JPS62183000A - Vehicle type discriminator - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a vehicle type discrimination device used in an unmanned system for toll roads, toll parking lots, etc., and particularly relates to an improvement of a resistance contact type axle wheel detector. Regarding.

(Conventional technology) Generally, on toll roads, vehicle types (regular cars)

Toll fees often vary depending on the type of vehicle (e.g., large vehicle, oversized vehicle, etc.). In addition, on multi-section toll roads such as highways, tolls determined for each section of use are collected.

On such multi-section toll roads, toll collectors working at the entrance gates of entrance interchanges provide necessary data to toll road users such as the entrance interchange name (number), date of entry, time of entry, and vehicle type. issue a pass that records the

Then, the toll collector working at the exit gate of the exit interchange receives the above-mentioned pass from the user, inserts the above-mentioned data recorded on the received pass into the data processing device, performs the prescribed processing, and then passes the ticket. A fee is charged, and this fee is collected using a cash double ticket or a deferred payment card (cashless card).

By the way, toll road operations must be carried out day and night, and the recent expansion of toll road networks requires a large number of toll collectors. For this reason, it has been desired to save manpower at the entrance and exit gates of each interchange, and even to make them unmanned.

In order to make the entrance log game 1- unmanned, it is sufficient to automatically determine the type of passing vehicle and automatically issue a pass based on the result of this automatic determination. Therefore, conventionally, the number of axles of passing vehicles was 1.
A vehicle type identification device was used that measures the number of wheels and wheel distance using an axle wheel detector, and automatically determines the vehicle type based on the measured values.

FIG. 3 is a schematic diagram showing the conventional vehicle type discrimination device mentioned above. In the figure, 11.12 is a vehicle M unit,
It has a structure in which a plurality of pairs of phototubes for transmitting and receiving light are stacked vertically at approximately equal intervals, forming a nine-axis membrane on the vehicle passageway W as shown by arrows 13 in the figure. 1
Reference numeral 4 denotes an axle wheel detector, which is buried in the vehicle traffic path W between the vehicle separators 11 and 12, and is connected to the vehicle traffic path W by the arrow T in the figure.
This is to measure the number of nine axles, the number of wheels, and the wheel distance of a vehicle (not shown) traveling in the R direction. Note that IL in the figure indicates islands at both ends of the vehicle traffic path W.

FIG. 4 is a structural diagram of the axle wheel detector 14.

In the figure, reference numerals 21 and 22 are resistance contacts that measure the number and wheel distance of passing vehicles, and these resistance contacts 21 and 22 are connected to the upper flat contact body 23 at equal intervals as shown in FIG. 5(a). A lower contact body 24 disposed in a horizontal position and a solid resistor 25 having the same resistance value disposed between these lower contact bodies 24.
It is composed of. The upper flat contact body 23 and the lower contact body 24 are made of a material such as stainless steel, and when the vehicle passes over the resistance contacts 21 and 22, the upper flat contact body 23 is elastically deformed, and the deformed portion is transferred to the lower contact. This contact point becomes short-circuited by contacting the body 24, and the lower contact body 2
Since the resistance value at both ends of wheel 4 changes, the number of wheels and the wheel distance are measured based on this change in resistance value.

In addition, in Fig. 4, 26.27 is a flat contact point that measures the number of axes of passing vehicles, and this flat contact point 26.27 is the fifth contact point.
As shown in Figure (b), it is composed of an upper contact body 28 and a lower contact body 29. The lower contact body 28 and the lower contact body 29 are also made of a material such as stainless steel, and when a vehicle passes through them, they are elastically deformed and come into contact, resulting in a short circuit state. By detecting this short circuit state, the number of shafts is measured. .

Here, the principle of operation of the axle wheel detector 14 will be explained with reference to FIG. 6. In FIG. 6, 31 and 32 indicate the upper contact body 23 of the resistance contact 21.22, and 33
and 34 designate the lower contact body 24, which includes the solid resistor 25 of the resistive contacts 21,22. Further, the resistance contacts 21, 22, and tFa2, b2, .al, bl, cl, and tFa2, b2. It has terminal c2, among which terminal a1
．． a2 is connected to one side of the upper contact body 31.32, contacts bl, b2 are connected to one end of the resistor 33.34, contacts c1. c2 are connected to the other ends of the resistors 33 and 34, respectively.

Now, suppose that a vehicle equipped with a wheel A having a bending length and a tire width of °C approaches the axle wheel detector 14 and presses the resistance contacts 21 and 22.

Here, the resistance contact 21 is disposed on the left side of the center of the vehicle passageway W having the width of one lane, and the resistance contact 22 is disposed on the right side, so that the left wheel of the vehicle presses the resistance contact 21. However, the right wheel presses the resistance contact 22. Then, in the resistance contact 21, the portion of the upper contact body 31 that receives the pedal pressure deforms downward and comes into contact with the lower resistance body 33. Also,
Similarly, in the resistance contact 22, the portion of the upper contact body 32 that receives the pressure is deformed downward and comes into contact with the lower resistor 34. In this case, on the resistor 33 side, a contact portion occurs at the center with a corresponding width of tire width 2 (resistance value r2), and non-contact portions occur at both ends (resistance values r1, r3).

On the other hand, on the resistor 34 side, a contact portion occurs at the center with a width corresponding to the tire width g (resistance value r5), and non-contact portions occur at both ends (resistance values r4, r6). Then, each resistor 33
．． If the resistances 11R1' and R2' between both terminals bl, c1 and b2, 02 of 34 are R1, R2, then from this R1°R2, each upper contact body 31,32
The resistance of the short-circuit section due to the contact of l1ar2. The resistance value obtained by subtracting R5, ie, R1' = R1-r2 R2' - R2-R5, is obtained, and when the pedal receives pressure from the wheel, the resistance value changes from R1 to R1' and from R2 to R2', respectively. Therefore, by measuring and comparing the change in resistance value each time a vehicle passes a tire, it is possible to determine whether the vehicle's tires are single tires (regular cars) or double tires (large vehicles, etc.). .

On the other hand, terminals a1. of resistive contacts 21.22. b1 and R2
, b2, on the resistance contact 21 side, the resistance of the left side that does not contact the upper contact 31 is [rl], and on the resistance contact 22g5, the resistance value of the right side that does not contact the upper contact 32 is r6. Become. As previously mentioned,
The resistance contacts 21 and 22 are arranged on the road surface of the vehicle passageway W at predetermined positions extending from the center toward the left and right shoulders, respectively, along the transverse direction of the road surface. Therefore, al
, the resistance value between the bl terminals and 82. The value obtained by adding the resistance value between the b2 terminals is a value that is closely related to the wheel width of the vehicle.

Thus, the axle detector 14 can measure the number of axles and wheel distance of a passing vehicle.

[Problem that the invention seeks to solve]

However, the axle wheel detector 14 has the following problems. That is, as shown in FIG. 7, the length m of each resistance contact 21 and 22 in the conventional axle wheel detector 14 is such that the length m of the resistance contact non-passing body n is the minimum wheel length of the passing vehicle (light wheel vehicle). ) is set to be smaller than This is because if both left and right tires pass through the resistance contact non-passing zone n, the number of wheels and wheel distance cannot be measured. That is, in the conventional vehicle type discrimination device using the axle wheel detector 14, the passing vehicle does not pass through the center of the road, but approaches the shoulder of the road as shown in FIG. If only the resistance contact 22 is pressed, the number of axes can be measured, but the wheel distance cannot be measured. In addition, as shown in FIG. 8(b), one side may pass the axle detector 14 while leaving the road shoulder, or the road may be wide for special vehicle traffic, and neither of the resistance contacts 21 and 22 may be pressed. In this case, the number of axles and wheel width are not measured. Therefore, in such cases, it is difficult to identify the vehicle type.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicle type discrimination device that can always measure the number of wheels and wheel distance of passing vehicles with high precision, and can improve the accuracy of automatic vehicle type discrimination.

[Means for solving the problems] In order to solve the above problems and achieve the purpose, the present invention has the following features:
It is characterized by the following measures: Specifically, there is a vehicle separator formed by stacking a plurality of pairs of light emitters and receivers installed opposite each other across a vehicle passageway, and a vehicle separator that is buried in the vehicle passageway corresponding to the installation position of the vehicle separator and that is installed in the vehicle passageway so that the wheels of passing vehicles can be detected. an axle wheel detector that measures the number of axles and wheel distance of the passing vehicle based on an electrical resistance value that changes according to the width of the pedal pressure applied by the vehicle; and shading information and axle wheel detection output from the vehicle separator. and a vehicle type determination means for determining the vehicle type of the passing vehicle based on the number of axles, the number of wheels, and wheel distance information output from the axle wheel detector, and the axle wheel detector is configured to provide an overlap width in the electric resistance portion. It is characterized by
(Function) By taking such measures, the number of wheels and wheel distance of a vehicle can be measured no matter where the vehicle passes the axle detector, and if one wheel is on the road Even if the vehicle passes through the road while derailing, or if the road is wide for special vehicles, it is possible to at least measure the number of wheels.

〔Example〕

FIG. 1 is a structural diagram of an axle wheel detector 40 in one embodiment of the present invention. Note that this axle wheel detector 40 is assumed to be buried in the traffic route W similarly to the axle wheel detector 14 shown in FIG. 3 above. In FIG. 1, reference numerals 61 and 62 are resistive contacts, and the specific structure and operation thereof are exactly the same as those of the resistive contacts 21 and 22 shown in FIG. 5(a). 63°63' and 64.64' are flat type contacts, and the specific structure and operation are similar to the flat type contact 2 shown in FIG. 5(b) above.
It is exactly the same as the case of 6.27.

In this embodiment, an overlap width N is provided by making the resistance contacts 61 and 62 longer in the longitudinal direction than in the prior art, and this overlap width N is determined by the following three conditions.

■ In Fig. 2(a), if the overlap width N does not exist or is small, when the tires of the passing vehicle pass the boundary between the resistance contacts 61, 62 and the flat contacts 63', 64', the number of wheels cannot be measured correctly.

Therefore, the overlap width N must be greater than or equal to the maximum tire width of 4.

■ In Fig. 2(b), when a passing vehicle approaches the road shoulder and passes over the axle wheel detector 60, if the overlap width N is narrow, the tire does not pass over the resistance contact 61, making it impossible to measure the number of wheels. becomes. Therefore, the length M of the flat contacts 63', 64' connected in series with the resistance contacts 61, 62 must be less than or equal to the minimum wheel width of the passing vehicle (II). By doing this, the resistance contact 61 measures the number of wheels, and the resistance contact 62 measures the wheel distance.

(2) In FIG. 2(C), if the overlap width N is too large, both tires will pass over the wrapped resistance contacts 61 and 62, making it impossible to measure the number of wheels. Therefore, the overlap width N is the minimum wheel distance L of the passing vehicle (light wheel vehicle).
It is necessary to do the following.

Thus, the overlap width N that satisfies the above three conditions is
An axle wheel detector 60 having a shaft wheel detector 60 is buried in the width direction of the vehicle passageway W, and a plurality of pairs of light emitters and receivers facing each other across the vehicle passageway W in which the axle wheel detector 60 is buried are stacked vertically. A vehicle separator 11゜12 is installed, and the axle wheel detector 6
By determining the vehicle type based on the number of axles and wheels and wheel distance information for each vehicle measured at 0, and the light shielding information output from the vehicle separator 11. It becomes possible to identify the vehicle type. therefore,
If toll road tickets can be automatically issued to users based on the vehicle type information discriminated by the vehicle type discrimination device, it becomes possible to make toll road entrance gates unmanned.

Note that the present invention is not limited to the above embodiments.

For example, although the above embodiment has been described as a vehicle type discrimination device on a toll road, it goes without saying that it can also be applied to other systems in which tolls vary depending on the type of vehicle, such as a toll parking lot. It goes without saying that various other modifications can be made without departing from the gist of the present invention.

〔Effect of the invention〕

As described in detail above, according to the present invention, there is a vehicle portion 111 formed by stacking a plurality of pairs of light emitters and receivers installed opposite to each other across a vehicle passageway, and a vehicle separator corresponding to the installation position of the vehicle separator. an axle wheel detector that is buried in a vehicle passageway and measures the number of wheels and wheel distance of the passing vehicle based on an electrical resistance value that changes in accordance with the width of the pedal pressure applied by the wheels of the passing vehicle; and the vehicle separation device. and a vehicle type determination means for determining the vehicle type of the passing vehicle based on the shading information output from the axle wheel detector and the number of wheels and wheel distance information output from the axle wheel detector, the axle wheel detector comprising: Since the W1 air resistance part is provided with an overlap width, the number of wheels and wheel distance of passing vehicles can always be measured with high precision, and a vehicle type discriminating device capable of improving the accuracy of automatic vehicle type discrimination can be provided.

[Brief explanation of drawings]

1 and 2 (a) to (C) are diagrams showing one embodiment of the present invention, in which FIG. 1 is a structural diagram of an axle wheel detector, and FIG.
Figures (a) to (C) are diagrams for explaining the setting conditions of the overlap width N, and Figures 3 to 8 (a) and (b) are diagrams showing conventional examples. Figure 4 is a schematic configuration diagram of the vehicle type discrimination device, and Figure 5 is a structural diagram of the axle wheel detector.
a) (b) are structural diagrams of resistance contacts and flat contacts, Fig. 6 is an explanatory diagram of the operation of the axle wheel detector, Fig. 7 is an explanatory diagram of the conditions of the axle wheel detector, 811 (a) (b) is a diagram illustrating problems with the axle wheel detector. 11.12...Vehicle separator, 60...Axle wheel detector,
61.62...Resistance contact, 63.63', 64°6
4'...Flat contact, N...Overlap width. Applicant Sub-Agent Patent Attorney Takehiko Suzue Figure 3 Figure 7

Claims (1)

[Claims] A vehicle separator is formed by stacking a plurality of pairs of light emitters and receivers installed opposite each other across a vehicle passageway, and the vehicle separator is buried in the vehicle passageway corresponding to the installation position of the vehicle separator, and is installed under pressure from the wheels of passing vehicles. an axle wheel detector that measures the number of axles, the number of wheels, and a wheel distance of the passing vehicle based on an electrical resistance value that changes depending on the action width; and shading information output from the vehicle separator and the axle wheel detector. and a vehicle type determination means for determining the vehicle type of the passing vehicle based on the outputted number of axles, number of wheels, and wheel width information, and the axle wheel detector includes an electrical resistance section provided with an overlap width. Characteristic vehicle type identification device.