A free-flow overload control method based on in-transit dynamic weighing data fusion

Abstract

The application discloses a kind of in-transit dynamic weighing data fusion free flow method of overloading, comprising the following steps: S1, the high-speed dynamic weighing system and in-transit weighing data fusion overloading platform are arranged;S2, weighing system records weighing data and weighing time, portal system sends vehicle information to weighing system;Weighing system carries out fusion to vehicle information and weighing data at the same time in-transit weighing, and only uploads the weighing data of truck type to overloading platform;S3, in-transit weighing data fusion overloading platform carries out fusion correction to heavy data, and uploads fusion result to charging system;S4, charging system issues data to adjacent toll station according to self rules.The application realizes in-transit weighing, compares in-transit weighing data with exit weighing data at exit, focuses on abnormal comparison result, identifies the behavior of midway cargo transfer, and can achieve the purpose of overloading and auditing in free flow mode.

Description

Technical Field

[0001] The invention relates to a method for controlling overweight vehicles on expressways, and in particular to a method for controlling overweight vehicles by fusing in-transit dynamic weighing data with free flow. Background Art

[0002] Currently, the focus of highway overweight control is on weighing vehicles at the entrance; overweight vehicles are not allowed to pass. Therefore, when collecting tolls at the exit, more attention is paid to the vehicle type rather than weight verification. To prioritize unimpeded exit, only spot checks are performed at the exit. To reduce transportation costs, some freight drivers engage in "unloading" at service areas. This involves sending two trucks with normal loads through the entrance. The two trucks' cargo is then combined at a designated service area. The overweight truck continues on to its destination, while the empty truck exits at the nearest highway toll station. Currently, highway operators are strengthening oversight of truck unloading by installing more surveillance cameras in service areas, conducting irregular spot checks, and standardizing the work processes of exit toll collectors. However, the results of this regulation have been less than ideal. Summary of the Invention

[0003] Purpose of the invention: The purpose of the present invention is to provide a free-flow overweight control method that can realize in-transit weighing of trucks, issue an alarm for abnormal in-transit weighing data at the exit and perform non-lifting control.

[0004] Technical solution: The method for controlling overweight animals of the present invention comprises the following steps:

[0005] S1: An "in-transit weighing station" is set up at the entrance and exit ramps of the expressway and at the first gantry after exiting the service area. A high-speed dynamic weighing system is deployed at this in-transit weighing station. The in-transit weighing data fusion and overweight control platform deployed on the cloud of the dedicated transportation network receives real-time weighing data from the high-speed dynamic weighing system.

[0006] S2: The high-speed dynamic weighing system records the weighing data and weighing time. The gantry system sends the vehicle information to the in-transit high-speed dynamic weighing system. The in-transit high-speed dynamic weighing system integrates the vehicle information and weighing data at the same time as the in-transit weighing point and only uploads the weighing data of trucks to the in-transit weighing data integration and overweight control platform. The weighing data includes in-transit weighing data and entrance weighing data.

[0007] S3, the in-transit weighing data fusion and overweight control platform fuses and corrects the weighing data obtained in step S2, and uploads the fusion result to the toll collection system;

[0008] S4: The toll collection system sends the fusion results to the nearest toll station according to its own rules.

[0009] Furthermore, in step S1, the real-time weighing data includes weighing data at the in-transit weighing point and weighing data at the entrance toll station.

[0010] Furthermore, in step S2, the in-transit high-speed dynamic weighing system integrates the vehicle information and weighing data collected at the same time as the in-transit weighing point, and only uploads the weighing data of trucks to the in-transit weighing data fusion and overweight control platform. The specific implementation steps are as follows:

[0011] S21: The vehicle enters the ramp and passes the first in-transit weighing point. The recorded in-transit weighing data includes: timestamp, in-transit weighing point label, license plate number, vehicle model, speed, and in-transit weighing result, which is set as A1. The standard weighing data at different vehicle speeds at this weighing point are R11, ..., R1n.

[0012] S22, the vehicle enters the toll station entrance, and the recorded entrance weighing data includes: license plate number, vehicle model, speed, and entrance weighing result, which is set as B;

[0013] S23, the vehicle records the weighing data Am at the mth in-transit weighing point it passes through, and the actual weighing data at the mth in-transit weighing point at speed n is recorded as Amn;

[0014] The standard weighing data of a vehicle passing through m in-transit weighing points is Rm1, ..., Rmn; where Rmn is the standard weighing data of the m-th in-transit weighing point at speed n;

[0015] S24, the mth weighing system of the m in-transit weighing points uploads the actual weighing data Amn and the standard weighing data Rmn of the vehicle to the in-transit weighing data fusion and overweight control platform.

[0016] Furthermore, in step S3, every time a truck passes an in-transit weighing point, the high-speed dynamic weighing system uploads the weighing data, vehicle information, and current speed to the in-transit weighing data fusion and overweight control platform; the in-transit weighing data fusion and overweight control platform adds a timestamp and an in-transit weighing point label to the weighing data, vehicle information, and current speed, and compares and integrates the within-error data with all in-transit weighing data of the same direction for the vehicle on that day;

[0017] The format of the fusion result is: <timestamp, in-transit weighing point label, license plate number, vehicle model, speed, weighing result, offset, offset alarm>.

[0018] Furthermore, in step S3, the specific implementation steps of the in-transit weighing data fusion and overweight control platform for fusing and correcting the weight data are as follows:

[0019] S31, the in-transit weighing data fusion and overweight control platform maps the actual weighing data Amn and the standard weighing data Rmn, and the mapping values ​​are A value and R value at vehicle speed n;

[0020] S32, calculate the offset between the actual weighing data Amn and the standard weighing data Rmn, and divide the offset by the input weighing result B; then:

[0021] P=(Amn-Rmn) / B

[0022] If the P value is within the weighing accuracy range of the calibrated value of the entrance weighing system, the weighing data of each in-transit weighing point is considered normal; if the P value is not within the weighing accuracy range of the calibrated value of the entrance weighing system, the in-transit weighing data fusion and overweight control platform will find the weighing data with large offset in the mapping table to further determine whether it is over-limit or the weighing platform needs adjustment.

[0023] Furthermore, in step S4, when the offset is greater than the maximum allowable error of the weighing equipment, the offset alarm is set to 1, so that the exit toll station can trigger the interception without lifting the barrier, and the staff will guide the vehicle to be weighed and re-inspected.

[0024] Compared with the prior art, the present invention has the following significant effects:

[0025] 1. The overweight control points of the present invention are set at the entrance and exit ramps and the first gantry after leaving the service area. The data collected at these points are integrated by the gantry system based on the license plate and vehicle characteristics to obtain the weight data of the vehicle's entire route. This can prevent vehicles from unloading goods, dropping or hooking goods, and other illegal behaviors in the service area.

[0026] 2. The weighing data of the present invention is the gantries equipped with weighing systems throughout the entire line, which is combined with the gantries passed by vehicles to achieve accurate auditing. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a schematic diagram of the overall process of the present invention;

[0028] Figure 2 It is a schematic diagram of the arrangement of the in-transit weighing point in the present invention. DETAILED DESCRIPTION

[0029] The present invention will be described in further detail below with reference to the accompanying drawings and specific implementations.

[0030] The present invention installs a dynamic weighing system that integrates quartz and resistance strain gauges at the entrance ramps of highways and appropriate locations along the highways (generally using the gantries closest to the service areas), records and integrates the weighing result compensation calculations of multiple weighing point data on the cloud, realizes in-transit weighing, compares the in-transit weighing data with the exit weighing data at the exit, focuses on abnormal comparison results, and identifies the behavior of dumping goods in transit, so as to achieve the purpose of overweight control and auditing in the free flow mode.

[0031] like Figure 1As shown, the specific implementation steps of the present invention are as follows:

[0032] Step 1: Deployment of high-speed dynamic weighing system and in-transit weighing data fusion and overweight control platform

[0033] like Figure 2 As shown, in this embodiment, it includes an in-transit high-speed dynamic weighing system and an in-transit weighing data fusion overweight control platform (hereinafter referred to as: overweight control platform): an "in-transit weighing point" is set at the entrance and exit ramps of the highway and the first gantry after leaving the service area, and the weighing point is equipped with an in-transit high-speed dynamic weighing system; the overweight control platform is deployed on the cloud side of the dedicated traffic network to receive real-time weighing data from the weighing system, and the real-time weighing data includes the data from the in-transit weighing point and the weighing data from the entrance toll station; the vehicle's path data is also received (obtained from the gantry system). The overweight control platform fuses and compares the received real-time weighing data based on the license plate number, vehicle model, and timestamp, and then compares it with the weighing data at the exit to determine whether the vehicle has engaged in illegal unloading or other behaviors.

[0034] When measuring the weight of a moving vehicle, the in-transit high-speed dynamic weighing system is affected by many internal and external factors, resulting in insufficient accuracy. For example, the speed and acceleration of the vehicle, the vibration of the object, and the uneven distribution of mass all cause impact vibration on the scale, complicating the load state of the scale and resulting in low weighing accuracy. In addition, the system is also affected by factors such as ambient temperature and humidity. The main sources of data error are as follows:

[0035] c1) The bumpy state of the vehicle on the scale, that is, the oscillation frequency of the vehicle's dynamic load;

[0036] c2) Errors caused by nonlinear characteristics of sensors;

[0037] c3) The inclination of the road surface and the mechanical structure of the vehicle cause weight transfer;

[0038] c4) Errors caused by road elevation differences, especially for trailers;

[0039] c5) The impact force of the vehicle on the weighing platform when it is at high speed, low speed, acceleration or deceleration;

[0040] c6) Uneven load caused by different sensor characteristics and improper mechanical installation;

[0041] c7) The response speed of the sensor and scale system to stress;

[0042] c8) Time-varying dynamics caused by deformation of the tabletop during vehicle motion;

[0043] c9) Other external interference, such as electromagnetic interference.

[0044] The fusion correction algorithm of the present invention is mainly aimed at the above error sources c2, c3, c4, c5, c6, and c7. Assume that the standard weighing data of each scale is R (the standard weighing data of the scale is the calibration result after the scale is installed and implemented, or the result of annual calibration according to national standards). R contains the standard weighing data of different weights and different speed ranges, which are counted as R1, R2, R3, ..., Rn.

[0045] Step 2: The in-transit highway weighing system records the weighing data and weighing time. The gantry system sends the vehicle information to the weighing system. The in-transit highway weighing system integrates the vehicle information and weighing data at the same time as the in-transit weighing point, and only uploads the weighing data of trucks to the overweight vehicle control platform. The weighing data includes in-transit weighing data and entrance weighing data. The specific algorithm is as follows:

[0046] In step S21, the vehicle enters the ramp and passes the first in-transit weighing point, where the in-transit weighing data is recorded, including: timestamp, in-transit weighing point label, license plate number, vehicle model, speed, and weighing result. This data is set as A1. The standard weighing data at different vehicle speeds at this weighing point are R11, ..., R1n.

[0047] Step S22: The vehicle enters the toll station entrance and the entrance weighing data is recorded, including: license plate number, vehicle type, speed, and weighing result, which is set as B;

[0048] Step S23: The vehicle records the weighing data Am for each of the m in-transit weighing points it passes through, and the actual weighing data Amn for the m-th in-transit weighing point at speed n is obtained; the standard weighing data for the m in-transit weighing points are Rm1, ..., Rmn; Rmn is the standard weighing data for the m-th in-transit weighing point at speed n; n is a speed interval, such as (80, 90), (90, 100), (100, 120);

[0049] In step S24, the m in-transit weighing points upload the actual weighing data Amn and the standard weighing data Rmn of the vehicle to the overweight vehicle control platform.

[0050] The high-speed in-transit weighing system in this embodiment only extracts and uploads the truck weighing data to the overweight vehicle control platform, and the rest of the vehicle data is not retained or uploaded. The traditional weighing system uses axle identifiers, car separators and other equipment to realize the vehicle type identification and then start the weighing sensor to work. However, in the high-speed movement state of more than 80km / h, there is not enough time to wait for the axle identifier to trigger the weighing sensor to work. Therefore, in this embodiment, the weighing sensor is always in a working state, and the vehicle type identification data of the gantry system is used to trigger the upload of truck weighing data and the discarding of non-truck weighing data. The specific plan is:

[0051] The in-transit high-speed weighing system records weighing data and weighing time (time is accurate to seconds);

[0052] Utilize the existing gantry system to send vehicle information to the in-transit high-speed weighing system (vehicle information includes vehicle model and identification time, accurate to the second);

[0053] The weighing system will integrate the vehicle information and weighing data of the in-transit weighing points at the same time, and only upload the weighing data of trucks to the overweight vehicle control platform, and discard the rest of the data.

[0054] Step 3: The overweight control platform integrates and corrects the weighing data and uploads the integration results to the charging system;

[0055] Step S31: The overweight control platform maps the actual weighing data Amn and the standard weighing data Rmn, and the mapping values ​​are the A value and R value at the vehicle speed n;

[0056] Step S32: Calculate the offset between the actual weighing data Amn and the standard weighing data Rmn, and divide the offset by the input weighing result B. Then, we have:

[0057] P=(Amn-Rmn) / B (1)

[0058] If the P value is within the range of the weighing accuracy of the calibrated value of the entrance weighing system [-5% to +5%], the weighing data of each in-transit weighing point is considered normal; if the P value is not within the range of the weighing accuracy of the calibrated value of the entrance weighing system, the overweight control platform will find the weighing data with large offset in the mapping table, and further determine whether it is over-limit or the weighing platform needs adjustment.

[0059] Every time a truck passes an in-transit weighing point, the in-transit highway weighing system will upload the weighing data, vehicle information, and current speed to the overweight control platform. The overweight control platform will mark the weighing data, vehicle information, and current speed with a timestamp and an in-transit weighing point label, and compare and fuse them within the error range with all in-transit weighing data of the vehicle in the same direction on that day, and upload the fusion results to the toll collection system.

[0060] The fusion result format is: <timestamp, in-transit weighing point label, license plate number, vehicle model, speed, weighing result, offset, offset warning>. The timestamp is the time the vehicle was weighed at the current in-transit weighing point, with millisecond accuracy. For example, the weighing data obtained at 15:30:10.0123 on April 12, 2022, is represented by the format 2022041215H30M10.123S. The in-transit weighing point label is the gantry number. The offset is the absolute value of the vehicle's current weighing result minus the average of the vehicle's weighing data from the entrance ramp, the entrance weighing system, and the current in-transit weighing point. The offset warning is the offset divided by the toll station entrance weighing data. When the result is greater than the maximum allowable error of the weighing equipment, the offset warning is set to 1, triggering the exit toll station to intercept the vehicle without lifting the barrier.

[0061] Step 4: The toll collection system sends the fusion results to the nearest toll station according to its own rules.

[0062] When a truck enters the toll station exit, the toll collection system obtains the vehicle information and reads the fusion result of the vehicle. If the offset alarm is 1, the barrier will not be lifted, and the staff will guide the vehicle to be weighed and re-inspected.

Claims

1. A method for controlling overweight vehicles by integrating in-transit dynamic weighing data with free flow, characterized in that: The steps are as follows: S1: An "in-transit weighing station" is set up at the entrance and exit ramps of the expressway and at the first gantry after exiting the service area. A high-speed dynamic weighing system is deployed at this station. The in-transit weighing data fusion and overweight control platform deployed on the cloud of the dedicated transportation network receives real-time weighing data from the high-speed dynamic weighing system. S2: The high-speed dynamic weighing system records the weighing data and weighing time. The gantry system sends the vehicle information to the in-transit high-speed dynamic weighing system. The in-transit high-speed dynamic weighing system integrates the vehicle information and weighing data at the same time as the in-transit weighing point and only uploads the weighing data of trucks to the in-transit weighing data integration and overweight control platform. The weighing data includes in-transit weighing data and entrance weighing data. S3, the in-transit weighing data fusion and overweight control platform fuses and corrects the weighing data obtained in step S2, and uploads the fusion result to the toll collection system; S4, the toll collection system sends the fusion results to the nearest toll station according to its own rules; In step S2, the in-transit high-speed dynamic weighing system integrates the vehicle information and weighing data collected at the same time as the in-transit weighing point, and only uploads the weighing data of trucks to the in-transit weighing data fusion and overweight control platform. The specific implementation steps are as follows: S21: The vehicle enters the ramp and passes the first in-transit weighing point. The recorded in-transit weighing data includes: timestamp, in-transit weighing point label, license plate number, vehicle model, speed, and in-transit weighing result, which is set as A1. The standard weighing data at different vehicle speeds at this weighing point are R11, ..., R1n. S22, the vehicle enters the toll station entrance, and the recorded entrance weighing data includes: license plate number, vehicle model, speed, and entrance weighing result, which is set as B; S23, the vehicle records the weighing data Am at the mth in-transit weighing point it passes through, and the actual weighing data at the mth in-transit weighing point at the vehicle speed n is recorded as Amn; The standard weighing data of a vehicle passing through m in-transit weighing points is Rm1, ..., Rmn; where Rmn is the standard weighing data of the m-th in-transit weighing point at vehicle speed n; S24, the mth weighing system of the m in-transit weighing points uploads the actual weighing data Amn and the standard weighing data Rmn of the vehicle to the in-transit weighing data fusion and overweight control platform; In step S3, every time a truck passes an in-transit weighing point, the high-speed dynamic weighing system uploads the weighing data, vehicle information, and current speed to the in-transit weighing data fusion and overweight control platform. The in-transit weighing data fusion and overweight control platform adds a timestamp and an in-transit weighing point label to the weighing data, vehicle information, and current speed, and compares and integrates them within the error range with all in-transit weighing data of the same direction for the vehicle on that day. The format of the fusion result is: <timestamp, in-transit weighing point tag, license plate number, vehicle model, speed, weighing result, offset, offset alarm>; In step S3, the specific implementation steps of the in-transit weighing data fusion and overweight control platform to perform fusion correction on the weighing data are as follows: S31, the in-transit weighing data fusion and overweight control platform maps the actual weighing data Amn and the standard weighing data Rmn, and the mapping values ​​are A value and R value at vehicle speed n; S32, calculate the offset between the actual weighing data Amn and the standard weighing data Rmn, and divide the offset by the input weighing result B; then: P=(Amn-Rmn) / B If the P value is within the weighing accuracy range of the calibrated value of the entrance weighing system, the weighing data of each in-transit weighing point is considered normal; if the P value is not within the weighing accuracy range of the calibrated value of the entrance weighing system, the in-transit weighing data fusion and overweight control platform will find the weighing data with large offset in the mapping table to further determine whether it is over-limit or the weighing platform needs adjustment.

2. The method for controlling overweight vehicles by integrating in-transit dynamic weighing data with free flow according to claim 1 is characterized in that: In step S1, the real-time weighing data includes weighing data at the en-route weighing point and weighing data at the entrance toll station.

3. The method for controlling overweight vehicles by integrating in-transit dynamic weighing data with free flow according to claim 1, characterized in that: In step S4, when the offset is greater than the maximum allowable error of the weighing equipment, the offset alarm is set to 1, which triggers the exit toll station to intercept without lifting the barrier, and the staff guides the vehicle to be weighed and re-inspected.

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