KR101151268B1 - Weightmeasuring system for automobile and thereof measuring method - Google Patents

Abstract

The present invention relates to a vehicle weighing system and a suitable measuring method, and more particularly, to accurately measure the weight when minimizing the axial and gross weight of a vehicle running at high or low speed so as to minimize the measurement error. A weighing system of a vehicle and a measuring method suitable therefor.
An object of the present invention is to determine whether an abnormal driving pattern (rapid deceleration, rapid acceleration, etc.) when the vehicle passes through the sensor, and if it is determined that the abnormal driving pattern is corrected, it is possible to improve the accuracy of weight measurement by giving a correction value corresponding to each pattern. The present invention provides a vehicle weighing system and a measuring method suitable for the same.
According to an embodiment of the present invention, a weight measuring system of a running vehicle includes: a plurality of loop sensors installed at regular intervals to calculate acceleration of the vehicle; At least one piezo sensor disposed between the plurality of loop sensors to calculate a weight of the vehicle; And a server configured to receive information obtained from the plurality of loop sensors and the at least one piezo sensor, and to calculate an acceleration value and a weight of the vehicle.

Description

WEIGHT MEASURING SYSTEM FOR AUTOMOBILE AND METHOD THEREOF}

The present invention relates to a weighing system of a vehicle in operation and a suitable measuring method thereof, and more particularly, to accurately measure weight when measuring the axial weight and the gross weight of a vehicle running at high speed or low speed, thereby minimizing a measurement error. The present invention relates to a weighing system of a driving vehicle and a measuring method suitable therefor.

In general, the weight in motion system used to control the overload vehicle on the road is configured to measure the type, speed, and weight of the moving vehicle.

The weight measuring system is widely used to control overload vehicles, and is installed in front of the overload checkpoint, and is used as an auxiliary device for re-measuring the vehicle with a mobile scaler after checking the vehicle with a warning sound when the overload vehicle passes. have.

The weight measuring system is composed of a loop sensor and a piezo sensor which is a weight sensor. For example, as shown in FIG. 4, two loop sensors L1 and L2 are installed at predetermined intervals in front of an overload checkpoint on the road. The two piezoelectric sensors 50 arranged at regular intervals between the loop sensors L1 and L2 and the signals from the loop sensors L1 and L2 and the piezoelectric sensor 50 are received to calculate the weight. It consists of a server 51 and a camera (not shown) which photographs the vehicle and determines the type.

In addition, the server 51 is connected to a variety of sensors to detect the ambient temperature, humidity, wind direction, wind speed, etc. to be used in the calculation, the ambient temperature, humidity, wind direction, wind speed, etc. obtained through the sensor, etc. In addition to utilizing a variety of information in the calculation, the vehicle weight is calculated using the measured values measured by the loop sensors L1 and L2 and the piezo sensor 50, and information such as a vehicle model, a vehicle length, and an interaxle distance is obtained.

Here, if the above-described two roof sensors (L1, L2) are installed, the vehicle model and the vehicle speed can be grasped, and the piezo sensor 50 used as the weight sensor is an advantageous sensor for measuring only loads because it has little influence on the external environment. .

The method of measuring the weight of the vehicle through the piezo sensor 50 and the roof sensors (L1, L2) is to measure the weight of the axle through the piezo sensor (50) and the vehicle through the two loop sensors (L1, L2) Will determine the speed.

In order to measure the weight of the vehicle, the server 51 has a predetermined calculation formula, and the output voltage, wheel rod, vehicle speed, sensor width, and frictional force of the piezo sensor 50 are applied to the calculation formula. To perform the operation.

Here, the above calculation formula is calculated based on the vehicle traveling at a constant speed, and the vehicle speeds measured by the two loop sensors L1 and L2 are estimated as the constant speed, and the vehicle weight is measured with the same. .

After measuring the vehicle weight, the error range is recognized as 10% due to the influence of tire pressure, vehicle suspension state, temperature, humidity, wind direction, etc., and if the measured weight value does not exceed the 10% range, it is determined that it is not an overload state.

In other words, the overload control standard in Korea is less than 10 tons per axle of trucks, and it is defined as 11 tons with a 10% error range of the weighing device. It is prescribed.

However, when the vehicle speed is measured at the constant speed when measuring the weight of the vehicle with the two loop sensors and the two piezoelectric sensors disposed therebetween, the vehicle passes through the loop sensor and the piezoelectric sensor. The weight change of each axis due to acceleration and deceleration cannot be reflected in the weight measurement, which causes a large error rate of the vehicle weight measurement.

That is, when the vehicle enters the overload checkpoint and accelerates or decelerates when passing through the sensors, the distribution ratio of the vehicle shaft weight (the weight ratio of the steering shaft and the tandem shaft) changes, so the error rate of the weight measured based on the constant speed is It becomes very big.

In particular, if the driver accelerates rapidly in the front piezoelectric sensor and rapidly decelerates in the rear piezoelectric sensor to avoid an overload inspection, the accuracy of the overload enforcement cannot be determined because the axial weight of the vehicle is measured to be reduced.

Accordingly, an object of the present invention is to solve the above problems, and when the vehicle passes the sensor to determine whether the abnormal driving pattern (sudden deceleration, rapid acceleration, etc.) is determined as abnormal driving pattern correction value corresponding to each pattern The present invention provides a weight measuring system and a suitable measuring method for a driving vehicle that can improve the accuracy of weighing by providing a.

In order to realize the above object, the present invention provides a pair of piezo sensor 50 provided at regular intervals,

A first loop sensor 1 provided at an intermediate position of the piezo sensor;

A pair of loop sensors (L1 L2) positioned outside the piezo sensor (50) and arranged to maintain a constant distance from the first loop sensor (1);

Second and third loop sensors (2, 3) positioned outside the pair of loop sensors (L1, L2) and installed to maintain a constant distance from the pair of loop sensors (L1, L2),

A fourth loop sensor 4 installed to be spaced apart from the second loop sensor 2 by a predetermined interval,

Calculate the acceleration value and weight of the vehicle by receiving the information obtained from the piezo sensor 50 and the loop sensors (1, 2, 3, 4, L1, L2) and calculate the weight correction value according to the acceleration value It characterized in that it comprises a server (5) for correcting the value.

In addition, the measuring method of the present invention, obtaining a signal generated when passing the vehicle from a plurality of loop sensors (1, 2, 3, 4, L1, L2) arranged at regular intervals,

Acquiring a signal for the weight applied from the axle when passing the vehicle from a pair of piezoelectric sensors 50 disposed between the loop sensors 1, 2, 3, 4, L1 and L2 and installed at regular intervals; ,

Computing the acceleration value of the vehicle in the server 50 by comparing the signal values input from the loop sensors (1, 2, 3, 4, L1, L2),

Calculating a weight value in the server 5 using the signal values input from the piezoelectric sensor 50;

If the acceleration value is a constant velocity, the weight value is not corrected.

As described above, the present invention calculates the acceleration of the vehicle according to the signals output from the plurality of loop sensors when a vehicle such as a truck passes, and also corrects the weight value measured by the piezo sensor according to the acceleration value. It is an advantage to efficiently measure overload by accurately measuring the weight of the vehicle.

1 is a configuration of a weighing system for a vehicle in motion according to the present invention.
2 is a flowchart of a weight measuring method of a driving vehicle according to the present invention;
3 is a timing diagram of signals output from the sensor of the present invention.
4 is a configuration diagram of a weighing system of a typical vehicle.

1 is a block diagram illustrating a weighing system of a driving vehicle according to the present invention, wherein a pair of piezoelectric sensors 50 and a plurality of piezoelectric sensors 50 provided at regular intervals are installed at intermediate positions of the piezoelectric sensors 50. A loop sensor 1, a pair of loop sensors L1 and L2 positioned outside the piezo sensor 50 and arranged to maintain a constant distance from the first loop sensor 1, the loop described above Second and third loop sensors 2 and 3 which are located outside the sensors L1 and L2 and are provided to maintain a constant distance from the loop sensors L1 and L2, and the second loop sensor 2 described above. And the fourth loop sensor 4 which is installed to be spaced apart from each other and the information obtained from the piezoelectric sensor 50 and the loop sensors 1, 2, 3, 4, L1 and L2. It is composed of a server (5) for calculating the acceleration value and the weight and correcting the weight value by calculating the weight correction value according to the acceleration value.

That is, the plurality of loop sensors 1, 2, 3, 4, L1 and L2 and the server 5 determine whether the vehicle accelerates or decelerates and detects an abnormal driving pattern (a state in which it is not constant). If the corrected value is given to the weight value to ensure accurate weight measurement.

In particular, in the arrangement of the first, second, third and fourth loop sensors 1, 2, 3, and 4, the first loop sensor 1 is disposed between the loop sensors L1 and L2. With respect to the interval d between the loop sensors L1 and L2 and the first loop sensor 1, the interval d1 of the second loop sensor 2 and the third loop sensor 3 is twice, and the second loop sensor 2 And the interval d2 between the first loop sensor 1 is set to twice the d1.

For example, when d = 2m, d1 = 4m and d2 = 8m, and the above-mentioned intervals d, d1, and d2 are optimal intervals derived from many vehicle experiments.

Of course, if more loop sensors are installed, more signals can be obtained, which is effective, but in terms of cost-effectiveness, the cost increases unnecessarily, and thus, the first, second, third and fourth loop sensors described above (1, 2 , 3, 4) is set to a multiple of 2 to obtain the optimum effect at a low cost.

Referring to Figure 2 illustrates the effects of the present invention as described above, the vehicle (car) is installed in front of the overload checkpoint loop sensor (L1, L2), piezo sensor 50 and the first, second, third, fourth loop sensor When passing through (1, 2, 3, 4), a signal is transmitted from each of the above sensors to the server.

That is, when the vehicle passes over each sensor while driving, the measurement signals are transmitted from the plurality of loop sensors 1, 2, 3, 4, L1 and L2 and the piezo sensor 50 to the server 5. The signals from the sensors 1, 2, 3, 4, L1 and L2 described above are output as shown in the timing diagram shown in FIG.

The timing diagram shows signals generated from the first, second, third and fourth loop sensors 1, 2, 3, and 4, the piezoelectric sensor 50, and the loop sensors L1 and L2. The signals La, Lb, Lc, Ld, L1, L2 generated from (1, 2, 3, 4, L1, L2) appear sequentially.

Each signal is generated when the vehicle passes each sensor. When the vehicle detects the vehicle, a rising edge is generated and a certain level of output is generated while the vehicle passes and the falling edge is generated when the vehicle passes.

That is, a predetermined level of output signal is sequentially generated for each sensor (1, 2, 3, 4, L1, L2, 50) and transmitted to the server (5). The length becomes shorter and the level length becomes longer when decelerating, and the level length becomes constant when it is constant velocity.

Therefore, as shown in FIG. 3, the interval between the rising edges T1, T2, T3, T4 and T5 of each output signal and the falling edges between t1, t2, t3, t4, and t5 is increased during vehicle acceleration. It becomes long in time and short in deceleration, so that the acceleration / deceleration state of the vehicle can be known.

By using the repulsion coefficient (interval signal) for each of the 10 sections as described above, the driving pattern of the vehicle can be determined, and the weight measurement value of the piezo sensor 50 is corrected by the correction coefficient according to the driving pattern. You will get an accurate weight.

The driving pattern is classified into six driving patterns as shown in Table 1 below.

Driving pattern Driving motion A five-dimensional person One Constant speed operation normal 2 Steering shaft accelerates in front of weight sensor Axis weight distribution ratio is biased on tandem shaft 3 Steering shaft decelerates in front of weight sensor Axial weight distribution is biased on the steering shaft 4 Tandem shaft accelerates in front of weight sensor Increase in tandem shaft weight 5 Tandem shaft decelerates in front of weight sensor Reduction of Tandem Shaft Weight 6 Steering shaft accelerates in front of weight sensor
Tandem shaft decelerates in front of weight sensor Reduction of Steering and Tandem Shaft Weights

In addition, the restitution coefficient (e _(n) ) and the correction coefficient (Q) according to the driving pattern for each section can be obtained by Equation 1 below.

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ci: Adjustment constant for each driving pattern

e _(n) : repulsion coefficient according to acceleration of each section

FA: Average value of the steering shaft weight

TA: Average value of the tandem shaft weight

The repulsion coefficient for each section is calculated according to Equation 2 below, for example, a speed detected through a plurality of loop sensors 1, 2, 3, 4, L1, and L2, for example, first and second loop sensors. The ratio between the speed V n-1 detected at (1, 2) and the speed Vn detected by the second loop sensor 2 and the loop sensor L1 next to it becomes a repulsive coefficient.

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V n: Speed value detected by the loop sensor

V n-1: Leading speed value of Vn detected by loop sensor

When the value of the repulsion coefficient is "1", it is determined that the vehicle is running at constant speed as ΔV = 0, and when e _(n) > 1, it is accelerating, and when e _(n) <1, the vehicle is accelerating and decelerating. The correction coefficient for each driving pattern is input according to the state, and the correction coefficient is obtained by substituting the average weight of the steering shaft and the tandem shaft into Equation 1.

The steering shaft weight average value FA and the tandem shaft weight average value TA may be obtained according to Equation 3 below.

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FWL: Steering Shaft Wheel Rod

TWL: Tandem Shaft Wheel Rod

Table 2 shows the weight average value (Kg) of the conventional measurement method (using two loop sensors and two piezo sensors) measured by a 25 ton van (three axes) according to six driving patterns as described above.

Driving pattern 1 axis (steering shaft) 2 axes (tandem shaft) 3 axes (tandem axis) Gross weight Static weight 7,968 8,655 8,674 25,297 One 8,133 8,792 8,870 25,795 2 6,873 9,664 9,732 26,269 3 9,549 7,263 7,461 24,273 4 8,290 9,701 9,891 27,882 5 8,012 7,038 7,163 22,213 6 6,669 7,823 7,754 22,246

In the value of Table 2, when the constant velocity driving is the pattern 1, the weight value is similar to the static weight (when the vehicle is stopped), but the remaining pattern 2-6 (abnormal driving pattern) shows a lot of error. It can be seen that.

Table 3 shows the error value of Table 2 in%.

Driving pattern 1 axis 2-axis 3-axis Gross weight One 2.03% 1.56% 2.21% 1.93% 2 -15.93% 10.44% 10.87% 3.70% 3 16.56% -19.17% -16.26% -4.22% 4 3.88% 10.78% 12.30% 9.27% 5 0.55% -22.98% -21.09% -13.88% 6 -19.48% -10.64% -11.86% -13.71%

Looking at the above error value, the pattern 5 shows an error rate of up to 23%, and the existing measurement method showing an error rate of 10% or more cannot be used for overload inspection.

However, the error rate (%) of the measured value and the measured value measured by the weighing system of the present invention under the same conditions is shown in Table 4 and Table 5 below, and the error rate was greatly reduced and maintained within 10%. Can be.

Driving pattern 1 axis (steering shaft) 2 axes (tandem shaft) 3 axes (tandem axis) Gross weight Static weight 7,968 8,655 8,674 25,297 One 8,124 8,802 8,852 25,778 2 7,491 9,117 9,203 25,811 3 8,556 8,112 8,121 24,789 4 8,181 9,073 9,129 26,383 5 7,806 8,029 8,096 23,931 6 7,404 8,197 8,123 23,724

Driving pattern 1 axis 2-axis 3-axis Gross weight One 1.92% 1.67% 2.01% 1.87% 2 -6.37% 5.07% 5.75% 1.99% 3 6.87% -.6.69% -6.81% -2.05% 4 2.60% 4.61% 4.98% 4.12% 5 -2.08% -7.80% -7.14% -5.71% 6 -7.62% -5.59% -6.78% -6.63%

In Table 4 and Table 5 above, it can be seen that the error rate of each axis and the gross weight is within 8%, and the accuracy of the weight measurement is significantly improved compared to the existing system showing the error rate of up to 23%.

That is, a plurality of loop sensors (1, 2, 3, 4) are arranged at regular intervals in the existing overload control system consisting of two loop sensors (L1, L2) and two piezoelectric sensors (50). In addition to detecting acceleration and deceleration conditions, the acceleration and deceleration conditions are subdivided to calculate a correction value and reflected in the weight measurement value, so that the driver detects the change in the distribution ratio of the weight of the vehicle due to rapid acceleration and deceleration in front and rear of the sensor to avoid overspeed. This will improve the accuracy of overload control.

In this case, the number of the piezoelectric sensors is further increased (for example, five piezoelectric sensors are used), and a plurality of loop sensors and piezoelectric sensors are installed while alternating with each other, and the server is configured according to the number of sensors. Similar effects to those in the embodiment can be obtained.

1: first loop sensor 2: second loop sensor
3: third loop sensor 4: fourth loop sensor
5: server L1, L2: loop sensor
50: piezo sensor

Claims (8)

A plurality of loop sensors installed at regular intervals;
At least one piezo sensor disposed between the plurality of loop sensors; And
It includes a server for receiving the information obtained from the plurality of loop sensors and the at least one piezo sensor to calculate the acceleration value and weight of the vehicle,
And the server calculates a weight correction value according to the calculated acceleration value and calculates the final weight of the vehicle by correcting the weight value using the calculated correction value. delete The method of claim 1,
The at least one piezo sensor is characterized in that a pair,
The plurality of loop sensors,
A first loop sensor 1 disposed in the middle of the pair of piezo sensors;
A pair of loop sensors (L1 L2) positioned outside each of the pair of piezo sensors and disposed to maintain a constant distance from the first loop sensor;
Second and third loop sensors (2 and 3) provided to maintain a constant gap on the outside of the pair of loop sensors (L1 and L2); And
And a fourth loop sensor (4) installed to be spaced apart from the second loop sensor (2) by a predetermined interval. The method of claim 3,
The separation distance d1 of the pair of loop sensors L1 and L2 and the second and third loop sensors 2 and 3 is spaced apart from the first loop sensor 1 and the pair of loop sensors L1 and L2. Weighing system of a running vehicle, characterized in that twice the distance (d). The method of claim 3,
The distance d2 between the fourth loop sensor 4 and the second loop sensor 2 is twice the separation distance d1 between the loop sensors L1 and L2 and the second loop sensor 2. Weighing system of a running vehicle. The method of claim 1,
And the correction value (Q) is calculated by the following equation.

(Wherein ci: adjustment constant for each driving pattern, e _(n) : repulsion coefficient according to acceleration of each section, FA: average value of steering shaft weight, and TA: average value of tandem shaft weight). The method of claim 6,
The repulsion coefficient for each section (e _(n) ) is a weight measurement system of a running vehicle, characterized in that calculated according to the following equation.

Where V n is the velocity value detected by the loop sensor, and
V n-1: Displays the previous velocity value of Vn detected by the loop sensor.) The method of claim 7, wherein
The acceleration value is calculated by measuring the change in the length of the level between the rising edge or the falling edge in the signals output from the plurality of loop sensors to determine whether the acceleration or deceleration.

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