WO2006080611A1 - Method and system for controlling overloaded - Google Patents
Method and system for controlling overloaded Download PDFInfo
- Publication number
- WO2006080611A1 WO2006080611A1 PCT/KR2005/002627 KR2005002627W WO2006080611A1 WO 2006080611 A1 WO2006080611 A1 WO 2006080611A1 KR 2005002627 W KR2005002627 W KR 2005002627W WO 2006080611 A1 WO2006080611 A1 WO 2006080611A1
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- Prior art keywords
- vehicle
- load
- control information
- loaded
- load value
- Prior art date
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- 238000000034 method Methods 0.000 title claims abstract description 55
- 238000005259 measurement Methods 0.000 claims abstract description 49
- 238000011068 loading method Methods 0.000 claims description 36
- 238000004891 communication Methods 0.000 claims description 22
- 230000003068 static effect Effects 0.000 claims description 17
- 239000000725 suspension Substances 0.000 claims description 13
- 238000006243 chemical reaction Methods 0.000 claims description 10
- 238000012545 processing Methods 0.000 claims description 3
- 230000004044 response Effects 0.000 claims description 2
- 238000010586 diagram Methods 0.000 description 12
- 230000008569 process Effects 0.000 description 9
- 230000033228 biological regulation Effects 0.000 description 4
- 238000012937 correction Methods 0.000 description 4
- 230000006583 body weight regulation Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 238000013500 data storage Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 239000000284 extract Substances 0.000 description 2
- 241001622623 Coeliadinae Species 0.000 description 1
- 239000006096 absorbing agent Substances 0.000 description 1
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- 230000005540 biological transmission Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 239000004973 liquid crystal related substance Substances 0.000 description 1
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- 239000003381 stabilizer Substances 0.000 description 1
- 230000002123 temporal effect Effects 0.000 description 1
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01G—WEIGHING
- G01G23/00—Auxiliary devices for weighing apparatus
- G01G23/18—Indicating devices, e.g. for remote indication; Recording devices; Scales, e.g. graduated
- G01G23/36—Indicating the weight by electrical means, e.g. using photoelectric cells
- G01G23/37—Indicating the weight by electrical means, e.g. using photoelectric cells involving digital counting
- G01G23/3728—Indicating the weight by electrical means, e.g. using photoelectric cells involving digital counting with wireless means
- G01G23/3735—Indicating the weight by electrical means, e.g. using photoelectric cells involving digital counting with wireless means using a digital network
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21D—WORKING OR PROCESSING OF SHEET METAL OR METAL TUBES, RODS OR PROFILES WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21D53/00—Making other particular articles
- B21D53/74—Making other particular articles frames for openings, e.g. for windows, doors, handbags
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21D—WORKING OR PROCESSING OF SHEET METAL OR METAL TUBES, RODS OR PROFILES WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21D13/00—Corrugating sheet metal, rods or profiles; Bending sheet metal, rods or profiles into wave form
- B21D13/02—Corrugating sheet metal, rods or profiles; Bending sheet metal, rods or profiles into wave form by pressing
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01G—WEIGHING
- G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
- G01G19/08—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for incorporation in vehicles
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01G—WEIGHING
- G01G23/00—Auxiliary devices for weighing apparatus
- G01G23/005—Means for preventing overload
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2900/00—Application of doors, windows, wings or fittings thereof
- E05Y2900/10—Application of doors, windows, wings or fittings thereof for buildings or parts thereof
- E05Y2900/13—Type of wing
- E05Y2900/132—Doors
- E05Y2900/134—Fire doors
Definitions
- the present invention relates to methods and apparatuses for controlling overloaded vehicles, and more particularly, to methods and apparatuses for controlling overloaded vehicles, in which a vehicle load is measured and displayed to the outside so that a driver and an examiner can visually verify the vehicle load, and the vehicle load is readily examined by using wireless recognition technologies.
- the gross axle load refers to a gross load weight for an overall length of an axle
- the axle load refers to a gross load weight for one of the wheels installed in a single axle.
- the meaning of 'gross load' includes concepts of the axle load and the wheel load.
- a driver or a loadmaster can not identify an accurate load weight while a vehicle is loaded. Since the place where the vehicle is loaded is distant from a weight measuring facility, an actual vehicle weight can not be measured until the loading is completed. For this reason, measurement of a load weight usually depends on human's eyes or loadmaster's experiences. Also, even when a result of the measurement in the weight measuring facility shows that the load weight exceeds the limitation value, it is actually difficult to unload some of the cargos to immediately reduce the load weight. Accordingly, a driver can not help driving a vehicle on the road though he knows the fact that he violates regulations on a vehicle load weight.
- a policeman in order to control the overloaded vehicle according to a current regulation, a policeman should stop the vehicle, and measure a vehicle load weight by using a traveling type overload control device, or instruct a driver to drive through an overloaded vehicle checkpoint in which a load measuring device is installed.
- the policeman In the former method, the policeman should install the traveling type overload control device and stop every suspected vehicle. Therefore, the former method needs much time and high cost.
- the overloaded vehicles that usually drive down the road on which the overload checkpoint is not provided can not be substantially controlled.
- the present invention is made to solve the aforementioned problem, and provides methods and apparatuses for controlling overloaded vehicles, in which a gross vehicle load is measured and displayed to the outside so that a driver and an examiner can visually verify the gross vehicle load in a moment, and whether or not the vehicle is overloaded is readily examined by using wireless recognition technologies.
- a system for controlling an overloaded vehicle comprising: a load measurement unit producing a load value of a vehicle by using sensor values; a first storage unit storing identification information of the vehicle and the load value; a first wireless transceiver unit receiving a control information request signal requesting first control information including the identification information of the vehicle and the load value from an overload control terminal while the vehicle is on the road, and transmitting the first control information to the overload control terminal; and a first control unit adapted to receive the load value from the load measurement unit, output the load value to the storage unit, read out the identification information of the vehicle and the load value from the first storage unit in response to the control information request signal from the first wireless transceiver unit to produce first control information, and output the first control information to the first wireless transceiver unit.
- the system may further comprise a display unit receiving the load value from the first control unit to display the load value to a driver or a loadmaster.
- the first control unit may output the load value input from the load measurement unit to the display unit in a real-timely manner while the vehicle is loaded, and output the load value to the first storage unit after the vehicle is loaded.
- the first storage unit may store information on a loading completion time indicating when a loading on the vehicle is completed and the load value at the loading completion time as vehicle history data.
- the system may further comprise: an overload control terminal receiving the first control information to determine whether or not the vehicle is overloaded, producing second control information including the first control information for overloaded vehicles and control time data, and transmitting the second control information via predetermined communication networks; and a central control server receiving the second control information via the communication networks and storing it.
- the overload control terminal may comprise: a second wireless transceiver unit transmitting the control information request signal to the vehicle on the road and receiving the first control information from the vehicle; a second control unit adapted to extract the identification information of the vehicle and the load value from the first control information input from the second wireless transceiver unit to examine whether or not the vehicle is overloaded, and to produce the second control information including the first control information and control time data when it is determined that the vehicle is overloaded and output it; and a wired/wireless communication unit transmitting the second control information to the central control server through the communication networks.
- the overload control terminal may further comprise a second storage unit storing the second control information of all vehicles that have been examined or the second control information of only overloaded vehicles.
- the sensors may be attached on each leaf spring of a suspension of the vehicle to measure variation of strain caused by the load on the vehicle, and the load measurement unit may receive from the sensors a dynamic strain variation according to time caused by impact of the load while the vehicle is loaded and a static strain variation according to the load of the vehicle, and correct the static strain variation based on a proportion between an impact energy generated while the vehicle is loaded and a friction release impact energy which is an ideal state impact energy at which friction between the plates in the leaf spring is released due to the dynamic strain variation.
- a method of controlling overloaded vehicle comprising steps of: (a) generating a load value of a vehicle by using sensor values measured by sensors installed in predetermined positions of a vehicle; (c) displaying the load value after the vehicle is loaded to the outside and storing the load value; and (d) receiving a control information request signal for requesting first control information including identification information of the vehicle on the road and the load value from an overload control terminal, and reading out the first control information to transmit the first control information to the overload control terminal.
- the method may further comprise a step (b) between the steps (a) and
- step (c) information on a loading completion time indicating when a loading on the vehicle is completed and the load value at the loading completion time may be stored as vehicle history data.
- the method may further comprise steps: (e) receiving by the overload control terminal the first control information and extracting identification information of the vehicle and the load value from the first control information to examine whether or not the vehicle is overloaded; and (f) if it is determined that the vehicle is overloaded, generating and storing second control information including the first control information and a control time data, and transmitting the second control information to a central control server via predetermined communication networks.
- the second control information may be generated for all vehicles that have been examined.
- a dynamic strain variation according to time caused by impact of the load while the vehicle is loaded may be detected from sensors installed in a leaf spring of a suspension of a vehicle.
- a static strain variation according to the load of the vehicle may be measured.
- the static strain variation may be corrected based on a proportion between an impact energy generated while the vehicle is loaded and a friction release impact energy which is an ideal state impact energy at which friction between the plates in the leaf spring is released due to the dynamic strain variation.
- the load value may be determined by
- an apparatus for preventing overload in a vehicle comprising: a load measurement unit producing a load value of a vehicle by using sensor values in a real-timely manner; a display unit displaying the load value to allow a driver or a loadmaster to identify it; a storage unit for storing identification information of the vehicle and the load value after the vehicle is loaded; and a control unit adapted to output the load value to the display unit while the vehicle is loaded and output the load value to the storage unit after the vehicle is loaded.
- control unit may be adapted to output the load value input from the load measurement unit to the display unit in a real-timely manner while the vehicle is loaded, and to output the load value to the display unit to display it after the vehicle is loaded.
- the storage unit may store information on a loading completion time indicating when a loading on the vehicle is completed and a load value at the loading completion time as vehicle history data.
- a method of preventing overloaded vehicle comprising: producing a load value while a vehicle is loaded by using sensor values measured by sensors installed in predetermined positions of the vehicle in a real-timely manner; displaying the load value to a driver or a loadmaster while the vehicle is loaded in a real-timely manner; displaying the load value the outside after the vehicle is loaded; and storing information on a loading completion time and the load value as vehicle history data.
- FlG. 1 is a block diagram illustrating a configuration of an overloaded vehicle control apparatus installed on a vehicle in a system for controlling an overloaded vehicle according to an exemplary embodiment of the present invention
- FIGS. 2A and 2B are schematic diagram illustrating implementations of first and second display units of FlG. 1
- FlG. 3A is a block diagram illustrating an overload control terminal and a central control server in an overloaded vehicle control system according to an exemplary embodiment of the present invention
- FIGS. 7 A and 7B are circuit diagrams illustrating a sensor unit for measuring a grow axle load in a vehicle according to the present invention
- FIGS. 8 A and 8B are schematic diagrams illustrating a configuration of a sensor according to the present invention, arranged in a leaf spring of a vehicle;
- FIGS. 9 A and 9B are graphs showing correction of a difference between a measured load and an actual load in a full-loaded vehicle and in an empty vehicle;
- FIGS. 1OA ,10B, and 1OC are schematic diagrams illustrating experimental examples used in a method of measuring strain according to the present invention.
- FlG. 11 is a flowchart illustrating a process of measuring a gross vehicle load according to the present invention.
- a system for controlling overloaded vehicles according to the present invention includes an overloaded vehicle control apparatus installed on a vehicle, an overload control terminal, and a central control server.
- FlG. 1 is a block diagram illustrating an overloaded vehicle control apparatus installed on a vehicle according to an exemplary embodiment of the present invention.
- the overloaded vehicle control apparatus includes a sensor unit 110, a load measurement unit 120, a first controller unit 130, a first storage unit 140, a first display unit 150, a second display unit 160, and a first wireless transceiver unit 170.
- the sensor unit 110 includes a plurality of sensors installed in predetermined positions on a vehicle.
- the senor unit 110 produces sensor values used to measure a vehicle load and outputs them to the load measurement unit 120.
- the load measurement unit 120 calculates the axle load and the gross vehicle load by using the sensor values input from the sensor unit 110.
- the first storage unit 140 stores vehicle identification information such as a vehicle identification number, a vehicle registration number, and private information of a driver, and the vehicle load calculated by the load measurement unit 120. Particularly, the first storage unit 140 stores a loading completion time which indicates when the loading is completed, and a load value of cargos loaded in a corresponding period as history data for a predetermined period of time.
- the first display unit 150 may be installed on top of the dashboard in a driver's cabin to allow a driver to identify the load value in a real timely manner.
- the second display unit 160 may be installed on the front windshield, the side body, or the rear body of the vehicle exterior to allow a loadmaster to identify the load weight in a real timely manner while the vehicle is loaded. Also, the second display unit 160 allows other persons including a controller or a police man to readily identify the load weight while the vehicle is on the road.
- the first wireless transceiver unit 170 receives from a second wireless transceiver unit 310 of the overload control terminal in the overload checkpoint a first control information request signal for requesting to send first control data including identification information of the vehicle and a gross vehicle weight when a vehicle passes through an overload checkpoint, and outputs the request signal to the first controller unit 130. Also, the first wireless transceiver unit 170 receives the first control information from the first controller unit 130, and transmits it to the transceiver unit of the overload control terminal in a wireless manner.
- the first controller unit 130 outputs the load value which has been input from the load measurement unit 120 to the first storage unit 140 to store it. Also, the controller unit 130 outputs the load weight to the first and the second display units 150 and 160 to allow a driver or a loadmaster to identify the current load.
- the first controller unit 130 receives the first control information request signal for requesting the vehicle identification information and the weight value from the wireless transceiver unit 170
- the first controller unit 130 reads out the vehicle identification information and the weight value from the first storage unit 140 and generate the first control information to output it to the first wireless transceiver unit 170.
- the configuration of the apparatus for controlling overloaded vehicles according to the present invention is not limited to the aforementioned embodiment, and can be embodied in various forms.
- advertisement image information may be stored in the first storing unit 140 together with the vehicle identification information and the gross load weight.
- the first controller unit 130 may read out the advertisement image stored in the first storage unit 140 and the advertisement image may be displayed on the second display unit 160 so that pedestrians can watch the advertisement displayed on the second display unit 160 while the vehicle is on the road.
- FIG. 3A is a block diagram illustrating an overload control terminal 300 and a central control server 370 of an overloaded vehicle control system according to an exemplary embodiment of the present invention.
- the overload control terminal 300 includes a second wireless transceiver unit 310, a second controller unit 320, a second storage unit 330, and a wired/wireless communication unit 340.
- the second wireless transceiver unit 310 is installed in a predetermined overload checkpoint.
- the second wireless transceiver unit 310 transmits a control information request signal for requesting first control information including the vehicle identification information and the vehicle load value by using a predetermined channel to the vehicles passing through the overload checkpoint, and receives the first control information from the first wireless transceiver unit 170 to output it to the second controller unit 320.
- the second controller unit 320 extracts the vehicle identification information and the vehicle load value from the first control information input from the second wireless transceiver unit 310 to search for an overloaded vehicle. If the corresponding vehicle is determined to violate weight regulations, the second controller unit 320 generates the second control information including the vehicle identification information of the corresponding vehicle, the load weight of the corresponding vehicle, and the measurement date and time to output it to the second storage unit 330 as well as to the wired/wireless communication unit 340.
- the second controller unit 320 generates second control information with respect to all the measured vehicles to output it to the second storage unit 330 and may output the corresponding second control information for only the overloaded vehicles to the wired/wireless communication unit 340.
- the second storage unit 330 stores the second control information including the vehicle identification information of all the measured vehicles, the load values of the corresponding vehicles, and the overload control time, or the second control information of only the overloaded vehicles in accordance with pre-settings.
- the wired/wireless communication unit 340 transmits the control information of the overloaded vehicle input from the second controller unit 320 to the central control server 370 via a predetermined communication network.
- the wired/wireless communication unit 340 transmits the control information to the central control server 370 via Internet networks or dedicated communication networks.
- the central control server stores the second control information received from the wired/wireless communication unit 340.
- FlG. 3B is a schematic diagram illustrating an overloaded vehicle control system according to an exemplary embodiment of the present invention.
- the second wireless transceiver unit 310 of the overload control terminal 300 may be installed in a gate or a post erected on the side of the road through which the vehicle passes.
- the second controller unit 320, the second storage unit 330, and the wired/ wireless communication unit 340 may be separated from the second wireless transceiver unit 310 and embodied in the shape of a user's terminal.
- the overloaded vehicle control apparatus 100 receives the control information request signal from the second wireless transceiver unit 310, and the transmits the first control information to the second wireless transceiver 310, thereby searching for overloaded vehicles.
- FlG. 4 is a flowchart illustrating a method of controlling overloaded vehicles according to an exemplary embodiment of the present invention.
- the sensor unit 110 when the vehicle is loaded, the sensor unit 110 having sensors installed in predetermined positions generates sensor values and outputs them to the load measurement unit 120.
- the sensors and the sensor values used to measure the vehicle load may be embodied in various types depending on a selected measuring method.
- the load measurement unit 120 generates various load values such as a gross load weight, an axle load, and a gross vehicle load by using the sensor values input from the sensor unit 110 and outputs them to the first controller unit 130 (S410).
- the load measurement unit 120 outputs the load values to the first controller unit 130 in a real timely manner while the vehicle is loaded.
- the method of measuring the load weight may be embodied in various manners depending on environments. A method of measuring the load weight according to an exemplary embodiment of the present invention will now be described below with reference to FIGS. 5 through 11.
- the first controller unit 130 receives the load value, outputs it to the first display unit 150 and the second display unit 160 so that a driver seated inside as well as a loadmaster working at the outside can simultaneously identify the load weight in a real-timely manner.
- the first display unit 150 and the second display unit 160 may display the load weight values as shown in FIGS. 2A and 2B (S420).
- the first controller unit 130 When completing the loading, the first controller unit 130 outputs the load value to the first storage unit 140 to store it, as well as outputs it to the second display unit 160 so that the vehicle load weight can be displayed on the second display unit 160 to allow other persons or police men to identify it(S430).
- the second wireless transceiver unit 310 transmits a request signal for first control information including the vehicle identification information and the load weight value to the first wireless transceiver unit 170, and the first wireless transceiver unit 170 outputs the received signal to the first controller unit 130 (S440).
- the first controller unit 130 reads out the vehicle identification information and the current load weight value from the first storage unit 140, and generate the first control information to output it to the first wireless transceiver unit 170 (S450).
- the first wireless transceiver unit 170 transmits the first control information input from the first controller unit 130 to the second wireless transceiver unit 310 (S460).
- the second wireless transceiver unit 310 outputs the received first control in- formation to the second controller unit 320.
- the second controller unit 320 extracts the load weight value from the received first control information, and determines whether or not the corresponding vehicle violates weight regulations. If it is determined that the corresponding vehicle is overloaded, the second controller unit 320 generates the second control information including the vehicle identification information, the current load value, and the control data and time, and stores it in the second storage unit 330 as well as outputs it to the wired/wireless communication unit 340. As described above, depending on pre-settings, the second controller unit 320 may generate the second control information with respect to all the examined vehicles and output it to the second storage unit 330 to store it.
- the wired/wireless communication unit 340 transmits the second control information input from the second controller unit 320 to the central control sever 370 via communication networks, and the central control server 370 stores the received second control information (S480).
- the overloaded vehicle control apparatus 100 in a system for controlling overloaded vehicles according to the present invention may serve as an apparatus for preventing overload. More specifically, the load value is measured by the load measurement unit 120 by using the sensor values generated in the sensor unit 110 in a real timely manner while the vehicle is loaded. Then, the measured load value is displayed on the first display unit 150 as well as the second display unit 160 so that a driver or a loadmaster can readily recognize the overloaded state and adjust the load weight. Therefore, it is possible to prevent the overload in advance.
- FlG. 5 is a perspective view schematically illustrating a suspension of a typical vehicle.
- the suspension of a vehicle is an apparatus connecting an axle axis to a chassis and absorbing vibration or distortion generated due to a rough road surface to improve driving safety or comfort.
- the suspension shown in FlG. 5 includes a shock absorber for improving comfort by adjusting free vibration in springs and a stabilizer for preventing horizontal vibration of a vehicle.
- the spring shown in FlG. 5 is a leaf spring mounted on a chassis by using shackles or shackle pins for supporting the chassis. Since the spring supports the load of a vehicle itself, the sensor unit 110 for measuring a vehicle load according to the present invention is mounted on the spring.
- the strain generated in the spring is different depending on the loading state. This is caused by friction generated among a plurality of layered springs in the leaf spring.
- FlG. 6 is a graph illustrating a tensile strain according to time, in which the tensile strain may be generated in an upper portion of a multi-spring depending on the condition of the multi-spring and the loading method when a vehicle is loaded or unloaded with the same weight.
- a dynamic strain variation is obtained when a strain distribution, that changes due to influences on a spring vibrating by impact generated while a vehicle is loaded, is more accurately measured with a sampling interval of at least 20 times per a second (I.e., higher than 20Hz).
- the dynamic state strain distribution shows that the strain is attenuated by friction in the multi-spring and finally converged to an ideal strain value having no friction and no impact.
- a static strain distribution is obtained when a vehicle is unloaded without impact and friction is taken in the multi-spring. It is recognized that the strain caused by the load directly reaches its maximum value because dynamic effects caused by impact are not reflected, but the strain is reduced due to the friction. Thus, the static strain distribution is somewhat lower than that of the ideal strain condition.
- a strain variation caused by a load weight applied to the leaf spring of a vehicle while the vehicle is loaded is dynamically measured to obtain an impact energy. Then, this impact energy is compared with an ideal state impact energy, which is measured when a friction in the leaf spring is released, to correct a steady state strain.
- the impact energy applied to the leaf spring when a vehicle is loaded i.e., an loading impact energy
- ⁇ denotes an axle load coefficient
- ⁇ denotes a strain generated by to a load weight when a vehicle is parked.
- a frequency for measuring the dynamic state strain is within a range from 20 to 200 times per a second. More preferably, the frequency is within a range from 50 to 100 times per a second.
- This measurement is controlled to detect and output a dynamic state strain through a load measurement unit 120.
- the result of measurement may be temporarily stored in a memory means in a load measurement unit 120, and then used to calculate the loading impact energy.
- the sensor unit according to the present invention includes at least a strain gauge for measuring changes of a strain in a leaf spring.
- the sensor unit includes two or more strain gauges to achieve a stable measurement.
- the sensor unit has the following construction.
- FIG. 7 A is a circuit diagram illustrating a sensor unit 110 for measuring a vehicle wheel load according to the present invention.
- the sensor unit 110 according to the present invention includes a bridge circuit having a pair of strain gauges 111 and 112 and fixed resistors 113 and 114.
- the fixed resistors 113 and 114 have an identical resistance.
- the resistances of the fixed resistors 113 and 114 are equal to those of the strain gauges 111 and 112 in a non-loaded state.
- R Sl and R S2 denote resistances of the strain g ⁇ - > aug ⁇ - > es 111 and 112, re- spectively, in a loaded state.
- FIGS. 8 A and 8B illustrate how the strain gauges 111 and 112 of HG. 7 A are installed on the leaf spring 800 of a vehicle.
- a pair of strain gauges 111 and 112 are installed on the same surface of the spring 800, and they are arranged in a right-angled position with respect to each other.
- the second strain gauge may be installed in a rectangular position to the length of the spring 800.
- the strain generated in the leaf spring 800 due to the load applied to a vehicle has only a longitudinal direction component in the spring 800. Therefore, the strain due to the load can be measured only by the first strain gauge 111, and the second strain gauge 112 does not directly contribute to the measurement of the strain.
- the second strain gauge 112 is not to measure the strain but to compensate for the changes of properties of the strain gauge, and also serves as a reference resistance.
- a pair of strain gauges 111 and 112 are installed in parallel on the same surface.
- a first strain gauge 111 installed in an upper position and a second strain gauge 112 installed in a lower position are directed to the same direction, i.e., in a longitudinal direction of the spring.
- the output V of the bridge circuit can be calculated by reflecting the change of resistance in the above equation.
- the measurement of strain can be satisfactorily accomplished by using just one strain gauge, and the other strain gauge (i.e., a dummy strain gauge) is used as a reference resistor.
- the bridge circuit is configured by using a pair of strain gauges including a dummy strain gauge as described above.
- the variables of Equation 3 for determining the output values of the strain gauges are influenced by both changes of properties of the strain gauges and changes of surrounding conditions. In Equation 3, they are compensated for each other. For example, according to a structure of the sensor unit of the present invention, it is possible to neglect changes of the output values of the strain gauges caused by decrease of integrity due to fatigues in the strain gauges or plastic deformation of the fixed structures (e.g., elastic springs) on the strain gauge. In addition, even if deformation caused by temperature changes due to a driving condition of a vehicle or the heat of the earth is included in the measurement value of the sensor unit, they do not affect the output value because they are compensated.
- FIG. 7B is a circuit diagram illustrating a sensor unit 110 used to measure an axle load according to the present invention. As shown in FIG. 7B, four strain gauges 115, 116, 117, and 118 constitutes a bridge circuit.
- a pair of strain gauges 115 and 116 of four strain gauges 115 through 118 are installed in a first spring disposed in an end of an axle, and the other pair of strain gauges 117 and 118 are installed in a second spring disposed in the other end of an axle.
- the arrangement of the strain gauges on a spring is similar the arrangement of the strain gauges for measuring the wheel load that has been previously described.
- two strain gauges 115 and 116, or 117 or 118 constituting each pair are installed on the same surface of a spring, one of them may be installed in a longitudinal direction of a spring, and the other of them may be installed in a right-angled direction to the length of the spring. Otherwise, two strain gauges may be installed to face each other in parallel on the same plane of the leaf spring.
- Equation 4 corresponds to an average value of the wheel loads applied to both ends of the axle. Therefore, by taking double of the resistance variations, it is possible to obtain an actual axle load. These must be considered afterwards in a signal processing and a process of converting to the load value.
- the output V of the sensor unit 110 described above i.e., a steady state strain and a dynamic state strain, is converted into a load by a load measurement unit 120.
- the output V of the bridge circuit is then amplified by a signal amplifier in the load measurement unit 120, and converted into digital signals by an analogue to digital (AJO) converter in the load measurement unit 120.
- the converted signals are input to an operation unit in the load measurement unit 120 to calculate a load.
- the conversion into the load is obtained by using relationship between the strain and the load, wherein data on the relationship may be stored in a storage means in a table format.
- the axle load conversion coefficient ⁇ may represent proportional relationship (i.e., a slope) in a general equation (i.e., a first order equation) based on the data that have been experimentally obtained on relationship between the axle loads and the signal values of the strain gauges.
- the data on the proportional relationship may be stored in a memory and modified by a simple manipulation.
- the coefficient ⁇ may be corrected to accordingly provide the axle load in a full-loaded state with respect to the corresponding signal value.
- the coefficient ⁇ may be corrected to accordingly provide the axle load in an empty vehicle state with respect to the corresponding signal value.
- FIGS. 9 A and 9B are graphs illustrating an example of a method of correcting the difference between the measurement value and the actual weight in a full-loaded state and in an empty vehicle state.
- signals from the strain gauges and corresponding axle loads are independently processed per each axle to obtain an axle load of the entire vehicle.
- the loads applied to each axle are different from one another when a vehicle is at a sloped place or when the loads are not balanced on a vehicle, it is possible to obtain an accurate gross load weight by independently measuring each axle load.
- the method according to the present invention is preferable to practically measure an axle load and a gross load weight.
- the bridge circuit is constructed by organizing two wheels in one axle
- two wheels in one axle may be not balanced when a vehicle is at a sloped place or on a rough road surface, and this may cause errors in measurement of a vehicle load.
- FIGS. 1OA and 1OB a pair of suspensions are simulated such that a weight of lkg is respectively poised on a left suspension having a resilient material and a right suspension having a leaf spring, respectively, to present an unbalanced state. Then, their corresponding weights are measured and compared with the values measured in a balanced state.
- FlG. 1OA illustrates a case that a bridge circuit is constructed for each axle (i.e., one bridge circuit per each axle)
- FlG. 1OB illustrates a case that a bridge circuit is constructed for each wheel (i.e., two bridge circuits per each axle).
- FIG. 11 is a flowchart describing a process of measuring a load according to the present invention.
- vehicle information e.g., the number of axles, the number of wheels, a vehicle configuration, etc. are input, and the strain values for each axle in an empty vehicle and in a full-loaded vehicle are received from the sensor unit, so that the load weight can be automatically calculated.
- an impact energy is obtained from the dynamic state strain to determine whether or not perform a correction process. If it is determined that a correction process is necessary, the load weight is automatically recalculated after the correction process and the corrected load weight is displayed.
- the load weight is displayed to a driver and a loadmaster in a real-timely manner while a vehicle is loaded. Therefore, it is possible prevent overload in advance.
- the load weight in a full-loaded vehicle or whether or not a corresponding vehicle is overloaded is displayed to the outside. Therefore, a controller or a policeman can visually identify the load weight of a corresponding vehicle or whether or not the corresponding vehicle is overloaded. Also, it is possible accurately control the overloaded vehicle in a real-timely manner by transmitting the load weight values from a driving vehicle to an overload control terminal. Furthermore, it is possible to effectively manage road structures by obtaining information on load weights of vehicles passing through a certain bridge or road.
- the invention can also be embodied as computer readable codes on a computer readable recording medium.
- the computer readable recording medium is any data storage device that can store data which can be thereafter read by a computer system. Examples of the computer readable recording medium include read-only memory (ROM), random-access memory (RAM), CD-ROMs, magnetic tapes, floppy disks, optical data storage devices, and carrier waves (such as data transmission through the Internet).
- ROM read-only memory
- RAM random-access memory
- CD-ROMs compact discs
- magnetic tapes magnetic tapes
- floppy disks optical data storage devices
- carrier waves such as data transmission through the Internet
- carrier waves such as data transmission through the Internet
- 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. Also, functional programs, codes, and code segments for accomplishing the present invention can be easily construed by programmers skilled in the art to which the present invention pertains.
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Abstract
Methods and systems for preventing overload in a vehicle and controlling overloaded vehicles are provided. An apparatus for preventing overload in a vehicle includes a load measurement unit (120) producing a load value of a vehicle by using sensor (110) values in a real-timely manner; a display unit (150) displaying the load value to allow a driver or a Ioadmaster to identify it; a storage unit (140) for storing identification information of the vehicle and the load value after the vehicle is- loaded; and-a control unit (130) adapted to output the load VaIUe to the display unit (150) while the vehicle is loaded and output the load value to the storage unit after the vehicle is loaded. According to the present invention, the load weight is displayed to the outside after the vehicle is loaded to allow a driver of a policeman to visually identify the load weight in a full-loaded vehicle or whether or not a corresponding vehicle is overloaded. Therefore, it is possible to readily control overloaded vehicle. Also, it is possible accurately control the overloaded vehicle in a real-timely manner by transmitting the load weight values form a driving vehicle to an overload control terminal. Futhermore, it is possible to effectively manage road structures by obtaining information on the load weights of vehicles passing through a certain bridge or road.
Description
Description
METHOD AND SYSTEM FOR CONTROLLING OVERLOADED
VEHICLES
[1] FIELD OF THE INVENTION
[2] The present invention relates to methods and apparatuses for controlling overloaded vehicles, and more particularly, to methods and apparatuses for controlling overloaded vehicles, in which a vehicle load is measured and displayed to the outside so that a driver and an examiner can visually verify the vehicle load, and the vehicle load is readily examined by using wireless recognition technologies.
[3]
[4] BACKGROUND OF THE INVENTION
[5] According to the Vehicle Weight Act. of Korean Traffic Regulations, no person shall drive or operate a vehicle if the gross axle load including a weight of a vehicle itself exceeds 10 tons (the gross axle weight exceeds 5 tons), or the gross vehicle load exceeds 40 tons. Herein, the gross axle load refers to a gross load weight for an overall length of an axle, and the axle load refers to a gross load weight for one of the wheels installed in a single axle. Hereinafter, the meaning of 'gross load' includes concepts of the axle load and the wheel load. In this case, the upper limit, 'an axle load of 10 tons' does not reflect the type of an axle (a single axle or a successive axle), an inter-axle spacing in the successive axles, or the number of wheels (coupled or non-coupled). Also, 'a gross vehicle weight' does not reflect the type of the vehicle (a single vehicle or a trailed vehicle) or the number of axles. If a semi-trailer having four axles has a maximum allowable gross load weight of 40 tons, that means a weight of 10 tons is allocated to each axle as a limitation, thereby the entire weight limitation becomes 10 tons X 4 axles = 40 tons. Particularly, such a limitation to the axle load is established to guarantee safety of bridges on the road. Therefore, any vehicle having a gross weight exceeding 40 tons or an axle load exceeding 10 tons is regarded as an overloaded vehicle violating weight regulations regardless of what kind of vehicle is.
[6] On the other hand, a driver or a loadmaster can not identify an accurate load weight while a vehicle is loaded. Since the place where the vehicle is loaded is distant from a weight measuring facility, an actual vehicle weight can not be measured until the loading is completed. For this reason, measurement of a load weight usually depends on human's eyes or loadmaster's experiences. Also, even when a result of the measurement in the weight measuring facility shows that the load weight exceeds the limitation value, it is actually difficult to unload some of the cargos to immediately reduce the load weight. Accordingly, a driver can not help driving a vehicle on the
road though he knows the fact that he violates regulations on a vehicle load weight.
[7] Furthermore, in order to control the overloaded vehicle according to a current regulation, a policeman should stop the vehicle, and measure a vehicle load weight by using a traveling type overload control device, or instruct a driver to drive through an overloaded vehicle checkpoint in which a load measuring device is installed. In the former method, the policeman should install the traveling type overload control device and stop every suspected vehicle. Therefore, the former method needs much time and high cost. In the latter method, the overloaded vehicles that usually drive down the road on which the overload checkpoint is not provided can not be substantially controlled.
[8] Therefore, according to a current traffic regulation on a vehicle weight, it is difficult to achieve its original purpose which is to prevent damages on the road caused by overloaded vehicles. Also, excessive fines and unfair punishment are financial burdens to drivers or a freight company.
[9] The present invention is made to solve the aforementioned problem, and provides methods and apparatuses for controlling overloaded vehicles, in which a gross vehicle load is measured and displayed to the outside so that a driver and an examiner can visually verify the gross vehicle load in a moment, and whether or not the vehicle is overloaded is readily examined by using wireless recognition technologies.
[10]
[11] SUMMARY OF THE INVENTION
[12] According to an aspect of the present invention, there is provided a system for controlling an overloaded vehicle, comprising: a load measurement unit producing a load value of a vehicle by using sensor values; a first storage unit storing identification information of the vehicle and the load value; a first wireless transceiver unit receiving a control information request signal requesting first control information including the identification information of the vehicle and the load value from an overload control terminal while the vehicle is on the road, and transmitting the first control information to the overload control terminal; and a first control unit adapted to receive the load value from the load measurement unit, output the load value to the storage unit, read out the identification information of the vehicle and the load value from the first storage unit in response to the control information request signal from the first wireless transceiver unit to produce first control information, and output the first control information to the first wireless transceiver unit.
[13] Preferably, the system may further comprise a display unit receiving the load value from the first control unit to display the load value to a driver or a loadmaster.
[14] The first control unit may output the load value input from the load measurement unit to the display unit in a real-timely manner while the vehicle is loaded, and output
the load value to the first storage unit after the vehicle is loaded.
[15] The first storage unit may store information on a loading completion time indicating when a loading on the vehicle is completed and the load value at the loading completion time as vehicle history data.
[16] The system may further comprise: an overload control terminal receiving the first control information to determine whether or not the vehicle is overloaded, producing second control information including the first control information for overloaded vehicles and control time data, and transmitting the second control information via predetermined communication networks; and a central control server receiving the second control information via the communication networks and storing it.
[17] The overload control terminal may comprise: a second wireless transceiver unit transmitting the control information request signal to the vehicle on the road and receiving the first control information from the vehicle; a second control unit adapted to extract the identification information of the vehicle and the load value from the first control information input from the second wireless transceiver unit to examine whether or not the vehicle is overloaded, and to produce the second control information including the first control information and control time data when it is determined that the vehicle is overloaded and output it; and a wired/wireless communication unit transmitting the second control information to the central control server through the communication networks.
[18] The overload control terminal may further comprise a second storage unit storing the second control information of all vehicles that have been examined or the second control information of only overloaded vehicles.
[19] More preferably, the sensors may be attached on each leaf spring of a suspension of the vehicle to measure variation of strain caused by the load on the vehicle, and the load measurement unit may receive from the sensors a dynamic strain variation according to time caused by impact of the load while the vehicle is loaded and a static strain variation according to the load of the vehicle, and correct the static strain variation based on a proportion between an impact energy generated while the vehicle is loaded and a friction release impact energy which is an ideal state impact energy at which friction between the plates in the leaf spring is released due to the dynamic strain variation.
[20] According to another aspect of the present invention, there is provided a method of controlling overloaded vehicle, comprising steps of: (a) generating a load value of a vehicle by using sensor values measured by sensors installed in predetermined positions of a vehicle; (c) displaying the load value after the vehicle is loaded to the outside and storing the load value; and (d) receiving a control information request signal for requesting first control information including identification information of
the vehicle on the road and the load value from an overload control terminal, and reading out the first control information to transmit the first control information to the overload control terminal.
[21] Preferably, the method may further comprise a step (b) between the steps (a) and
(c): (b) displaying the load value generated in a real-timely manner while the vehicle is loaded to a driver or a loadmaster.
[22] In the step (c), information on a loading completion time indicating when a loading on the vehicle is completed and the load value at the loading completion time may be stored as vehicle history data.
[23] The method may further comprise steps: (e) receiving by the overload control terminal the first control information and extracting identification information of the vehicle and the load value from the first control information to examine whether or not the vehicle is overloaded; and (f) if it is determined that the vehicle is overloaded, generating and storing second control information including the first control information and a control time data, and transmitting the second control information to a central control server via predetermined communication networks.
[24] In the step (f), the second control information may be generated for all vehicles that have been examined.
[25] In the step (a), a dynamic strain variation according to time caused by impact of the load while the vehicle is loaded may be detected from sensors installed in a leaf spring of a suspension of a vehicle. A static strain variation according to the load of the vehicle may be measured. The static strain variation may be corrected based on a proportion between an impact energy generated while the vehicle is loaded and a friction release impact energy which is an ideal state impact energy at which friction between the plates in the leaf spring is released due to the dynamic strain variation.
[26] The load value may be determined by
[27] roncc A v. c A A n LOADING IMPACT ENERGY
GROSS AXLE LOAD = x a x £..
FRICTION REALEASE IMPACT ENERGY [28] where, α denotes an axle load conversion coefficient, and ε denotes a strain caused by the load weight when the vehicle is parked. [29] According to still another aspect of the present invention, there is provided an apparatus for preventing overload in a vehicle, comprising: a load measurement unit producing a load value of a vehicle by using sensor values in a real-timely manner; a display unit displaying the load value to allow a driver or a loadmaster to identify it; a storage unit for storing identification information of the vehicle and the load value after the vehicle is loaded; and a control unit adapted to output the load value to the
display unit while the vehicle is loaded and output the load value to the storage unit after the vehicle is loaded. [30] Preferably, the control unit may be adapted to output the load value input from the load measurement unit to the display unit in a real-timely manner while the vehicle is loaded, and to output the load value to the display unit to display it after the vehicle is loaded. [31] The storage unit may store information on a loading completion time indicating when a loading on the vehicle is completed and a load value at the loading completion time as vehicle history data. [32] According to still another aspect of the present invention, there is provided a method of preventing overloaded vehicle, the method comprising: producing a load value while a vehicle is loaded by using sensor values measured by sensors installed in predetermined positions of the vehicle in a real-timely manner; displaying the load value to a driver or a loadmaster while the vehicle is loaded in a real-timely manner; displaying the load value the outside after the vehicle is loaded; and storing information on a loading completion time and the load value as vehicle history data. [33]
[34] BRIEF DESCRIPTION OF THE DRAWINGS
[35] The above and other features and advantages of the present invention will become more apparent by describing in detail exemplary embodiments thereof with reference to the attached drawings in which: [36] FlG. 1 is a block diagram illustrating a configuration of an overloaded vehicle control apparatus installed on a vehicle in a system for controlling an overloaded vehicle according to an exemplary embodiment of the present invention; [37] FIGS. 2A and 2B are schematic diagram illustrating implementations of first and second display units of FlG. 1 ; [38] FlG. 3A is a block diagram illustrating an overload control terminal and a central control server in an overloaded vehicle control system according to an exemplary embodiment of the present invention; [39] FlG. 3B is a schematic diagram illustrating an implementation of an overloaded vehicle control system according to an exemplary embodiment of the present invention; [40] FlG. 4 is a flowchart illustrating a method of controlling an overloaded vehicle according to an exemplary embodiment of the present invention; [41] FlG. 5 is a perspective view schematically illustrating a suspension of a typical vehicle; [42] FlG. 6 is a graph showing a strain variation according to time generated in a leaf spring when a vehicle is loaded;
[43] FIGS. 7 A and 7B are circuit diagrams illustrating a sensor unit for measuring a grow axle load in a vehicle according to the present invention;
[44] FIGS. 8 A and 8B are schematic diagrams illustrating a configuration of a sensor according to the present invention, arranged in a leaf spring of a vehicle;
[45] FIGS. 9 A and 9B are graphs showing correction of a difference between a measured load and an actual load in a full-loaded vehicle and in an empty vehicle;
[46] FIGS. 1OA ,10B, and 1OC are schematic diagrams illustrating experimental examples used in a method of measuring strain according to the present invention;
[47] FlG. 11 is a flowchart illustrating a process of measuring a gross vehicle load according to the present invention.
[48]
[49] DETAILED DESCRIPTION OF THE INVENTION
[50] Hereinafter, methods and systems for controlling an overloaded vehicle according to exemplary embodiments of the present invention will be described with reference to accompanying drawings. A system for controlling overloaded vehicles according to the present invention includes an overloaded vehicle control apparatus installed on a vehicle, an overload control terminal, and a central control server.
[51] FlG. 1 is a block diagram illustrating an overloaded vehicle control apparatus installed on a vehicle according to an exemplary embodiment of the present invention. Referring to FlG. 1, the overloaded vehicle control apparatus includes a sensor unit 110, a load measurement unit 120, a first controller unit 130, a first storage unit 140, a first display unit 150, a second display unit 160, and a first wireless transceiver unit 170.
[52] The sensor unit 110 includes a plurality of sensors installed in predetermined positions on a vehicle. The senor unit 110 produces sensor values used to measure a vehicle load and outputs them to the load measurement unit 120. The load measurement unit 120 calculates the axle load and the gross vehicle load by using the sensor values input from the sensor unit 110.
[53] The first storage unit 140 stores vehicle identification information such as a vehicle identification number, a vehicle registration number, and private information of a driver, and the vehicle load calculated by the load measurement unit 120. Particularly, the first storage unit 140 stores a loading completion time which indicates when the loading is completed, and a load value of cargos loaded in a corresponding period as history data for a predetermined period of time.
[54] Referring to FlG. 2A, the first display unit 150 may be installed on top of the dashboard in a driver's cabin to allow a driver to identify the load value in a real timely manner. Referring to FlG. 2B, the second display unit 160 may be installed on the front windshield, the side body, or the rear body of the vehicle exterior to allow a
loadmaster to identify the load weight in a real timely manner while the vehicle is loaded. Also, the second display unit 160 allows other persons including a controller or a police man to readily identify the load weight while the vehicle is on the road.
[55] The first wireless transceiver unit 170 receives from a second wireless transceiver unit 310 of the overload control terminal in the overload checkpoint a first control information request signal for requesting to send first control data including identification information of the vehicle and a gross vehicle weight when a vehicle passes through an overload checkpoint, and outputs the request signal to the first controller unit 130. Also, the first wireless transceiver unit 170 receives the first control information from the first controller unit 130, and transmits it to the transceiver unit of the overload control terminal in a wireless manner.
[56] The first controller unit 130 outputs the load value which has been input from the load measurement unit 120 to the first storage unit 140 to store it. Also, the controller unit 130 outputs the load weight to the first and the second display units 150 and 160 to allow a driver or a loadmaster to identify the current load. When the first controller unit 130 receives the first control information request signal for requesting the vehicle identification information and the weight value from the wireless transceiver unit 170, the first controller unit 130 reads out the vehicle identification information and the weight value from the first storage unit 140 and generate the first control information to output it to the first wireless transceiver unit 170.
[57] Meanwhile, those skilled in the art would recognize that the configuration of the apparatus for controlling overloaded vehicles according to the present invention is not limited to the aforementioned embodiment, and can be embodied in various forms. For example, if a color liquid crystal display apparatus is adopted for the second display unit 160, advertisement image information may be stored in the first storing unit 140 together with the vehicle identification information and the gross load weight. In this case, the first controller unit 130 may read out the advertisement image stored in the first storage unit 140 and the advertisement image may be displayed on the second display unit 160 so that pedestrians can watch the advertisement displayed on the second display unit 160 while the vehicle is on the road.
[58] FIG. 3A is a block diagram illustrating an overload control terminal 300 and a central control server 370 of an overloaded vehicle control system according to an exemplary embodiment of the present invention. Referring to FIG. 3 A, the overload control terminal 300 includes a second wireless transceiver unit 310, a second controller unit 320, a second storage unit 330, and a wired/wireless communication unit 340.
[59] The second wireless transceiver unit 310 is installed in a predetermined overload checkpoint. The second wireless transceiver unit 310 transmits a control information
request signal for requesting first control information including the vehicle identification information and the vehicle load value by using a predetermined channel to the vehicles passing through the overload checkpoint, and receives the first control information from the first wireless transceiver unit 170 to output it to the second controller unit 320.
[60] The second controller unit 320 extracts the vehicle identification information and the vehicle load value from the first control information input from the second wireless transceiver unit 310 to search for an overloaded vehicle. If the corresponding vehicle is determined to violate weight regulations, the second controller unit 320 generates the second control information including the vehicle identification information of the corresponding vehicle, the load weight of the corresponding vehicle, and the measurement date and time to output it to the second storage unit 330 as well as to the wired/wireless communication unit 340.
[61] In another embodiment, the second controller unit 320 generates second control information with respect to all the measured vehicles to output it to the second storage unit 330 and may output the corresponding second control information for only the overloaded vehicles to the wired/wireless communication unit 340.
[62] The second storage unit 330 stores the second control information including the vehicle identification information of all the measured vehicles, the load values of the corresponding vehicles, and the overload control time, or the second control information of only the overloaded vehicles in accordance with pre-settings.
[63] The wired/wireless communication unit 340 transmits the control information of the overloaded vehicle input from the second controller unit 320 to the central control server 370 via a predetermined communication network. The wired/wireless communication unit 340 transmits the control information to the central control server 370 via Internet networks or dedicated communication networks.
[64] The central control server stores the second control information received from the wired/wireless communication unit 340.
[65] FlG. 3B is a schematic diagram illustrating an overloaded vehicle control system according to an exemplary embodiment of the present invention. Referring to FlG. 3B, the second wireless transceiver unit 310 of the overload control terminal 300 may be installed in a gate or a post erected on the side of the road through which the vehicle passes. The second controller unit 320, the second storage unit 330, and the wired/ wireless communication unit 340 may be separated from the second wireless transceiver unit 310 and embodied in the shape of a user's terminal. As described above, when the vehicle equipped with the overloaded vehicle control apparatus 100 passes through the overload checkpoint equipped with the overload control terminal 300, the overloaded vehicle control apparatus 100 receives the control information
request signal from the second wireless transceiver unit 310, and the transmits the first control information to the second wireless transceiver 310, thereby searching for overloaded vehicles.
[66] FlG. 4 is a flowchart illustrating a method of controlling overloaded vehicles according to an exemplary embodiment of the present invention.
[67] Referring to FlG. 4, when the vehicle is loaded, the sensor unit 110 having sensors installed in predetermined positions generates sensor values and outputs them to the load measurement unit 120. In this case, the sensors and the sensor values used to measure the vehicle load may be embodied in various types depending on a selected measuring method.
[68] The load measurement unit 120 generates various load values such as a gross load weight, an axle load, and a gross vehicle load by using the sensor values input from the sensor unit 110 and outputs them to the first controller unit 130 (S410). The load measurement unit 120 outputs the load values to the first controller unit 130 in a real timely manner while the vehicle is loaded. The method of measuring the load weight may be embodied in various manners depending on environments. A method of measuring the load weight according to an exemplary embodiment of the present invention will now be described below with reference to FIGS. 5 through 11.
[69] The first controller unit 130 receives the load value, outputs it to the first display unit 150 and the second display unit 160 so that a driver seated inside as well as a loadmaster working at the outside can simultaneously identify the load weight in a real-timely manner. The first display unit 150 and the second display unit 160 may display the load weight values as shown in FIGS. 2A and 2B (S420).
[70] When completing the loading, the first controller unit 130 outputs the load value to the first storage unit 140 to store it, as well as outputs it to the second display unit 160 so that the vehicle load weight can be displayed on the second display unit 160 to allow other persons or police men to identify it(S430).
[71] On the other hand, when a vehicle passes through an overload checkpoint, the second wireless transceiver unit 310 transmits a request signal for first control information including the vehicle identification information and the load weight value to the first wireless transceiver unit 170, and the first wireless transceiver unit 170 outputs the received signal to the first controller unit 130 (S440).
[72] The first controller unit 130 reads out the vehicle identification information and the current load weight value from the first storage unit 140, and generate the first control information to output it to the first wireless transceiver unit 170 (S450).
[73] The first wireless transceiver unit 170 transmits the first control information input from the first controller unit 130 to the second wireless transceiver unit 310 (S460).
[74] The second wireless transceiver unit 310 outputs the received first control in-
formation to the second controller unit 320. The second controller unit 320 extracts the load weight value from the received first control information, and determines whether or not the corresponding vehicle violates weight regulations. If it is determined that the corresponding vehicle is overloaded, the second controller unit 320 generates the second control information including the vehicle identification information, the current load value, and the control data and time, and stores it in the second storage unit 330 as well as outputs it to the wired/wireless communication unit 340. As described above, depending on pre-settings, the second controller unit 320 may generate the second control information with respect to all the examined vehicles and output it to the second storage unit 330 to store it.
[75] The wired/wireless communication unit 340 transmits the second control information input from the second controller unit 320 to the central control sever 370 via communication networks, and the central control server 370 stores the received second control information (S480).
[76] Though a method of and a system for controlling an overloaded vehicle according to an exemplary embodiment of the present invention has been described, the overloaded vehicle control apparatus 100 in a system for controlling overloaded vehicles according to the present invention may serve as an apparatus for preventing overload. More specifically, the load value is measured by the load measurement unit 120 by using the sensor values generated in the sensor unit 110 in a real timely manner while the vehicle is loaded. Then, the measured load value is displayed on the first display unit 150 as well as the second display unit 160 so that a driver or a loadmaster can readily recognize the overloaded state and adjust the load weight. Therefore, it is possible to prevent the overload in advance.
[77] Now, a method of measuring a load in the sensor unit 110 and the load measurement unit 120 in the operation of S400 and S410 according to an exemplary embodiment of the present invention will be described with reference to FIGS. 5 through 11. It should be noted that the method of measuring the load according to the present invention may be embodied in various types depending on environments, and the method described below is just an example of the various types.
[78] FlG. 5 is a perspective view schematically illustrating a suspension of a typical vehicle. The suspension of a vehicle is an apparatus connecting an axle axis to a chassis and absorbing vibration or distortion generated due to a rough road surface to improve driving safety or comfort. The suspension shown in FlG. 5 includes a shock absorber for improving comfort by adjusting free vibration in springs and a stabilizer for preventing horizontal vibration of a vehicle. The spring shown in FlG. 5 is a leaf spring mounted on a chassis by using shackles or shackle pins for supporting the chassis. Since the spring supports the load of a vehicle itself, the sensor unit 110 for
measuring a vehicle load according to the present invention is mounted on the spring.
[79] The strain generated in the spring is different depending on the loading state. This is caused by friction generated among a plurality of layered springs in the leaf spring.
[80] FlG. 6 is a graph illustrating a tensile strain according to time, in which the tensile strain may be generated in an upper portion of a multi-spring depending on the condition of the multi-spring and the loading method when a vehicle is loaded or unloaded with the same weight.
[81] Herein, it is assumed that an ideal strain distribution is obtained when not a multi- spring but a single spring is used and a load is applied without impact.
[82] Also, a dynamic strain variation is obtained when a strain distribution, that changes due to influences on a spring vibrating by impact generated while a vehicle is loaded, is more accurately measured with a sampling interval of at least 20 times per a second (I.e., higher than 20Hz). The dynamic state strain distribution shows that the strain is attenuated by friction in the multi-spring and finally converged to an ideal strain value having no friction and no impact.
[83] A static strain distribution is obtained when a vehicle is unloaded without impact and friction is taken in the multi-spring. It is recognized that the strain caused by the load directly reaches its maximum value because dynamic effects caused by impact are not reflected, but the strain is reduced due to the friction. Thus, the static strain distribution is somewhat lower than that of the ideal strain condition.
[84] Referring to FlG. 6, it is recognized that the strain measured when a vehicle is loaded in an ideal condition initially increases as time goes by and then converges to a certain level. Also, it is recognized that the static strain distribution measured in a condition that a vehicle is parked and loaded on a flat ground surface does not reach the ideal value even after time is elapsed. This is because the actual load weight can not be entirely transferred to the strain variation due to the friction in the multi-leaf spring. As a result, if only the static strain measurement is used, the axle load caused by the load is undervalued, and thus, the axle load can not be accurately measured in the right place in the right time. Furthermore, such undervaluation may be generated as much as 20% from an actual axle load and thus make some problems.
[85] On the contrary, it is possible to reflect effects of friction in the leaf spring by considering temporal changes of the strain generated due to the impact while a vehicle is loaded. Therefore, it is possible to accurately measure an actual axle load.
[86] Accordingly, according to the present invention, a strain variation caused by a load weight applied to the leaf spring of a vehicle while the vehicle is loaded is dynamically measured to obtain an impact energy. Then, this impact energy is compared with an ideal state impact energy, which is measured when a friction in the leaf spring is released, to correct a steady state strain.
[87] The impact energy applied to the leaf spring when a vehicle is loaded (i.e., an loading impact energy) is a product of a dynamic state strain ε and a time Δ T as shown in FlG. 6 and can be expressed as the following Equation 1. [88] [Equation 1]
[89]
Impact Energy = εv x ΔT
[90] If a friction release impact energy in an ideal state that the friction in the multi- spring is released is previously estimated, and a proportion between an actual loading impact energy and the estimated friction release impact energy, it is possible to estimate variation of the steady state strain. Also, the proportion can be used to obtain an actual load weight by correcting the static state strain based on the following Equation 2.
[91] [Equation 2]
[92] rD ncC A V, c m . n LOADING IMPACT ENERGY
GROSS AXLE LOAD = x a * ε,
FRICTION REALEASE IMPACT ENERGY
[93] where, α denotes an axle load coefficient,
[94] and ε denotes a strain generated by to a load weight when a vehicle is parked.
[95] Preferably, a frequency for measuring the dynamic state strain (i.e., dynamic changes of the strain versus time) is within a range from 20 to 200 times per a second. More preferably, the frequency is within a range from 50 to 100 times per a second. This measurement is controlled to detect and output a dynamic state strain through a load measurement unit 120. The result of measurement may be temporarily stored in a memory means in a load measurement unit 120, and then used to calculate the loading impact energy.
[96] The sensor unit according to the present invention includes at least a strain gauge for measuring changes of a strain in a leaf spring. Preferably, the sensor unit includes two or more strain gauges to achieve a stable measurement. For example, the sensor unit has the following construction.
[97] FIG. 7 A is a circuit diagram illustrating a sensor unit 110 for measuring a vehicle wheel load according to the present invention. The sensor unit 110 according to the present invention includes a bridge circuit having a pair of strain gauges 111 and 112 and fixed resistors 113 and 114. The fixed resistors 113 and 114 have an identical resistance. The resistances of the fixed resistors 113 and 114 are equal to those of the strain gauges 111 and 112 in a non-loaded state.
[98] When an external power source Vs is applied, the output voltage V of the bridge
circuit is transmitted to the control unit and converted into a load value. The pair of the strain gauges 111 and 112 are installed in one spring. [99] The output V of the bridge circuit of FlG. 7A can be calculated according to the following Equation 3. [100] [Equation 3]
[101]
[102] where, , R Sl and R S2 denote resistances of the strain g <->aug<->es 111 and 112, re- spectively, in a loaded state.
[103] FIGS. 8 A and 8B illustrate how the strain gauges 111 and 112 of HG. 7 A are installed on the leaf spring 800 of a vehicle.
[104] In FlG. 8 A, a pair of strain gauges 111 and 112 are installed on the same surface of the spring 800, and they are arranged in a right-angled position with respect to each other. For example, when the first strain gauge 111 is positioned in parallel with the length of the spring 800, the second strain gauge may be installed in a rectangular position to the length of the spring 800. However, it should be noted that the strain generated in the leaf spring 800 due to the load applied to a vehicle has only a longitudinal direction component in the spring 800. Therefore, the strain due to the load can be measured only by the first strain gauge 111, and the second strain gauge 112 does not directly contribute to the measurement of the strain. The second strain gauge 112 is not to measure the strain but to compensate for the changes of properties of the strain gauge, and also serves as a reference resistance.
[105] In the above arrangement of the strain gauges, while there is no strain component generated by the load in a perpendicular direction to the length of the spring, there is a strain component caused by a Poisson ratio. Therefore, when a load is applied to the spring 800 of a vehicle, if the first strain gauge 111 arranged in a longitudinal direction has a resistance increment ΔR , the second strain gauge 112 arranged in a perpendicular direction experiences a resistance reduction μΔR due to a Poisson ratio. Therefore, the output V of the bridge circuit can be calculated by considering theses resistance changes in Equation 3.
[106] Referring to FIG. 8B, a pair of strain gauges 111 and 112 are installed in parallel on the same surface. In other words, a first strain gauge 111 installed in an upper position and a second strain gauge 112 installed in a lower position are directed to the same direction, i.e., in a longitudinal direction of the spring. In the above arrangement of the strain gauges, when an increment of resistance ΔR is generated in the first strain
gauge 111 by the load applied to the spring 800, a decrement of resistance ΔR is generated in the second strain gauge 112. Therefore, the output V of the bridge circuit can be calculated by reflecting the change of resistance in the above equation. As described in association with FlG. 8A, the measurement of strain can be satisfactorily accomplished by using just one strain gauge, and the other strain gauge (i.e., a dummy strain gauge) is used as a reference resistor.
[107] Now, we will discuss why the bridge circuit is configured by using a pair of strain gauges including a dummy strain gauge as described above.
[108] As apparent in the above Equation 3, the output V of the bridge circuit in FIGS.
7A and 7B is determined by the resistance values (R and R ) of two active resistor
J V Sl SX elements (i.e., strain gauges 111 and 112) irrespective of the fixed resistors. Therefore, the variables of Equation 3 for determining the output values of the strain gauges are influenced by both changes of properties of the strain gauges and changes of surrounding conditions. In Equation 3, they are compensated for each other. For example, according to a structure of the sensor unit of the present invention, it is possible to neglect changes of the output values of the strain gauges caused by decrease of integrity due to fatigues in the strain gauges or plastic deformation of the fixed structures (e.g., elastic springs) on the strain gauge. In addition, even if deformation caused by temperature changes due to a driving condition of a vehicle or the heat of the earth is included in the measurement value of the sensor unit, they do not affect the output value because they are compensated.
[109] Although a sensor circuit suitable for measuring a wheel load has been described above, concept of the sensor circuit according to the present invention may be readily applied for measuring an axle load.
[110] FIG. 7B is a circuit diagram illustrating a sensor unit 110 used to measure an axle load according to the present invention. As shown in FIG. 7B, four strain gauges 115, 116, 117, and 118 constitutes a bridge circuit.
[Ill] A pair of strain gauges 115 and 116 of four strain gauges 115 through 118 are installed in a first spring disposed in an end of an axle, and the other pair of strain gauges 117 and 118 are installed in a second spring disposed in the other end of an axle. The arrangement of the strain gauges on a spring is similar the arrangement of the strain gauges for measuring the wheel load that has been previously described. For example, while two strain gauges 115 and 116, or 117 or 118 constituting each pair are installed on the same surface of a spring, one of them may be installed in a longitudinal direction of a spring, and the other of them may be installed in a right-angled direction to the length of the spring. Otherwise, two strain gauges may be installed to face each other in parallel on the same plane of the leaf spring.
[112] If the strain gauges are installed in the former arrangement, the output of the bridge
circuit of FlG. 7B can be expressed as the following Equation 4. [113] [Equation 4]
[114]
[115] where, it is assumed that the loads applied to each spring disposed both ends of an axle are the same. Therefore, the strain gauges 115 through 118 experiences equal resistance variations. Of course, the axle load measurement device according to the present invention may be applied to a case that the loads on each spring are different. Similarly to the above case, the two strain gauges installed in parallel with the longitudinal direction of the spring experience resistance variations due to a Poisson ratio.
[116] For this assumption, the resistance variation ΔR /R in the strain gauge, obtained in
Equation 4, corresponds to an average value of the wheel loads applied to both ends of the axle. Therefore, by taking double of the resistance variations, it is possible to obtain an actual axle load. These must be considered afterwards in a signal processing and a process of converting to the load value.
[117] As described above, a pair of strain gauges are attached to each of two springs disposed in both ends of an axle to provide a bridge circuit. As a result, it is possible to obtain an axle load by measuring output of the bridge circuit.
[118] The output V of the sensor unit 110 described above, i.e., a steady state strain and a dynamic state strain, is converted into a load by a load measurement unit 120. The output V of the bridge circuit is then amplified by a signal amplifier in the load measurement unit 120, and converted into digital signals by an analogue to digital (AJO) converter in the load measurement unit 120. The converted signals are input to an operation unit in the load measurement unit 120 to calculate a load.
[119] The conversion into the load is obtained by using relationship between the strain and the load, wherein data on the relationship may be stored in a storage means in a table format. For example, in Equation 2 described above, the axle load conversion coefficient α may represent proportional relationship (i.e., a slope) in a general equation (i.e., a first order equation) based on the data that have been experimentally obtained on relationship between the axle loads and the signal values of the strain gauges.
[120] The data on the proportional relationship may be stored in a memory and modified by a simple manipulation. In other words, if there is a difference in the coefficient α when the signal values of the strain gauges are compared with actual axle loads in a
full-loaded state, the coefficient α may be corrected to accordingly provide the axle load in a full-loaded state with respect to the corresponding signal value.
[121] In addition, if there is a difference in the coefficient α when the signal values of the strain gauges are compared with actual axle loads in an empty vehicle state, the coefficient α may be corrected to accordingly provide the axle load in an empty vehicle state with respect to the corresponding signal value.
[122] As the number of the process for correcting the difference increases by repeating the above method, it is possible to obtain a strain-load relationship that can significantly reduce the difference between the measurement value and the actual load. FIGS. 9 A and 9B are graphs illustrating an example of a method of correcting the difference between the measurement value and the actual weight in a full-loaded state and in an empty vehicle state.
[123] On the other hand, according to the present invention, signals from the strain gauges and corresponding axle loads are independently processed per each axle to obtain an axle load of the entire vehicle. As a result, even if the loads applied to each axle are different from one another when a vehicle is at a sloped place or when the loads are not balanced on a vehicle, it is possible to obtain an accurate gross load weight by independently measuring each axle load. In addition, since it is possible to reflect effects of old and defected components of individual axles, the method according to the present invention is preferable to practically measure an axle load and a gross load weight.
[124] In the above method, although the bridge circuit is constructed by organizing two wheels in one axle, two wheels in one axle may be not balanced when a vehicle is at a sloped place or on a rough road surface, and this may cause errors in measurement of a vehicle load. In order to correct the errors, it is preferable to individually process signals from the strain gauges not for each axle but for each wheel to obtain a gross axle load of the entire vehicle.
[125] For this purpose, the following experiment has been performed.
[126] First, as shown in FIGS. 1OA and 1OB, a pair of suspensions are simulated such that a weight of lkg is respectively poised on a left suspension having a resilient material and a right suspension having a leaf spring, respectively, to present an unbalanced state. Then, their corresponding weights are measured and compared with the values measured in a balanced state. FlG. 1OA illustrates a case that a bridge circuit is constructed for each axle (i.e., one bridge circuit per each axle), and FlG. 1OB illustrates a case that a bridge circuit is constructed for each wheel (i.e., two bridge circuits per each axle). In a balanced state, an equal weight of lkg is poised on both plates (i.e., this case corresponds to a plat ground surface). In an unbalanced state, the weights poised on both plates are made to be different to produce deformation of the
plates. FlG. 1OC illustrates a case that weights on both plates are made to be different. The following Tables 1 and 2 show experimental results obtained by measuring variation of strain in an axle load for each axle and variation of strain in an axle load for each wheel.
[127] [Table 1] [128]
[129] [Table 2] [130]
[131] When the weights applied to both left and right wheels (L and R) are the same, the result shows that there is no error regardless of how to measure the strain. However, if the weights applied to both wheels are different, the result shows that the error range when the strain is measured for each wheel is smaller than that when the strain is measured for each axle, so that it is possible to obtain a very accurate measurement value.
[132] FlG. 11 is a flowchart describing a process of measuring a load according to the present invention. First, vehicle information, e.g., the number of axles, the number of wheels, a vehicle configuration, etc. are input, and the strain values for each axle in an empty vehicle and in a full-loaded vehicle are received from the sensor unit, so that the load weight can be automatically calculated. In this case, an impact energy is obtained from the dynamic state strain to determine whether or not perform a correction process. If it is determined that a correction process is necessary, the load weight is automatically recalculated after the correction process and the corrected load weight is displayed.
[133] If the displayed load weight is different from the actual load weight measured at a measurement facility, the above equation relating to the strain and the load weight should be corrected based on the difference. Then, the above processes are repeated to obtain a more accurate load weight.
[134] According to the present invention, the load weight is displayed to a driver and a loadmaster in a real-timely manner while a vehicle is loaded. Therefore, it is possible prevent overload in advance.
[135] In addition, the load weight in a full-loaded vehicle or whether or not a corresponding vehicle is overloaded is displayed to the outside. Therefore, a controller or a policeman can visually identify the load weight of a corresponding vehicle or whether or not the corresponding vehicle is overloaded. Also, it is possible accurately control the overloaded vehicle in a real-timely manner by transmitting the load weight values from a driving vehicle to an overload control terminal. Furthermore, it is possible to effectively manage road structures by obtaining information on load weights of vehicles passing through a certain bridge or road.
[136] The invention can also be embodied as computer readable codes on a computer readable recording medium. The computer readable recording medium is any data storage device that can store data which can be thereafter read by a computer system. Examples of the computer readable recording medium include read-only memory (ROM), random-access memory (RAM), CD-ROMs, magnetic tapes, floppy disks, optical data storage devices, and carrier waves (such as data transmission through the Internet). 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. Also, functional programs, codes, and code segments for accomplishing the present invention can be easily construed by programmers skilled in the art to which the present invention pertains.
[137] While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those of ordinary skill in the art that various changes in form and details may be made therein
without departing from the spirit and scope of the present invention as defined by the following claims.
Claims
[1] 1. An apparatus for preventing overload in a vehicle, comprising: a load measurement unit producing a load value of a vehicle by using sensor values in a real-timely manner; a display unit displaying the load value to allow a driver or a loadmaster to identify it; a storage unit for storing identification information of the vehicle and the load value after the vehicle is loaded; and a control unit adapted to output the load value to the display unit while the vehicle is loaded and output the load value to the storage unit after the vehicle is loaded.
[2] 2. The apparatus according to claim 1, wherein the control unit is adapted to output the load value input from the load measurement unit to the display unit in a real-timely manner while the vehicle is loaded, and to output the load value to the display unit to display it after the vehicle is loaded.
[3] 3. The apparatus according to claim 1, wherein the storage unit stores information on a loading completion time indicating when a loading on the vehicle is completed and the load value at the loading completion time as vehicle history data.
[4] 4. A system for controlling an overloaded vehicle, comprising: a load measurement unit producing a load value of a vehicle by using sensor values; a first storage unit storing identification information of the vehicle and the load value; a first wireless transceiver unit receiving a control information request signal requesting first control information including the identification information of the vehicle and the load value from an overload control terminal while the vehicle is on the road, and transmitting the first control information to the overload control terminal; and a first control unit adapted to receive the load value from the load measurement unit, output the load value to the storage unit, read out the identification information of the vehicle and the load value from the first storage unit in response to the control information request signal from the first wireless transceiver unit to produce first control information, and output the first control information to the first wireless transceiver unit.
[5] 5. The system according to claim 4, further comprising a display unit receiving the load value from the first control unit to display the load value to at least one
of a driver and a loadmaster.
[6] 6. The system according to claim 5, wherein the first control unit outputs the load value input from the load measurement unit to the display unit in a real-timely manner while the vehicle is loaded, and outputs the load value to the first storage unit after the vehicle is loaded.
[7] 7. The system according to claim 4, wherein the first storage unit stores information on a loading completion time indicating when a loading on the vehicle is completed and the load value at the loading completion time as vehicle history data.
[8] 8. The system according to any one of claims 4 through 7, further comprising: an overload control terminal receiving the first control information to determine whether or not the vehicle is overloaded, producing second control information including the first control information for overloaded vehicles and control time data, and transmitting the second control information via predetermined communication networks; and a central control server receiving the second control information via the communication networks and storing it.
[9] 9. The system according to claim 8, wherein the overload control terminal comprising: a second wireless transceiver unit transmitting the control information request signal to the vehicle on the road and receiving the first control information from the vehicle; a second control unit adapted to extract the identification information of the vehicle and the load value from the first control information input from the second wireless transceiver unit to examine whether or not the vehicle is overloaded, and to produce the second control information including the first control information and control time data when it is determined that the vehicle is overloaded and output it; and a wired/wireless communication unit transmitting the second control information to the central control server through the communication networks.
[10] 10. The system according to claim 9, wherein the overload control terminal further comprises a second storage unit storing the second control information of all vehicles that have been examined or the second control information of only overloaded vehicles.
[11] 11. The system according to one of claims 4 through 7, wherein the sensors are attached on each leaf spring of a suspension of the vehicle to measure variation of strain caused by the load on the vehicle, and the load measurement unit receives from the sensors a dynamic strain variation
according to time caused by impact of the load while the vehicle is loaded and a static strain variation according to the load of the vehicle, and corrects the static strain variation based on a proportion between an impact energy generated while the vehicle is loaded and a friction release impact energy which is an ideal state impact energy at which friction between the plates in the leaf spring is released due to the dynamic strain variation.
[12] 12. A method of preventing overloaded vehicle, comprising: producing a load value while a vehicle is loaded by using sensor values measured by sensors installed in predetermined positions of the vehicle in a real-timely manner; displaying the load value to a driver or a loadmaster while the vehicle is loaded in a real-timely manner; displaying the load value the outside after the vehicle is loaded; and storing information on a loading completion time and the load value as vehicle history data.
[13] 13. A method of controlling overloaded vehicle, comprising steps of:
(a) generating a load value of a vehicle by using sensor values measured by sensors installed in predetermined positions of a vehicle;
(c) displaying the load value to the outside after the vehicle is loaded and storing the load value; and
(d) receiving a control information request signal for requesting first control information including identification information of the vehicle on the road and the load value from an overload control terminal, and reading out the first control information to transmit the first control information to the overload control terminal.
[14] 14. The method according to claim 13, further comprising a step (b) between the steps (a) and (c):
(b) displaying the load value generated in a real-timely manner while the vehicle is loaded to at least one of a driver and a loadmaster.
[15] 15. The method according to claim 13, wherein in the step (c), information on a loading completion time indicating when a loading on the vehicle is completed and the load value at the loading completion time is stored as vehicle history data.
[16] 16. The method according to claim 13, further comprising steps:
(e) receiving by the overload control terminal the first control information and e xtracting identification information of the vehicle and the load value from the first control information to examine whether or not the vehicle is overloaded; and
(f) if it is determined that the vehicle is overloaded, generating and storing
second control information including the first control information and a control time data, and transmitting the second control information to a central control server via predetermined communication networks.
[17] 17. The method according to claim 16, wherein in the step (f), the second control information is generated for all vehicles that have been examined.
[18] 18. The method according to one of claims 13 through 17, wherein in the step
(a), a dynamic strain variation according to time caused by impact of the load while the vehicle is loaded is detected from sensors installed in a leaf spring of a suspension of a vehicle, a static strain variation according to the load of the vehicle is measured, and the static strain variation is corrected based on a proportion between an impact energy generated while the vehicle is loaded and a friction release impact energy which is an ideal state impact energy at which friction between the plates in the leaf spring is released due to the dynamic strain variation.
[19] 19. The method according to claim 19, wherein the load value is determined by rDΛCC Λ VI t: i n . n LOADING IMPACT ENERGY
GROSS AXLE LOAD = X Q- X J,
FRICTION REALEASE IMPACT ENERGY where, α denotes an axle load conversion coefficient, and ε denotes a strain caused by the load weight when the vehicle is parked.
[20] 20. A method of measuring an axle load, comprising: measuring a dynamic strain variation caused by load impact according to time while the vehicle is loaded, the vehicle having at least one strain gauge attached to a leaf spring of its suspension; measuring a static strain variation caused by the load on a vehicle; correcting the static strain variation to obtain a real axle load by referring to a proportion between an impact energy generated while the vehicle is loaded and a friction release impact energy, which is an ideal state impact energy at which friction of plates in the leaf spring is released, based on the dynamic strain variation .
[21] 21. The method according to claim 20, wherein the dynamic strain variation is measured 50 through 200 times per a second
[22] 22. The method according to claim 20, wherein the static strain variation is corrected based on an equation; rD ΛC C . v, c m . n LOADING IMPACT ENERGY
GROSS AXLE LOAD = xα x j,
FRICTION REALEASE IMPACT ENERGY where, the loading impact energy is obtained by multiplying the dynamic strain variation by time, α denotes an axle load conversion coefficient, and ε denotes a
strain caused by the load when the vehicle is parked.
[23] 23. The method according to claim 22, wherein the axle load conversion coefficient is obtained by experimentally measuring relationship between the axle load and the signal values of the strain gauges.
[24] 24. The method according to claim 23, wherein, if it is determined that there is a difference in the axle load conversion coefficient as a result of comparison the measurement signal value from the strain gauges with an actual axle load in a full-loaded state, the axle load conversion coefficient is corrected to be a proportion of an axle load in a full-loaded state to the measurement signal value.
[25] 25. The method according to claim 23, wherein, if it is determined that there is a difference between an measurement signal value from the stain gauges and an actual axle load in an empty state, the axle load conversion coefficient is corrected to be a proportion of an axle load in an empty state to the measurement signal value.
[26] 26. The method according to claim 22, wherein an axle load for the entire vehicle is obtained by independently processing signals from the strain gauges and corresponding axle loads for each axle.
[27] 27. The method according to claim 20, wherein an axle load for the entire vehicle is obtained by independently processing signals from the strain gauges and corresponding axle loads for each axle.
[28] 28. An apparatus for measuring a vehicle load weight, comprising: at least one sensor attached to each leaf spring of a suspension of a vehicle to measure a strain variation caused by a load weight; a controller receiving from the sensor a strain variation of each axle of the vehicle in a static state and a dynamic state while the vehicle is loaded and calculating a vehicle load weight based on an equation:
Γ D ΛC C . VI C i n . π LOADING IMPACT ENERGY
GROSS AXLE LOAD = x a x ε<
FRICTION REALEASE IMPACT ENERGY where, the loading impact energy is obtained by multiplying the dynamic strain variation by time, α denotes an axle load conversion coefficient, and ε denotes a strain caused by the load when the vehicle is parked.
[29] 29. The method according to claim 28, wherein the sensor independently measures a strain variation for each wheel of a vehicle.
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CN103285549A (en) * | 2013-06-06 | 2013-09-11 | 长沙中联消防机械有限公司 | Method, equipment and system for monitoring load of fire fighting truck and fire fighting truck |
WO2018071173A1 (en) * | 2016-10-11 | 2018-04-19 | Digi-Star, Llc | Method and apparatus for peak weight detection |
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KR100661388B1 (en) * | 2006-09-15 | 2006-12-27 | 주식회사 지.피 코리아 | Automatic system and method for notifying weight of vehicles |
KR100801818B1 (en) * | 2006-10-24 | 2008-02-11 | 주식회사 현대오토넷 | Apparatus and method of overloaded car detection using radio frequency identification system |
CN113658419B (en) * | 2021-10-18 | 2022-01-28 | 江西通慧科技集团股份有限公司 | Bridge overload early warning method and system |
KR102689123B1 (en) * | 2022-05-02 | 2024-07-26 | 주식회사 다해로지시스 | Method and Apparatus for Providing Intelligent Logistic Platform |
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