KR100985734B1 - System for measuring weight of a traveling vehicle - Google Patents

Abstract

PURPOSE: A system for automatically measuring the weight of a running vehicle is provided to correct shaft weight detection result according to the state of deviation when a running vehicle deviates from a lane. CONSTITUTION: A system for automatically measuring the weight of a running vehicle comprises a sensor unit(100), and a vehicle measuring unit(200). The sensor unit comprises a shaft weight detecting sensor(110), and a wheel-grounding-position detecting sensor(120). The shaft weight detecting sensor is installed on the lower part of the road pavement and detects the shaft weight of the running vehicle. The wheel-grounding-position detecting sensor detects the position of the grounding of left and right wheels. The running vehicle measuring unit comprises a running information creating unit and a correcting weight output unit. The running information creating unit produces the information about traffic lane deviation. The correcting weight output unit outputs the shaft weight of the vehicle.

Description

System for measuring weight of a traveling vehicle

The present invention relates to a traveling vehicle automatic relaying system, and more particularly, to measure an accurate weight of a vehicle by measuring an axle weight and a wheel ground position of a driving vehicle, correcting an axle weight according to a lane departure mode of the vehicle. It's about the system.

Conventionally, in order to crack down on an overloaded vehicle, an intermediary stops the cargo vehicle and then uses a mobile overload cracking device to measure the load of the vehicle or to pass through an overload checkpoint that measures the load on the cargo vehicle. Was measured.

In the former case, a mobile overloading device, which is inconvenient to haul a vehicle in operation and is inconvenient to carry, must be installed at every crackdown, resulting in a waste of inefficiency and time and cost caused by induction and stopping of the vehicle. There is a problem that an overload vehicle that runs on a road that is not installed can be cracked down substantially.

Therefore, recently, an automatic pedestrian system is installed on a road section that restricts the operation of an overload vehicle, and an overload vehicle is cracked down by measuring the weight of all vehicles that run for 24 hours without securing a specific area for the chopper and the load.

However, since the automatic grounding system cannot read the left and right wheel ground positions of the driving vehicle, it is not possible to know whether the driving vehicle is out of lane and whether the vehicle is left in the lane. In this case, there is a problem in that the weight of the vehicle cannot be accurately measured.

In addition, such an automatic relay system is unable to read the number of wheels and wheels, and thus it is not possible to classify the driving vehicle in detail according to a vehicle type, and thus there is a problem in that it is not possible to accurately determine whether the load weight is exceeded.

In addition, such automatic weighing system has a fatigue accumulation with the plastic deformation of the road pavement in the position where the wheel grounding of a large vehicle is repeatedly repeated during long-term use, the axial weight sensor installed in such a position causes a measurement deviation There is a problem that can not be corrected.

In addition, since the automatic pavement system deforms the road pavement due to the temperature difference between the top of the pavement and the bottom of the pavement, the axial weight sensor installed at the wheel ground position causes the measurement deviation to occur according to the change in the compressive strength and corrects the correction. The problem is that you can't.

The present invention has been made to solve such a conventional problem, when the vehicle deviates from the driving lane by correcting the weight of the axial weight according to the deviation mode, by the deformation of the road pavement that the wheel ground is repeated repeatedly Compensation of the weighted shaft weight according to the error of the shaft weight detection result, and correction of the weighted shaft weight according to the error of the shaft weight detection result caused by the deformation of the road pavement caused by the difference in temperature of the road pavement. It is aimed at calculating the correct axial weight and total weight of.

In order to achieve the above object, the traveling vehicle automatic relay system according to the present invention includes a sensor unit and a traveling vehicle relay unit.

Sensor unit is installed in the lower part of the road pavement, the axis weight detection sensor for detecting the axial weight of the vehicle traveling on the road pavement and the wheel ground position for detecting the position where the left and right wheels of the vehicle on the road pavement grounded The driving vehicle relay unit may include a vehicle driving information generation unit configured to generate lane departure mode determination information of the vehicle from the left and right wheel ground position detection results, and an axle weight detection result of the vehicle according to the determined lane departure mode. And a correction weight calculation unit for correcting and calculating the shaft weight of the vehicle.

Due to such a configuration, when the traveling vehicle departs from the traveling lane, it is possible to correct the axial weight that has been weighed in accordance with the departure mode, so that the accurate shaft weight can be calculated.

The sensor unit may further include a vehicle entrance detection sensor that detects the vehicle entering the lane in which the sensor unit is installed, and a vehicle passage detection sensor that detects the vehicle passing through the area in which the sensor unit is installed.

The vehicle driving information generation unit may generate package deformation detection information that detects the degree of deformation of the road pavement at the wheel ground position, and the correction weight calculator corrects the result of detecting the axial weight of the vehicle according to the package deformation detection information. The shaft weight of the vehicle can be calculated.

The sensor unit may further include a temperature sensor installed at a lower portion of the road pavement to measure a temperature for each depth of the road pavement, and the vehicle driving information generator may generate a temperature difference for each depth from a temperature detection result for each pavement depth. The weight correction unit may calculate the shaft weight of the vehicle by correcting the result of sensing the weight of the vehicle according to the predicted behavior of the package according to the temperature difference for each depth.

As a result, it is possible to correct an axis weight measurement error due to environmental factors such as day and night crossovers or summer and winter, so that an accurate axis weight can be calculated.

The corrected weight calculator may calculate the total weight information of the vehicle by using the calculated vehicle weight information and the vehicle axis number information generated by the vehicle driving information generator.

The driving vehicle relay unit may further include an overweight determination unit that determines whether the vehicle is overweight by comparing the axial weight or the total weight information calculated by the correction weight calculator with a preset reference.

The vehicle driving information generation unit may generate vehicle type information of the vehicle using the generated wheel distance information, vehicle axis number information, and vehicle wheelbase information, and the driving vehicle metering unit may calculate the axis calculated by the correction weight calculator. The apparatus may further include a load weight over determination unit configured to determine whether the weight of the vehicle exceeds the weight by comparing the weight information with a preset reference according to the vehicle model information.

In addition, the running vehicle automatic monitoring system according to the present invention is installed at a predetermined distance away from the vehicle passing sensor in the vehicle traveling direction, the trigger transmitted from the vehicle driving information generation unit, the overweight determination unit, or the overweight determination unit When receiving a signal may further include a photographing unit for photographing the image of the vehicle.

As a result, it is possible to obtain an image of the driving vehicle determined to be an overloaded vehicle, so that the vehicle can take appropriate measures for violation of the overload.

When the vehicle driving according to the present invention leaves the driving lane, it is possible to correct the result of the weighed axis weight according to the departure mode, and the result of detecting the axle weight of the vehicle according to the degree of deformation of the road pavement detected at the wheel ground position. It is possible to correct, and the result of detecting the weight of the vehicle according to the predicted behavior of the package according to the temperature difference according to the depth of the package measured at the wheel ground position can be corrected, so that the accurate shaft weight can be calculated.

In addition, the total weight of the vehicle generated from the calculated axle weight or the axle weight may be compared with a preset criterion to determine whether the vehicle is an overweight vehicle or whether the loaded weight is exceeded.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. In order to more clearly understand the present invention, the same reference numerals are used for the same components in different drawings.

FIG. 1 is a diagram illustrating an embodiment in which a driving vehicle automatic relay system according to the present invention is installed on a road, and FIG. 2 is a block diagram schematically showing an embodiment of a configuration of a driving vehicle automatic relay system according to the present invention.

1 and 2, the system of the present invention will be described in detail.

The traveling vehicle automatic monitoring system includes a sensor unit 100, a traveling vehicle relay unit 200, and a photographing unit 300. The sensor unit 100 includes an axis weight sensor 110 and a wheel ground position sensor. 120, a vehicle entrance detection sensor 130, a vehicle passage detection sensor 140, and a temperature detection sensor 150.

The shaft weight sensor 110 is installed under the road pavement, and detects the axis weight of the vehicle 10 traveling on the road pavement.

The shaft weight sensor 110 may be implemented as a piezoelectric sensor (piezo, piezo), a resistance sensor, or the like, which is a sensor that converts the force applied to the package by the shaft weight of the vehicle 10 into an electrical signal.

In addition, although the axial weight sensor 110 may be basically installed in two or more pairs per lane as shown in FIG. 1, it may be additionally installed to further reduce measurement errors.

The wheel ground position sensor 120 is installed under the road pavement, and detects a position where the left and right wheels of the vehicle 10 are grounded on the road pavement. That is, when the wheel of the vehicle 10 is located on the sensor, the response signal is transmitted to the traveling vehicle relay unit 200.

The wheel ground position sensor 120 may be implemented as a piezoelectric sensor (piezo, piezo), a resistance sensor, or the like, in which a shaft weight converts a force applied to a package to an electric signal.

In addition, the wheel ground position sensor 120 may be installed diagonally on the road pavement for each lane as shown in FIG.

The vehicle entrance detection sensor 130 may detect that the vehicle 10 enters a lane in which the sensor unit 100 is installed. That is, when the vehicle 10 enters the corresponding lane, the vehicle entrance detection sensor 130 may transmit a detection signal (a signal first detected after a predetermined time when no signal is detected) to the driving vehicle relay unit 200. Can be.

The vehicle entrance detection sensor 130 may be installed at a lower portion of the road pavement for each lane, and in this case, may be implemented as a buried loop sensor.

In addition, the vehicle entrance detection sensor 130 may be installed in the form of a structure on the ground. In this case, a ground detection sensor such as an ultrasonic sensor, a laser sensor, and a Doppler radar sensor capable of detecting the entrance of the vehicle 10 may be installed. It can be implemented as.

The vehicle passage detection sensor 140 may detect that the vehicle 10 passes through an area in which the sensor unit 100 is installed. That is, the vehicle passage detection sensor 140 transmits a detection signal (a signal that was last detected when no signal is detected for a predetermined time) when the driving vehicle 10 completely passes the axial weight detection region. 200).

The vehicle passage detection sensor 140 may be implemented as a buried loop sensor when the vehicle passage detection sensor 140 is installed at a lower portion of the road pavement for each lane.

In addition, the vehicle passage detection sensor 140 may be implemented as a ground detection sensor such as an ultrasonic sensor, a laser sensor, and a Doppler radar sensor capable of detecting the entry of the vehicle 10 when installed in the form of a structure on the ground. have.

The temperature sensor 150 may be installed under the road pavement representative point to measure the temperature of each road pavement, according to a depth of the road pavement. Temperature measurement may be started by control of a controller (not shown) included in 200.

The detection results generated by the sensor unit 100 may be transmitted to the traveling vehicle relay unit 200 and stored in the data storage unit 230.

The traveling vehicle relay unit 200 may include a vehicle driving information generation unit 210, a correction weight calculation unit 220, a data storage unit 230, an overweight determination unit 240, and an overload determination unit 250. It may include.

The vehicle driving information generator 210 transmits driving lane information, accurate wheel ground position information, and lane departure mode determination information of the vehicle 10 using the detection results transmitted from the sensor unit 100 and stored in the data storage unit 230. Vehicle driving information such as road pavement deformation detection information, pavement depth temperature difference, vehicle speed information, vehicle model information, inter-vehicle distance information, wheel number information, number of shaft information, axle weight average value, and wheel distance information. have.

At this time, the accurate wheel ground position information may be calculated by expanding the time difference between the detection result of the first axis weight detection sensor 110 and the detection result of the wheel ground position sensor 120 as a trigonometric function, and the temperature difference for each depth is left. It can be generated from the temperature sensing result of the package depth measured at the right wheel ground position.

In addition, vehicle type information of the vehicle may be generated using wheel distance information and vehicle axis number information of the vehicle, and lane departure mode determination information may be generated from left and right wheel ground position detection results.

The correction weight calculator 220 calculates an axis weight of the vehicle 10 by correcting an axle weight detection result of the vehicle 10 according to the lane departure mode determined from the lane departure mode determination information.

FIG. 3 is a flowchart illustrating a step of correcting an axis weight detection result according to a lane departure form of the vehicle 10, and an operation of correcting an axis weight detection result according to the lane departure form will be described in detail with reference to FIG. 3.

When the entry of the vehicle 10 is detected and accurate wheel ground position information is generated, it is checked whether both wheels are detected from the detection result (S100).

If only one side of the wheel is sensed, the driving vehicle 10 may be regarded as leaving the lane, and thus, it is checked whether the driving lane of the undetected side of the wheel is a fresh lane (S200).

In the case of the lamp lane, since the shaft weight detection sensor is not installed, it is possible to check whether the lamp is the lane through the result of the shaft weight detection.

If it is found that the driving lane of the wheel on the undetected side is a fresh lane, the correct axle weight is obtained by doubling the axle weight of one wheel on which the axle weight is detected and multiplying the weight (exact axle weight = sensing wheel axle weight × 2 × weight). ) Can be calculated (S300).

On the other hand, if it is confirmed that the driving lane of the undetected side of the wheel is not a fresh lane (when the undetected side of the wheel is detected in the other lane (side lane)), the vehicle 10 is traveling across both lanes. It can be seen, the vehicle 10 determines the mode of driving over both lanes (S400).

In other words, it is determined from the wheel ground position detection result whether the vehicle 10 completely travels in both lanes or slightly over one lane (in which lane the vehicle 10 is relatively biased).

Next, the shaft weight is corrected according to the determined driving mode of the vehicle 10 (S500). When the vehicle 10 completely travels over both lanes, the shaft weight is sensed in both lanes. Accumulated shaft weight can be calculated by summing the shaft weight detection results, multiplying the weights, and discarding data from one lane.

In addition, when the vehicle 10 travels slightly over one lane, the vehicle 10 may not be detected by the slightly overlaid axial weight sensor. Therefore, the detected axial weight is doubled and the weight is multiplied by the weight. Can be calculated.

For example, since most trucks load cargoes with similar loads on both wheels, if the vehicle is driving away from the lane for avoiding traffic, only the shaft weight of one wheel is read, so it is weighed below 50% of the actual shaft weight. Can be.

Therefore, the actual load can be obtained by reading the deviation degree from the wheel ground position and appropriately corrected, and the weight can be multiplied according to the avoidance.

The accurate shaft weight information calculated as described above may be stored in the data storage 230.

Referring back to Figures 1 and 2 will be described the system of the present invention.

The correction weight calculator 220 may also calculate the shaft weight of the vehicle by correcting the shaft weight detection result of the vehicle according to the road pavement deformation detection information stored in the data storage 230.

In the case of a road pavement position where the wheel ground of the vehicle 10 is continuously repeated during long-term sharing, fatigue accumulates along with plastic deformation of the pavement.

The axial weight detection sensor 110 installed at the position of the road pavement may have a severe deviation in the response in the lateral direction, which may cause a large axial weight detection error, which may cause performance degradation of the system.

Therefore, it is possible to calculate the correct shaft weight by reading the wheel ground position in a predetermined unit (for example, cm) by correcting the shaft weight detection error according to the detected deformation degree.

Due to the road pavement deformation degree detection unit 210, the system can automatically correct an error occurring during long-term use.

In addition, the corrected weight calculation unit 220 corrects the shaft weight detection result at the wheel ground position of the vehicle 10 according to the predicted behavior of the package according to the temperature difference for each depth stored in the data storage unit 230 so that the vehicle The axial weight of can be calculated.

This is because environmental factors such as day and night crossovers or summer and winter, or because the wheel grounding of the vehicle 10 is repeatedly repeated during long-term use, the temperature difference for each package depth may occur depending on the temperature characteristics of the package. .

In addition, the correction weight calculation unit 220 is the total weight of the vehicle 10 by using the shaft weight information of the vehicle 10 and the number of shaft information of the vehicle 10 stored in the data storage unit 230 calculated above. Information can be calculated.

That is, the correction weight information generation unit 220 calculates the shaft weight information according to the lane departure mode of the vehicle 10, the shaft weight information calculated according to the road pavement deformation, or the axis calculated according to the temperature difference for each pavement depth. The total weight information of the vehicle 10 may be calculated using the weight information and the vehicle axis number information included in the vehicle driving information, and the generated total weight information may be stored in the data storage 230.

The data storage unit 230 may be divided into a RAM area for temporarily storing or storing the generated vehicle driving information and a FLASH disk for permanently storing the generated vehicle driving information, and the RAM area may be a driving vehicle relay unit 200. ) It is used for data transfer inside, and FLASH Disk is used for storing collected data.

Data stored in the FLASH Disk can be changed according to a user's setting, and serial communication and Ethernet can be used to transmit the stored data to an external device (eg, a short-range or long-range monitoring system).

When connected to a local area network, an Ethernet interface may be provided. When connected to a local area network, an RS232 serial communication port may be provided to connect via a wired or wireless modem.

The data transmitted to the external device can be used as data such as load histogram, lateral load distribution, and traffic analysis.

The overweight determination unit 240 may determine whether the vehicle 10 is overweight by comparing the axial weight or the total weight information calculated by the correction weight calculator 220 with a preset reference.

This is to determine a large cargo vehicle driving on a road on which a large cargo vehicle is not allowed to travel, and a predetermined criterion for driving such a road (for example, a large cargo vehicle has a 10 ton axle weight and a total weight is 40 tons or less) and the axle weight or total weight information of the vehicle 10 can be compared to determine whether the vehicle 10 is overweight.

The excess weight determination unit 250 may determine whether the excess weight of the vehicle 10 is exceeded by comparing the axial weight information calculated by the correction weight calculator 220 with a preset reference according to the vehicle model information.

That is, using a wheel distance information of the vehicle 10, the axis number information of the vehicle 10, and the wheelbase information of the vehicle 10 included in the vehicle driving information, whether or not a vehicle is a large-sized truck or a medium-sized truck or less, and the vehicle type (vehicle model information). ) Can be judged in detail.

When the vehicle model is determined as described above, it is possible to determine whether the load weight is exceeded by comparing the specification table of the vehicle set in advance in the load weight determination unit 250 with the axial weight information or the total weight information of the acquired vehicle 10.

This means that the traveling vehicle 10 is a vehicle that is less than a medium-sized freight vehicle, and the total weight (for example, 35 tons) of the vehicle 10 after loading is not exceeded a reference weight (for example, 40 tons or less) that can be driven on a predetermined road. However, if the goods loaded by the traveling vehicle 10 exceeds the loading standard (for example, 30 tons) is to determine this because there is a high possibility of causing a large accident due to wheel breakage and overturning during driving.

The traveling vehicle automatic monitoring system according to the present invention may further include a photographing unit 300.

The photographing unit 300 is installed at a predetermined distance away from the vehicle passing sensor 140 in the direction of travel of the vehicle 10, and includes a vehicle driving information generating unit 210, an overweight determining unit 240, or a loading weight. When the trigger signal transmitted from the determination unit 250 is received, an image of the vehicle 10 may be photographed.

That is, when the vehicle driving information generation unit 210 determines that the driving vehicle 10 is the avoiding driving vehicle that has escaped the lane, the vehicle driving information generation unit 210 generates a trigger signal and transmits the trigger signal to the photographing unit 300. When it is determined in operation 240 that the driving vehicle 10 is an overweight vehicle, a trigger signal is generated and transmitted to the photographing unit 300, and in the excess weight determination unit 250, the driving vehicle 10 exceeds the loading weight. Even when determined to be a vehicle, a trigger signal is generated and transmitted to the photographing unit 300.

Due to the configuration of the photographing unit 300, it is possible to obtain an image of the driving vehicle determined to be an overloaded vehicle, so that the vehicle can take appropriate measures for violation of the overload.

FIG. 4 is a diagram illustrating still another embodiment of the configuration of the traveling vehicle relay unit 200 of FIG. 2.

The traveling vehicle relay unit 400 of FIG. 4 subdivides the functions of the traveling vehicle relay unit 200 of FIG. 2, which will be compared with the traveling vehicle relay unit 200 of FIG. 2 with reference to FIGS. 2 and 4. Each configuration of the traveling vehicle relay unit 400 of FIG. 4 will be described in detail.

The driving vehicle relay unit 400 of FIG. 4 includes a vehicle driving information acquisition unit 410, a correction unit 420, a memory unit 430, a communication unit 440, an overload determination unit 450, and an overload determination unit. 460, and the lane departure vehicle determination unit 470.

The vehicle driving information acquisition unit 410 may perform a function of the vehicle driving information generation unit 210.

The correction unit 420 corrects the shaft weight detection result according to the pavement behavior prediction amount according to the temperature difference for each pavement depth among the functions of the correction weight calculation unit 220, and calculates the shaft weight according to the degree of deformation of the road pavement. The shaft weight may be calculated by correcting the shaft weight detection result.

The memory unit 430 may temporarily store data among functions of the data storage unit 230 or semi-permanently.

The communication unit 440 may perform a function of transmitting data stored among the functions of the data storage unit 230 to an external device using serial communication or Ethernet.

The overload determination unit 450 may perform a function of the overweight determination unit 240, and the overweight determination unit 460 may perform a function of the overweight determination unit 250.

The lane departure vehicle determining unit 470 may determine a lane departure mode of the vehicle 10 from a left and right wheel ground position detection result among functions of the vehicle driving information generation unit 210 and generate a trigger signal and calculate a correction weight. A function of correcting the shaft weight detection result according to the deviation mode among the functions of the unit 220 may be performed.

So far I looked at the center of the preferred embodiment for the present invention. Those skilled in the art will appreciate that the present invention can be implemented in a modified form without departing from the essential features of the present invention. Therefore, the disclosed embodiments should be considered in descriptive sense only and not for purposes of limitation. The scope of the present invention is shown in the claims rather than the foregoing description, and all differences within the scope will be construed as being included in the present invention.

1 is a view showing an embodiment in which the running vehicle automatic relay system according to the present invention is installed on the road.

Figure 2 is a block diagram schematically showing one embodiment of the configuration of a running vehicle automatic relay system according to the present invention.

3 is a flowchart illustrating a step of correcting an axle weight detection result according to a lane departure form of a vehicle.

FIG. 4 is a view showing still another embodiment of the traveling vehicle repeater configuration of FIG. 2. FIG.

Claims (8)

A wheel weight position sensor installed at a lower portion of a road pavement to detect an axis weight sensor for detecting an axis weight of a vehicle traveling on the road pavement and a position at which left and right wheels of the vehicle are grounded on the road pavement A sensor unit including a detection sensor; And The vehicle driving information generation unit generating the lane departure mode determination information of the vehicle from the left and right wheel ground position detection results and the shaft weight detection result of the vehicle is corrected according to the determined lane departure mode. A traveling vehicle relay unit including a correction weight calculation unit for calculating; A traveling vehicle automatic relay system comprising: The wheel ground position sensor is disposed so as to cross the lane as a whole as a pair separated from each other adjacent to the different lanes of the two lanes each forming a lane, and inclined by the traveling direction of the lane and a predetermined angle. Running vehicle automatic relay system, characterized in that the installation. The method of claim 1, The sensor unit includes: And a vehicle entrance detection sensor for detecting that the vehicle enters a lane in which the sensor unit is installed, and a vehicle passage detection sensor for detecting that the vehicle passes through an area in which the sensor unit is installed. . 3. The method of claim 2, The vehicle driving information generation unit, Generating pavement deformation detection information for detecting a degree of road pavement deformation at the wheel grounding position; The correction weight calculation unit, And axle weight of the vehicle by calculating an axle weight detection result of the vehicle according to the package deformation detection information. 3. The method of claim 2, The sensor unit includes: Further installed on the lower portion of the road pavement, further comprises a temperature sensor for measuring the temperature for each depth of the road pavement, The vehicle driving information generation unit, A temperature difference for each depth is generated from the temperature detection result for each package body depth measured at the left and right wheel ground positions, The correction weight calculation unit, And a vehicle's shaft weight calculated by correcting an axle weight detection result of the vehicle according to a predicted behavior of the package according to the temperature difference for each depth. The method according to any one of claims 2 to 4, The correction weight calculation unit, And calculating the total weight information of the vehicle by using the calculated axle weight information of the vehicle and vehicle axis number information generated by the vehicle driving information generator. The method of claim 5, The traveling vehicle metering unit, An overweight determination unit determining whether the vehicle is overweight by comparing the axial weight or the total weight information calculated by the correction weight calculator with a preset reference; Driving vehicle automatic relaying system further comprising. The method of claim 6, The vehicle driving information generation unit, Generating vehicle model information of the vehicle by using the generated wheel distance information of the vehicle, the vehicle axis number information, and vehicle wheelbase information; The traveling vehicle metering unit, An overload weight determination unit that determines whether the overweight weight of the vehicle is exceeded by comparing the axial weight information calculated by the correction weight calculator with a preset reference according to the vehicle model information; Driving vehicle automatic relaying system further comprising. The method of claim 7, wherein The vehicle is installed to be spaced apart from the vehicle passing sensor in a direction of vehicle travel by a predetermined distance, and when the trigger signal transmitted from the vehicle driving information generation unit, the overweight determination unit, or the loaded weight excess determination unit is received. Shooting unit for taking an image of the; Driving vehicle automatic relaying system further comprising.

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