• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.2
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• pp.63-73
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• 2016

On January 16 to May 31, 2012, Korea Expressway Corporation was carried out an pilot overweight enforcement using high-speed weigh-in-motion at Gyeongbu expressway 195.0k (Gimcheon) and Jungbunaeryuk expressway 119.5k (Seonsan). In this study, it is attempted to analyze the practical effect of high-speed weigh-in-motion by comparing the average total weight and traffic volume of eight weeks before and after the these overweight enforcement, respectively. The main results are as follows: First, the result of analysis of the change in average total weight and traffic volume, it was found that it did not differ after as in previous traffic volume, and the total weight is reduced. This means that the total weight is not reduced by decreasing freight traffic, but by decreasing the total weight. Therefore, it can be seen that there is an effect of pilot overweight enforcement using high-speed weigh-in-motion. Second, the average total weight and total weekly traffic volume decreased rapidly starting from the start of the overweight enforcement, but there was showing a tendency to increase gradually again.

• Proceedings of the KOR-KST Conference
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• 1999.10a
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• pp.435-439
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• 1999

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.19 no.4
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• pp.67-80
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• 2020

High-speed weigh in motion (HS-WIM) is a real-time unmanned system for measuring the weight of a freight-carrying vehicle while it is in motion without controlling vehicle traffic flow or deceleration. In Korea, HS-WIM systems are installed on the national highways and general national ways for pre-selection by law enforcement. In this study, to improve the measurement accuracy of HS-WIM, we devise improvements to the existing integral and peak weight conversion algorithms, and we provide a new fusion algorithm that can be applied to the mat-type HS-WIM. As a result of analyzing vehicle driving tests at a real site, we confirmed the highest level of weight-measuring accuracy.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2003.04a
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• pp.451-460
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• 2003

In this paper, high speed fiber optic sensor weigh-in motion (WIM) system is proposed. Bragg gratings which have several advantages such as good reproducibility and good multiplicity compare to other optical fiber sensors are used for the system. Fabry-Perot filter for the signal process, which cannot be used in the high speed measurement because of the limitation in fast operation of PZT, is excluded. A new signal processing system which employs bandwidth filter is proposed and bridge type new sensor package design is also proposed. Design of the mold supporter is modified to round shape and then supporting points do not change. The data from the fiber sensors show identical and linear behavior to the axle weight. The proposed fiber optic WIM system is tested in the laboratory and experimented with actual trucks. The new concept of calibration is introduced and calculated by the experiments. The calibrated weight data show good approximations to real axial weights regardless the velocities of the truck.

• 제어로봇시스템학회:학술대회논문집
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• 2000.10a
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• pp.303-303
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• 2000

It is difficult to determine the static axle weight of a vehicle with weigh-in-motion systems which in absence measure instantaneous axle impact forces. The difficulty in determining a static axle weight results from dynamic effects induced by vehicle/road interactions. One method to improve the problem is to quantify a statistical confidence level for measured axle weight. The quarter-car model is used to simulate vehicle motion, Also, the road input to vehicle model can be characterized in statistical terms by PSD (power spectral density) of appropriate amplitude and frequency contents other than an exact spatial distribution. The confidence levels for the measured axle weight can be obtained by the random process analysis using both vehicle model and road input.

• Proceedings of the Korea Concrete Institute Conference
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• 2010.05a
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• pp.449-450
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• 2010

The pavement for high speed weigh-in-motion system have to have durability for a long time without deformation such as rutting so as to sustain precision, accuracy and repeatability. In this paper, PTCP(Post-Tensioned Concrete Pavement) that heavy traffic resistance and durability provide was constructed and field application was evaluated.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2007.04a
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• pp.825-830
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• 2007

For the design and maintenance of highways and road structures, the statistical data are needed for the vehicle, especially heavy truck crossing. So far, static weighing has been used but it needs fixed station, crews, and it takes a lot of time. Also truck mix and headway distances cannot be obtained. Weigh-In-Motion system uses the sensor as a weighing scale and collects the axle weights, axle distances, vehicle types and etc. without stopping or slowing down the vehicle. Objectives of the study is make a determination of WIM Sensor for Implementation of U-Overloaded Vehicle Regulation System.

• 한국도로학회:학술대회논문집
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• 2003.10a
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• pp.303-310
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• 2003

• Structural Engineering and Mechanics
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• v.76 no.1
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• pp.1-15
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• 2020

The aim of this paper is to simply present live load factor calculation methodology formulation with the addition of a simple new future load projection procedure to previously proposed two methods. For this purpose, Oregon Weigh-in-Motion (WIM) data were used to calculate live load factors by using WIM data. These factors were calculated with two different approaches and by presenting new simple modifications in these methods. A very simple future load projection method is presented in this paper. Using four different WIM sites with different average daily truck traffic (ADTT) volume, and all year data, live load factors were obtained. The live load factors, were proposed as a function of ADTT. ADTT values of these sites correspond to three different levels which are approximately ADTT= 5,000, ADTT = 1,500 and ADTT ≤ 500 cases. WIM data for a full year were used from each site in the calibration procedure. Load effects were projected into the future for the different span lengths considering five-year evaluation period and seventy-five-years design life. The live load factor for ADTT=5,000, AASHTO HS20 loading case and five-year evaluation period was obtained as 1.8. In the second approach, the methodology established in the Manual for Bridge Evaluation (MBE) was used to calibrate the live load factors. It was obtained that the calculated live load factors were smaller than those in the MBE specifications, and smaller than those used in the initial calibration which did not convert to the gross vehicle weight (GVW) into truck type 3S2 defined by AASHTO equivalents.

• Structural Engineering and Mechanics
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• v.20 no.1
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• pp.85-110
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• 2005

This paper aims at formulating various statistical models for the study of a ten year Weigh-in-Motion (WIM) data collected from various WIM stations in Hong Kong. In order to study the bridge live load model it is important to determine the mathematical distributions of different load affecting parameters such as gross vehicle weights, axle weights, axle spacings, average daily number of trucks etc. Each of the above parameters is analyzed by various stochastic processes in order to obtain the mathematical distributions and the Maximum Likelihood Estimation (MLE) method is adopted to calculate the statistical parameters, expected values and standard deviations from the given samples of data. The Kolmogorov-Smirnov (K-S) method of approach is used to check the suitability of the statistical model selected for the particular parameter and the Monte Carlo method is used to simulate the distributions of maximum value stochastic processes of a series of given stochastic processes. Using the statistical analysis approach the maximum value of gross vehicle weight and axle weight in bridge design life has been determined and the distribution functions of these parameters are obtained under both free-flowing traffic and dense traffic status. The maximum value of bending moments and shears for wide range of simple spans are obtained by extrapolation. It has been observed that the obtained maximum values of the gross vehicle weight and axle weight from this study are very close to their legal limitations of Hong Kong which are 42 tonnes for gross weight and 10 tonnes for axle weight.