JPS5815048B2 - Vehicle axle load measuring device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a device for measuring the weight of a moving vehicle, and more particularly to a device for measuring the axle weight of a vehicle on a motorway having a plurality of lanes.

Such a measuring device is used to detect whether a vehicle exceeds 10 tons, which is the axle load control value of a vehicle limiter, or to measure the axle load of each vehicle.

An axle load meter has conventionally been used as a device for measuring the axle load of a running vehicle.

This outline is shown in FIGS. 1 and 2, and will be explained.

A in FIG. 1 is a plan view of the detection section, B is a sectional view taken along line A-4 in FIG. 1, C is a sectional view taken along line B-B' in FIG. 1, and FIG. 2 is a block diagram of the detection section and measurement section. It is.

In the configuration of the detection section (2) in FIG. 1, IA.

1B is a loading plate on which the wheels are placed, 2A to 2H are electrical load converters, and 3 is an underframe.

The axle load of the wheels 4 of the traveling vehicle applied to one person on the loading plate is distributed to the plurality of load converters 28 to 2D, and electrical signals are output from each load converter 2A to 2D.

As is clear from FIG. 2, the outputs of the load transducers 2A to 2H in the detection section (2) are averaged by the averaging circuit 5 and then sent to the measurement section (2).

In the measurement section (2), the input signal is amplified by 6, A/D converted (analog-to-digital conversion), and sent to the indicator 7.

The width of the load plates IA and IB described above in the vehicle traveling direction (direction of the arrow in Fig. 1 A) is set to 60 mm for principle and structural reasons.
~80cm.

In addition, the width of the detection part (■) needs to be the same as the width of one lane, and it is difficult to configure the detection part for one lane with one loading plate due to structural and strength reasons, so normally two loading plates are used. IA, IB
divided into

The above-mentioned axle load meter is often installed near the entrance of an expressway, and an example of its installation is shown in FIG.

The detection units 3L32 and 33 are installed for each lane, and a lane separation structure 34 is provided at the boundary between the lane and the adjacent lane.

For this reason, the axes of the vehicles always pass over the detection section, and the axes of two vehicles are never placed on one detection section at the same time.

Therefore, by providing a measuring section corresponding to each detecting section, it becomes possible to measure the axle load.

That is, FIG. 4 shows the configuration of this detection section and measurement section, 31a, 31b, 32a, 32b.

33a and 33b are load converters corresponding to the loading plate; 35
．． 36, 37 are averaging circuits, 38, 39.

40 is a measuring section corresponding to the detecting sections 31, 32, and 33.

A indicates the first lane, B indicates the second lane, and C indicates the third lane.

However, when measuring the axle of a traveling vehicle on the main line of a general road having a plurality of lanes, it is impossible to install the structure shown at 34 in FIG. 3.

Therefore, if an attempt is made to measure the axle load of a vehicle traveling on such a general road with the configuration shown in FIG. 4, a situation will arise in which the axle load cannot be measured.

That is, on roads where there are no structures for separating lanes, the driver can freely straddle the lanes according to his will, resulting in situations such as those shown in FIGS. 5 and 6.

In the case of FIG. 5, since the axle load is distributed to the detection units of the two lanes, the axle load gauges for the second lane B and the third lane C do not measure the axle load.

In the case of Figure 6, the axle load meter for C for the third lane is the axle load of car X and Y.
It measures a part of the car's axle load.

When an axle load meter is used for the purpose of identifying vehicles with an axle load violation, some kind of countermeasure must be taken for situations such as those shown in FIGS. 5 and 6.

For this reason, an axle load meter is sometimes used as a means of measuring the weight of a vehicle traveling on a multi-lane road.

A typical example of the principle of an axle load meter is shown in Figure 7.

The detection section 71 is divided to facilitate detection of a situation such as that shown in FIG.

This figure shows a case where one lane (A, B, and C indicate each lane) is divided into three.

The outputs of several electrical load converters in each detection section 71 enter the measurement section 70 via an averaging circuit 72.

The load determination circuit 73 identifies that a load greater than a set value is applied to the detection unit 71.

The output of each detection section 71 is digitized by the N-width conversion circuit 74 and input to the control circuit 75.

The control circuit 75 performs a logical operation on each output of the load determination circuit 73 and determines which A/D conversion circuit 74 output is to be adopted.

Therefore, the instruction circuit 76 instructs the load applied to any one of the three loading plates in the above example.

Various methods are adopted as the control method of the control circuit 75.
When the axles of different vehicles are placed on two loading plates at the same time,
The output of this loading plate is devised so as not to be adopted.

Such an axle load meter makes it possible to measure the wheel load of a running vehicle, and has already been put into practical use.

However, the load on the wheels changes constantly due to the cross slope of the road surface, the difference in unevenness of the road surface that the left and right wheels contact, the centrifugal force caused by turning, and the difference in the spring constant between the left and right wheels. be.

Wheel load is the axle load distributed between the left and right wheels;
Considering that the axle load of a moving vehicle itself fluctuates due to various factors, it is inevitable that the variation when measuring the wheel load of a moving vehicle will be even greater than when measuring the axle load. .

The present invention uses an axle load measurement method that is more accurate than the wheel load measurement method to measure the weight (weight) of a vehicle traveling on a road with multiple lanes.
This makes it possible to measure the axle load).

The present invention will be explained below along with examples. FIG. 8 shows four-lane roads A, B, and C according to the present invention.

A block diagram when applied to D is shown.

- 81a to 81j are detection sections, and each detection section has several electrical load converters built therein.

82a to 82j are averaging circuits that average the outputs of the load converters for each detection section.

This output signal is given to load determination circuits 83a to 83j.

The loading determination circuits 83a to 83] are averaging circuits 82a to 83]
When the output of 82j exceeds a preset threshold, it is determined that a load has been applied to the detection section.

Addition circuits 84a to 84d add the electrical signals of four consecutive detection sections via an averaging circuit.

Reference numerals 85a to 85d are pattern identification circuits that use the output of the load determination circuit to determine whether the two wheels of the measuring vehicle have passed in a predetermined pattern to the detection section within the addition range of each addition circuit, or whether other detection sections within the addition range have passed. It is determined whether two vehicles are riding on the vehicle at the same time and whether the output of the adder circuit is valid or invalid.

86a to 86d are A/D conversion circuits and adder circuits 84a to 8
The output of 4d is converted into a digital signal and output as an axle load value.

87a to 87d are output devices such as displays and printers;
The axle load value which is the output of 6a to 86d is output.

At this time, the output signals of 85a to 85d are used as strobe signals.

Next, how the apparatus shown in FIG. 8 measures the axle load based on the passing position of the vehicle will be explained using the case where the vehicle passes through the position shown in FIG. 9 as an example.

In Fig. 9, W indicates the width of both wheels of the vehicle (axle position), t indicates the width of the detection section, and M indicates the addition range of C for the third lane (
N indicates the addition range for the fourth lane (range of the addition circuit 84D).

In this example, since the addition circuit 84d for the fourth lane adds the outputs of the detection units 81g, 81h, and 811s81j, even if the output of 84d is instructed, it does not measure the axle load.

The adder circuit 84C for the third lane C is 81e, 81f, 81
Since the output of g81h is added, if the output of 84C is specified, the axle load will be measured.

Therefore, the output of the adder circuit 84C for the third lane is acceptable;
If it can be determined that the output of the adder circuit 84D for the fourth lane is not possible, it becomes possible to measure the axle load.

One of the functions of the pattern identification circuits 85a to 85d is to perform this identification, and this identification is performed by determining whether or not a predetermined combination of loads has been applied to the detection portions within the addition range of the addition circuit.

In this case, there are many combinations of detection units that receive loads depending on the passing position of the vehicle.

As the width t of one detection section becomes narrower and the number of detection sections increases, the number of combinations also increases, making the pattern identification circuit undesirably complicated.

Furthermore, an increase in the number of detection sections is not desirable for economic reasons.

Therefore, it is desirable to have as few detection sections as possible, that is, to make the width t (FIG. 9) of the detection sections as large as possible to six dimensions that allow this identification.

In Japan, vehicle width is set at 2.5m or less by vehicle restrictions.

Therefore, as shown in Fig. 10, the width W of both wheels of the vehicle is 2.
It cannot exceed 5m.

Therefore, the number of detection units to which both wheels of one vehicle can apply a load is limited.

On a general road, as long as there are a plurality of detection parts 11.11 as shown in FIG. 11, no matter how wide the detection part 11 is, it is impossible to avoid applying a load to the two detection parts 11.11.

In order to keep the number of detection parts 11 to which the load is applied no matter where the vehicle passes on the road to two or less, the width t of the detection part is
It is necessary that t≧W, that is, 2.5 m or more.

Similarly, in order to keep the number within 3, as shown in Figure 12, 2t
It is necessary to satisfy ≧W, that is, t≧W/2.

Therefore, the width t of the detection part is 1.25 m<l (load is applied to one to three detection parts by one shaft of one vehicle in the range of 2.5 m).

In FIG. 12, the dotted detection portion indicates the detection portion that receives the load.

Next, another function of the pattern identification circuits 85a to 85d is to detect when a load from another vehicle is applied to the addition target detection section of each addition circuit in addition to the axle load of the vehicle to be measured.

When the left wheel of car A is on the detection part n as shown in Fig. 13a, and the right wheel of car B is added to the detection part n,
The load force i770 due to car B is also applied to the nl detection unit.

In the case shown in FIG. 13, all of the axle load of vehicle B is placed on the n detection section, and no load is applied to the n-1 detection section.

If the width t of the detection part is such that the situation shown in Fig. 13 cannot occur no matter what kind of vehicle B is, then the continuous 4
There is a moment when the load on the detection part of the blade changes.

However, if the width t of the detection part is 1.25 m<t 2.5 m
In the case of It can be determined that in addition to the axle load of the vehicle being measured, there is a possibility that a load from another vehicle is being applied to the vehicle.

In order to prevent the situation shown in Figure 13 from occurring here,
It is sufficient to make the width of one detection part narrower than the width of a light vehicle, which is the smallest four-wheeled vehicle.

Is the width of a light car 1.257? Z (old standard), 1.4m (
Since it is a new standard), the width of the detection part must be 1.25772 or less.

However, under normal driving conditions, it is difficult for drivers to drive in such close proximity to vehicles in adjacent lanes.

Therefore, if the width of the detection section is set to 1.4 m or less, the frequency of occurrence of the situation shown in FIG. 13 will be extremely low.

In this device, the width of the detection part is 1.25 m < 1.4 pm.
By doing so, the pattern identification circuits 85a to 85d can fulfill their functions.

When the width of the detection parts is determined in this way, the combination pattern of the detection parts to which the axle of one vehicle can apply a load becomes as shown in a to d of FIG. 14.

The purpose of this device is to limit the axle load of the vehicle limit platform.
The main purpose is to extract vehicles over 0 tons and measure axle load values.

The pattern in Figure 14a cannot occur in large vehicles, so 1
It is excluded from the load pattern of the detection unit by the vehicle, and no measurement is performed.

The A side of FIG. 14 shows the pattern, and the B side shows the passing position of the vehicle.

Next, if the width of the detection part is 1.26 m < 1 (1.4 m), the pattern when the loads of two vehicles are applied to one detection part is the pattern a to d in A of Fig. 14. Although this is a mutual combination, it is considered that combinations of a and other patterns will not occur by setting the width of the detection part to 1.25 m<t (1.4 m).

Therefore, as a mutual combination of b and d in Fig. 14,
There are six patterns shown in the figure.

In A of Fig. 15, l is the detection part that receives the load from car A, 1m is the detection part that receives the load from car B, and 2nd station is the detection part that receives the load from car A.
15 shows a detection unit that receives a load from a car and car B, and B in FIG. 15 is a diagram showing the running state of vehicles A and B in the case of pattern b.

As can be understood from the patterns a '' f, in any case, when the tires of two vehicles are placed on one detection unit, the detection of one or two vehicles adjacent to that detection unit is 16 cannot occur due to the relationship between the width t of the detection part and the width W of the vehicle.

Therefore, in order to identify whether the loads of two vehicles are being applied to one detector, it is sufficient to check whether there are loads on the two left and right detectors adjacent to the loading plate.

The above-described pattern identification circuits 85a to 85d of this device have the following two functions.

(1) If the output of the load determination circuit connected to the detection section to be added occurs in one of the patterns b to d in Figure 14, the entire axle load of the passing vehicle will be applied to the detection section to be added. It is assumed that the condition has passed.

(2) During the period from the occurrence of the pattern confirmed in (1) until its disappearance, the output of the load determination circuit connected to the two left and right detection units adjacent to the detection units corresponding to both ends of this pattern is generated. If not, it is determined that the output of the adder circuit does not include a load due to a vehicle other than the vehicle to be measured, and a strobe signal is output to the output device.

Next, an addition circuit that adds up the outputs of the respective detection units and calculates the axle load will be explained using FIG. 17, taking the case of a four-lane road as an example.

In FIG. 17, 81a to 81j are detection units, A-D are first to fourth lanes, and A-Q are pattern types, respectively.

The ``Nikoko'' is a detection part that receives a load due to the passing of one vehicle, and the ``Hifu'' is a detection part that needs to check the presence or absence of a load in order to identify whether the detection part is receiving a load from another vehicle. This is a certain detection section.

In the case of FIG. 17, there are 17 possible travel patterns A to Q that occur when one vehicle passes.

(However, a in FIG. 14 is excluded.) Therefore, a method of constructing an adder circuit according to these 17 types of patterns is conceivable, but this would be complicated and undesirable.

In the case of Q in FIG. 17, the detection parts 81a and 81b receive the load from the measuring vehicle.
In order for the output of the power-log calculation circuit that adds the outputs of a and 81b to be valid, it is necessary that no load be applied to the detection sections 81c and 81d.

Since this identification is performed in the pattern identification circuit, it is possible to add the outputs of the detection sections 81a to 81d as an adding circuit.

; Also, it is preferable that the output of the adder circuit be combined for each lane.

If the adder circuit is summarized based on this idea, it will look like the one shown in FIG. 18.

In FIG. 18, 81a to 81j are detection units, A to D are first to fourth lanes, 84a to 84d are addition circuits, and A to D are first to fourth lanes.
-Q indicates the type of pattern.

Although the number of adder circuits can be reduced in this way, the pattern identification circuit must perform the discrimination shown in FIG. 17 for each running pattern.

However, the result of discrimination for each pattern is the output of the adder circuit; it is used to know whether the force is valid or invalid, so it is sufficient to output the logical sum of the pattern recognition circuits of each running pattern included in the adder circuit. .

To explain the above points with reference to the drawings,
FIG. 19 is a concrete circuit block diagram of such an axle load measuring device, and for convenience, one lane is extracted and shown.

The same parts as in FIG. 8 are designated by the same reference numerals.

Furthermore, FIG. 20 shows the operational outputs B of the load determining circuits 83a to 83j with respect to the outputs A of the averaging circuits 82a to 82j.

Furthermore, FIG. 21 shows the pattern identification circuit 8 shown in FIG.
5b, and FIG. 22 is a time chart showing the operation of the circuit 85b.
The circuit blocks indicated by 213 to 213 have the same configuration, and for convenience, only the internal configuration of the circuit block 210 is shown.

215 is a one-shot pulse generation circuit; 21
6 is a latch circuit, 21γ is a one-shot noise generation circuit, 218 is a flip-flop circuit, 219 is a delay circuit, 220 and 221 are AND gates, and 222 is an OR gate, and the output of the OR gate 222 is the reset terminal of the flip-flop 218. has been input to.

CL is a clock signal.

The circuit blocks 210 to 213 have input gates 22
Load determination circuits 81a to 81h (first
9) are introduced, and each output from circuit blocks 210 to 213 is sent to an output device via an OR gate 231.

(Refer to FIG. 22) Regarding the circuit block 221, the outputs of the load determination circuits 83c and 83d are inputted to this manual gate 223, and it is used to detect the state where axle load has occurred in the detection parts 81c and 81d. (See FIG. 19), this is for detecting pattern b in FIG. 14.

In addition, the input gate 224 includes load determination circuits 83a and 83.
The outputs of the detectors 81a, 83f are input to the detectors 81a, 83f, and the detectors 81a, 83f are adjacent to the detectors 81c and 81d.
1b and 81e.

This is to detect the presence or absence of axle load at 81f.

Therefore, an axle load is generated on the detection parts 81a and 81b, and the detection part 8
When there is no axle load on 1a, 81b, 81e, and 81f, only the input gate 223 opens, so the AND gate 22
1 opens to derive an output to OR gate 231.

Also, a detection unit 81a. When an axle load occurs in 81b, 81e, and 81f, input gate 224 and latch circuit 216
, AND gate by the circuit of flip-flop 218.

221 is closed and there is no output to OR gate 231.

On the other hand, regarding the circuit block 211, this input game) 22
The outputs of the load determination circuits 83c and 83e are inputted to 5, and are used to detect the state in which axle loads have occurred in the detection units 81c and 83e.

is for detecting pattern C or d in Figure 14.

Here, patterns C and d are considered to be of the same type.

This is because two vehicles do not overlap in pattern d in one lane.

Further, the input gate 226 includes a load determination circuit 83a.

Two detection units 81 adjacent to the detection units 81c and 81e are input with the outputs of 83b, 83f, and 83g.
This is for detecting the presence or absence of axle load at a, 81b, 81f, and 81g.

For the circuit blocks 212 and 213, the output from the load determination circuit is introduced into the input gates 227 to 230 in the same manner as described above.

Therefore, this pattern identification circuit performs the operations (1) and (2) mentioned in the explanation of the circuit above.

In addition, as another actual example of the configuration shown in FIG. 8, the outputs of the adder circuits 84a to 84d are converted by A/D conversion circuits 86a to 86d, respectively in FIG.
1. After A/D converting the outputs of a to 81j, the adder circuit 8
4a to 84d, or A/D converting the output of each detection unit 81a to 81j and adding this output to addition circuits 84a to 84d and load determination circuits 833 to 83j.
It is also possible to create a configuration that leads to.

As explained above, the device according to the present invention makes it possible to measure the axle load of a vehicle running on a general road with multiple lanes, and therefore reduces the number of frequent passengers caused by the passage of overweight vehicles. In some cases, it is necessary to identify and crack down on vehicles that violate the law, but by using this device and an automatic photographing device, constant unmanned monitoring of vehicles that violate the weight can be realized, which can be expected to have a great effect on reducing this type of frequent customer. .

[Brief explanation of drawings]

Figure 1 is a diagram showing the configuration of a conventional axle load meter, Figure 2 is a block diagram showing the circuit configuration of a coaxial load meter, Figure 3 is a diagram showing the actual arrangement of the coaxial load meter, and Figure 4 is a diagram showing the actual arrangement of the coaxial load meter. Figure 3 is a block diagram showing the circuit configuration related to the axle load meter, Figures 5 and 6 are diagrams showing the relationship between the detection section of the conventional axle load meter and the vehicle, and Figure 7 is the block diagram of the conventional axle load meter. FIG. 8 is a circuit block diagram showing the configuration of the axle load meter of the present invention, FIG. 9 is a diagram showing the relationship between the detection section of the coaxial load meter and the vehicle, and FIG. Figures 11 and 12 are diagrams showing the width of both wheels; Figures 11 and 12 are diagrams showing the relationship between the width of the vehicle and the width of the detection unit; Figure 13 is a diagram showing the relationship between the two vehicles and the detection unit; 15 and 15 are diagrams showing load patterns, FIG. 16 is a diagram showing the relationship between two vehicles and the detection unit, and FIGS. 17 and 18 are diagrams showing the relationship between the addition circuit and the load pattern. Figure 19 shows one of the configurations in Figure 8.
FIG. 20 is a waveform diagram showing the output relationship between the averaging circuit and the load determination circuit; FIG. 21 is a circuit diagram showing the specific configuration of the pattern identification circuit in FIG. 19; FIG. The figure is a time chart showing operation waveforms of each part in FIG. 21. 81a to 81j...Detection section, 82a to 82j.
...Averaging circuit, 83a-83j...Loading determination circuit, 84a-84j...Addition circuit, 8
5a-85d...Pattern identification circuit, 86a-
86d...A/D converter, 87a-87d...
...Output device.

Claims (1)

[Claims] 1 A plurality of load detection units are installed on a road having multiple lanes, and the presence or absence of a load on the load detection unit is determined by detecting whether the output signal from the detection units exceeds a predetermined threshold. a load determining means provided corresponding to the load detecting section; an adding means for forming the load detecting sections into a plurality of groups and adding outputs from the load detecting sections for each group; and each of the adding circuits. The axle passes with the entire axle load on the load detection parts to be calculated, and the load determination means outputs whether or not the load force from another vehicle was applied to these detection parts during the passage. Validity of the output of the blade calculation circuit based on the identification,
A vehicle axle load measuring device equipped with an identification circuit for determining invalidity.