. For example, it is difficult for the driver in the driver's seat of the vehicle 10 to visually confirm the tire stop position where the tires of the axle 2 and the axle 3 of the vehicle 10 can be properly placed on the platform 20. Therefore, the driver needs to grasp the tire stop position by intuition, which may make it difficult to stop the vehicle 10 at the tire stop position. However, the vehicle weighing scale 100 of the present embodiment can reduce such a possibility by notifying the tire stop position of the axle 2 and the axle 3 of the vehicle 10 on the platform 20.

In addition, since the vehicle weighing scale 100 of this embodiment is an axle load scale, the cost of the device can be reduced compared to, for example, truck scales.

The vehicle weighing scale 100 of this embodiment may be the same as the vehicle weighing scale 100 of the first embodiment except for the above characteristics.

(First Modification)
The vehicle weighing scale 100 in the first and second embodiments is an axle load scale including a platform 20 on which both the left and right tires of the vehicle 10 are placed, but is not limited thereto. For example, the vehicle weighing scale may be a wheel load scale 200 including a platform 20L on which the left tire of the vehicle 10 is placed and a platform 20R on which the right tire is placed, as shown in FIG.

Thereby, when performing a stop measurement of the wheel loads of each of the left and right tires of the axle 1, the axle 2, and the axle 3 of the vehicle 10, the vehicle 10 can be stopped on the platform 20 more appropriately than before. For example, it is difficult for the driver in the driver's seat of the vehicle 10 to visually confirm tire stop positions where the tires of the axles 2 and 3 of the vehicle 10 can be properly placed on the platforms 20R and 20L, respectively. Therefore, since the driver needs to grasp the actual tire stop position intuitively, it may be difficult to stop the vehicle 10 at the actual tire stop position. However, in the wheel load meter 200 of this modification, such a possibility can be reduced by notifying the tire stop positions of the axles 2 and 3 of the vehicle 10 on the platform 20.

In addition, because the vehicle weighing scale 100 of this modified example is a wheel load scale, the cost of the device can be reduced compared to, for example, truck scales.

Other than the above features, the vehicle weighing scale 100 of this modified example may be similar to the vehicle weighing scale 100 of the first or second embodiment.

(Second modification)
In the vehicle weight scale 100 of the first embodiment and the second embodiment, the light emitting information indicating the tire stop position of the vehicle 10 on the platform 20 is notified by the light emitting device 61A, but the light emitting information notified by the light emitting device 61A is not limited to such tire stop positions.

For example, the controller 30 controls the annunciator 61 (in this example, a The light emitter 61A) may also be controlled.

The vehicle entry position is expressed by the amount of deviation between the center of the vehicle 10 in the width direction (left-right direction) and the center of the platform 20 in the left-right direction. It can be calculated using the separation distance H. Note that since the calculation formula for this amount of deviation is publicly known (for example, see Patent Document 1), disclosure of the calculation formula will be omitted.

Therefore, if the amount of deviation is equal to or greater than a predetermined value, the light emitter 61A may emit light, for example, in red. If the amount of deviation is less than the predetermined value, the light emitter 61A may emit light, for example, in blue.

As described above, the stop weighing of the vehicle weighing scale 100 can be performed more appropriately than in the case where the light emitting device 61A does not notify the light emission information indicating the vehicle entry position. In other words, if the entry position of the vehicle 10 deviates significantly from the center of the platform 20 in the left-right direction, there is a possibility that the vehicle 10 cannot be properly weighed at a stop. However, in the vehicle weighing scale 100 of this modification, such a possibility can be reduced by notifying the light emission information indicating the vehicle entry position.

Other than the above features, the vehicle weighing scale 100 of this modified example may be similar to the vehicle weighing scale 100 of the first or second embodiment.

(Third modification)
In the vehicle weight scale 100 of the first embodiment and the second embodiment, the controller 30 determines whether or not the stable output value of the load cell can be obtained by comparing it with a predetermined threshold value, and also determines whether or not the stable output value of the load cell can be obtained. If it is possible to obtain the stable output value, the stable output value is automatically obtained, but the stop weighing operation of the vehicle weighing scale 100 is not limited to this.

For example, after each of axle 1, axle 2, and axle 3 of vehicle 10 has stopped on platform 20, the driver operates an appropriate operating device (not shown) each time axle 1, axle 2, and axle 3 stop. The controller may be operated to instruct the controller 30 to obtain a stable output value. The arithmetic circuit 32 of the controller 30 may receive the instruction from the driver and obtain the stable output value, and may also store the stable output value in the storage circuit 33.

Other than the above features, the vehicle weighing scale 100 of this modified example may be similar to the vehicle weighing scale 100 of the first or second embodiment.

(Fourth Modification)
In the vehicle weighing scale 100 of the first and second embodiments, a digital load cell has been described, but the load cell is not limited to this. For example, the vehicle weighing scale 100 may be configured such that an analog load cell transmits an analog signal to the controller 30. In this case, the controller 30 includes an amplifier, a low-pass filter, an A/D converter, and the like (none of which are shown) corresponding to each analog load cell. The amplifier amplifies the analog signal transmitted from the analog load cell to a level that can be A/D converted. Furthermore, the A/D converter converts the analog signal from the amplifier into a digital signal.

The vehicle weighing scale 100 of this modification may be the same as the vehicle weighing scale 100 of the first embodiment or the second embodiment except for the above characteristics.

(Fifth Modification)
Although the vehicle weighing scales 100 of the first and second embodiments are exemplified as pit-embedded axle load scales and wheel load scales, respectively, the vehicle weighing scales 100 are not limited to this. For example, the vehicle weighing scales 100 may be movable axle load scales or movable wheel load scales having a platform on the road surface. In this case, since there is no need to form a pit in the road surface for embedding a load cell or the like, construction costs for installing the device can be reduced.

Other than the above features, the vehicle weighing scale 100 of this modified example may be similar to the vehicle weighing scale 100 of the first or second embodiment.

(Sixth variation)
In the vehicle weighing scale 100 of the first embodiment and the second embodiment, it has been explained that the weight measurement of the vehicle 10 is a stationary weighing (static measurement) of the vehicle 10 at the tire stop position of the vehicle 10. Not limited.

For example, when the tires of the vehicle 10 move slowly on the platform 20, as described above, the weight measurement of the vehicle 10 is performed while the vehicle 10 is moving at the tire stop position of the vehicle 10 (dynamic measurement). It may be performed using the vehicle weighing scale 100.

In this case, the vehicle weight scale 100 measures the axle load or wheel load of the vehicle 10 on the platform 20 when the vehicle 10 is stopped based on the output signals of the plurality of load cells DLC1 to DLC4 at the tire stop position of the vehicle 10. A switch (not shown) may be provided for switching between static measurement while the vehicle 10 is moving and dynamic measurement while the vehicle 10 is moving.

Here, the above switching by the switch may be performed manually or automatically. When the above switching by the switch is performed manually, the switch may be, for example, an appropriate changeover switch operated by an operator.

Further, when the above-mentioned switching by a switching device is automatically performed, the switching device may be a static measurement/dynamic measurement switching determination section of the controller 30. For example, in the vehicle weighing scale 100 of this example, in the controller 30, the control program is executed by the arithmetic circuit 32, so that the preset weighing accuracy of the vehicle 10, the tire stop position of the vehicle 10 on the platform 20, etc. Based on the output signals of the plurality of load cells DLC1 to DLC4 and the speed of the vehicle 10, the vehicle weight scale 100 performs static measurement while the vehicle 10 is stopped or dynamic measurement while the vehicle 10 is moving. It may be automatically determined whether to perform the following. Specifically, for example, when the tires of the vehicle 10 stop at the tire stop position of the vehicle 10 on the platform 20, static measurement while the vehicle 10 is stopped is automatically performed by the vehicle weighing scale 100. Good too. Further, for example, when the tires of the vehicle 10 slowly move past the tire stop position of the vehicle 10 on the platform 20, the vehicle weight scale 100 may automatically perform dynamic measurement while the vehicle 10 is moving.

The vehicle weighing scale 100 of this modification may be the same as the vehicle weighing scale 100 of the first embodiment or the second embodiment except for the above characteristics.

The first embodiment, second embodiment, first modified example, second modified example, third modified example, fourth modified example, fifth modified example, and sixth modified example may be combined with each other as long as they do not exclude each other.

From the above description, many improvements and other embodiments of the present disclosure will be apparent to those skilled in the art. Accordingly, the above description is to be construed as illustrative only and is provided for the purpose of teaching those skilled in the art the best mode of carrying out the present disclosure. Substantial changes may be made in the structural and/or functional details thereof without departing from the spirit of the disclosure.

A vehicle weighing scale according to one aspect of the present disclosure can stop a vehicle on a platform more appropriately than before when stopping and weighing a vehicle. Therefore, one aspect of the present disclosure can be used, for example, in a vehicle weight meter such as an axle load meter and a wheel load meter.

1: Axle 2: Axle 3: Axle 10: Vehicle 20: Platform 20L: Platform 20R: Platform 21: Pit section 25: Installation base 30: Controller 31: Interface circuit 32: Calculation circuit 33: Memory circuit 34: Terminal box 40: Operating device 41: Display 50: Stop position notification section 51: Axle weight measurement section 52: Total weight calculation section 53: Signal generation section 60: Indicator panel 61: Announcer 61A: Light emitter 100: Vehicle weight meter 100A: Vehicle weight meter 200: Wheel load meter B: Distance DLC1: Load cell (second load cell)
DLC2: Load cell (second load cell)
DLC3: Load cell (first load cell)
DLC4: Load cell (first load cell)
DLC5: Load cell (third load cell)
DLC6: Load cell (third load cell)
H: Distance L: Distance W: Total weight W1: Axle load W2: Axle load W3: Axle load

Claims (1)

A vehicle platform,
a plurality of load cells that are provided at a predetermined distance along the vehicle traveling direction and support the table from below;
an alarm for notifying information indicating the tire stop position of the vehicle on the platform;
A vehicle weighing scale comprising: a controller that controls the alarm so that information indicating a tire stop position of a vehicle on the stand is notified based on output signals of the plurality of load cells,
When the controller measures the axle load or wheel load of the vehicle on the platform based on the output signals of the plurality of load cells at the tire stop position of the vehicle on the platform, the controller performs the measurement by: Based on the output signals of the plurality of load cells at tire stop positions of the vehicle, it is automatically determined and switched whether static measurement is performed while the vehicle is stopped or dynamic measurement is performed while the vehicle is moving. and a switching determination unit that
A vehicle weighing scale comprising a changeover switch that manually switches whether the measurement is performed by static measurement while the vehicle is stopped or dynamic measurement is performed while the vehicle is moving, regardless of the determination by the switching determination unit.

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