KR20060086134A - Method and system for controlling overloaded vehicle - Google Patents

Abstract

The present invention discloses an overload vehicle control method and system that can prevent overload of a vehicle and can easily control the overload vehicle. An overload vehicle control system of the present invention includes a load measuring unit configured to generate a load value of a vehicle using sensor values; A first storage unit which stores vehicle information of the vehicle and an input load value; A first radio transceiver configured to receive an interruption information request signal for requesting first interruption information including vehicle information and a load value from a predetermined overload interruption terminal and to transmit the first interruption information to the overload interruption terminal; And receiving the load value from the load measuring unit and outputting the load value to the storage unit, reading the vehicle information and the load value from the storage unit according to the intermittent information request signal input from the first wireless transceiver, to generate the first intermittent information, It includes a first control unit for outputting to the transceiver.

According to the overload vehicle control method and system of the present invention, by displaying the load after the completion of the loading to the outside, the cracker can visually identify whether the loading load of the vehicle or the specified load is exceeded, thereby making it easy to crack down the overloaded vehicle. In addition, by wirelessly transmitting the loads stored in the vehicle to the overload control terminal while the vehicle is in operation, it is possible to control the overload vehicle quickly and accurately, and also to effectively manage the structure by using it as road load information of roads or bridges. It can be effective.

Description

Method and system for controlling overloaded vehicle

1 is a block diagram showing the configuration of a speeding vehicle control apparatus installed in a vehicle of the overload vehicle control system according to a preferred embodiment of the present invention.

2A and 2B illustrate implementation examples of the first display unit and the second display unit illustrated in FIG. 1, respectively.

3A is a block diagram showing the configuration of an overload control terminal and a central control server of an overload vehicle control system according to a preferred embodiment of the present invention.

3B is a view showing an embodiment of an overload vehicle control system according to a preferred embodiment of the present invention.

4 is a flowchart for explaining a method for controlling an overloaded vehicle according to a preferred embodiment of the present invention.

5 is a perspective view schematically showing a suspension device of a general vehicle.

6 is a graph showing the strain caused by the leaf spring when loading the vehicle over time.

7A and 7B are circuit diagrams illustrating a sensor unit for measuring the load on the vehicle of the present invention.

8A and 8B are schematic diagrams showing a structure in which the sensor unit of the present invention is arranged on a leaf spring of a vehicle.

9A and 9B are graphs showing the correction of the error of the actual weight with respect to the measured value at full and tolerance.

10A and 10B are diagrams schematically showing different examples of the strain measuring method according to the present invention.

FIG. 10C is a diagram illustrating an experimental method for simulating the weight change applied to each wheel when the vehicle is in an uneven area.

11 is a flowchart illustrating a procedure of the vehicle load measuring method of the present invention by way of example.

The present invention relates to a method and apparatus for cracking down on an overloaded vehicle. Specifically, the present invention relates to a method and apparatus for measuring a load of a vehicle so that the driver and the inspector can visually check the load, and using the wireless recognition technology to easily investigate the load of the vehicle to control the overloaded vehicle. will be.

In Korea's Road Traffic Act, the weight limit of a vehicle is defined as 10 tons (5 tons of lubrication load) and 40 tons of total weight, including the weight of the vehicle (hereinafter, the celebration (or the festival)). It refers to the load applied to the entire axle of the vehicle, and the term "lubricated load" refers to the load applied to one of the wheels on both sides of the vehicle's single axis. "And" bearing load "). However, the 10 ton axial load here is a standard that does not consider the distance between the axles and the number of tires (single and double wheels) in the case of shaft type (single, continuous shaft) or continuous shaft. Vehicle) or the number of axes. Of these limits, the upper limit of the gross vehicle weight, 40 tonnes, is based on a limit of 10 tonnes x 4 axles = 40 tonnes per axle, based on a four-axle semi-trailer vehicle. Standard set for safety. Therefore, vehicles over 40 tons in total weight or 10 tons in axial load are regarded as overload vehicles by road law regardless of their type.

However, since the driver and the cargo loader of the vehicle cannot know the exact loading weight at the moment of loading the vehicle, and the cargo loading place and the weighing station are spatially separated from each other, the actual vehicle load is only after the loading is completed. It can be measured. Therefore, it is necessary to load the cargo mainly depending on the driver's experience, and even after the loading is completed, it is difficult to unload the loaded cargo even if the weighing station finds an overload. For this reason, the driver has no choice but to drive the vehicle even when the driver is overweight.

In addition, the current overload vehicle crackdown method allows an intermediary to stop the freight vehicle and then use a mobile overload control device to measure the load of the vehicle or to pass through an overload checkpoint that measures the load of the freight vehicle against the freight vehicle. Although the load of the vehicle is measured by using the load measuring equipment installed at the checkpoint, in the case of the former, the vehicle has to stop the vehicle in operation and install the mobile overload control equipment which is inconvenient to carry, and wastes time and money. In the latter case, there is a problem that an overload vehicle running on a road without an overload checkpoint cannot be cracked down substantially.

Therefore, at present, the current weight restrictions of the road traffic law are extremely difficult to achieve the original legislative purpose of preventing road damage by overloading vehicles, and excessive penalties and sanctions result in enormous property disadvantages for the driver.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems, and an object of the present invention is to measure the loading weight of a vehicle in real time and display the driver and the loader to prevent overloading and to prevent the load from being loaded. It is possible to provide an overload vehicle control method and system that enables a crackdown to easily crack down on an overloaded vehicle, and quickly determine whether or not the vehicle is in operation using wireless recognition technology to easily crack down on the overloaded vehicle. will be.

An overload control device of the present invention for achieving the above technical problem, the load measuring unit for generating a load value of the vehicle using the sensor values; A first storage unit which stores vehicle information of the vehicle and an input load value; A first radio transceiver configured to receive an interruption information request signal for requesting first interruption information including vehicle information and a load value from a predetermined overload interruption terminal and to transmit the first interruption information to the overload interruption terminal; And receiving the load value from the load measuring unit and outputting the load value to the storage unit, reading the vehicle information and the load value from the storage unit according to the intermittent information request signal input from the first wireless transceiver, to generate the first intermittent information, It includes a first control unit for outputting to the transceiver.

In addition, it is preferable that the overload control system further includes a display unit for receiving a load value from the first control unit and displaying the load value to at least one of a driver and a loader of the vehicle.

In addition, the above-described first control unit preferably outputs, in real time, the load value measured and input in real time when the vehicle is loaded from the load measuring unit to the display unit, and outputs the load value after the loading of the vehicle is completed to the storage unit.

In addition, it is preferable that the above-described first storage unit store loading completion time information indicating the time at which cargo loading is completed and a load value of time as vehicle history data.

In addition, the above-mentioned overload vehicle control system receives the first enforcement information to determine whether the vehicle is overloaded, generates second enforcement information including the first enforcement information for the overloaded vehicle, and transmits it through a predetermined communication network. Overload control terminal; And it is preferable to further include a central control server for receiving and storing the second control information through the communication network.

In addition, the above-described overload control terminal may include: a second wireless transmission / reception unit which transmits a control information request signal to a vehicle in operation and receives first control information; Investigate whether the vehicle is overloaded by extracting the vehicle information and the load value from the first intermittent information input from the second wireless transceiver, and if the vehicle is found to be overloaded, by including the interruption time information in the first intermittent information. A second control unit for generating and outputting information; And a wired / wireless communication unit which transmits the second control information to the central control server through the communication network.

In addition, it is preferable that the above-mentioned overload control terminal further includes a second storage unit for storing the second control information of all vehicles examined for overload or storing only the second control information of the over-discovered vehicle.

In addition, the sensors of the overload control system described above are attached on each leaf spring of the suspension device of the vehicle to measure the strain change value according to the load of the vehicle, and the load measuring unit loads the loads loaded while loading the cargo from the sensors. The dynamic strain change value according to the time due to the impact and the static strain change value according to the cargo loaded on the vehicle are inputted, and each plate constituting the impact energy at the time of loading the cargo and the plate leaf set in advance from the dynamic strain change value It is desirable to generate the actual load value by correcting the static strain change value from the ratio of the impact energy (friction impact energy) in the ideal state where the friction between them is cancelled.

On the other hand, the overload vehicle control method of the present invention for achieving the above technical problem, the method comprising the steps of: (a) generating a load value of the vehicle on which the load is loaded using the sensor value measured by the sensors installed at a predetermined position of the vehicle; (c) displaying the load value of the loaded vehicle to the outside and storing the load value; And (d) receiving an interruption information request signal for requesting first interruption information including vehicle information and a load value from a predetermined overload interruption terminal while the vehicle is in operation, reading the first interruption information and transmitting the result to the overload interruption terminal It includes a step.

In addition, the aforementioned overload control method displays the load value of the vehicle generated in real time when loading the vehicle between the steps (a) and (c) described above to the driver and the loader of the vehicle in real time. It is preferable to further comprise the step of.

In addition, in the step (c) described above, it is preferable to store the loading completion time information indicating the time at which the load is completed and the load value of the time as the vehicle history data.

In addition, the overload vehicle control method includes the steps of: (e) receiving, by the overload control terminal, the first enforcement information, extracting the vehicle information and the load value from the first enforcement information, and checking whether the vehicle is overloaded; And (f) if the vehicle is excessively determined, includes the interruption date and time information in the first enforcement information, generates and stores the second enforcement information, and transmits the second enforcement information to a predetermined central control server through a predetermined communication network. It is preferred to further comprise a step.

In addition, in the above-described step (f), it is preferable to generate and store the second interruption information for all vehicles that are checked for overload.

를 축하중 환산 계수라 하고,

를 정지 상태에서의 적재 하중에 의한 변형률이라 할 때, 적재 하중값은 다음의 수식

에 따라서 생성되는 것이 바람직하다.In addition, the step (a) described above, from the sensors installed on the leaf spring of the suspension device of the vehicle, the dynamic strain change value with time due to the impact of the loading load is measured, and according to the cargo loaded on the vehicle The static strain change value is measured, and the ratio of impact energy (friction impact impact energy) in the ideal state in which friction between each plate constituting a predetermined leaf spring and the impact energy when loading the cargo from the dynamic strain change value is released. It is preferable to generate the actual loading load value by correcting the static strain change value from

Is the conversion factor during the celebration,

Where is the strain due to the loading load in the stationary state, the loading load value is

It is preferable to generate according to.

On the other hand, vehicle overload prevention device of the present invention, the load measurement unit for generating in real time the load value of the vehicle loading the cargo using the sensor values; A display unit which displays the input load value in real time to the driver and the cargo loader of the vehicle; A storage unit which stores the vehicle information of the vehicle and the load value of the vehicle on which cargo loading is completed; And a control unit for outputting the load value input during cargo loading to the display unit in real time, and outputting the load value of the vehicle on which cargo loading is completed to the storage unit.

In addition, the control unit of the vehicle overload prevention device described above outputs the load value measured in real time when the vehicle is loaded and input from the load measuring unit to the display unit in real time, and outputs the load value after the loading of the vehicle is completed to the storage unit. It is desirable to store.

In addition, it is preferable that the storage unit of the vehicle overload prevention device described above stores the loading completion time information indicating the time at which cargo loading is completed and the load value of time as the vehicle history data.

On the other hand, the vehicle overload prevention method of the present invention using the sensor values measured by the sensors installed in a predetermined position of the vehicle generating a load value of the vehicle in the load load in real time; Displaying the load value in real time to the driver and cargo loader of the vehicle; And when the loading of the vehicle is completed, displaying the load value of the completed loading vehicle to the outside, and storing the cargo loading completion time information and the load value as history data of the vehicle.

Hereinafter, with reference to the accompanying drawings will be described an overload vehicle control method and system according to a preferred embodiment of the present invention. The overload vehicle control system of the present invention includes an overload vehicle control device installed in a vehicle, an overload control terminal, and a central control server.

1 is a block diagram showing the configuration of a speeding vehicle control apparatus installed in a vehicle of the overload vehicle control system according to a preferred embodiment of the present invention. Referring to FIG. 1, the overload vehicle control apparatus of the present invention includes a sensor unit 110, a load measuring unit 120, a first control unit 130, a first storage unit 140, a first display unit 150, and a first unit. And a second display unit 160 and a first wireless transceiver 170.

The sensor unit 110 includes sensors installed at a predetermined position of the vehicle, and generates sensor values used to measure the load of the vehicle and outputs the sensor values to the load measuring unit 120. The load measuring unit 120 includes a sensor unit ( The sensor values input from 110 are used to calculate and measure the load of the vehicle during the celebration of the vehicle and the total load of the vehicle.

The first storage unit 140 stores basic vehicle information such as vehicle number, vehicle number, and driver information of the vehicle and load values of the vehicle measured by the load measuring unit 120. In particular, the first storage unit 140 stores loading completion time information indicating a time at which cargo loading is completed in the vehicle and load values of the cargo loaded at the corresponding time as history data for a predetermined period.

The first display unit 150 is installed in the driver's seat for the driver of the vehicle to see (see FIG. 2A), and performs a function of displaying the load value loaded on the vehicle in real time to the driver in real time, and the second display unit ( 160 is installed on at least one of the front windshield of the vehicle, the side of the vehicle, and the rear of the vehicle (see FIG. 2B), and when loading the vehicle, the load of the vehicle is displayed to the vehicle loader in real time, and the vehicle is driven. In the city, the finally loaded loading load is displayed on the outside so that others including the overload vehicle interrupter can easily recognize the loading load.

The first wireless transceiver 170 includes first vehicle control information including vehicle information and a vehicle load value from the second radio transceiver 310 of the overload control terminal of the control point, which will be described later, when the vehicle passes the overload control point. Receives a signal for requesting and outputs to the first control unit 130, and receives the first control information from the first control unit 130 and wirelessly outputs to the transceiver of the overload control terminal.

The first control unit 130 performs a function of outputting and storing the load value loaded on the vehicle input from the load measuring unit 120 to the first storage unit 140, and the first display unit 150 and the second display unit. Outputs the load value of the vehicle to 160 to display the current load of the vehicle to the driver and the loader, and receives a first enforcement information request signal including the vehicle information and the vehicle load value from the first wireless transceiver 170. When the input is received, the vehicle information and the vehicle load value are read from the first storage unit 140, and the first intermittent information is generated and output to the first wireless transceiver 170.

On the other hand, it will be appreciated by those skilled in the art that the configuration of the overload vehicular control device of the present invention described above may be variously changed. For example, if the second display unit 160 is implemented as a color liquid crystal display device, the first storage unit 140 further includes predetermined advertisement image information in addition to the vehicle information and the loading load value, and the second display unit 160 while driving the vehicle. The first control unit 130 may be configured to read the advertisement image stored in the first storage unit 140 and display it on the second display unit 160 so that an outsider can see the advertisement content outputted in the).

Figure 3a is a block diagram showing the configuration of the overload terminal 300 and the central control server 370 of the overload vehicle control system according to a preferred embodiment of the present invention. Referring to FIG. 3A, the overload control terminal 300 may include a second wireless transceiver 310, a second controller 320, a second storage unit 330, and a wired / wireless communication unit 340.

The second wireless transmission / reception unit 310 is installed at a predetermined overload control point, and the control information request signal for requesting first control information including vehicle information and a vehicle load value at a predetermined frequency for the vehicle passing through the point. And transmits the first intermittent information from the first wireless transceiver 170 and outputs it to the second controller 320.

The second controller 320 extracts vehicle information and a vehicle load value from the first enforcement information input from the second wireless transceiver 310 to investigate whether the vehicle is overloaded, and if the vehicle is found to be overloaded, The second control information including the vehicle information, the loading load of the vehicle, and the overload enforcement date and time are generated, output to the second storage unit 330, and stored, and output to the second storage unit 330, and to the wired / wireless communication unit 340. In addition, the second control unit 320 generates second control information for all vehicles that are checked for overload, outputs the second control information to the second storage unit 330, and stores the second control information only for the vehicle that is found to be overloaded. It may be set to output to the wired / wireless communication unit 340.

The second storage unit 330 stores the vehicle information of all the vehicles examined according to a preset, the loading load value of the vehicle, and the second enforcement information including the overload enforcement date and time or the regulation information of the vehicle which is found to be overloaded. Save only.

The wired / wireless communication unit 340 transmits the control information of the overload vehicle input from the second control unit 320 to the central control server 370 through a predetermined communication network. The wired / wireless communication unit 340 transmits the control information to the central control server 370 through the Internet network or a separate dedicated communication network.

The central control server performs a function of storing second intermittent information received from the wired / wireless communication unit 340.

3B is a view showing an embodiment of an overload vehicle control system according to a preferred embodiment of the present invention. Referring to FIG. 3B, the second wireless transceiver 310 of the overload control terminal 300 may be configured in the form of a column or a gate on one side of a road through which the vehicle passes, and the second controller 320 and the second The storage unit 330 and the wired / wireless communication unit 340 may be separated from the second wireless transceiver 310 and may be configured in the form of a user terminal. As described above, when the vehicle in which the overload vehicle control device 100 is installed passes through the overload control point in which the overload control terminal 300 is installed, the overload vehicle control device 100 is provided from the second radio transceiver 310. The crackdown of the overloaded vehicle is performed by receiving the crackdown information request signal and transmitting the first crackdown information to the second radio transceiver 310.

4 is a flowchart for explaining a method for controlling an overloaded vehicle according to a preferred embodiment of the present invention.

Referring to FIG. 4, when loading a vehicle in a vehicle, sensors installed at predetermined positions of the vehicle constituting the sensor unit 110 generate sensor values and output the sensor values to the load measuring unit 120 (S400). At this time, the sensors used to measure the load of the vehicle and the sensor value generated by the sensors are variously selected according to the method of measuring the load of the vehicle.

The load measuring unit 120 generates various load values such as the load of the cargo loaded in the vehicle, the celebration, the total load of the vehicle, and outputs them to the first controller 130 using the sensor values input from the sensor unit 110. (S410). The load measuring unit 120 outputs the load of the loaded cargo to the first control unit 130 in real time when loading the cargo in the vehicle. The method of measuring the load of the loaded cargo can be variously selected depending on the situation. Load measurement method according to a preferred embodiment of the present invention will be described later with reference to FIGS.

The first control unit 130 which receives the load value in real time may check the load load value in real time so that the driver of the vehicle and the loader who loads the load on the vehicle may check the load of the currently loaded cargo in real time. ) And the second display unit 160, and the first display unit 150 and the second display unit 160 display the load values as shown in FIGS. 2A and 2B (S420).

When the loading of the cargo is completed, the first control unit 130 outputs and stores the load value of the loaded cargo to the first storage unit 140, while the overload intermittent or the general public can check the loading load from the outside. The load value of the loaded cargo is output to the second display unit 160 and displayed (S430).

On the other hand, when the vehicle passes through the overload control point while the vehicle is in operation, the second wireless transceiver 310 transmits a signal for requesting first control information including vehicle information and a load value to the first wireless transceiver 170. ), And the first wireless transceiver 170 outputs the received signal to the first controller 130 (S440).

The first control unit 130 reads the vehicle information and the current loading load value from the first storage unit 140, generates the first interruption information, and outputs it to the first wireless transmission / reception unit 170 (S450).

The first wireless transceiver 170 transmits the first intermittent information input from the first controller 130 to the second wireless transceiver 310 (S460).

The second wireless transceiver 310 outputs the received first interruption information to the second control unit 320, and the second control unit 320 extracts and investigates a load value from the received first interruption information to determine the vehicle's load. The controller determines whether the vehicle is overloaded, and when it is determined that the vehicle is overloaded, generates second control information including vehicle information, a current load value, and an interruption date and time, stores the second control information in the second storage unit 330, and outputs it to the wired / wireless communication unit 340. (S470). However, as described above, according to a preset setting, the second control unit 320 may generate second control information for all the vehicles that are checked for control and output the second control information to the second storage unit 330.

The wired / wireless communication unit 340 transmits the second control information input from the second control unit 320 to the central control server 370 through a predetermined communication network, and the central control server 370 stores the received second control information. (S480).

So far, the method and system for overload vehicle control according to the preferred embodiment of the present invention have been described. On the other hand, the overload vehicle control device 100 of the overload vehicle control system of the present invention may perform a function as an overload prevention device. Specifically, when loading a vehicle in the vehicle, load values measured in real time by the load measuring unit 120 using the sensor values generated in the sensor unit 110 described above, the first display unit 150 and the second display unit By displaying in real time to the driver and the cargo loader of the vehicle through the 160, it can be loaded so that the specified load is not exceeded, it is possible to prevent the overload of the vehicle in advance.

5 to 11, the sensor unit 110 and the load measuring unit 120 according to a preferred embodiment of the present invention measure the load in the above-described step S400 and step S410 Explain how. However, as described above, the load measuring method of the present invention may be variously selected according to a situation, and the load measuring method described below is one of various load measuring methods.

5 is a perspective view schematically showing a suspension device of a general vehicle. Suspension of a vehicle connects an axle shaft to a vehicle body and absorbs vibrations and shocks received from the road surface while driving, thereby improving ride comfort and safety of the vehicle. The suspension device of FIG. 5 is composed of a shock absorber for adjusting the free vibration of the spring and the spring, a shock absorber for improving ride comfort, a stabilizer for preventing the left and right vibration of the vehicle, and the like. The illustrated spring is a leaf spring, both ends of which are attached to the vehicle body by means of shackles and shackle pins to support the vehicle body. Since the spring supports the load of the vehicle body, in the present invention, the sensor portion for measuring the load of the vehicle is mounted on the spring.

When loading a vehicle, the strain generated in the leaf spring varies depending on the loading condition, which is caused by the friction force between the multiple springs constituting the leaf spring.

FIG. 6 is a graph showing the tensile strain in the upper part of the multi-springs over time, which may occur according to the state of the leaf springs and the loading method when loading and loading the same load.

 At this time, the strain change in the ideal state is a case of obtaining a strain by applying a load without impact, assuming that it is Single-Spring rather than Multi-Spring.

  Dynamic strain change refers to measuring the sampling interval at least 20 times per second (> 20 Hz) and measuring strain distribution changed by the impact of the spring vibrating by impact when loading the cargo in more detail. It is attenuated and eventually converges to the same strain value in the ideal state without friction and impact.

  Static strain change refers to the case where the load is applied without impact in the state of the laminated friction, and the maximum strain is immediately reached by the load because the dynamic effect of the impact is not reflected, but the ideal state is due to the reduction of the strain due to friction. It can be seen that it is measured slightly less than the strain at.

Referring to the strain at the time of loading in the ideal state of Figure 6, it can be seen that the strain increases over time and is maintained at a constant size. In practice, however, the static strain measurement, that is, the static strain change after the cargo has been loaded with the vehicle stationary on a flat surface, shows that it is less than ideal over time. This is because the weight of the cargo loaded by the friction between the leaf springs is not accurately transmitted as the strain change. Therefore, static strain measurement alone underestimates the load due to cargo loading, so accurate measurement of load is not possible immediately, and this underestimation may cause a difference to 20% of the actual weight, which may be a big burden on the vehicle driver. It can be.

On the other hand, when loading the cargo into the vehicle, considering the temporal change of the strain rate due to the impact, it can reflect the effect of the friction between the leaf spring when loading, it will be able to accurately obtain the actual load.

Accordingly, in the present invention, the impact energy is obtained by dynamically measuring the change in strain due to the weight of the cargo applied to the leaf spring of the vehicle when loading the cargo, and this is an ideal state, that is, the impact in the state that the friction of the leaf spring is released Compare the energy to the strain in the static state.

)과 시간(

)의 곱으로서, 아래와 수학식 1 과 같이 표현된다.The impact energy applied to the leaf spring when loading the vehicle into the vehicle is the dynamic strain (Fig. 6).

) And time (

) Is expressed as Equation 1 below.

If the friction release impact energy in the ideal state in which the friction between the plates is eliminated is calculated in advance, and the ratio with the impact energy at actual loading, the error of the strain in the static state can be estimated. By correcting the static strain by 2, the actual weight can be converted during loading.

; 축하중 환산계수here,

; Conversion factor during celebration

; 정지상태에서의 적재하중에 의한 변형률

; Strain due to loading in stationary state

The dynamic strain, that is, dynamic strain change over time, is preferably measured in a range of 20 to 200 times per second, more preferably about 50 to 100 times per second. This measurement is controlled so that the sensor unit detects the dynamic change through the control unit and outputs the result. The result is temporarily stored in the storage unit in the control unit, and the impact energy at the time of loading is calculated by calculation.

The sensor unit of the present invention comprises at least one strain gauge capable of measuring the strain change of the leaf spring, it is preferable to include at least two strain gauges to obtain a stable measurement value. Illustrating the structure of the sensor unit as follows.

Figure 7a shows a circuit diagram of a sensor unit 200 for measuring the wheel load of the vehicle in accordance with the present invention. The wheel load measurement sensor unit 200 according to the present invention includes a bridge circuit including a pair of strain gauges 111 and 112 and fixed resistors 113 and 114. Here, each of the fixed resistors 113 and 114 has the same resistance value, and the resistance values of the fixed resistors 113 and 114 are the same as the resistance values of the strain gauges 111 and 112 in the no-load state.

When the external power supply (V _S) is applied, the output voltage (V ₀₎ of said bridge circuit is transmitted to the control unit is in terms of load. The pair of strain gauges 111 and 112 are mounted to one spring.

The output V ₀ of the bridge circuit of FIG. 7A may be calculated by Equation 3 below.

Here, R _S1 and R _S2 refer to the resistances of the strain gauges 111 and 112 in the state where a load is applied, respectively.

8A and 8B illustrate another form in which the strain gauges 111 and 112 of FIG. 7A are mounted to the leaf spring 800 of the vehicle.

In FIG. 8A, a pair of strain gauges 111 and 112 are mounted on the same surface of the spring 800, and these strain gauges 111 and 112 are attached to be perpendicular to each other. For example, when the first strain gauge 111 is mounted in parallel with the longitudinal direction of the spring 800, the second strain gauge 112 may be mounted at a right angle thereto. However, it should be noted that the strain generated in the leaf spring 800 by the load acting on the vehicle in this example is that only the spring 800 longitudinal component is present. Therefore, the strain due to the vehicle load can be sufficiently measured by the first strain gauge 111, and the second strain gauge 112 does not directly contribute to the measurement of the strain. However, the second strain gauge 112 is not for the purpose of strain measurement, but for compensating for the variation of the characteristics of the strain gauge, and has a meaning as a reference resistance.

의 저항 증가가 발생한다면, 이에 수직한 방향으로 배열된 제2 스트레인 게이지(112)에는 프와송비에 의해

의 저항 감소가 발생하게 된다. 따라서, 브릿지 회로의 출력(V₀)은 상기 수학식 3에서 이들 저항 변화 를 고려하여 계산될 수 있다. In such an arrangement of strain gauges, there is no strain component due to load in the direction perpendicular to the spring longitudinal direction, but strain due to Poisson's ratio. Therefore, when the load of the vehicle is applied to the spring 800, the first strain gauge 111 arranged in the longitudinal direction

If the increase in resistance occurs, the second strain gauge 112 arranged in a direction perpendicular to this is due to the Poisson's ratio

Decrease in resistance occurs. Therefore, the output V ₀ of the bridge circuit may be calculated by considering these resistance changes in Equation 3 above.

의 저항 증가가 발생한다면, 제2 스트레인 게이지(112)에는

의 저항 감소가 발생하게 된다. 따라서, 브릿지 회로의 출력(V₀)은 상기 수식에서 이 저항 변화를 고려하여 계산될 수 있다. 앞서, 도 8a와 관련하여 설명한 바와 같이, 이 경우에도 스트레인의 측정은 하나의 스트레인 게이지로도 충분하며, 나머지 스트레인 게이지는 기준 저항으로서의 의미를 가진다. On the other hand, in FIG. 8B, a pair of strain gauges 111 and 112 are attached to the mutually opposite positions of the same surface of the leaf spring 800, respectively. The first strain gauge 111 mounted on the upper surface of the spring and the second strain gauge 112 mounted on the lower surface of the spring are mounted in the same direction, that is, in the longitudinal direction of the spring. In such a strain gage arrangement, a load acts on the spring 800 to the first strain gage 111.

If the resistance increase of the second strain gauge 112 is

Decrease in resistance occurs. Therefore, the output V ₀ of the bridge circuit can be calculated by considering this resistance change in the above equation. As described above with reference to FIG. 8A, even in this case, measurement of strain is enough for one strain gauge, and the other strain gauge has a meaning as a reference resistance.

The reason for configuring the bridge circuit by using a pair of strain gauges including a dummy strain gauge is as follows.

As can be seen from the above Equation 3, the output (V ₀ ) of the bridge circuit according to the circuit configuration of Figure 7a and 7b is the resistance of the two active resistance elements (strain gauges 111, 112) irrespective of the fixed resistance It is determined by the values R _S1 and R _S2 . Therefore, each variable of Equation 3, which determines the output values of these strain gauges, is subject to both the characteristic change of the strain gauge itself or the influence of the external environment, and in Equation 3, these effects cancel each other out. For example, according to the structure of the sensor unit of the present invention, it is possible to ignore the change in the output value of the strain gauge over time due to the deterioration in durability due to fatigue of the strain gauge itself or the deterioration due to plastic deformation of the structure (spring) with a strain gauge. In addition, even if the sensor unit includes deformation due to temperature in the measured value due to the vehicle's driving environment, geothermal heat, or the like, these effects are canceled out and not reflected in the output signal.

As mentioned above, although the sensor part circuit structure suitable for measurement of a wheel load was demonstrated, the technical idea of this invention can be easily applied also to the measurement of a load factor.

FIG. 7B shows the circuit structure of the sensor unit 110 of the present invention used for the load accumulation measurement. As shown, four strain gauges 115, 116, 117, and 118 constitute one bridge circuit.

One pair of four strain gauges 115, 116, 117, 118 is mounted on a first spring at one end of the axle, and the other pair of strain gauges 117, 118 It is mounted on a second spring at the other end of the axle. The method of mounting the strain gauge on the spring is similar to the method of mounting the strain gauge for measuring the wheel load described above. For example, two pairs of strain gauges 115, 116 or 117, 118 may be mounted on the same surface of one spring, one of which may be mounted in the longitudinal direction of the spring and the other of which is perpendicular to the spring. Alternatively, two strain gauges may be mounted in the longitudinal direction at positions opposite to each other on the same side of the leaf spring.

If the former case, the output of the bridge circuit of Figure 7b can be expressed by the following equation (4).

Here, it is assumed that the load applied to each of the springs on both ends of the axle is the same, and therefore, the resistance change of the strain gauges 115, 116, 117, and 118 is also assumed. Of course, the vehicle-vehicle measuring apparatus of the present invention is applicable even when the load acting on each spring is not the same. As before, the remaining two strain gages mounted perpendicular to the spring length will experience a change in resistance due to Poisson's ratio.

)는 차축의 양단에 가해지는 윤하중의 평균값에 대응한다. 따라서, 이 저항값 변화의 배수를 취함으로써, 실제 차축에 가해지는 하중을 구할 수 있으며, 이후 신호 처리 과정과 하중으로의 환산 작업에서 이러한 점이 고려되어야 한다.Due to this assumption, the change of the resistance value of the strain gauge obtained by Equation 4

) Corresponds to the average value of the wheel load applied to both ends of the axle. Therefore, by taking this multiple of the resistance change, the load on the actual axle can be found, which must be taken into account later in the signal processing and conversion to the load.

In this way, a pair of strain gauges are attached to each of the two springs at both ends of the axle to form a bridge circuit with these strain gauges, and the output of the vehicle can be obtained by measuring the output of the bridge.

The output V ₀ from the above-described sensor unit, that is, the static strain and the dynamic strain, is converted into load by the controller. The output V ₀ from the bridge circuit is amplified by a signal amplifier in the control section and then converted into a digital signal by an analog / digital converter (A / D converter) in the control section. The converted signal is input to a calculation unit in the control unit and converted into a load.

는 스트레인 게이지의 신호값에 대한 차량의 적재 축하중을 실험적으로 구하여 얻은 데이터들로부터 얻은 일반식(일차식)의 비례관계(기울기)에 해당할 수 있다. The conversion to load is obtained using a correspondence relationship existing between the strain and the load, and the data of the correspondence relationship can be stored in the storage means in a table. For example, the conversion factor during celebration in Equation 2 described above.

May correspond to the proportional relationship (slope) of the general equation (primary equation) obtained from the data obtained by experimentally obtaining the vehicle's loading celebration of the strain gage signal value.

에 오차가 있을 경우 상기 신호값에 대한 만차시의 축하중의 비가 되도록

를 수정할 수 있다. This proportional relationship can be stored in memory and can be modified by very simple operation. That is, compared with the signal value of the strain gauge and the actual ratio during celebration after the vehicle is full of cargo.

If there is an error in the ratio of the celebration at the time of full moon with respect to the signal value

Can be modified.

에 오차가 있을 경우 상기 신호값에 대한 공차시의 축하중의 비가 되도록

를 수정할 수도 있다.In addition, in comparison with the signal value of the strain gauge and the actual ratio during celebration without loading the vehicle into the vehicle,

If there is an error in the ratio of the congratulations at the time of tolerance to the signal value

You can also modify

By repeating this method, as the number of error corrections increases, the proportional relationship between strain and load can be obtained to minimize the error between the measured value and the actual weight. 9A and 9B are graphs showing an example of correcting an error of an actual weight with respect to a measured value at full and tolerance.

On the other hand, in the present invention, the signal of the strain gauge for each axis of the vehicle and the resulting congratulations are independently processed to obtain the congratulations of the entire vehicle. In this way, the load on each axle may be different in the inclined place or in a state where the cargo is not evenly mounted on the vehicle. Therefore, by independently measuring and calculating the weight, the exact actual weight of the entire vehicle can be obtained. do. In addition, the effects of the deterioration of the components constituting the shaft can be considered independently, which is preferable for the actual load and load measurement.

In this method, the bridge circuit is composed of two wheels of each wheel as one axis, but the parallel state of the two wheels on one axis may be broken on unpaved roads or uneven terrain where the floor is not uniform. Errors can occur in measuring loads. In order to improve such an error, it is desirable to independently obtain the signal of the strain gauge and consequent congratulation in each wheel unit instead of an axis unit, and process it to obtain congratulation in the whole vehicle.

To this end, the following experiment was performed.

First, as illustrated in FIGS. 10A and 10B, a pair of suspensions were simulated to put a weight of 1 kg on the left and right leaf spring models of elastic material, respectively, to arbitrarily create a state where the balance is broken. The weight of the measuring instrument was measured and compared with the equilibrium value. FIG. 10A illustrates an example in which a bridge circuit (that is, one bridge circuit per axis) is configured in units of axes, and FIG. 10B illustrates an example in which a bridge circuit (that is, two bridge circuits per axis) is configured in units of wheels. Equilibrium corresponds to a case where 1 kg of weight is placed on both iron plates equally (that is, it corresponds to flat ground), and the state of equilibrium is broken by varying the weight of the weights on both iron plates. This is the case of the deformation. Figure 10c shows an example in which the weight of the lifting weight on both iron plates. Tables 1 and 2 below show the experimental results for the axial error value for the strain change measurement per axis and the axial error value for the strain change measurement per wheel, respectively.

Congratulation measurements for measuring strain change per axis sinker Measurement signal (mV) Measured value (weight conversion) Deviation L R Ch.1 Ch.2 Ch.1 Ch.2 2 kg 2 kg 75 68 100 100 0% 3 kg 1 kg 70 75 93.33 110.294 7% 4 kg 0 kg 57 80 76 117.647 24% 2 kg 2 kg 78 70 104 102.941 -4% 1 kg 3 kg 83 60 110.67 88.235 -11% 0 kg 4 kg 84 46 112 67.647 -12%

Congratulations measurement for strain change per wheel sinker Measurement signal (mV) Measurement signal sum Measured value (weight conversion) Deviation L R Ch.1 Ch.2 2 kg 2 kg 77 72 149 100 0% 3 kg 1 kg 109 40 149 100 0% 4 kg 0 kg 140 3 143 95.973 4% 2 kg 2 kg 84 72 156 104.698 -5% 1 kg 3 kg 45 104 149 100 0% 0 kg 4 kg 4 140 144 96.644 3%

When the weights applied to both wheels (L, R) were the same, there was almost no error regardless of the strain measurement method.However, when the weights were different, the variation of strain per wheel was less and the deviation was very accurate. It can be seen that can be obtained.

11 is a flowchart illustrating a load measuring process of the present invention. First, after inputting vehicle information, for example, the number of shafts, the number of tires, the vehicle type, and other degrees, the tolerance of each axis and the strain value at the time of full parking are input from the sensor unit to automatically calculate the load. At this time, the impact energy is determined from the dynamic strain to determine the correction. If correction is required, the load is automatically calculated by the correction and the load is displayed.

If an error occurs between the indicated loading load and the actual load measured at the weighbridge, modify the relation between the strain and the load from the value corresponding to the error and repeat the above procedure to obtain a more accurate loading load.

The invention can also be embodied as computer readable code on a computer readable recording medium. The computer-readable recording medium includes all kinds of recording devices in which data that can be read by a computer system is stored. Examples of computer-readable recording media include ROM, RAM, CD-ROM, magnetic tape, floppy disk, optical data storage, and the like, which are also implemented in the form of a carrier wave (for example, transmission over the Internet). It also includes. The computer readable recording medium can also be distributed over network coupled computer systems so that the computer readable code is stored and executed in a distributed fashion.

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.

According to the overload vehicle control method and system of the present invention, by loading the load on the vehicle in real time by displaying the load of the load in real time to the driver and the cargo loader of the vehicle, it is possible to prevent the overload of the vehicle in advance It works.

In addition, according to the overload vehicle control method and system of the present invention, by displaying the load or overload after the completion of the loading to the outside, the intermittent can visually identify whether the loading load or the overload of the vehicle is loaded. Not only can it easily overcharge the vehicle, but it also can wirelessly transfer the loading load stored in the vehicle to the overload control terminal while the vehicle is in operation, so that the overload vehicle can be cracked quickly and accurately. Passage load information of the phase can be obtained, which makes efficient structure management effect.

Claims (19)

A load measuring unit configured to generate in real time a load value of the vehicle under load by using the sensor values; A display unit which displays the input load value to the driver and the cargo loader of the vehicle in real time; A storage unit for storing vehicle information of the vehicle and a load value of the vehicle on which cargo loading is completed; And And a control unit for outputting the load value input during cargo loading to the display unit in real time, and outputting the load value of the vehicle on which cargo loading is completed to the storage unit. The method of claim 1, wherein the control unit Characterized in that the load value measured in real time when the vehicle is loaded and input from the load measuring unit in real time to the display unit, and outputs and stores the load value after the loading of the vehicle is completed to the storage unit; Vehicle overload prevention device. The method of claim 2, wherein the storage unit And loading completion time information indicating a time at which cargo loading is completed and a load value of the time as vehicle history data. A load measuring unit configured to generate a load value of the vehicle using the sensor values; A first storage unit which stores vehicle information of the vehicle and the input load value; A first radio receiver which receives an interruption information request signal for requesting first enforcement information including vehicle information and a load value from a predetermined overload enforcement terminal and transmits the first enforcement information to the overload enforcement terminal while the vehicle is in operation; A transceiver; And The load value is received from the load measuring unit and output to the storage unit, the vehicle information and the load value are read from the storage unit according to the intermittent information request signal input from the first wireless transceiver and the first intermittent control unit. And a first control unit for generating information and outputting the information to the first wireless transmission / reception unit. The method of claim 4, wherein And a display unit for receiving the load value from the first control unit and displaying the load value to at least one of a driver and a loader of the vehicle. The method of claim 5, wherein the first control unit Overload vehicle control system, characterized in that for outputting the load value measured and input in real time at the time of loading the vehicle from the load measuring unit to the display unit, and outputs the load value after the loading of the vehicle is completed to the storage unit. . The method of claim 4, wherein the first storage unit And a loading completion time information indicating a time at which cargo loading is completed and a load value of the time as vehicle history data. The method according to any one of claims 4 to 7, The overload control terminal configured to receive the first control information and determine whether the vehicle is overloaded, and generate second control information including the first control information for the overcharged vehicle and transmit the control over the predetermined communication network; And And a central control server for receiving and storing the second control information through the communication network. The method of claim 8, wherein the overload enforcement terminal A second radio transceiver for transmitting the interruption information request signal to the vehicle in operation and receiving the first interruption information; The vehicle information and the load value are extracted from the first intermittent information input from the second wireless transceiver, and whether the vehicle is overloaded is determined. A second control unit including information to generate and output the second interruption information; And And a wired and wireless communication unit for transmitting the second control information to the central control server through the communication network. The method of claim 9, wherein the overload enforcement terminal And a second storage unit for storing the second enforcement information of all vehicles inspected for overload or storing only the second regulation information of an overly determined vehicle. The method according to any one of claims 4 to 7, The sensors are attached to each leaf spring of the suspension of the vehicle to measure the strain change value according to the load of the vehicle, The load measuring unit receives the dynamic strain change value according to time due to the impact of the load being loaded while loading the cargo in the vehicle, and the static strain change value according to the cargo loaded in the vehicle, the dynamic strain From the change value, the static strain change value is corrected from the ratio of the impact energy (load frictional impact energy) in the ideal state in which friction between each plate constituting the leaf spring set in advance and the friction energy between the plates is canceled. An overload vehicle control system, characterized in that it generates an actual loading load value. Generating, in real time, a load value of the vehicle under load by using sensor values measured by sensors installed at a predetermined position of the vehicle; Displaying the load value to a driver and a cargo loader of a vehicle in real time; And And when the load of the vehicle is completed, displaying the load value of the completed vehicle to the outside and storing the load value of loading time and the load value as history data of the vehicle. . (a) generating a load value of a vehicle on which cargo is loaded using sensor values measured by sensors installed at a predetermined position of the vehicle; (c) displaying the load value of the vehicle that has been loaded to the outside and storing the load value; And (d) Receiving an interruption information request signal for requesting first interruption information including vehicle information and a load value from a predetermined overload interruption terminal while the vehicle is in operation, and reading the first interruption information to the overload interruption terminal And overloading the vehicle. The method of claim 13, wherein the step (a) and the step (c) and (b) displaying load values of the vehicle generated in real time when loading the vehicle to the driver and the loader of the vehicle in real time. The method of claim 13, wherein step (c) And a loading completion time information indicating a time at which cargo loading is completed and a load value of the time as vehicle history data. The method of claim 13, (e) receiving, by the overload control terminal, the first enforcement information and extracting vehicle information and a load value from the first enforcement information to investigate whether the vehicle is overloaded; And (f) If it is determined that the vehicle is over-loaded, the crackdown date and time information is included in the first crackdown information to generate and store the second crackdown information, and the second crackdown information is sent to a predetermined central control server through a predetermined communication network. And overloading the vehicle. The method of claim 16, wherein step (f) An overload vehicle enforcement method, wherein the second enforcement information is generated and stored for all vehicles that are checked for overload. 18. The method according to any one of claims 13 to 17, wherein step (a) From the sensors installed on the leaf spring of the vehicle suspension device, the dynamic strain change value over time due to the impact of the load is measured, and the static strain change value according to the load loaded on the vehicle is measured, From the dynamic strain change value, the static strain change value is determined from the ratio of impact energy (load friction impact energy) in an ideal state in which friction between each plate constituting the plate spring set in advance and the friction energy between loads is released. Overload vehicle cracking method characterized in that to generate the actual load value by correcting. The method of claim 18,

Is the conversion factor during the celebration,

When the strain by the load in the stationary state, the load value is expressed by the following formula

It is generated according to the overload vehicle control method.

Images