1283376 九、發明說明： 【發明所屬之技術領域】 本發明是有關於一種超速超載監測系統及方法，特別 5 疋扎一種應用光纖位移計之超速超載監測系統及方法。 【先前技術】 10 忍車科技的發展日新月異，全球各大汽車製造薇無不 致力於提昇汽車之行駛速率、乘座舒適度、駕駛便利性， 及座艙安全性。但是，汽車科技的進展仍無法保證交通運 輸安全，根據交通部於民國八十八年所發佈之統計資料顯 不’十年間台灣地區每年平均發生4〇13件嚴重交通事故， 並仏成3058人死亡、353〇人受傷。因此，改善交通運輸安 國迫切1283376 IX. INSTRUCTIONS: [Technical Field] The present invention relates to an overspeed overload monitoring system and method, and particularly to an overspeed overload monitoring system and method using a fiber optic displacement meter. [Prior Art] 10 The development of Ninth Technology is changing with each passing day. The world's major automobile manufacturers are all committed to improving the driving speed, ride comfort, driving convenience, and cabin safety of the car. However, the progress of automobile technology still cannot guarantee the safety of transportation. According to the statistics released by the Ministry of Communications in the 1980s, there are an average of 4 to 13 serious traffic accidents per year in Taiwan and 3058 people. Death, 353 deaf people were injured. Therefore, improving transportation is urgent in Angola
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重車超載、超速對公路橋梁的破壞與損傷及造成嚴重 交通事故，時有所聞。因超速*產生的交通事故所造成之 醫療資源耗費、交通阻塞混亂，及受害家屬精神損耗等等 耗費的社會成本均難以估量n超載重車所造成破壞 亦不容忽視。一般而言，超載重車對橋梁損壞與其重量的 四次方成正比。也就是說’當車體總重量為原來重量的兩 倍時，其對橋梁之破壞力將達到原先破壞力％十六倍。而 車輛載重對於路面之破壞程度視路面之好壞而定，如果是 一^路面以四·五次方計算其破壞力，其對路面之破壞將 會是二十二.六倍。不但浪費公带’在維修前與橋梁以及 交通安全之破壞實不容忽視。因此為避免公路橋梁因為超 速、超載產生更多的交通事故，以及對道路橋梁產生損壞 20 1283376 。透過照相舉發超速、超載之取缔與處罰，實為一不得已 的處置方式。 超載重車對於鋪面壽命、橋梁載重、行車安全乃至於 物流競爭力等，均會產生不當之影響。目前國内重型車輛 之超載執法取缔仍多以靜態地碎進行，#態地碎依型式可 區分為兩種，一為設置固定式靜態地磅定點取締，另一則 以警力攜帶可攜式靜態地磅不定點臨檢。前者所需土地面 積龐大且設置經費較高；後者雖為可攜式系統，但其佈設 亦非輕便，且須覓得較寬地點以利重型車輛過磅。因此叹 世界上許多國家皆已開始採用動態地磅（Weigh_h_m〇ti〇n )協助超載執法取締。動態地磅之主要功能包括大量之車 輛載重資料蒐集、可疑超載重型車輛篩選，以及配合自動 攝影系統逕行取締告發超載。我國目前雖然已有多處採高 速過磅之動態地磅逕行取締，然而由於動態地磅之精準度 不若靜態地磅能達度量衡要求標準，為避免取締上發生= 議，現以動態地磅實際取締者均採用較寬鬆之取締標準以 使偵誤率降至最低，導致偵測率下降並失去執法取締之意 義。故現有用於執法取締之動態地磅均需配合一套較嚴謹 之規範標準，以及偵誤率與偵測率之驗證程序，方能減少 動態地磅於執法取締之適用性的爭議。 利用光纖量測技術，將光纖光柵感測器安裝於橋梁或 道路以進行車輛超載與超速之研究，都是國外正在發展之 技術。透過在橋梁上裝置光纖光栅感測器以便進行車輛超 速、超載之研究，並藉由光纖網路與車輛影像辨識系統， 5 10 15 20 1283376 將光纖量測技術發展成智慧型光纖辨識監測系統。目前國 外最新的研究已證實，利用光纖量測技術之車輛超載、超 速系統在反應速率及偵誤率的表現上’皆優於傳統上以應 變計、電容，或壓電晶體為主要量測手段之車輪超載、超 逮系統。然而，目前的做法皆是將外露的光纖直接鋪設於 $面上’或設於—埋設於路面之橫桿。前者的缺點在於外 路的光纖容易遭到損毀，且由於外露的光纖過於敏感而造 成雜訊過高；後者的缺點在於設置經費過高，且不易更新 ’使得二者在使用上皆有所限制。 【發明内容】 因此，本發明之目的，即在提供一種應用光纖位移計 之超速超載監測系統。 本發明之另—目的即在提供__種利用光纖量測技術以 達到反應速率快，幻貞誤率低之超速超載監測系統。 本發明之又-目的即在提供_種可節省經費，且設置 谷易之超速超載監測系統。 本發明之再一目的即在提供一 速超載監财法。 、種應用光纖位移計之超 於是，本發明應用光纖位移計之道路超速超載監測系 a ’用於監測行駛於-道路上之車㈣ 測系統包含多數光纖位移計及—分析裝置。^ 一 =光纖位移計分別沿該道路車行方向間隔排列地埋 ，且每一光纖位移計並針對-通過的車輛產生 相對應的訊號。 7 1283376 • $分析裝置用以分析該等光纖位移計所產生的訊號時 間及量值，以分別判斷該車輛的車速及車重。 此外，本發明應用光纖位移計之道路超載監測方法， 是配合一光纖位移計以監測行駛於一道路之車輛的車重， 5 《光纖位移計包括一懸臂、-受壓位移時可連動該懸臂的 探測桿’及-設於該懸臂並具有一用以感測該懸臂形變量 之感測段的光纖，該監測方法包含下列步驟·· - Α)設置該光纖位移計於該道路路面下； _ 設-載重碎台於該料路面，並位於該光纖位移 10 計相對上方’以使該載重磅台連動該探測桿； C) 發射一光訊號進入該感測段； D) 監測經該感測段折射之光訊號；及 : E)依據㈣D)的結*分析一通過該載重碎台之車輛的 車重。 15 巾本發明顧光纖位移計之料超速超載監測方法， • 是配合二光纖位移計以監測行駛於一道路之車輛的車速， 每-光纖位移計包括-懸臂、一受壓位移時可連動該雖臂 ，則桿’及一設於該懸臂並具有一用以感測該懸臂形變 )〇 量之感測段的光纖，該監測方法包含下列步驟： F) 沿該道路之車行方向間隔—預定距離設置該等光纖位 移計於該道路路面下，且該等光纖位移計之探測桿突伸出 路面； G) 發射一光訊號進入該等感測段； H) 監測經該等感測段折射之光訊號；及 8 1283376 I)依據步驟Η)的結果分析一通過該等光纖位移計之車 輛的車速。 【實施方式】 有關本發明之前述及其他技術内容、特點與功效，在 5 以下配合參考圖式之二個較佳實施例的詳細說明中，將可 清楚的呈現。 參閱圖1與圖2,本發明應用光纖位移計之道路超速超 魯 載監測系統之第一較佳實施例是應用於監測行駛於一道路 路面7上之車輛的車速及車重，該監測系統包含一測重機 構2、一測速機構3，及一資料擷取機構4。 該測重機構2包括一埋設於該路面7下的光纖位移計1 、一設於該光纖位移計丨相對上方的載重磅台21，及一介 ： 於該光纖位移計1及該载重碎台21之間，並上下分別抵接 15 該光纖位移計1頂緣及該載重磅台21的滾珠軸承22。 相較於靜態地磅，動態地磅進行量測時較易受到車輛 鲁 《速度及加速度的影響。當車輛以某-速度通過該測重機 構2時，δ亥載重磅台21實際的受力包含車輛車軸的重力， 及車輛車輪所施加的摩擦力。此外，當車輛在通行間受力 2〇 加、減速時，亦會透過車輪施予該載重磅台等量的反作 用力其中，除車輛車軸的重力為垂直該路面7外，其餘 二者皆為平行該路面7，以下為方便區別起見，將上述的摩 t力及反作用力統稱為側向力。在實際應用中，僅有車輛 車軸的重力為需要量測的部份，因此，該滾珠軸承U之作 用即在於排除側向力所造成的誤差，並傳遞垂直於該路面7 9 5 10 15 20 1283376 之重力。 該光纖位移計1包括-基座u、—設於該基座u内的 懸臂12、-插設於該基座U探測桿13、—兩端分別抵接該 基座u及該探測桿13的彈性元件14，及一光纖15。該懸 臂12在本較佳實施例中為—沿該路面7之橫向並行排列的 鋼條組，並具有一固設於該基座u的固定段i2i及一自由 段122。該探測桿13具有一突伸出該基座u且沿該路面7 之橫向延伸的頭部131、-由該頭部131向下延伸以連動該 自由段122的軸身部132 ’及—設於該軸身部132末端且抵 接於該自由段122的抵接元件133。該光纖15設於該懸臂 12’並具有一用以感測該懸臂12之形變量的感測段⑸。 -般而言，在一固定的應力下，每一懸臂12對應產生 之形變量皆會不同’而該光纖位移計1僅能量測形變量。 故在換算形變量至應力的當中，需考慮到每—懸臂η之彈 性係數的不同。此外’動態車輛的載重在不同的車速下也 會有所不同’原因在於以等速率移動的車輛會產生負荷轉 移的現象’且滾動車輪對於地面的摩擦也會造成垂直於路 面的分量，使得動態車輛的車軸配重與靜態車輛不同。整 體來說’正確的量測必須同時考慮測重時的形變量及車速 :因此，在出廠前即先在不㈣車速下進行量測載重與形 變量的關係’以取得一車速、形變及應力對照表。 配合參_ 3，該❹m m具有—用於料光訊號之 核心152及-包覆於該核心152外且折射係數小於該核心 i52之外殼153。在本較佳實施中，該感測段i5i更具有一 10 1283376 形成於該核心152的光纖光栅154。當該頭部13 1受外力施 壓而直立位移時，該軸身部132迫使該懸臂12產生形變， 此時藉由量測通過該光栅154之光訊號的波長偏移量，便 月b獲彳于该感測段151之伸長量，進而判斷出該懸臂12的變 5 形狀況。此外，該光纖位移計1除上述利用光波長調變原 理進行量測而成一光纖光柵感應計（Fiber Bragg Grating sensor，FBG)外，亦能以如光強度調變原理及光相位調變原 鲁 理等其他感測方式進行替代，例如非本質式法布立-拍若干 涉式感應計（Extrinsic Fabry-Perot Interferometric sensor， ίο efpi)及布里光時域反射感應計（Brm〇uin 〇ptkal TimeHeavy truck overload, overspeed damage and damage to highway bridges and serious traffic accidents have been reported. The cost of medical resources caused by traffic accidents caused by overspeed*, traffic congestion, and the mental depletion of the injured family members are difficult to estimate. The damage caused by n overloaded vehicles cannot be ignored. In general, an overloaded truck is directly proportional to the damage of the bridge and its weight. In other words, when the total weight of the car body is twice the original weight, its destructive power to the bridge will reach 16 times the original destructive power. The damage degree of the vehicle load on the road surface depends on the quality of the road surface. If the road surface is destructively calculated in four or five powers, the damage to the road surface will be 22.6%. Not only is it a waste of public belts, the damage to the bridges and traffic safety before maintenance can not be ignored. Therefore, in order to avoid road traffic and bridges, more traffic accidents due to overspeed and overload, as well as damage to road bridges 20 1283376. The elimination and punishment of speeding and overloading through photography is a last resort. Overload trucks have an undue influence on paving life, bridge load, driving safety and logistics competitiveness. At present, the over-enforcement law enforcement of heavy vehicles in China is still carried out in a static manner. The type of shredded ground can be divided into two types. One is to set a fixed static ground scale to ban, and the other is to carry a portable static weighbridge. Fixed-point inspection. The former requires a large land area and a high budget. The latter is a portable system, but its layout is not light and it has to be widened to facilitate heavy vehicles. Therefore, many countries in the world have begun to use dynamic scales (Weigh_h_m〇ti〇n) to assist in overloading law enforcement. The main functions of the Dynamic Weighbridge include a large number of vehicle load data collection, suspicious overload heavy vehicle screening, and an automatic photography system to ban the overload. Although there are many dynamic scales in China that have been banned from high-speed pounds, the accuracy of dynamic scales is not as high as that of static scales. To avoid the prohibition, the actual scalers are now using dynamic scales. The looser standards of bans minimize the detection rate, resulting in a decline in detection rates and the loss of law enforcement. Therefore, the existing dynamic scales used for law enforcement are required to cooperate with a set of more stringent standards and verification procedures for detection rate and detection rate to reduce the disputes on the applicability of the law enforcement. The use of fiber optic measurement technology to mount fiber Bragg grating sensors on bridges or roads for vehicle overload and overspeed research is a technology that is being developed abroad. Through the installation of fiber grating sensors on the bridge for the study of vehicle overspeed and overload, and through the optical network and vehicle image recognition system, 5 10 15 20 1283376, the optical fiber measurement technology has been developed into a smart fiber identification monitoring system. At present, the latest researches in foreign countries have confirmed that vehicle overload and overspeed systems using optical fiber measurement technology are superior to traditional strain gauges, capacitors, or piezoelectric crystals in terms of reaction rate and detection rate. The wheel of the means is overloaded and the system is overtaken. However, the current practice is to lay the exposed fiber directly on the surface or on the crossbar buried on the road. The disadvantage of the former is that the fiber of the external circuit is easily damaged, and the noise is too high due to the excessive sensitivity of the exposed fiber; the disadvantage of the latter is that the setting cost is too high and it is difficult to update 'so that both are limited in use. . SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide an overspeed overload monitoring system using a fiber optic displacement meter. Another object of the present invention is to provide an overspeed overload monitoring system that utilizes fiber optic metrology to achieve a fast response rate and low illusion error rate. The purpose of the present invention is to provide a kind of saving, and to set up a valley speeding overload monitoring system. A further object of the present invention is to provide a one-speed overload supervision method. Therefore, the application of the fiber optic displacement meter exceeds the road overspeed monitoring system using the fiber displacement meter. The vehicle is used to monitor the vehicle on the road. (4) The measurement system includes most fiber displacement meters and analysis devices. ^ A = fiber displacement meter is arranged separately along the road direction of the road, and each fiber displacement meter generates a corresponding signal for the passing vehicle. 7 1283376 • The $analyzer is used to analyze the time and magnitude of the signal generated by the fiber optic displacement meters to determine the vehicle speed and weight of the vehicle. In addition, the road overload monitoring method using the fiber displacement meter of the present invention is matched with a fiber displacement meter to monitor the vehicle weight of a vehicle traveling on a road. 5 "The fiber displacement meter includes a cantilever, and the cantilever can be interlocked when the pressure is displaced. a probe rod 'and- disposed on the cantilever and having an optical fiber for sensing a sensing segment of the cantilever-shaped variable, the monitoring method comprising the following steps: - setting a fiber optic displacement gauge under the road surface; _ set-loading the crushing table on the pavement of the material and located above the displacement of the optical fiber to make the load platform linked to the detecting rod; C) transmitting an optical signal into the sensing section; D) monitoring the The optical signal of the sensing segment is refracted; and: E) The weight of the vehicle passing through the load breaking table is analyzed according to the knot of (4) D). 15 towel The invention relates to a fiber-speed displacement meter material overspeed overload monitoring method, which is matched with a two-fiber displacement meter to monitor the speed of a vehicle traveling on a road, and the per-fiber displacement meter includes a cantilever and a pressure displacement to be linked. Although the arm, the rod 'and an optical fiber disposed on the cantilever and having a sensing section for sensing the cantilever deformation, the monitoring method comprises the following steps: F) spacing along the road direction of the road - The fiber optic displacement gauges are disposed under the road surface at predetermined distances, and the probes of the fiber optic displacement meters protrude out of the road surface; G) emit an optical signal into the sensing sections; H) monitor the sensing sections The refracted optical signal; and 8 1283376 I) Analyze the speed of the vehicle passing through the fiber optic displacement meters based on the results of step Η). The above and other technical contents, features and effects of the present invention will be apparent from the following detailed description of the preferred embodiments of the accompanying drawings. Referring to FIG. 1 and FIG. 2, a first preferred embodiment of the road overspeed super-lumbar monitoring system using the fiber optic displacement meter of the present invention is for monitoring the vehicle speed and the vehicle weight of a vehicle traveling on a road surface 7 of the road. The utility model comprises a weighing mechanism 2, a speed measuring mechanism 3, and a data capturing mechanism 4. The weight measuring mechanism 2 includes a fiber displacement meter 1 embedded under the road surface 7, a load platform 21 disposed above the fiber displacement meter, and a medium: the fiber displacement meter 1 and the load breaking table Between 21 and 15 respectively, the top edge of the fiber displacement meter 1 and the ball bearing 22 of the load platform 21 are respectively abutted. Compared to static weighbridges, dynamic weighbridges are more susceptible to vehicle speed and acceleration. When the vehicle passes the weighing mechanism 2 at a certain speed, the actual force of the δ-heavy platform 21 includes the gravity of the vehicle axle and the friction applied by the vehicle wheels. In addition, when the vehicle is subjected to a force increase and deceleration between the passages, the same amount of reaction force is applied to the load platform through the wheels, except that the gravity of the vehicle axle is perpendicular to the road surface 7, and the other two are In order to parallel the road surface 7, the following frictional and reaction forces are collectively referred to as lateral forces for convenience of distinction. In practical applications, only the gravity of the vehicle axle is the part that needs to be measured. Therefore, the ball bearing U acts to eliminate the error caused by the lateral force and transmits perpendicular to the road surface. 7 9 5 10 15 20 Gravity of 1283376. The fiber displacement meter 1 includes a pedestal u, a cantilever 12 disposed in the susceptor u, and is inserted into the susceptor U of the susceptor U, and the two ends abut the pedestal u and the detecting rod 13 respectively. The elastic member 14 and an optical fiber 15. In the preferred embodiment, the cantilever 12 is a group of steel bars arranged in parallel along the lateral direction of the road surface 7 and has a fixed section i2i and a free section 122 fixed to the base u. The detecting rod 13 has a head 131 protruding from the base u and extending along the lateral direction of the road surface 7, and a shaft portion 132' extending from the head portion 131 to interlock the free portion 122 At the end of the shaft portion 132 and abutting against the abutting member 133 of the free segment 122. The optical fiber 15 is disposed on the cantilever 12' and has a sensing section (5) for sensing a shape variable of the cantilever 12. In general, under a fixed stress, each cantilever 12 will have a different shape variable, and the fiber displacement meter 1 only has an energy measurement variable. Therefore, in the conversion of the deformation variable to the stress, it is necessary to consider the difference in the elastic coefficient of each of the cantilever η. In addition, the dynamic load of the vehicle will be different at different speeds. The reason is that the vehicle moving at the same rate will cause the load to shift. The friction of the rolling wheel against the ground will also cause the component perpendicular to the road surface, making the dynamic The axle weight of the vehicle is different from that of a static vehicle. Overall, the correct measurement must take into account both the shape variable and the vehicle speed during weight measurement: therefore, the relationship between the load and the deformation variable is measured at the vehicle speed before the factory to obtain a vehicle speed, deformation and stress. Chart. In conjunction with the reference numeral 3, the ❹m m has a core 152 for the optical signal and a housing 153 which is coated outside the core 152 and has a refractive index smaller than that of the core i52. In the preferred embodiment, the sensing segment i5i further has a fiber grating 154 formed on the core 152 by 10 1283376. When the head 13 1 is pressed upright by an external force, the shaft portion 132 forces the cantilever 12 to deform. At this time, by measuring the wavelength shift of the optical signal passing through the grating 154, the moon b is obtained. The amount of elongation of the sensing section 151 is further determined to determine the deformed shape of the cantilever 12. In addition, the fiber displacement meter 1 can be measured by the principle of optical wavelength modulation to form a fiber Bragg Grating sensor (FBG), and can also be modulated by the principle of light intensity modulation and optical phase modulation. Alternatives such as the non-intrinsic Fabry-Perot Interferometric sensor ( ίο efpi) and the Brillouin time-reflex sensor (Brm〇uin 〇ptkal Time)
Domain Reflector sensor，BOTDR)等。該光纖位移計 i 可應 用之光纖感應方式種類繁多，故在此不多加贅述。 : 該測速機構3包括二分別沿該路面7車行方向以一預 定距離間隔排列地埋設的光纖位移計丨，、1，，。該等光纖位 15 移計丨’、丨’’之細部構造及感測原理與前述之光纖位移計工 鲁相同且三者之光纖15彼此串聯，不同處僅在於該等光纖位 移計1、Γ、1”之光栅154的週期彼此相異，以區別通過各 該光栅154之光訊號。 該資料擷取機構4包括一分別對各該光柵154發射光 20 訊號的發射裝置41、一分別接收由各該光柵154反射之光 訊號的接收裝置42、一分析該接收裝置42擷取之資料的分 析裝置43,及一辨識裝置44。該辨識襄置44用於辨識車 輛之車種、車型及車號，並包括分別電連接該分析裝置43 的一前置攝像機441及一後置攝像機442。當該分析裝置 11 1283376 判斷通過之車輛超過速限或載重等限制時，即同時驅動 X則、後置攝像機441、442攝取該違規之車輛的前、後影 像，以供交通單位依其違規事項逕行舉發。該分析裝置Μ 之分析判斷作法，在以下本發明應用光纖位移計之道路超 速超載監測方法中再詳細敘述。 參閱圖4,本發明應用光纖位移計之道路超速超載監測 系統之第二較佳實施例與該第一較佳實施例類似，惟不同 處在於，本較佳實施例包含多數測重機構2及多數測速機 構3，以雙重驗證檢測的結果。 參閱圖1、圖2及圖5,本發明應用光纖位移計之道路 超載監測方法，是配合該測重機構2以監測行駛於該路面7 之車輛的車重’該監測方法並包含步驟5〇〜57。 步驟50是將該光纖位移計丨埋設於一平坦的路面7下 ，且該光纖位移計1之頭部131頂緣須低於該路面7。 步驟51是在該頭部131頂緣依序設置該滾珠軸承22 及鋪设该載重碎台21。該滾珠軸承22上下分別抵接於該頭 部131頂緣及該載重碎台21，且該載重磅台21應與該路面 7齊平，以避免因車輛通行時產生額外的誤差。 步驟52是藉由該發射裝置41發射一光訊號，該光訊 號之光波長並與該光纖位移計1之光栅丨54的周期相關。 此時應決疋疋否對已架設之測重機構2執行現地校正 。在大部份的情況下，僅需對一懸臂12在出廠前執行一次 校正以取得車速、形變及應力對照表即可，然而有時依該 測重機構2所架設之外在環境的不同或有些許誤差，例如 12 1283376 ，當架0又之環境為橋梁時，由於橋梁在二支柱之間是呈懸 空的狀態，因此行駛中的車輛極易使橋梁產生相對的形變 ，此即會影響量測的正確性。此外，路面或橋梁的坡度、 橫坡度，及路面的彎曲度也都會影響量測的正確性。因此 5 ，在步驟53中即依針對上述的情況決定是否對架設之測重 機構2執行現地校正。 步驟54是藉由該接收裝置42監測經該光栅154反射 φ 之光汛號°亥接收裝置42並可分別記錄不同波段之光訊號 的光強度、相位及光波長，以區別各該光纖位移計1、1，、 10 1之光汛嬈。如同前面所述，誠如熟悉此項技藝人士所輕 易了解，該接收裝置42亦能以通過該光柵154之透射訊號 進行量測。 : 步驟55中，該分析裝置43即可依接收裝置42的監測 結果計算《臂12的應變力。其計算方式依前述光纖感應 15 彳式的不同而有所不同，此處僅說明本較佳實施的作法。 Φ 首先"亥刀析裝置43先將該接收裝置42所監測得的光波 =偏移ΐ換算為該懸臂12的形變量，其換算係數為系統預 °又值。接著’再依出廠時的車速、形變及應力對照表，或 進一步配合步驟53中的校正結果換算為該懸臂12所受應 2〇 力，亦即為該載重磅台21所受重力。 步驟55的結果如圖6所示，為本發明應用光纖位移計 之道路超速超載監測系統在北二高烏日橋實地量測結果， 其顯不自第9秒開始，該懸臂12所受應力相對時間的關係 在第12秒與帛13移、之間存在之二相鄰的高峰，分別代 13 1283376 表該載重磅台21在一車輛通過期間受到二次施力，藉此可 判斷該通過之車輛具有前後：車軸，或可·通過之車輛 為自用小卡車。若通過之車輛為i所示之大型聯結車， 5 10 15 20 則可推斷關係圖上應存在五個相鄰的高峰。藉由該二相鄰 之南峰的峰值即通過之車輛的前、後車軸分別施予 該懸臂12的應力大小’可進—步推算通過之車輛的前、後 車轴重量，通過之車㈣總重即為前、後車轴重量的總合 WI)。此外，該二相鄰之高峰的峰值W顯示，通過之 車柄的後車軸較前車軸重’表示通過之車輛的承載配置比 例為後方大於前方。 因此’步驟56即為利關係圖上峰值分別代表之每一 轴重計算車總重’在步驟57中，利用步驟％的結果即 可判斷通過之車輛是否超載， 與 刊儿1^ ^决疋疋否拍照逕行 牛發。步驟56、57皆由該分析裝置43執行。 搞元成上述步驟54〜57則回到步驟54，並不斷重覆，持 =測通行之車輛是否違規。如此^但可以提供即時的交 ’長期使用下亦可累積相關資料，提供交通管理運 則早位瞭解道路橋梁使用情形或維護之依據。 1、@ 2及圖7’本發明顧光纖位移計之道路 之車现測方法，是配合該測速機構3以監測行駛於該路面7 輛的車速，該監測方法並包含步驟00〜65。 可區驟6〇疋取一適當的預定距離。該預定距離必須小至 時二：二相鄰車輛的訊號，且大至該分析裝置43足以鑑別 曰差8 一般該預定距離的大小與通行之車輛車身長度具 1283376 有相同的量級.，但略小於車輛身長度。 步驟61是沿車行方向將該等光纖位移計r、1，，間隔該 預定距離埋設於該道路路面7下，且該等光纖位移計Γ、 1之頭部131部份突伸出該路面7。 步驟62是藉由該發射裝置41發射二分別對應於該等 光纖位移計1 ’、1，，的光訊號，且該等光訊號之光波長分別 與對應之光纖位移計丨，、丨，，之光柵154的周期相關。此處 需補充說明的是，由於該等光纖位移計丨、丨，、丨，，之光柵 ίο 15 20 154的周期皆不同，故分別與其對應之光訊號亦具有不同的 光波長。 步驟63是藉由該接收裝置42分別監測經該等光纖位 移计1、1之光栅154反射之光訊號。如同前面所述，該 接收裝置42可區別各該光纖位移計】、丨，、丨，，之光訊號， 且誠如熟悉此項技藝人士所輕易了解，該接收裝置42亦能 以通過該光栅154之透射訊號進行量測。 步驟64中該分析裝置43即可依接收裝置42的監測結 果，及前述的計算方式求算該懸臂12的應變力。 步驟64的結果如圖8所示，同樣為本發明應用光纖位 移計之道路超速超載監測系統在北二高烏日橋實地量測結 果，其顯示該等光纖位移計Γ、丨，，之懸臂12所受應力相對 時間的關係、’並分別以實線及空心圓實線表示。圖上實線 所形成的每一高峰，分別對應至一與其相鄰之空心圓實線 所形成的高峰，二者合為一高峰組，即代表同一車輛車軸 分別通過該等光纖位移計丨，、；!，，。圖上所示之三高峰組的 15 5 ίο 15 20 I283376 :峰頂之間分別存在一時間差m、IV、v，且該 均為峨秒，由輯定三者分別由— ;:前、中及後車轴所造成。已知實地量測時該預定距: 為2公尺，故可得知通過之車㈣車料9Qkm/hr。 ▲因此，在步驟65中即藉由該分析裝置43求算圖上一 ;峰組的二峰頂之間的時間差’並藉以判斷是否超速及是 否拍照逕行舉發。 疋 完成上述步驟63〜65則回到步驟〇，並不斷重 =測通行之車輛是否違規。如此不但可以提供即時的交 =貝说’長期使用下亦可累積相關詩，提供交通管理運 輸單位瞭解道路橋梁使用情形或管理之依據。 纖i充說㈣疋，雖然上述是分別說明本發明應用光 、移计之道路超速、超载監測方法，然而在實際上也可 :該等光纖位移計卜卜,，，之光…周期皆；同也： 明Ϊ光訊號便可由―㈣擷取機構4區別，也就是將本發 :用先纖位移計之道路超速、超載監測方法整合且同時 行以監測行駛於道路之車輛的車速及車重。 另外值得說明的是，上述本發明應用光纖位移計之道 超速:超載監測方法皆是以正常狀態為例說明，也就是 亍量測時，待測車輛應是以等速前進通過本發明應用 纖位移計之道路超速超載監測系統。然而在實際上Γ少 2車_是以加（減）速度通過’此時’車辅總重分布於 輪間的情況與靜止量測時相比較下將會有顯著的變 化。因此車輛通過瞬間若有嚴重的加（減）速行為，將使 16 1283376 置測值不正雄而失效。此時，則可利用該第一較佳實施例 的光纖位移4 1、1、1”分別計算通過該等光纖位移計卜 及該等光纖位移計，，的車速，並比較二者以求算通 5 4車輛的平均加速度，若平均加速度大於交it管理運輸單 位所制定的G.6m/S2,職為違規並逕行㈣舉發。或可利 肖該第二較佳實施例的雙重驗證檢測結果求算通過車輛的 平均加速度，以求得較精確的結果。 • 、綜上所述，利用光纖量測技術相信不僅可以即時提供 1〇 冑路橋梁車輛之使用情形與道路狀況或是車辅之擁塞情形 ，亦可將相Μ料經過處理後’提供交通管理運輸單位瞭 解道路橋梁使用情形，以便進行適當的交通管制或交通管 理，除可以維護公路橋梁之安全外，也可以提供道路橋梁 ： 養護單位作為維護管理之依據。 - α惟以上所述者，僅為本發明之較佳實施例而已，當不 能以此限定本發明實施之範圍，即大凡依本發明申請專利 • 冑圍及發明說明内容所作之簡單的等效變化與修飾，皆仍 屬本發明專利涵蓋之範圍内。 【圖式簡單說明】 W 1是本發明應用域位移計之道路超速超載監測系 統之第一較佳實施例的侧視圖； 圖2是該第一較佳實施例的未完整侧視剖切圖； 圖3是該第-較佳實施例之一光纖的未完整剖切圖； 圖4是本發明應用光纖位移計之道路超速超載監測系 統之第二較佳實施例的側視圖； 17 1283376 圖5是本發明應用光纖位移計之道路超栽監測方法的 流程圖； 圖6是本發明應用光纖位移計之道路超速超載監測系 統在烏日橋實地量測結果，說明―懸臂所受之應力間 的關係； ' 圖7是本發明應用光纖位移計之道路超速監測方法的 道路超速超載監測系 臂所受之應力分別與 10 圖8是本發明應用光纖位移計之 統在烏日橋實地量測結果，說明二懸 時間的關係。Domain Reflector sensor, BOTDR), etc. The fiber optic displacement meter i can be used in a variety of fiber sensing methods, so it will not be repeated here. The speed measuring mechanism 3 includes two fiber displacement meters 、, 1, which are respectively arranged at a predetermined distance along the direction of the road surface of the road surface 7. The detailed structure and sensing principle of the fiber optic position 15 移 ', 丨 '' are the same as those of the above-mentioned fiber displacement meter, and the optical fibers 15 of the three are connected in series, except that the fiber displacement meter 1 The periods of the gratings 154 of the 1" are different from each other to distinguish the optical signals passing through the gratings 154. The data capturing mechanism 4 includes a transmitting device 41 that respectively emits light signals 20 to the respective gratings 154, and a receiving device respectively receives a receiving device 42 for detecting the optical signal reflected by the grating 154, an analyzing device 43 for analyzing the data captured by the receiving device 42, and an identifying device 44. The identifying device 44 is used for identifying the vehicle type, model and vehicle number of the vehicle. And including a front camera 441 and a rear camera 442 respectively electrically connected to the analyzing device 43. When the analyzing device 11 1283376 determines that the passing vehicle exceeds a limit such as a speed limit or a load, the X and the rear are simultaneously driven. The cameras 441 and 442 take in the front and rear images of the illegal vehicle for the transportation unit to follow the irregularities. The analysis device determines the judgment method, and the optical fiber position is applied in the following invention. The road overspeed overload monitoring method will be described in detail in detail. Referring to FIG. 4, the second preferred embodiment of the road overspeed overload monitoring system using the fiber displacement meter of the present invention is similar to the first preferred embodiment except that The preferred embodiment includes a majority of the weight measuring mechanism 2 and a plurality of speed measuring mechanisms 3 for the result of the double verification detection. Referring to FIG. 1, FIG. 2 and FIG. 5, the road overload monitoring method using the fiber displacement meter of the present invention is matched with the measurement. The monitoring mechanism for monitoring the vehicle weight of the vehicle traveling on the road surface 7 includes steps 5〇 to 57. Step 50 is to embed the fiber displacement gauge under a flat road surface 7, and the fiber displacement meter The top edge of the head 131 of the head 1 must be lower than the road surface 7. In step 51, the ball bearing 22 is disposed on the top edge of the head portion 131 and the load breaking table 21 is laid. The ball bearing 22 abuts the upper and lower sides respectively. The top edge of the head 131 and the load breaking table 21, and the load platform 21 should be flush with the road surface 7 to avoid additional errors caused by the passage of the vehicle. Step 52 is to emit a light by the launching device 41. Signal, the light of the optical signal The wavelength is related to the period of the grating 丨 54 of the fiber displacement meter 1. At this time, it is decided whether or not the local calibration of the erected weighing mechanism 2 is performed. In most cases, only one cantilever 12 is required. Perform a calibration before leaving the factory to obtain a comparison table of speed, deformation and stress. However, depending on the environment, there may be different or some errors in the environment, such as 12 1283376. In the case of a bridge, since the bridge is suspended between the two pillars, the moving vehicle is likely to cause relative deformation of the bridge, which will affect the accuracy of the measurement. In addition, the slope or cross slope of the road or bridge And the curvature of the road surface also affects the correctness of the measurement. Therefore, in step 53, it is determined whether to perform the local calibration on the erected weighing mechanism 2 according to the above situation. Step 54 is to monitor the optical intensity, phase and optical wavelength of the optical signals of different wavelength bands by the receiving device 42 to monitor the optical signal of the optical signals transmitted by the grating 154 to distinguish the optical fiber displacement meters. 1, 1, 10, 10 1 light. As previously described, as will be readily appreciated by those skilled in the art, the receiving device 42 can also be measured by the transmitted signal passing through the grating 154. In step 55, the analyzing device 43 can calculate the strain force of the arm 12 based on the monitoring result of the receiving device 42. The calculation method differs depending on the aforementioned fiber-optic sensing mode, and only the preferred embodiment is described herein. Φ First, the "hai knife analyzing device 43 first converts the light wave = offset 监测 monitored by the receiving device 42 into the shape variable of the cantilever 12, and the conversion factor is the system pre-recurrence value. Then, according to the vehicle speed, deformation and stress comparison table at the factory, or further, the correction result in step 53 is converted into the response force of the cantilever 12, that is, the gravity of the load platform 21. The result of step 55 is shown in FIG. 6 , which is the field measurement result of the road overspeed overload monitoring system of the invention using the optical fiber displacement meter in the north two high Uighur bridge, which does not show the stress of the cantilever 12 from the ninth second. The relative time relationship is between the 12th second and the 帛13 shift, and there is a contiguous peak between the two, and the generation 13 13283376 indicates that the heavy duty platform 21 is subjected to a secondary force during the passage of the vehicle, thereby judging the The passing vehicle has front and rear: axles, or the vehicles that pass through are self-use trucks. If the vehicle passing through is a large-scale vehicle shown by i, 5 10 15 20 it can be inferred that there should be five adjacent peaks on the diagram. By applying the stress of the cantilever 12 to the front and rear axles of the vehicle passing through the peak of the two adjacent south peaks, the weight of the front and rear axles of the passing vehicle can be further estimated, and the vehicle passing through (four) total The weight is the sum of the front and rear axle weights WI). Further, the peak W of the two adjacent peaks indicates that the rear axle passing through the handle is heavier than the front axle, indicating that the ratio of the load-bearing arrangement of the passing vehicle is greater than the front. Therefore, 'Step 56 is to calculate the total weight of the vehicle for each axis weight represented by the peaks on the profit graph.' In step 57, the result of step % can be used to determine whether the vehicle passing through is overloaded, and the magazine 1^^ Do you take pictures of the cows? Steps 56, 57 are all performed by the analysis device 43. In the above steps 54~57, go back to step 54 and repeat it repeatedly. So ^ can provide instant delivery ‘ long-term use can also accumulate relevant information, provide traffic management operations to understand the use of road bridges or maintenance basis. 1, @2 and Fig. 7' The method for measuring the road of the optical fiber displacement meter of the present invention is to cooperate with the speed measuring mechanism 3 to monitor the vehicle speed of 7 vehicles traveling on the road surface, and the monitoring method includes steps 00 to 65. A suitable predetermined distance can be taken in step 6. The predetermined distance must be as small as two: two adjacent vehicles, and as large as the analysis device 43 is sufficient to identify the coma 8 generally, the predetermined distance is of the same magnitude as the passing vehicle body length of 1283376. But slightly less than the length of the vehicle body. Step 61 is to embed the optical fiber displacement meters r, 1 in the direction of the vehicle, and the predetermined distance is buried under the road surface 7, and the head portion 131 of the optical fiber displacement meter 突, 1 protrudes from the road surface. 7. Step 62: The transmitting device 41 emits two optical signals respectively corresponding to the optical fiber displacement meters 1 ', 1, and the optical wavelengths of the optical signals respectively correspond to the corresponding optical fiber displacement meters 丨, 丨, The period of the grating 154 is related. It should be added here that since the periods of the gratings 丨, 丨, 丨, 光栅 20 20 20 20 20 20 154 are different, the corresponding optical signals have different optical wavelengths. Step 63 is to monitor the optical signals reflected by the gratings 154 of the optical fiber shifters 1, 1 by the receiving device 42 respectively. As described above, the receiving device 42 can distinguish the optical signals of the optical fiber displacement meters, 丨, 丨, and, as is well understood by those skilled in the art, the receiving device 42 can also pass the grating. The transmission signal of 154 is measured. In step 64, the analyzing device 43 can calculate the strain force of the cantilever 12 according to the monitoring result of the receiving device 42 and the foregoing calculation method. The result of step 64 is shown in FIG. 8 , which is also the field measurement result of the road overspeed overload monitoring system of the invention using the fiber displacement meter in the north two high Uighur bridge, which shows the cantilever of the fiber displacement meter Γ, 丨, The relationship between the stresses and the time of 12 is expressed by solid lines and solid circles. Each peak formed by the solid line on the graph corresponds to a peak formed by a hollow solid line adjacent to it, and the two are combined into a peak group, that is, the same vehicle axle is respectively passed through the fiber displacement gauges. , ;!,,. 15 5 ίο 15 20 I283376 of the three peak groups shown in the figure: There is a time difference m, IV, v between the peaks, and these are all leap seconds, which are respectively composed of -;: front, middle And caused by the rear axle. It is known that the predetermined distance in the field measurement is 2 meters, so it can be known that the passing vehicle (4) is 9Qkm/hr. ▲ Therefore, in step 65, the analysis device 43 calculates the time difference ′ between the top two peaks of the peak group and determines whether the speed is exceeded and whether the photographing path is performed.疋 After completing the above steps 63~65, go back to step 〇 and continue to re-test if the vehicle in the pass is illegal. In this way, not only can you provide instant delivery, but you can also accumulate relevant poems under long-term use, and provide transportation management units with the basis for understanding the use or management of roads and bridges. The fiber is filled with (4) 疋, although the above is a description of the road overspeed and overload monitoring method for applying the light and the shift meter of the present invention, in fact, it is also possible that: the fiber displacement meter, the light, the cycle... The same: The Minghao optical signal can be distinguished by the "(4) drawing mechanism 4, that is, the present invention: the road speeding and overload monitoring method using the fiber-optic displacement meter is integrated and simultaneously monitors the speed and the vehicle of the vehicle traveling on the road. weight. In addition, it should be noted that the above-mentioned application of the optical fiber displacement meter overspeed: the overload monitoring method is based on the normal state as an example, that is, when the measurement is performed, the vehicle to be tested should advance at the same speed through the application fiber of the present invention. Road speeding overload monitoring system for displacement meters. However, in practice, the number of vehicles that are reduced by 2 (in terms of acceleration/deceleration) is significantly different from that of the stationary measurement when the total weight of the vehicle is distributed between the wheels. Therefore, if the vehicle passes the transient acceleration/deceleration behavior in an instant, the value of 16 1283376 will be invalid. At this time, the fiber displacements of the first preferred embodiment can be used to calculate the vehicle speeds through the fiber displacement gauges and the fiber displacement meters, and compare the two to calculate The average acceleration of the vehicle is 5 4, if the average acceleration is greater than the G.6m/S2 formulated by the transportation management unit, the job is a violation and (4), or the double verification test result of the second preferred embodiment can be obtained. Calculate the average acceleration through the vehicle to obtain more accurate results. • In summary, the use of optical fiber measurement technology is believed to provide not only the use of the road and the road conditions of the one-way bridge vehicle, but also the vehicle-assisted In the case of congestion, the relevant materials can be processed to provide traffic management and transportation units to understand the use of roads and bridges in order to carry out appropriate traffic control or traffic management. In addition to maintaining the safety of roads and bridges, road bridges can also be provided: The unit is the basis of the maintenance management. The above is only the preferred embodiment of the present invention, and the scope of the present invention cannot be limited thereto. The simple equivalent changes and modifications made by Dafan according to the invention and the contents of the invention are still within the scope of the patent of the present invention. [Simple Description] W 1 is the application domain displacement meter of the present invention. 2 is a side view of a first preferred embodiment of the road overspeed overload monitoring system; FIG. 2 is an incomplete side elevational cross-sectional view of the first preferred embodiment; FIG. 3 is an optical fiber of the first preferred embodiment. Figure 4 is a side view of a second preferred embodiment of a road overspeed overload monitoring system using a fiber optic displacement meter of the present invention; 17 1283376 Figure 5 is a flow chart of a road super-plant monitoring method using a fiber optic displacement meter of the present invention Figure 6 is a field measurement result of the road overspeed overload monitoring system of the present invention using the fiber displacement meter in the Uri Bridge, illustrating the relationship between the stresses of the cantilever; 'Figure 7 is the road overspeed of the optical fiber displacement meter of the present invention. The monitoring method of the road overspeed overload monitoring system is subjected to the stress and 10 respectively. Figure 8 is the field measurement result of the application of the optical fiber displacement meter in Wuriqiao, illustrating the second suspension time. .
18 1283376 【主要元件符號說明】 1 · · · 光纖位移計 1 ， 、 1 ，， 光纖位移計 11 · · · 基座 12· · · 懸臂 121 · · 固定段 122 · · 自由段 13· · · 探測桿 131 · · 頭部 132 · · 軸身部 133 · · 抵接元件 14··· 彈性元件 15· · · 光纖 151 · · 感測段 152 · · 核心 153 · · 外殼 154 · · 光栅 2 · · · 測重機構 21· · · 載重碎台18 1283376 [Explanation of main component symbols] 1 · · · Fiber Displacement Meter 1, , 1 ,, Fiber Displacement Meter 11 · · · Base 12 · · · Cantilever 121 · · Fixed section 122 · · Free section 13 · · · Detection Rod 131 · · Head 132 · · Shaft 133 · · Abutment element 14 · · · Elastic element 15 · · · Fiber 151 · · Sensing section 152 · · Core 153 · · Housing 154 · · Grating 2 · · · Weight measuring mechanism 21· · · Load breaking table
22· · · ·滾珠軸承 3 · · · ·測速機構 4 · · · ·資料擷取機構 41· · · ·發射裝置 42· · · ·接收裝置 43· · · ·分析裝置 44· · · ·辨識裝置 441 · · ·前置攝像機 442 · · ·後置攝像機 50〜58 ·步驟 60〜65 ·步驟 7 · · · ·路面 I · · · ·峰值 II · · · ·峰值 III · · ·時間差 IV · · ·時間差 V · · · ·時間差22· · · · Ball bearing 3 · · · · Speed measuring mechanism 4 · · · · Data acquisition mechanism 41 · · · · Transmitter 42 · · · · Receiving device 43 · · · · Analysis device 44 · · · · Identification Device 441 · · · Front camera 442 · · · Rear camera 50~58 ·Steps 60~65 ·Step 7 · · · · Pavement I · · · · Peak II · · · · Peak III · · · Time difference IV · · · Time difference V · · · · Time difference