A road structure capable of collecting information about vehicles through seismic sensors and microphones

Abstract

The invention relates to the collection of information about vehicles passing over a road using seismic sensors embedded beneath the asphalt and a microphone that operates simultaneously with the seismic sensor, either placed on the asphalt surface or embedded within the asphalt. The invention enables the acquisition of data as vehicles traverse the asphalt and, if desired, can transmit this data to authorized entities.

Description

[0001] DESCRIPTION

[0002] A ROAD STRUCTURE CAPABLE OF COLLECTING INFORMATION ABOUT VEHICLES THROUGH SEISMIC SENSORS AND MICROPHONES

[0003] TECHNICAL FIELD

[0004] The invention relates to the collection of information about vehicles passing over a road using seismic sensors embedded beneath the asphalt and a microphone that operates simultaneously with the seismic sensor, either placed on the asphalt surface or embedded within the asphalt. The invention enables the acquisition of data as vehicles traverse the asphalt and, if desired, can transmit this data to authorized entities.

[0005] BACKGROUND

[0006] The most detailed information regarding the invention has been introduced into the literature through patent application number 2016 / 06132, also filed by the inventor. In the relevant application, a system comprising at least two weight sensors (1) (one for each lane), at least one measurement loop sensor (2) (one for each lane), at least one camera loop sensor (3) (one for each lane), a cabin (4), a camera (5) positioned to be fixed at the roadside for each lane, at least one dimension measurement sensor (6), at least one volume sensor (7), at least one seismic sensor (8), microphones, and a software unit has been described. In order to explain the differences between the mentioned application and the present patent application, a technical description of the previous application has been provided first.

[0007] In patent application number 2016 / 06132, weight sensors (1 ) embedded within the asphalt are described. Sensors of different lengths can be placed at varying depths within the asphalt, typically ranging between 5 to 10 cm. During installation, two weight sensors (1 ) are positioned side by side for each lane. Thus, at least two weight sensors (1 ) are installed for each lane. Various placement scenarios are specified for the installation. The primary advantage of these configurations is that the system can accurately obtain the weighing result even if the vehicle is traveling centered within the lane. Additionally, this arrangement allows the system to read the load value per wheel.

[0008] In the mentioned application, in addition to the weight sensor (1 ), a measurement loop sensor (2) and a weight loop sensor (3) are also embedded within the asphalt. The loop sensors are used to detect the arrival of a vehicle and to trigger the sensors, as well as the camera, dimension measurement sensor (6), and volume measurement sensor (7). The weight loop sensor (3) completes the electronic circuit to activate the weight sensors (1 ) as soon as it detects a passing vehicle. Before the weight loop sensor (3), which activates the weight sensors (1) during vehicle passage, a camera loop sensor (2) is positioned. This camera loop sensor (2) activates the camera (5) system. Thus, the license plate recognition process of the vehicle passing over the weight sensor (1 ) is prioritized.

[0009] In patent application No. 2016 / 06132, seismic sensors (8) are also defined. These sensors are capable of measuring the axle spacing of vehicles passing over the road, determining the axle width, identifying the tire width of the vehicle, detecting lane changes, and determining the vehicle's passage position through the system. These measurements are obtained by the seismic sensors (8) detecting even the slightest vibrations that may occur on them. Each seismic sensor (8) transmits the vibrations it detects to the microprocessor to which it is connected. The microprocessors that collect data from grouped seismic sensors (8) transmit all the collected data to a software system. The software determines the tire width based on the information received from the vibrating seismic sensors (8) on each lane. It calculates the axle width by analyzing the data from the seismic sensors vibrating at the beginning and end of the lane. Additionally, it determines the distance between axles by measuring the vibrations occurring between the passage of the front and rear wheels. Moreover, by analyzing the duration for which the seismic sensor (8) remains active during tire passage, the rim diameter of the tire can also be calculated. Furthermore, by placing grouped seismic sensors (8) in two sets, the lane-changing movements of vehicles can also be detected. Additionally, with a microphone positioned next to the grouped seismic sensors (8), the sound produced by vehicle tires on the asphalt can be analyzed, allowing for the identification of the tire type being used. It is important to note that, in the aforementioned application, the seismic sensor (8) is utilized for determining the tire width, the axle width based on the information received from the seismic sensors vibrating at the beginning and end of the lane, and the axle spacing by measuring the vibrations occurring between the passage of the front and rear wheels. Additionally, the duration for which the seismic sensor remains active during tire passage is used to determine the rim diameter of the tire. Furthermore, a microphone positioned next to the grouped seismic sensors (8) analyzes the sound produced by vehicle tires on the asphalt, thereby identifying the type of tire being used. The aspects that differentiate the present invention from the disclosed patent application no. 2016 / 06132 are provided in detail below.

[0010] The invention subject to this application complements the technique described in patent application numbered 2016 / 06132 and includes a methodology that was not utilized in the mentioned application. Through this completion, all expected information regarding the passing vehicle is obtained together in a unified manner.

[0011] BRIEF DESCRIPTION OF THE INVENTION

[0012] The invention is designed for wheeled vehicles and is implemented along vehicle routes, with at least one unit of the system present in each lane. As vehicles pass over the asphalt, the system collects and processes data, enabling the retrieval of requested information by authorized entities. This data includes tire circumference, tire diameter, tire width, tire sidewall ratio (percentage) based on the width value, and rim diameter. As a result, all relevant data regarding the type of a vehicle's tire is comprehensively obtained.

[0013] LIST OF FIGURES

[0014] Figure 1 . General View of Patent Application No. 2016 / 06132 (Prior Art)

[0015] Corresponding Part Numbers in the Figures:

[0016] 1. Weight sensor

[0017] 2. Measurement loop sensor

[0018] 3. Camera loop sensor

[0019] 4. Cabin

[0020] 5. Camera

[0021] 6. Dimension measurement sensor

[0022] 7. Volume sensor

[0023] 8. Seismic sensor DETAILED DESCRIPTION OF THE INVENTION

[0024] The system subject to our invention comprises at least one grouped seismic sensor (8), at least one microphone, and a software that processes the data obtained from these components to generate meaningful information. In this context, the invention is integrated into an electronic device that includes a memory unit and a processor to enable the operation of the software. The mentioned device can be a computer, a tablet, a mobile phone, or any electronic hardware capable of running software.

[0025] In the “background” section, it was stated that the wheel width could be determined based on the data obtained from the vibrating seismic sensors (8) positioned on each lane. In addition to the initial measurement value of the wheel, which is the "wheel width" data, our invention calculates two additional values: the sidewall ratio (percentage), which is dependent on the wheel width, and the rim size. To obtain these two unknown values and complete the full measurement of a wheel, at least one seismic sensor (8) and at least one microphone are used. The placement of these components requires the seismic sensor (8) to be positioned beneath the asphalt, while the microphone must be located either within the asphalt or on the asphalt surface. The two components are positioned side by side. At the moment of the wheel's contact with the seismic sensor (8), or just before or after, the microphone, which is aligned with the seismic sensor (8), is required for acoustic measurement. With this arrangement and component placement, the complete measurement of all wheel-related data is achieved.

[0026] As mentioned, the first required data for calculating the values aimed by the invention is the wheel diameter. This data is obtained based on the principle that the acoustic wavelength of the tire is equal to its circumference. Therefore, the first step is to obtain the frequency value of the wheel using the microphone. Then, by determining the acoustic wavelength of the tire from the frequency value, the circumference measurement of the wheel is calculated, and from this, the diameter value is derived. (https: / / www.sciencedirect.com / science / article / pii / S0020768303002592?ref=pdf dow nload&fr=RR-2&rr=865ca1 cd8ad65166) The circumference = 2 nr formula has been derived from this information. This principle was stated and proven in an academic study published in 1990. The link to the relevant publication is provided below. https: / / meridian.allenpress.eom / tst / article-abstract / 23 / 1 / 2 / 129012 / Plane-Wave- Resonance-in-the-Tire-Air-Cavity-as-a?redirectedFrom=fulltext

[0027] The referenced paper states that the circumference of the wheel is equal to the wavelength (torus) of the acoustic resonance frequency generated during the wheel's passage. Below is the frequency formula cited from the paper. In this formula, "c" represents the speed of sound in air, which is c = 343 m / s. The L value is obtained by taking the peak frequency (f) measured by the sensor. This measurement can be conducted before, during, or after the wheel passes over the sensor. It is also stated that the maximum frequency peak typically occurs in the range of 200-300 Hz.

[0028] In our invention, based on this principle, the following formula is used to determine the wavelength of the wheel. By dividing the peak frequency value obtained from the microphone at the moment of contact, before or after the wheel touches the seismic sensor (8) by the speed of sound, the wavelength is calculated.

[0029] From the information that the wavelength is equal to the circumference of the tire, the circumference measurement of the wheel is obtained. The following link contains calculations for sound frequency and wavelength. httDs: / / www.translatorscafe.com / unit-converter / tr-TR / calculator / sound-freguencv- wavelenqth /

[0030] Akustik Dalga - (Torus)' - Qember evresi = 2 nr

[0031] By obtaining the circumference value and dividing it by IT, the resulting value provides the diameter of the wheel, which corresponds to 2r. Thus, the following equations are derived: Circle circumference = 2 nr

[0032] Diameter = 2 r.

[0033] With the tire width measurement obtained from the seismic sensor (8) and the circumference value, two known parameters of the tire are established. These parameters include the tire tread width, measured in millimeters (mm) from the seismic sensor (8), and the circumference value. Using these parameters, the sidewall height and rim size in inches are calculated by the software using the following formulas:

[0034] The tire diameter value is calculated as follows:

[0035] Tire Diameter = Tire Width x Sidewall Percentage x 2 (Sidewall) + Rim Size x 2.54 (for inch-to-cm conversion).

[0036] In the literature, sidewall percentage values range from 30 to 85, while rim sizes vary between 12 inches and 22 inches. These measurements are not restrictive and can be adjusted according to all known tire sidewall and rim size values available in the prior art. Using the known range values, the tire width obtained from the seismic sensor (8) and the tire circumference measured by the microphone are used to derive the tire diameter. The unknown sidewall and rim size values, which cannot be directly determined from the literature, are calculated in reverse by the software using the following algorithm.

[0037] From the principle that the wavelength of the peak frequency value obtained through acoustic measurement using a microphone is equal to the tire circumference, the following relationship is established:

[0038] Tire Circumference = 2?rr

[0039] By dividing the resulting circumference value by n, the tire diameter is determined. The values obtained within the scope of the invention are calculated using the following formulas:

[0040] Diameter = Circumference / n

[0041] Tire Diameter = Tire Width x Sidewall Percentage x 2 (Sidewall) + Rim Size x 2.54

[0042] Diameter = Tire Width x Sidewall Percentage x 2 + Rim Size x 2.54 In this formula, the tire width value is accurately obtained using the seismic sensor (8). The key factor ensuring the consistency of this formula is that the rim size and sidewall percentage values never overlap for any given tire width. In other words, for a vehicle using a tire width of 205, the sidewall percentage and rim size of that tire cannot be identical to those of another tire with the same width (205) but a different size configuration. In summary, tire width is a unique parameter in tire measurements, meaning it serves as a distinctive value that differentiates one tire specification from another.

[0043] Diameter = 718.8

[0044] Tire width = 205

[0045] Diameter = (Tire width x sidewall x 2 / 100) + (Rim x 2.54)

[0046] 718 = (205 x sidewall x 2 / 100) + (Rim x 2.54)

[0047] In the known state of the art, since the sidewall measurement percentage value takes 12 different values between 30 and 85, a loop is used to insert each step increasing by 5, starting from 30 up to 85, into the formula in place of the sidewall value. In the table above, the known sidewall measurements and rim measurements in the literature are provided. However, these measurements are not intended to impose any restrictions for the invention. Diameter= tire width x sidewall x 2 / 100 + rim x 2.54

[0048] 718 = 205 x 70 x 2 / 100 + rim x 2.54

[0049] 718 = 287 + rim x 2.54

[0050] 718 - 287 = rim x 2.54

[0051] 431 mm = rim x 2.54

[0052] 43,1 cm / 2.54 = 17 inch rim size value has obtained.

[0053] According to the results obtained in the table above, the corresponding values for rim measurements ranging between 12 inches and 22 inches are determined. The loop is completed when an equality is reached. The resulting millimeter value is then divided by 10 to convert it into centimeters. Subsequently, using the 2.54 inch-to-centimeter conversion factor, the rim measurement value is obtained.

[0054] SIDEWALL WIDTH

[0055] Above, a verification table for the given example has been provided. As seen, a tire with a width of 205 mm and a diameter of 718 mm can only be obtained with a sidewall height of 70 mm. The numbers listed below the sidewall height range of 30-85 represent the rim sizes. The result of 718.8 is observed for a 70 mm sidewall height and a 17-inch rim size. This demonstrates that each tire width and diameter combination is unique and that the formula cannot be validated unless the rim and sidewall measurements match within the given range. The reason for this is that as the rim size increases, the tire width must also increase. Conversely, when a smaller rim size is used, the width of the corresponding tire decreases accordingly. The resulting variation arises from this physical condition. In line with all the explanations provided, the system stores possible combinations of sidewall width and rim size that can be used for any tire. This storage is facilitated by either an internal or an external memory unit.

[0056] The software included in the invention is configured to perform the formulations and calculations described above. The software, which is part of the system containing the seismic sensor (8) and the microphone, utilizes the data received from the seismic sensor (8) and the microphone through a processor in accordance with the formulas explained above.

Claims

CLAIMS1 . A road structure capable of collecting information about vehicles, characterized by comprising; at least one grouped seismic sensor (8) for obtaining the wheel width data; at least one microphone for acquiring the wavelength value of the acoustic resonance frequency generated during the wheel passage; and software configured to calculate the wheel circumference measurement from the wavelength value of the acoustic resonance frequency generated during the wheel passage obtained from the microphone, to calculate the wheel diameter from the circumference value, and to determine the sidewall height and the rim size in inches using the formula “Tire Diameter = Wheel Width x Sidewall Percentage x 2 (sidewall) + Rim Size x 2.54.”2. The road structure capable of collecting information about vehicles according to claim 1 , characterized by further comprising the software configured to determine the wavelength by dividing the frequency value obtained from the peak point detected by the microphone at the moment of, before, or after the wheel's contact with the seismic sensor (8) by the speed of sound, using the formula "L = c / f".

3. The road structure capable of collecting information about vehicles according to claim 1 , characterized by comprising sidewall ratio and rim size data to be used in the formula "Tire Diameter= Tire Width x Sidewall Ratio x 2 (sidewall) + Rim Size x 2.54".

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