System and method for measuring moving vehicle information using electrical time domain reflectometry.

(54) Title: SYSTEM AND METHOD FOR MEASURING INFORMATION OF A VEHICLE IN MOTION BY USING TEMPORARY CALCULATION REFLECTOMETRY.

(54) Title: SYSTEM AND METHOD FOR MEASURING MOVING VEHICLE INFORMATION USING ELECTRICAL TIME DOMAIN REFLECTOMETRY.

(57) Summary

Systems, apparatus, and methods are provided to measure information from a moving vehicle. Information from the moving vehicle can be measured by a sensor configured to respond to one or more wheels of the vehicle, where one or more of the wheels change the characteristic impedance of the sensor at the location of contact with the wheel. A time-computing electrical reflectometry signal processing system capable of measuring the change in sensor impedance and converting the impedance change into a signal may be operatively connected to the sensor. A data processing system receives the signal and extracts the vehicle information from it.

(57) Abstract

Systems, apparatus and methods are provided for measuring moving vehicle information. Moving vehicle Information may be measured by a sensor configured to respond to one or more wheels of the moving vehicle, where one or more of the wheels change the characteristic impedance of the sensor at the wheel's contact location. An electrical time domain reflectometry signal Processing system which is capable of measuring the change in the impedance of the sensor and converting the impedance change to a signal may be connected operatively to the sensor. A data-processing system receives the signal and extracts the moving vehicle information therefrom.

<img file="MX349660B_D0001.tif" />

PATENT TITLE No. 349660

Owner (s): INTERNATIONAL ROAD DYNAMICS, INC.

Address: 702-43rd Street, Saskatoon, Saskatchewan, S7K 3T9, CANADA

Name: SYSTEM AND METHOD TO MEASURE INFORMATION ON A VEHICLE IN MOTION BY USING TIME CALCULATION REFLECTOMETRY.

Classification: CIP: G01G19 / 02; G07C5 / 08

CPC: G01G19 / 024; G07C5 / 08

Inventor (s): RANDAL LEROY HANSON; MICHAEL DAVID LOCKERBIE; IAN ROBERT MEIER;

TYLER WILLIAM HAICHERT

REQUEST

Number: ..... International Presentation Date:

MX / a / 2015/011658 March 03, 2014

<td>PRIORITY</td><td></td>

<td>Country: Date: US March 4, 2013 US March 15, 2013</td><td>Number: 61 / 772,138 13 / 835,797</td>

<td>Validity: Twenty years Expiration Date: March 3, 2034</td><td></td>

Issue Date: August 8, 2017

The reference patent is granted based on articles 1^or. 2nd fraction V, 6^or Section III, and 59 of the Industrial Property Law.

In accordance with article 23 of the Industrial Property Law, this patent is valid for twenty years, non-extendable, counted from the filing date of the international application and will be subject to the payment of the fee to maintain v. Agents. rights.

Whoever signs this title does so based on the provisions of articles 6 ° sections III and 7 ° bis.2 of the Industrial Property Law (Official Gazette of the Federation (D.OiF.) 06/27/1991, amended on 06/02/1994, 10/25/1996, 12/26/1997, 17®.W1999, 01/26/2004, 06/16/2005, 01/25/2006, 05/06/2009.06 / 01/2010, 18/06 / 2010,28 / 06/2010, 27/0172012 and 09/0472012); items 1^or, 3rd section V subsection a), 4th and 12th sections I and III of the Regulations of the Mexican Institute of Industrial Property (DDF 1471271999, amended et, 07/01/2002, 07/15/2004, 07/28 2004 and 9/7/2007); items 1^or, 3^or, 4^or, 5th section V subsection a), 16 sections I and III and 30 of the Organic Statute of the Mexican Institute of Industrial Property (DOF 12/27/1999, amended on 10/10/2002, 07/29/2004, 04 / 08/2004 and 09/13/2007); one^or, 3^or and 5⁴ Subsection a) of the Agreement that delegates powers to the Deputy General Directors, Coordinator, Divisional Directors, Head of the Regional Offices Divisional Subdirectors, Departmental Coordinators and other subordinates of the Mexican Institute of Property, Industrial (DOF 12/15/1999, reformed on 02/04/2000, 29/0772004, 08/04/2004 and 09/13/2007).

This document is signed with an advanced electronic signature (FIEL), based on articles 7 BIS 2 of the Industrial Property Law; 3 of its Regulations, and 1 section III, 2 section V, 26 BIS and 26 TER of the Agreement establishing the guidelines for the use of the Payment and Electronic Services Portal (PASE) of the Mexican Institute of Industrial Property, in the procedures indicated.

THE DIVISIONAL DIRECTOR OF PATENTS

NAHANNY CANAL REYES

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SYSTEM AND METHOD TO MEASURE VEHICLE INFORMATION IN ~ —------------- MOVEMENT BY USING CALCULATION REFLECTOMETRY

TEMPORARY

FIELD OF THE INVENTION

The modalities described herein are generally related to intelligent transportation systems.

BACKGROUND OF THE INVENTION

Intelligent transportation systems can involve data collection, tolling, vehicle classification, dynamic weighing (WIM), and other traffic monitoring or traffic management systems.

For example, WIM systems are used to detect and weigh moving vehicles in order to enhance the operation of road systems in a safer and more efficient way.

A WIM system uses one or more sensors to obtain information about a vehicle as it is detected by the sensor, typically as the vehicle moves over the sensor. Some of the information can be measured directly from a sensor, and other information can be measured and derived from a combination of sensors working together.

Vehicle information that can be measured includes, for example, the number of axles, weight per axle, weight per

Ref. 259424

<img file="MX349660B_D0004.tif" />

wheel, vehicle weight, wheel count, wheel mark, axle spacing, axle spacing, axle width and axle and / or vehicle speed. Accumulated information can also be collected, such as the total number of vehicles detected by the sensors.

TIME CALCULATION REFLECTOMETRY

Generally, time computation reflectometry (TDR) is a measurement technique based on the principle that a transmission line of a particular geometry exhibits a known characteristic impedance. Therefore, changes to the geometry of the transmission line cause changes in the characteristic impedance that can be measured by TDR techniques. One skilled in the art would understand that temporal computational reflectometry can be used with electrical or optical signals, and that practically electrical and optical signals are physically different and require equipment and knowledge with different capabilities to measure changes in the characteristics of the power line. transmission.

In an electrical transmission line, a reflection will be generated each time an incident wave coincides with a change in characteristic impedance, which is also known as a discontinuity. TDR measurement techniques can then be used to determine the location and³ PREVENT

INSTITUTE M £ »: CANC.

os i&gt; ROFISOAD mnwuui. - &lt;«magnitude of the discontinuity in the transmission line from the reflected wave. Therefore, the time it takes for the reflected wave to travel back along the transmission line can be translated into a distance along the transmission line. The magnitude of the voltage of the reflected wave can be used to calculate the amount of change in characteristic impedance.

TDR measurement techniques can use an input step voltage for the incident waveform, as it eases the complexity of interpreting the reflected signals. In transmission lines terminated at one generator or both ends, the input step voltage is divided by the impedance of the generator and the impedance of the transmission line. If the impedances of the generator and the transmission line are balanced, the voltage measured between the generator and the transmission line in the round trip of the incident wave along the transmission line is half the input step voltage . When there are discontinuities in the transmission line, the measured voltage will deviate from exactly half, due to the received reflections. Other approaches to TDR measurement can also be used, such as wave modulation with a sweep frequency.

UK patent application GB 2,250,813A describes a weighing apparatus for vehicles. The apparatus

<img file="MX349660B_D0005.tif" />

It comprises a fiber optic cable whose light transmission characteristics vary under load, and is enclosed in a pressure pad of resistant material and runs along a roadway. When a vehicle crosses the pressure pad, a time calculation reflectometry calculates the load exerted by each wheel by monitoring the intensity of the backscattered light from the fiber optic cable.

Transportation management and traffic monitoring systems typically use strain gauge type sensors, for example a mechanical strain gauge or a piezoelectric strain sensor, which are not configured as a transmission line. Therefore, existing intelligent transportation systems that use strain gauge type sensors have signal processing systems and digital processing systems that do not use electrical TDR (ETDR) measurement techniques.

BRIEF DESCRIPTION OF THE INVENTION

Existing intelligent transportation systems can be improved by increasing the fidelity of the measured or extracted information corresponding to the physical property of the vehicle that is subjected to sensor measurement, for example, information about the weight of the vehicle's wheels, to As the wheels move over the sensor number MSWCAJRO Μ THE TNLUSTRlAL CURRENCY. Existing intelligent transport systems can also be improved by adding the ability to measure additional specific wheel parameters.

Being able to accurately measure the magnitude of the wheel load on the sensor is a separate technical problem from being able to accurately determine the number of wheels and / or where the wheel loads are applied on the sensor.

An object of the present invention is to provide a system for measuring vehicle information in motion. According to one aspect of the invention, there is provided a system for measuring information on moving vehicles comprising: a sensor configured to respond to one or more wheels of the vehicle, where one or more of the wheels changes the characteristic impedance of the sensor in the place of contact with the wheel; a time-computing electrical reflectometry signal processing system capable of measuring the change in sensor impedance and converting the change in impedance into a signal; and a data processing system capable of extracting vehicle information from the signal.

The system is configured to measure vehicle information in motion, which includes the number of wheels per axle, wheel pressure and dimensions of contact of the wheel with the road, which include wheel width,

<img file="MX349660B_D0006.tif" />

⁶ IMPI

ΙΝΓΠπσυ MEXICANA ue PkoneoAi «maps my location of the wheel on the sensor and period of time in which the wheel exerts force on the sensor, as measured by the use of Time Calculation Electrical Reflectometry (ETDR). In turn, the width of the shaft and the spacing between the shafts can be calculated. Where axle width is understood as the width of a vehicle axle calculated as the distance between the vehicle's measured wheels along an axle. Wheelbase is understood as the distance between a set of wheels on one axle and another set of wheels on another axle on the measured vehicle. In addition, the location or position of the vehicle in the lane can be derived from the location of the vehicle wheels as they pass over the sensor, since the sensor is generally disposed on the entire lane.

In another aspect of the invention, there is provided an apparatus for measuring information about a moving vehicle comprising a sensor whose impedance changes in response to an applied load; a signal source for transmitting an electrical signal along the sensor; a receiver for measuring an electrical signal reflected by the sensor, the reflected electrical signal caused by the change in impedance of the sensor; and a data processing system for extracting information about the vehicle from the reflected electrical signal.

In various modes of the system and apparatus, the sensor

<img file="MX349660B_D0007.tif" />

It comprises a transmission line that is transversely integrated into a road, so that traffic, that is, vehicles, passes over the sensor. The force exerted on the sensor, due to the weight of the wheel of the passing vehicle, produces a deformation in the structure of the transmission line, through which the impedance of the transmission line where the force is applied is affected. The impedance change is measured using ETDR techniques, and vehicle information is extracted from the measured impedance changes using signal processing systems and digital processing systems.

In one embodiment, the sensor comprising a transmission line can be calibrated at each position along the line, in order to improve accuracy.

In another embodiment, the sensor is protected by wrapping it in a strong and durable frame.

In an additional mode, the sensor can be positioned on the road. In an alternative embodiment, the sensor can be positioned level with the road surface. In another alternative embodiment, the sensor can be positioned below the road surface.

In one embodiment, the sensor is generally oriented transversely to the movement of vehicles, spanning the width of the road. In an alternative embodiment, the sensor spans a lane of the

<img file="MX349660B_D0008.tif" />

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INDUSTRIAL driveway. However, to the person skilled in the art, „£ jit £ jader ~ ^ other sensor orientations, locations and lengths are possible.

In another aspect of the invention, a method is provided for measuring information from a moving vehicle by time computational reflectometry. In one embodiment of the invention, the method comprises measuring the change in impedance of a sensor by using time computational electrical reflectometry signal processing; convert the impedance change into a signal; and processing the signal to extract information from the vehicle.

In various aspects and embodiments of the invention, the use of ETDR to measure information from a moving vehicle provides additional data compared to known intelligent transportation systems, and more reliable information compared to prior known vehicle information systems. In another embodiment, the use of ETDR to measure information from a moving vehicle can be more cost effective compared to known systems.

In one embodiment of the invention, the use of ETDR to measure vehicle information in motion allows the collection of detailed vehicle information, including spatial data, by a single ETDR sensor. This includes spatial data that cannot be reasonably cost-effectively obtained using known systems.

In another embodiment, the vehicle weight can be calculated by integrating the wheel pressure associated with the instantaneous duration of wheel sensor contact measured using ETDR techniques on the length of wheel contact with the road. . The length of the wheel's contact with the road is determined by the speed of the vehicle, specifically the speed of the vehicle's wheels as they move over the ETDR sensor and the duration of the wheel's contact with the road. The vehicle weight is then calculated as the sum of the calculated weight for each wheel of the vehicle. The weight of each axle is calculated as the sum of the weight for each wheel associated with that axle.

The person skilled in the art will understand that, generally, a vehicle traveling on a road has wheels, that the wheels move at the same speed as the vehicle, and that the wheels are practically synonymous with the tires. The person skilled in the art will also understand that vehicle speed can be determined in various ways (such as by a speed measurement system). In one embodiment of the invention, the speed of the vehicle can be calculated by separating two sensors by a known distance (between the sensors) and then calculating the speed of the vehicle.

<img file="MX349660B_D0009.tif" />

vehicle by measuring vehicle time to move the fixed distance between the two sensor instances. The sensors could be two ETDR sensors, or other known sensors, such as cycle sensors, mechanical strain gauges, or piezoelectric sensors, or a combination of different types of sensors. Vehicle speed can also be measured using radar or other known techniques (generally known as a speed measurement system). In order for the system to calculate the weight of the vehicle, the system needs to receive a speed measurement of the moving vehicle.

In one embodiment, the measurement of vehicle information in motion comprises one or more ETDR sensors that can be used in conjunction with other non-ETDR sensors, such as temperature sensors, speed sensors, vehicle presence sensors or sensors. cycles, accelerometer sensors, seismic sensors, acoustic sensors or any other suitable sensor for collecting relevant road conditions, road environment or vehicle information.

In various aspects and embodiments of the invention, vehicle information and / or data collected by the apparatus, system, or method can be housed in a data store. In one embodiment, information in various forms (for example, data) may be made available through

ΙΛ LAMOWiUAr INDUSTRIAL a network such as a virtual private network (VPN, ~ pox&gt; -e «S« church • in English) or the internet. In another embodiment of the invention, the data store may be a hard disk or solid state drive, or other known storage technology. In yet another embodiment, the data store may have a physical interface through which a user can collect the information and / or data, for example, a serial port, parallel port, ethernet port, usb port, or other known computer interface.

The person skilled in the art will understand that the information may be raw or processed, or that the information in the form of data may be metadata or other data generated by the system, apparatus or method that relates to the operation of the system, apparatus or method. to measure information of moving vehicles, and is not limited only to vehicle information, including the interaction of the road with the vehicle.

BRIEF DESCRIPTION OF THE FIGURES

The non-exhaustive modalities can be considered more generally by referring to the following detailed description of the non-exhaustive modalities when taken in conjunction with the attached figures, in which:

Figure la is a system block diagram of an example mode for measuring vehicle information;

Figure Ib is a block diagram of the

<img file="MX349660B_D0010.tif" />

an example of a modality to measure information vchí-rv. '¹ ;

Figure 2 is a system block diagram of an exemplary mode for determining axles and weight;

Figure 3 is a system block diagram of an exemplary mode for determining the number of wheels;

Figure 4 is a system block diagram of an exemplary mode for determining the spatial profile of a vehicle;

Figure 5a is a system block diagram of an exemplary mode for measuring vehicle information by multiple ETDR sensors, a vehicle presence sensor, and a temperature sensor;

Figure 5b is a block diagram of an exemplary embodiment of an analog front end of a wheel;

Figures 6a-6c are, respectively, perspective view, top view, and cross-sectional view along line AA of an embodiment example of an ETDR sensor;

Figures 7a-7f are, respectively, top view and end view, cross-sectional views along lines AA and BB, and detail views A and B of an exemplary embodiment of an EDTR sensor; and Figures 7g-7j depict examples of vehicle data data images provided by sensor 12 to the time-computing electrical reflectometry signal processing system (906).

Figures are not necessarily to scale and may be represented by ghost lines, diagrammatic representations, and fragmentary views. In certain instances, details not necessary for understanding the modalities (and / or details that make other details difficult to perceive) may have been omitted.

Corresponding reference characters indicate corresponding components in the various figures in the illustrations. Items in various figures are illustrated for simplicity and clarity and are not necessarily drawn to scale. For example, the dimensions of some of the elements in the figures may have been emphasized relative to other elements to facilitate an understanding of the various embodiments described herein. Additionally, common but easily understood elements that are useful or necessary in commercially feasible embodiments are often not depicted for the purpose of facilitating a less obstructed view of the various embodiments of the present disclosure.

LIST OF REFERENCE NUMBERS USED IN FIGURES base crystal oscillator, x or base crystal oscillator, or controller crystal oscillator or broadband controller

<img file="MX349660B_D0011.tif" />

IMPI

ΙΗΓΓΓΚΓΤ · Mexican Dt LA FKOMOAU INDUSTRIAL phase locked loop or PLL (for its acronym in English) voltage controlled crystal oscillator or VCXO bandwidth sensitive area terminator, end terminator or termination instantaneous load or load parametric disturbance sensor , PDS, PDS sensor or sensor

12th first PDS port, parametric disturbance sensor port, or sensor ports

12b second PDS port, parametric disturbance sensor port, or sensor ports

12c third PDS port, parametric disturbance sensor port or sensor ports bridge generator terminator or hybrid circuit generator terminator reference end terminator reference differential amplifier receiver or receiver amplifier amplifier analog-to-digital converter, ADC, ADC high speed or higher resolution ADC counting logic, field programmable gate array, FPGA, high speed logic or logic

<img file="MX349660B_D0012.tif" />

iRrrnvro meucanc Dt '.A PROPERTY IMOCSTKlAt

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0 suppressor protection circuit f ^^ d ^ l ^^ vortaj e transient

30th TVS protection circuit

30b TVS protection circuit

30c TVS protection circuit conductor coaxial cable or conductor cable computer ethernet port

201 low-pass filter, LPF, passive analog integration low-pass filter, or passive analog integration LPF

203 hold / gate circuit

205 analog to digital converter or DAC (for its acronym in English)

301 comparator, CMP or high speed comparator

303 Tracking Low Pass Filter or Tracking LPF

304 Polarization

305 SUN or adder

501 Analog Wheel Front End or AFE Wheel

503 wheel data converter

505 transceiver or XCVR

507 serial port

509 SD card port

<img file="MX349660B_D0014.tif" />

511 ethernet port

513 power supply device via ethernet or POE device

<td></td><td> 515</td><td>loop port</td>

<td> 5</td><td> 517</td><td>Loop Analog Front End, Loop AFE</td>

<td></td><td> 519</td><td>temperature port</td>

<td></td><td> 521</td><td>1-wire sensor jumper</td>

<td></td><td> 523</td><td>real time timer</td>

<td></td><td> 551</td><td>radio frequency (RF) switch or switch</td>

<td> 10</td><td> 553</td><td>reference terminator</td>

<td></td><td> 590</td><td>Exit</td>

<td></td><td> 592</td><td>Exit</td>

<td></td><td> 594</td><td>entry</td>

<td></td><td> 601</td><td>sensor core</td>

<td> 15</td><td> 603</td><td>sensor carrier</td>

<td></td><td> 605</td><td>outer housing of sensor carrier</td>

<td></td><td colspan="2">or sensor carrier extrusion housing</td>

<td></td><td> 607</td><td>support pipe</td>

<td></td><td> 609</td><td>extrusion cap</td>

<td> 20</td><td> 610</td><td>adhesive</td>

<td></td><td> 611</td><td>insulation foam</td>

<td></td><td> 615</td><td>connector</td>

<td></td><td> 617</td><td>termination block</td>

<td></td><td> 701</td><td>cement</td>

<td> 25</td><td> 705</td><td>grout</td>

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707 screws __________ __________-- 709 closed cell foam or foam

711 electromagnetic interference (EMI) board

712 X axis

714 Axis y

716 z axis

DETAILED DESCRIPTION OF THE INVENTION

The following detailed description is merely illustrative in nature and is not intended to limit the disclosed embodiments or the application and uses of the disclosed embodiments. As used herein, the term "exemplary" or "illustrative" means to serve as an example or illustration. Any implementation described herein as an example or illustrative must necessarily be construed as preferred or more advantageous than other implementations. All the implementations described below are examples of embodiments provided to facilitate those skilled in the art in making or using the embodiments of the description and are not intended to limit the scope of the description, which is defined by the claims. For purposes of description herein, the terms top, bottom, left, rear, right, front, vertical, horizontal, and derivatives thereof shall refer to the examples as

<img file="MX349660B_D0015.tif" />

IMPI

ΓΝΤΤΤΠΠο Mexican

Γ »Ε Ι.Λ HROñEijAE · iNwrnuAi orient in the figures. Also, don't preL ~ end ^^,,,úrmi-faree a ·· .——— no expressed or implicit theory presented in the above technical field, background, compendium or the detailed description that follows. It is also to be understood that the specific processes and devices illustrated in the appended figures , and described in the following specification, are merely exemplary embodiments (examples), aspects and / or concepts defined in the appended claims. Therefore, the specific dimensions and other physical characteristics related to the embodiments described herein are not to be considered exhaustive, unless the claims expressly state otherwise. It should be understood that at least one is equivalent to one. The aspects (examples, alterations, modifications, options, variations, modalities and any equivalent of these) are described with reference to the figures. It should be understood that the invention is limited to the subject matter provided by the claims and that the invention is not limited to the particular aspects illustrated and described.

The various aspects and embodiments of the invention will now be described with reference to the figures.

SYSTEM AND OPERATION EXAMPLE

With reference now to Figure 1a, one embodiment of the system and apparatus for measuring vehicle information in motion is shown. This modality

<img file="MX349660B_D0016.tif" />

ΙΜΡΙ (

INSTITUTO MUICANO M LA norttOAP INHISTRIAL can measure information about the vehicle in i-ent or, -bal- ·· —- · - · · · such as the number of wheels per axle, wheel pressure and dimensions of contact of the wheel with the road , including the width of the wheel, location of the wheel on the sensor, and the period of time the wheel exerts force on the sensor. From the vehicle information obtained, the axle width, axle spacing and lane position can be determined. Vehicle speed, vehicle length and number of vehicles can be measured by using this mode in conjunction with additional sensors.

In the operation of this mode of the system and apparatus as shown in Figure la, the crystal oscillator 2 generates a sweep timer signal, such as a 10 MHz (Megahertz) reference timer signal, which is stored by a broadband controller 4. Crystal oscillator 2 is also called base 2 XO. The signal is passed through a hybrid circuit 15 to the transmission line, which may consist of a conductive coaxial cable 32, a printed circuit board (PCB) (not shown), and a Parametric disturbance sensor 12. Parametric disturbance sensor 12 is also called PDS 12 or sensor 12. The system components in the bandwidth sensitive area 9 must be capable of transmitting high frequencies for the purpose of reproduc] icii: - ----- spatial characteristics of load 11 (load 11 is represented in Figure Ib ).

PARAMETRIC DISTURBANCE SENSOR (PDS)

A skilled person will understand that the parametric disturbance sensor 12 (PDS stands for the parametric disturbance sensor) is the part of the transmission line that, in one embodiment, is placed transversely, embedded and leveled with the road surface. . The skilled person will also observe that the signal would travel the entire length of the transmission line, and that the complete transmission line can be considered as the complete sensor in other modes. A description of an exemplary PDS construction for use with the system and apparatus of the invention is provided in the section titled Sensor of the detailed description.

The PDS 12 is built in such a way that it is capable of changing impedance in a predictable way. In one embodiment of the invention, the PDS 12 is configured to produce detectable impedance changes for vehicles with wheel pressures within the range of 10 pounds per square inch (PSI) to (10.55 kg / cm²) 150 PSI. In another embodiment, the PDS 12 is configured to allow a detectable transverse spatial resolution of (3.81 kg / cm²) 1.5 inches, which is obtained together with the capacities of

<img file="MX349660B_D0017.tif" />

the electronic interface. The PDS 12 is coupled to a suitable - * H ^^ eiTninator 10 to minimize reflections, which is a terminating resistor that matches the characteristic impedance of the PDS 12, eg, a 50 ohm resistor at 1%.

TEMPORARY CALCULATION ELECTRICAL REFLECTOMETRY SIGNAL PROCESSING SYSTEM

Any impedance mismatch along the transmission line, such as that produced by a wheel load, results in reflections traveling back to the signal source on the transmission line. The hybrid circuit 15 directs these reflections to a receiver 21, where they are amplified and then digitized by an analog-to-digital converter 24. The analog-to-digital converter 24 may be referred to as ADC 24. The receiver 21 can be called a receiver amplifier. The converted and sampled data is processed by a field-programmable gate array 28. The field-programmable gate array 28 may be called FPGA 28. The data, as processed by FPGA 28, is then further processed by computer 34 to get the desired information about the vehicle. Computer 34 is connected to an Ethernet port 36.

The sweep timer period is chosen so that half the period is greater than the sweep time.

<img file="MX349660B_D0018.tif" />

round trip of the wave passing through the PDS 12. The following equation calculates the maximum sweep timer frequency at which the device and system can operate:.

Frequency_max: 1 / Time_min;

In one embodiment of the system and apparatus of the invention, the total transmission line delay may comprise the delay of the PDS 12, the delay of the lead wire 32 and the delay of the PCB track. Therefore, T_min = 4 x (R_PDS + R_conductor + R_track). In another embodiment, T_min can be as small as 4 x (R_PDS), regardless of the length of the track and lead wire. Therefore, there are multiple edges within the entire transmission line at any one instance in time, however, no more than one edge should be within the PDS 12 itself. The observed signal at receiver 21 would consist of overlapping multiple reflections, but reflections from the lead wire and PCB track are constant and can be subtracted from the reference value, leaving only the reflection from PDS 12. Therefore, Time_min = 4 (Delay_PDS).

In yet another embodiment of the invention, crystal oscillator 2 generates a 10 megahertz (MHz) reference timer signal. Controller 4 is used to store the timer signal, and to produce a rate signal

IMPI instituto muucano DE LA MlOrttLIAÚ INDUSTRIAL high flanks, for example, a logic coupled to a positive low voltage emitter (LVPECL, for its acronym in English) with rise / fall times of 300 picoseconds. This high edge rate signal is conducted to the hybrid circuit 15 and to the transmission line.

The hybrid circuit 15 is used to couple the transmitted and received signals to and from the transmission line. The sweep timer signal travels from controller 4 to termination 10 at the end of sensor 12, and reflected signals travel from the source of impedance mismatch on the transmission line, preferably at sensor 12, to receiver 21 . The hybrid circuit 15 allows the receiver 21 to perceive the reflected signals without perceiving the transmitted signal. The basic function of the hybrid circuit 15 is that it subtracts the transmitted signal from the composite signal comprising both the transmitted signal and the received signal, producing only the received signal. Additionally, the received signal is amplified, in one embodiment, by an increment of 10.

In one embodiment of the invention, a transient voltage suppression protection circuit 30 may be used to protect the hardware of the system or apparatus from electrostatic discharge (ESD) or overload due to lightning.

IMPI Mexican iNSTmTO 1% LA MOritDAD industrial

When the protection circuit has a sufficiently low capacitance, it does not appreciably affect the bandwidth of the apparatus or system. Transient voltage suppression can be referred to as TVS.

Lead wire 32 is used to connect the hybrid circuit to PDS 12. In one embodiment, lead wire 32 is less than 3 (0.91 m) (three) feet in length with a characteristic impedance of 50 ohms, but an expert It will be understood in the art that it is possible to choose a different lead wire length or characteristic impedance.

The function of the receiving amplifier 21 is to amplify

<img file="MX349660B_D0019.tif" />

the signal received from the hybrid circuit 15 and directing the amplified differential signal towards the analog-to-digital converter 24 (ADC). Preferably, the bandwidth of the output of receiver 21 is 900 MHz. In one embodiment, a differential amplifier with an amplification factor of 4 can be used. One skilled in the art will understand that different amplifier designs can be used.

The ADC 24 is used to digitize the signal from the receiving amplifier 21. Also, the ADC 24 receives a sample timer signal © from phase lock loop 6. The phase lock loop 6 is also called PLL 6. The output digital, representing the sampled version of the signal from receiver 21, from ADC 24 is connected to a field programmable gate array 28. The array

Field programmable gate 28 is also referred to as FPGA 28. In one embodiment, the ADC 24 has 12 bits of resolution with 104.88 mega-samples per second (MSPS). It will be appreciated that those skilled in the art will understand that different ADC resolutions can be used with different sample rates © (if desired). The phase lock loop 6 is used to generate a sampling timer that allows the use of an equivalent time sampling technique. Equivalent time sampling is a known technique that allows an effective sampling rate much higher than the actual sampling rate.

In one embodiment, the PLL 6 is used to hook the 104.88 MHz sampling timer to the 10 MHz sweep timer. This ratio is 1311/125, and is chosen so that the ADC samples the reflected signal at 1311 Proportionally separated positions after 125 sweep timer cycles. Therefore, in this embodiment, with these parameters, the person skilled in the art would understand that a practical sensor length of 13 feet, with a 3-foot lead length of RG-58 (a type of coaxial cable) is adequate. . One skilled in the art will also understand that different lengths of sensors or lengths of lead wire can be used under sampling conditions.

<img file="MX349660B_D0020.tif" />

IMPI

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IH THE MOHEDAL 'INDUSTÍIAL DIFFERENT.

DATA PROCESSING SYSTEM

FPGA 28 is used to receive and process ETDR data from ADC 24, and send it to computer 34 (via a supervision interface). Computer 34 cooperates with FPGA 28 to process the digitized signal data processed by the FPGA. In one embodiment, computer 34 groups individual wheel load events received from FPGA 28 into vehicle records that contain various units of vehicle profile information. In one embodiment, computer 34 is a computer on a module. One skilled in the art will understand that other equivalent computing or embedded computing solutions may be employed. In one embodiment, these processing steps may include receiving the ADC sample, reordering the sample, averaging the sweep, integrating the sweep zone, and monitoring the position.

In one embodiment, a zone refers to a range of samples associated with positions located transversely along the length of the PDS 12 that is experiencing a load, or disturbance, from one or more wheels. For example, a car crossing PDS 12 would create 2 (two) zones per axle, that is, one zone for the left rim and one zone for the right rim for each axle. Each zone has an amount of width of positions of

- IMPI ¡NJTITUTO MEXICANO LA «Ot BDAD K-O'rWAL shows centered on the wheel. Those sample — peeion — .de— —values ​​are then integrated during sensor and wheel contact, producing a gross tire weight. Therefore, once the vehicle speed is known, the absolute weight or average pressure can be calculated from the raw data and the vehicle speed.

In one embodiment, the digital samples are timed by the FPGA 28 to 104.88 mega samples per second (MSPS), which corresponds to the sample rate of the ADC 24. Due to the time-equivalent sampling technique used to collect the 1311 proportionally separated reflections, the samples will arrive at FPGA 28 out of sequence. To reorder the samples, they are placed in the internal memory locations of the FPGA 28 using a direction indicator that increases the amount of remainder by dividing 125 by 1311. A complete set of 1311 consecutive samples constitutes one sweep. An external presence detection device or vehicle presence sensor, for example induction loop sensor, light curtain, microwave sensor or acoustic sensors, is used to ensure that the wheels are absent from the PDS 12. When the wheels are absent, one or more sweeps may be averaged to match the reference point sweep or the control sweep. The benchmark sweep is frequently regenerated to ensure that it accurately represents

<img file="MX349660B_D0021.tif" />

INSTITUTO MEXICANO DE LA FREOAI. INDUSTRIAL appropriate the current properties of the undisturbed or no-load instance of the PDS 12. The incoming sweeps are then compared against the reference point sweep and any significant differences detected form the basis for a disturbance. A zone of disturbance is limited in width to either a single wheel or multiple wheel arrangement on a given side of a vehicle axle. Thus, a zone is only a subset of consecutive samples within a sweep, but it can be dynamically resized to accommodate variations in the width of the disturbance. Each zone is built into the width and duration of the disturbance. Once the disturbance exits PDS 12, parameters such as start time, location, width, duration, and gross weight are stored in memory and an interrupt flag is set to signal computer 34 that it has a new wheel event has occurred. Once computer 34 detects the interrupt, it can retrieve wheel event data from FPGA memory 2 8 at a rate determined by computer 34's timer.

SYSTEM CONFIGURATIONS TO MEASURE VEHICLE PARAMETERS

MEASURING WHEEL PRESSURE AND DIMENSIONS (SENSOR) OF WHEEL AND ROAD

With reference to Figure Ib, another modality of the system and device for measuring vehicle information in motion is shown. This mode can measure information about the vehicle in motion, such as a number of wheels per axle, wheel pressure and dimensions of contact of the wheel with the road, including the width of the wheel, location of the wheel on the sensor and the period of time the wheel exerts force on the sensor. From the vehicle information obtained, the axle width, axle spacing and lane position can also be determined.

In this embodiment, the base crystal oscillator 2 cooperates with a controller 4 to generate an input pass-through signal at the rate of the base crystal oscillator 2. The incident signal is directed to a sensor 12 through the hybrid circuit 15; hybrid circuit 15 may be referred to as a bridge 15. A load 11 may be applied to sensor 12, and load 11 will generate a reflected signal across sensor 12 that is detected at bridge 15. The differential reflected signal is transformed into an asymmetric reflected signal by a differential amplifier 20 and then amplified by an amplifier 22. One of skill in the art will understand that a transformer may also be used in place of a differential amplifier 20. An ADC 24 converts the signal. reflected analog into digital reflected signal sample data that is input to the

<img file="MX349660B_D0022.tif" />

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FPGA 28. FPGA 28 can also be called logic * 2 &amp; VLá 'logic 28 reconstitutes the reflected signal from the sample data of the reflected digital signal, and performs calculations to calculate the magnitude of the load 11 or the location of the load 11 sensor 12, or both. Additionally, logic 28 can obtain other information from the vehicle.

As charge 11 contacts and passes through sensor 12, sensor 12 reacts continuously to instantaneous charge 11. The load 11 creates a change in the geometry of the sensor 12 and a corresponding measurable change in the characteristic impedance, which generates the reflected signal when the incident signal equals the discontinuity.

Sensor 12 is a transmission line that terminates at both ends. A generator terminator 14 (Zsrc) provides a voltage measurement point between generator terminator 14 and sensor 12. An end terminator 10 (Zend) improves the signal-to-noise ratio by reducing superfine trailing reflections from the incident signal, which can contaminate the reflected signal. Additionally, the resistance and capacitance of sensor 12 interact to produce a length-dependent low-pass filter that increases the rise and fall times of the reflected signal.

<img file="MX349660B_D0023.tif" />

IMPI

INSTITUTE MLXIONICE LA PlCPIEOAIj INDUSTIUAI

The relationship between the charge 11 and the - e © ef-ie Le »te -— de —....... sensor reflection is preferably linear. This means that changes in reflection coefficient or voltage deviations from nominal are a linear representation of load 11 at the location where load 11 is applied to sensor 12.

One skilled in the art will understand that the design and selection of sensor 12 will vary and will depend on the vehicle information that will be measured by the system, device or method. This includes making specific design decisions and trade-offs regarding cost, complexity, performance, and durability.

In one embodiment, sensor 12 is embedded in the surface of a roadway transverse to the direction of travel of the moving vehicle. A flat upper part of the sensor 12 can be raised slightly above the road surface to ensure compression when the load 11 is present. Compression of sensor 12 due to load 11 will create changes in its geometry, resulting in changes in impedance that will generate the reflected signal in response to the incoming passing wave.

For weighing in motion and vehicle detection, one mode of the PDS is described below

12. In another embodiment, sensor 12 may be a wire

<img file="MX349660B_D0024.tif" />

IMPI iNSTmrrc · muucano DE LA ERONIDa »INÜ'iSTLIAL compressible coaxial encapsulated in a liner .._ with a ... rectangular cross section. In another embodiment, for the detection of vehicles, the sensor 12 can be composed of two parallel conductors that form a bifibrillar transmission line, where the proximity of the vehicle produces changes in the dielectric constant that can be measured as a change in the characteristic impedance through the use of ETDR techniques.

The system components in the bandwidth sensitive area 9 must be capable of transmitting high frequencies in order to reproduce the spatial characteristics of the load 11. By defining the necessary resolution between the spatial characteristics, the time of Increased Incident Pass-Through Signal and Bandwidth:

time_increase = Length (characteristic transmission line separation) / 2 * Velocity_propagation (velocity of medium propagation)

Bandwidth = 0.3 5 (single pole constant of proportionality) / rise_time (rise time 10% 90%)

The base crystal oscillator 2 generates the incident signal that rises and falls with a fixed half period that is greater than the round trip time for the length of sensor 12. The rise and fall times of the³³ IMPI ^^ 3

MUICAN INSTITUTE

PROHEDAl INDUSTRIAL IUD -incident signal are calculated as defined -.- antrerioTnrerdce '-' T · ”are fast enough to reveal the spatial resolution of charge 11 along sensor 12. The longer the increase and decrease, the bandwidth of the incident signal will be smaller, which will result in a lower available resolution of the reflected signal. Additionally, the base crystal oscillator 2 may have a sufficiently low variation and the signal chain bandwidth must be high enough to maintain the spatial resolution of the spatial characteristics of the load 11.

Controller 4 continuously monitors the incident signal rising or falling from base crystal oscillator 2 to sensor 12 through bridge 15. The 10% -90% rise and fall times of controller 4 can be characterized based on on the spatial feature resolution size. In one embodiment, to control the incident signal with a characteristic 6 (15.24 cm) (six) inch spacing, the controller 4 should have corresponding 10% -90% rise and fall times of about 313 picoseconds.

10% -90% rise / fall time = 0.1524 m (or 6 inches) / [2 * c (speed of light) * 0.81 (propagation speed constant)] ικτπτισο meíucancDS INDUSTRIAL PROPERTY

10 picosecond rise / fall time

Next, bridge 15 is used to differentiate the reflected signal from sensor 12 from that of a pair of fixed reference terminators consisting of a generator terminator reference 16 (Zsrc¹) and an end terminator reference 18 (Zend '). Fixed reference terminators are nominally the same impedance as sensor 12, generator terminator 14, and end terminator 10. Bridge 15 highlights deviations of the reflected signal from nominal values, resulting in a span requirement dynamic voltage of the ETDR signal processing means in the bandwidth sensitive area 9.

In one embodiment of the invention, bridge 15 presents a common mode voltage at the input of differential amplifier 20. In another embodiment, bridge 15 presents a common mode voltage at the input of the transformer (not shown) of half of the output voltage of the controller 4 during the positive half cycle of the incident signal, and of zero in the other parts. The differential transformer or amplifier converts its input from a differential signal to an asymmetric signal by removing the common mode signal and this further decreases the necessary dynamic voltage range of the ETDR signal processing means in

<img file="MX349660B_D0025.tif" />

<img file="MX349660B_D0026.tif" />

IMSTTTUT &lt;MEXICAN!&gt; Γ LA riri'STrjAL _esr .-τ:. «ιτκ-Γ ·: ​​ΐΓΜ» ·· - · ίΐ'υ »·« n «m * the bandwidth sensitive area 9. One skilled in the art will understand that other methods can be used to eliminate the input signal of a reflected signal without departing from the scope of the present description. One of skill in the art will understand that the signal observed at the inputs of differential amplifier 20 consists of a) a common mode signal from controller 4 and b) differential mode reflections from sensor 12. The person skilled in the art will also understand that it is ideal that the driver 4 contribution to the signal is common mode, however, in practice there may be slight imbalances in the bridge Zend and Zsrc values ​​that will introduce a differential mode part. additional to the signal at the inputs of the differential amplifier 20. This unbalance is generally constant, however, and can be filtered by logic or the FPGA 28.

The output of differential amplifier 20 is then fed to amplifier 22 and amplified to match the appropriate input range for ADC 24. ADC 24 converts the reflected analog signal to a digital version of the reflected signal at a rate sampling generated by a voltage-controlled crystal oscillator 8. The voltage-controlled crystal oscillator 8 is also called VCXO 8. The ADC 24 should support the sample rate generated by the crystal oscillator controlled by

<img file="MX349660B_D0027.tif" />

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INDUSTRIAL voltage 8 with adequate resolution_ ^ n_Jbií ^ _ ^^ rebuild load 11 with sufficient fidelity.

A voltage-controlled crystal oscillator 8 cooperates with an anti-drift circuit, such as a phase-locked loop 6, to provide a sampling timer for the ADC 24 with sufficiently low drift, which is necessary to maintain resolution. spatial characteristics of the cargo detected 11.

The reflected digital signal samples are recomposed by logic 28 and interleaved using digital sampling oscilloscope techniques. In one embodiment, equivalent time sampling is used. Due to the speed limitations of the ADC 24 and logic 28, oscilloscope sampling techniques are employed to capture the reflected high-frequency signals that are experienced when the required spatial feature resolution is captured. For example, in one embodiment, the 3-inch (7.62 cm) spatial feature resolution generates reflected high frequency signals that are experienced when the load 11 caused by a single wheel is differentiated compared to a pair of wheels.

Additionally, logic 28 can average many full sensor sweeps to reduce noise from

<img file="MX349660B_D0028.tif" />

IMPI iNSTinm- mixican ^ b'E The rhopieiíad indostsiai sensor measurement, and the reflected signal produced by the load 11 differs from a reference signal, in which it is known that the load 11 is not present.

In one embodiment, when weighing a vehicle, for a load 11 caused by a wheel, the apparatus or system of the invention provides the force profile presented by the width of the wheel during the time presented by the length of the wheel. The forces from these orthogonal axes are integrated by logic 28 to provide the total gross wheel weight displayed. The gross weight is then multiplied by the wheel speed in the direction of travel to compensate for vehicles traveling at various speeds to provide the actual wheel weight.

In other embodiments of the invention, only a subset of the vehicle data is desirable due to business reasons, such as cost constraints or product differentiation. In these cases, the modes shown in Figures la and Ib can be modified so that only the desired vehicle information is obtained and measured. These modifications can simplify the implementation of the system in some modes. Examples of these aspects and modalities are shown in Figures 2 to 4.

In addition, other examples of modalities can be used

<img file="MX349660B_D0029.tif" />

IMPI

MtXICANn INSTITUTE

FROM THE INDUSTRIAL FRÜHSDAP of the device and system as shown in Figures 1 to 4 in combination with sensors other than ETDR to collect information and data from the vehicle or the road. For example, these sensors can be loop presence detectors, temperature sensors, speed sensors, strain gauges or piezoelectric strain sensors, or other sensors known in the art.

WEIGHT DETECTION AND VEHICLE AXLES

Referring to Figure 2, an embodiment of the invention directed toward determining weight and detecting axles of a vehicle is shown. If you are only interested in axle detection and weight information, the system bandwidth may be reduced. This aspect reduces the cost of the device and the system. This aspect also does not provide any spatial information along the length of the sensor, or across the roadway, eg wheel width, wheel spacing. It is still possible to determine spatial information that is longitudinal along the roadway, such as centerline spacing or centerline spacing. Also, in this regard, there is only a single calibration point for the entire sensor.

In the mode shown in Figure 2, a higher edge rate and bandwidth are needed to determine spatial information, compared to the

<img file="MX349660B_D0030.tif" />

determination of added weight. As the bandwidth and the edge rate of the controller are reduced, the spatial signature becomes blurred. This makes it more difficult to determine the spatial information. It should be noted that as the bandwidth is reduced, the blurring effect causes the amplitude to extend for a longer time (space), so that a higher ADC 24 resolution and a lower noise limit are required. Also, the ADC 24 will have significantly reduced bandwidth and sample rate requirements.

In the mode of Figure 2, a passive analog low-pass integration filter 201 is used to integrate all weight information about the sensor and lead wire, followed by sampling the signal by the ADC 24 at the desired measurement range. . LPF will be understood to mean low pass filter. In one embodiment, the interval can be 250 microseconds. This measurement range can be completely decoupled from the base 2 XO. Wheel weight signals differ from a reference signal, in which it is known that the tires are not present.

The edge rate of controller 4 can be reduced to the point where the rise and fall times approach the middle of the base XO period 2. This approach

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increases the complexity of the circuits deí '' contrui'adui. 4, but you can get the benefit of reducing the necessary complexity of the components in the bandwidth sensitive area 9.

The reflections, seen from the positive and negative half cycles at the velocity of the base 2 XO have opposite polarities and will therefore be canceled out through a low pass filter 201. The low pass filter 201 is also called LPF 201. To address this problem, a gate or hold / gate circuit 203 can be used to integrate only the reflections from the positive or negative half cycles.

In another embodiment, the wheel profile integration is accomplished by a passive analog integration LPF 201. The passive aspect of this filter integrates while eliminating the requirements of amplifier 22 that would otherwise be broadband. . The filter should transmit the wheel presence information with a time requirement similar to that of a piezoelectric sensor interface, while higher frequencies, such as the base 2 XO, are suppressed. An expert will know that the LPF of a piezoelectric sensor connection can have an angular frequency of 2 kilohertz.

As shown in Figure 2, a digital-to-analog converter 205 will be used to provide a

<img file="MX349660B_D0031.tif" />

reference to amplifier 22 over which the amplified signal will be carried. Analog to digital converter 205 is also referred to as DAC 205. Logic 28 will control the output value of DAC 205 slowly to extract the accumulated set point that is tracked over time. In turn, in a mode of this aspect, the data rate of logic 28 will be significantly reduced.

The bandwidth requirements of the amplifier 22 are reduced to only those of the wheel presence information, as mentioned above, relative to the LPF 201. Since the width of the wheel is small relative to the length of the driver and sensor, the deviations from the set point may be so small that a larger increment may be necessary.

WHEEL COUNTING PER AXLE WITHOUT SPACE PROFILING

Referring now to Figure 3, an embodiment of the invention directed toward determining a number of wheels per axle of a vehicle without spatial profiling is shown. In this mode, the broadband or spatial resolution signal is divided into two ways. The forward signal and a biased LPF signal in comparator 301 (the comparator may be named CMP 301) are compared, and high speed logic 28 counts rising or falling edges to determine the number of tires observed during one cycle of the tire. Base XO 2. This aspect

<img file="MX349660B_D0032.tif" />

it provides a tire count at the sensor, but does not discriminate their positions across the sensor, that is, it does not provide spatial profiling.

A tracking low-pass filter (LPF) 303 is used to smooth the signal as an estimate of the instantaneous set point. Then, a bias 304 is added to the set point signal by SUM 305 resulting in a threshold signal, which, when exceeded, will cause comparator 301 to fire. The threshold signal comprises the signal. Polarized LPF.

The results of the direct signal and threshold signal are compared in comparator 301, so that the result of comparator 301 turns on while the direct signal exceeds the threshold signal. The rising or falling edge of the comparator 301 result will time a counter in logic 28. Comparator 301 is a high speed comparator, since it is in the bandwidth sensitive area 9.

The counter logic 28 is reset to zero at the start of each measurement period. The difference between the sidewall count during the measurement period and a stored count for a period where the axles are known to be absent, that is, the reference point, indicates the number of tires seen.

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SPACE PROFILE OF THE WHEELS ON THE SENSOR

With reference to Figure 4, an embodiment of the invention directed towards determining a spatial profile of the vehicle wheels on the sensor is shown. This mode maps the spatial profile of the wheel contact by using equivalent time sampling or VCXO / PLL technique as described in Figure Ib and a comparator technique similar to that of the wheel counting solution shown. in Figure 3. In this embodiment, the high speed ADC 24 shown in Figures la and Ib is removed. The direct signal from amplifier 22 is compared to the signal from the tracking LPF 303, so that the result from the high speed comparator 301 turns on when the direct signal exceeds the threshold signal. The result from comparator 301, which is binary, is sampled or retained once per cycle from the VCXO 8 to construct a complete multi-cycle profile of the base 2 XO. Each point within the profile is added with its equivalent of subsequent profiles, to build a non-binary profile.

In this mode, the sum and hold / gate sections were removed from the circuit. Sensor 12 can be calibrated at each spatial location measured along sensor 12.

This aspect can be combined with the weighing and axle detection aspect shown in Figure 2, to allow individual calibration parameters in each ⁴⁴ IMPI

INSTITUTO MEXICANO DE LA MONEDAD INDUSTRIAL - spatial location that possibly provides weighing capabilities with greater fidelity. However, this combined approach may not have the fidelity provided by the modalities of the appearance shown in Figures la or Ib, since the weight is added before individual calibration parameters can be applied. However, this combined approach does provide an opportunity to construct and apply a single calibration parameter that adjusts to the positions and widths of the wheel loads. This combined approach may require making assumptions about load distribution.

In the embodiment shown in Figure 4, each spatial location has a corresponding rise / fall counter within logic 28. Each counter is reset to zero at the start of each measurement period. The active edge of the VCXO 8 times a counter up or down according to the status of the CMP 301 result. After multiple measurement periods, points that follow the 303 tracking LPF result, i.e. no wheel load, will have a count of approximately zero, while those that drift, i.e. wheel loads present, will have a higher value. Instead of simply counting the transitions, this modality maps the spatial profile of contact between wheel and sensor by using the VCXO / PLL technique of the modality shown in Figure Ib and the comparator technique

<img file="MX349660B_D0033.tif" />

similar to that of the modality described in Figure 3. The result of the comparator 301 is sampled once per cycle of the VCXO 8 to construct a complete spatial profile of the sensor in multiple cycles of the base 2 XO; this is an equivalent time sampling implementation. Each point within the profile is added with its equivalent of subsequent profiles, to build a non-binary profile. Points that follow the result of the tracking LPF 303, that is, no wheel load, will have a sum of approximately zero, while those that deviate, that is, wheel loads present, will have a higher value. A digital threshold can be set within logic 28 to separate loaded from unloaded profile points.

SYSTEM AND METHOD MULTIPLE SENSOR MODALITIES

Referring to Figure 5a, in one embodiment, a first PDS port 12a, a second PDS port 12b, and a third PDS port 12c are shown. It is understood that the PDS port 12a is also referred to as the parametric disturbance sensor port 12a. PDS port 12a, PDS port 12b, and PDS port 12c are connected to an analog front end of wheel 501 via corresponding sensor buses. The wheel 501 analog front end is also called the 501 wheel AFE. The 501 wheel AFE is connected to the 503 wheel data converter via the receiver bus, and the 501 wheel AFE is also connected to the

FPGA 28 via the sensor selector bus. Wheel data converter 503 is connected to FPGA 28 via the sample bus, and is connected to computer 34 via the PLL control bus. One of skill will understand that various numbers of PDS sensors or PDS sensor ports can be used. The FPGA 2 8 connects to the computer via a data bus.

Loop port 515 or a loop presence detector port connects to the analog front end (AFE) of loopback 517 via a loop bus. The loopback analog front end 517 is also referred to as the loop AFE 517. The loop AFE 517 connects FPGA 28 via oscillator bus and computer 34 via channel select bus.

Temperature port 519 connects to 1-wire sensor jumper 521 (via 1-wire bus), which is connected to computer 34 via I2C bus.

FPGA 28 connects to computer 34 via data bus and real-time timer 523 via Serial Peripheral Interface (SPI) bus.

Computer 34 connects to a transceiver via a serial bus, such as a 505 RS-232 or RS-422 transceiver. The 505 transceiver is also called the XCVR 505. The serial port 507 connects to the XCVR 505 via a serial bus (such as an RS-232 or RS-422 bus). Computer 34 also

<img file="MX349660B_D0034.tif" />

connects to the digital secure card ^ (SD) port_T_through_____ the SD bus. Computer 34 also connects to ethernet port 511 and an ethernet power supply device 513 via the ethernet PMD bus.

POE stands for power supply over ethernet.

Wheel AFE 501, Loop AFE 517, and POE 513 are analog or digital signal blocks (modules). FPGA 28, computer 34, wheel data converter 503, XCVR 505, real-time timer 523, and 1-wire sensor bridge 521 are digital blocks (modules). Sensor ports 12a, 12b, and 12c, serial port 507, SD card port 509 (a memory card port), loopback port 515, temperature port 519, and ethernet port 511 are connectors.

In one embodiment, the wheel AFE 501 actively pings each coupled PDS 12 instance via sensor ports 12a, 12b, and 12c consecutively via FPGA 28, which provides a sweep timer and processes the signal. reflected received.

Referring to Figure 5b, in one embodiment of the wheel AFE 501, three PDS sensors 12 may be connected via sensor ports 12a, 12b, and 12c to respective instances of the TVS protection circuitry 30a, 30b, and 30c. All three PDS sensors 12 or sensor ports 12a, 12b, and 12c can be supported by adding a

INSTITUI G MEXICANO radio frequency (RF) 551. Switch 551 allows time division multiplexing between the three sensors 12 and the reference terminator 553. Switch 551 is also connected to hybrid circuit 15 and a sensor selection input of the bus FPGA sensor selection button 28. The 553 reference terminator can be used as a reference to track variation due to pulse width, supply voltage, or aging, among other parameters. As shown, an output 590 is provided for the sweep timer output (from controller 4), an output 592 for the receiver output (from receiver 21), and an input 594 for the sensor select input signal ( for switch input 551).

In another embodiment, the wheel AFE 501 for contact with the 3 sensors or sensor ports 12a, 12b and 12c may be the same as the single sensor implementations shown in Figures la and Ib with multiple circuit blocks in parallel. instead of switch 551.

The skilled person will understand that in the parallel mode, the 3 sensors can be activated and send data, while in the switch version, the data is received only when the switch is active for that particular sensor 12.

SENSOR

The parametric disturbance sensor or sensor 12 (PDS) is a transmission line. A number of problems are solved by the example of the system of the invention. These may include longevity, the ability to provide spatial information along sensor 12, the ability to provide position information about wheels along sensor 12, the ability to measure wheel pressure, the ability to differentiate individual wheels , the ability to continuously monitor the sensor, the ability to resist or detect interference from wheels from an adjacent vehicle during wheel measurement, and ease of installation. In part, this is achieved through the design of sensor 12.

The design of sensor 12 takes into account that the bandwidth of a transmission line decreases the longer the transmission line becomes. The lower bandwidth results in lower minimum feature resolution and more interference between adjacent wheel loads. Two phenomena cause the reduction of the bandwidth of the transmission line, namely the peculiar effect and dielectric losses.

The peculiar effect causes the conductors to present a frequency-dependent resistance, due to the conductor's self-inductance. This causes the rise and spread time of the line to increase.

<img file="MX349660B_D0035.tif" />

transmission with the square of the length-of' — i ^ '' ~ Tffíéa '”3e' transmission. This band limitation has the undesired effect of causing the wheels on the sensor to interfere with each other, due to their inter-symbol interference. The way to reduce the rise time without shortening the length of the transmission line is to reduce the resistance of the transmission line, which is achieved by using a high conductivity material, and with geometries of greater surface area.

Dielectric losses are caused by dissipation in the dielectric material. The amount of dissipation is determined by the loss tangent and varies with the material. This effect causes an increase in spreading and spreading time that is proportional to the transmission length. In order to mitigate this problem, a low loss dielectric material should be chosen.

Another problem that the sensor solves is the ability to provide an approximately linear response, or characterizable response, to the weight of wheel loads of vehicles such as trucks and cars. Limitations overcome are that sensor 12 must provide the linear response with a sufficient bandwidth for the system to resolve the desired level of detail.

The problems that the sensor design overcame are the

<img file="MX349660B_D0036.tif" />

durability and reliability issues that arise when deployed under real-world conditions for long periods of time. There is also a consideration of manufacturing passibility problems and road infrastructure impacts. For example, the sensor is deployed on roadways and is exposed to all weather conditions. The sensor must withstand and be reliable when vehicles, such as cars and trucks, drive on it continuously for long periods of time. The time periods can be years or more.

In one aspect, for example, a practical limitation is the ability to span an entire lane of traffic with a sensor length of 13 feet. Another practical limitation is the ability to determine a single tire from a pair of tires, which has a gap of about 6 inches (15.24 cm). This may require a spatial resolution of less than 3 inches (7.62 cm), which the system can provide.

In one embodiment, the sensor is designed with a nominal characteristic impedance of 50 ohms. The range of the change in impedance over the expected pressure range of the wheel load is less than 2 ohms. In one embodiment, the electronics in the system are capable of seeing or measuring a change in impedance in the range of 10 ohms.

Referring now to Figures 6a-6c, it is shown

<img file="MX349660B_D0037.tif" />

a mode of the PDS 12. In the mode shown, the overall dimensions are much larger than typical coaxial cable design, about 1.5 inches (3.81 cm) high by (5.71 cm) 2 , 25 inches wide, for about the length of a lane on a driveway. The main purpose of the larger surface area was to reduce the problems of peculiar effects that would affect the ability to obtain high resolution information. One of skill will understand that a suitable PDS 12 or transmission line may have variations in materials chosen for construction, shape, size, and other physical attributes that can be varied to meet the requirements of the overall method, system, or device.

In this embodiment, a PDS 12 or transmission line is shown comprising a sensor core 601 on a sensor carrier 603. The sensor carrier 603 is housed in the extrusion housing of the sensor carrier 605. The extrusion housing of the sensor carrier 605. sensor carrier 605 is a metal shield that surrounds the core of sensor 601 and sensor carrier 603. Sensor carrier 603 may be supported or stabilized in sensor carrier extrusion housing 605 by support pipe 607. The top of sensor carrier extrusion housing 605 is covered and / or protected by the cover cap.

<img file="MX349660B_D0038.tif" />

extrusion 609. The extrusion cap 609 is connected to the extrusion housing of the sensor carrier 605 by the adhesive 610. The sensor core 601 may be a semi-hard copper strip, and the extrusion housing of the sensor carrier 605 may be made of aluminum. The dielectric is a combination of air and the material of the sensor carrier 603, for example, the sensor carrier 603 can be made of polyethylene. One of skill will understand that other materials suitable for use in a transmission line, such as aluminum, copper, high-density polyethylene can be used, although reliability and durability issues may need to be addressed. The adhesive 610 can be a urethane sealant.

The load from the vehicle wheels is applied to the extrusion cap 609, which can be mounted level on the road, as a raised surface on the road, or on the road, as required by the aspect or embodiment of the invention. The load is then transferred to the outer housing of sensor carrier 605 through extrusion cap 609. In one embodiment, the material of construction of the sensor carrier extrusion housing 605 was chosen to be aluminum. Aluminum is a good choice from an electrical signal perspective, in addition to copper, since the extrusion housing of the sensor carrier would act as the outer conductor of the transmission line sensor or PDS 12. Aluminum was also chosen for the mechanical properties related to solidity and continuous load flow, since copper does not have the superior strength properties necessary for these purposes.

The flat top of the sensor carrier extrusion housing 605 allows transmission of wheel load, while maintaining recognition of multiple wheels, eg, wheel load from a dual wheel axle. The extrusion cap 609 is designed as a roadway wear surface that would limit any effect of gradual wear of the road surface and the extrusion housing of the sensor carrier 605 without detrimental impacts to the measurement. Insulation foam 611 allows PDS 12 to measure actual wheel force by preventing encapsulant or grout 705 (depicted in Figure 7f) from binding to the side surface of extrusion cap 609 and impacting the amount of deformation observed by PDS 12.

The PDS 12 connects to the system or device using a cable or cable assembly that mates to connector 615. Connector 615 and the remainder of sensor 12 connect and engage in termination block 617. Details of the connection and coupling are described below.

<img file="MX349660B_D0039.tif" />

Referring now to Figures 7a-7f.₍ Ie one embodiment of PDS 12. End view shows PDS 12 mounted in concrete and held in place by grout 705. Figure 7d shows connector 615 screwed in via screws 707 into termination block 617, where block The terminator is bolted to the sensor carrier 603 (shown in Figure 7c) by screws 707. Figure 7b shows a section of the PDS 12 as mounted on the carriageway 701. Roadway 701 can include any type of roadway material or materials having, for example, concrete, asphalt, etc. Closed cell foam 709 runs along the extrusion housing of sensor carrier 605. Foam 709 acts as a filler to prevent contaminants from entering the space and causing unwanted bridging between the flat top of the housing extrusion and the angles below it. It is desirable that all force be transferred through the center column of the extrusion housing.

Figure 7c shows one embodiment of how connector 615, termination block 617, and sensor core 601 can be connected. Connector 615 is connected, as understood by the skilled person, to both sensor core 601 and the extrusion housing of the sensor carrier 605. Figure 7c shows an electromagnetic interference (EMI) joint 711 (depicted in Figure 7e) that assists in providing an electrical contact point between termination block 617 and sensor carrier extrusion housing 605.

As shown, the PDS 12 design addresses the mechanical and electrical requirements of the ETDR device and system. The overall shape and size of the PDS 12 design may be limited by manufacturing restrictions and industry standards or industry expectations regarding an acceptable sensor size. A skilled person will understand that these industrial and / or manufacturing requirements may change, and that variations to the mechanical and electrical requirements of the PDS 12 are acceptable, provided the requirements established by the overall design of the device, system and method are met.

Figures 7g through 7i depict examples of vehicle data data images provided by sensor 12 to the time computation electrical reflectometry signal processing system (906).

The x-axis 712 represents time, the y-axis 714 represents the distance in a length of the sensor 12 and the z-axis 716 represents the impedance change of the sensor 12. Figure 7g represents two two-dimensional (2D) data images of an axis with double tires. Figure 7h represents two two-dimensional (2D) data images of ^ jin ^^ je — with · ——--- single tires. Figure 7i depicts two three-dimensional (3D) data images of an axle with dual tires.

Figure 7j depicts two three-dimensional (3D) data images of an axle with single tires. The graphs represent the change in impedance in fractions of time as the vehicle circulates over sensor 12.

Below is a description of one way in which vehicle speed can be derived using a single sensor 12. It will be appreciated that the speed measurement can be derived or received from two sensors 12, or it can be derived or received from other sensors (depending on the desired level of precision and repeatability). Speed ​​measurement can also be determined by using a single sensor 12. With reference to Figures 7g, 7h, 7i, and 7j, one of ordinary skill will understand that as a wheel rotates over sensor 12, the area that applies vehicle load to sensor 12 (via the wheel) increases with time of no load at a fully applied load. This is shown in Figures 7g and 7h, by observing that the width of the applied load is narrow at the leading flank and widens until the load reaches a maximum width. Therefore, an expert would understand that by determining the horizontal distance between where the load is first applied and where the load reaches its maximum width, the

<img file="MX349660B_D0040.tif" />

IMPI

MEXICAN INSTITUTE

DELA mOPIEDAD noumuAL speed of the vehicle. It is assumed that the SPEED ...... of the vehicle and / or wheels is constant, as they move over sensor 12.

ADDITIONAL DESCRIPTION

The following clauses are provided as a further description of the examples of a system (or an apparatus). One or more of the following clauses may be combined with any other clause or clauses of the following and / or with any subsection of a part or parts of any other clause and / or combination and swapping of clauses. Any of the following clauses can be maintained on its own merit without having to be combined with any other clause or with any part of any other clause, etc. Clause (1): a system or apparatus (whether taken by itself or with a system or apparatus from any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the system or apparatus is for measuring moving vehicle information of a moving vehicle, where the system or device includes: a time-computing electrical reflectometry signal processing system capable of measuring a change in an impedance of a sensor, and also capable of converting the change in impedance of the sensor into a signal; and a data processing system capable of extracting the information of the moving vehicle from the signal. Clause

<img file="MX349660B_D0041.tif" />

<img file="MX349660B_D0042.tif" />

(2): a system or apparatus (either by itself or with a. System or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor is configured to respond to the at least one wheel of the moving vehicle, where the at least one wheel causes the sensor impedance to change. Clause (3): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the vehicle information in motion comprises any of a wheel pressure and a contact dimension between the sensor and the wheel. Clause (4): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the contact dimension between the sensor and the wheel comprises at least one of a width of a contact between the sensor and the wheel along the sensor and a duration of contact between the sensor and the wheel. Clause (5): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where: the vehicle information in motion comprises at least one of an axle detection, a vehicle presence detection,

<img file="MX349660B_D0043.tif" />

IMPI in * tttuto mejucaw Dt LA PRurUDAI INOUSTBIAL a detection of a wheel, a detection of ___ multiple wheels, a count of wheels and an axle width. Clause (6): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), which further comprises a speed measurement system to measure a speed of the moving vehicle. Clause (7): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where: the vehicle information in motion comprises in addition at least one of a length of the contact patch between the wheel and the road, a weight of an individual wheel, a weight of the moving vehicle and a distance between axles. Clause (8): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the data processing system is configured to determine a contact patch length between the wheel and the road from the speed of the moving vehicle and a contact duration between the wheel and the sensor. Clause (9): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this para ^ oj ^^ d. ^. The system of Data processing is configured to determine the weight of the individual wheel from the speed of the moving vehicle, the wheel pressure, the width of the contact between the wheel and the sensor and the duration of the contact between the wheel and the sensor . Clause (10): a system or device (either by itself or with a system or device of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the system or device measures information about a moving vehicle, which includes a time computation electrical reflectometry data processing system for extracting information about the moving vehicle from a reflected electrical signal. Clause (11): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), further comprising: a sensor whose impedance changes in response to an applied load associated with the moving vehicle; a signal source for transmitting an electrical signal along the sensor; and a receiver for measuring the electrical signal reflected by the sensor, and the reflected electrical signal caused by a change in the impedance of the sensor. Clause (12): a system or apparatus (either by itself or with a system or apparatus of

<img file="MX349660B_D0044.tif" />

IMPI

INSTTTVTO MSXiCANC ·

OF THE MOHWAL

IND. ^ TRIAL any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the applied load is at least one wheel of the vehicle in motion. Clause (13): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the information comprises any of a pressure of wheel and a contact dimension between the sensor and the wheel. Clause (14): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the contact dimension between the sensor and the wheel comprises at least one of a width of a contact between the sensor and the wheel, a location of the contact between the sensor and the wheel along the sensor, a duration of contact between the sensor and the wheel and a distance between axes . Clause (15): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the information comprises at least one of a axle detection, a vehicle presence detection, a single wheel detection, a multiple wheel detection, a wheel count and an axle width. Clause (16): a system or apparatus (either by itself

INS1ITUTÜ MtíUCANi Ot LA MOFttOAl ino &lt;irruí to the same or with a system or apparatus of quaJ-quio * 'or 1 aucmÍ-a ·· mentioned in this paragraph, or any part of any clause mentioned in this paragraph), which also includes a speed measurement system to measure a speed of the moving vehicle. Clause (17): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the information also comprises at least one of a length of the contact patch between the wheel and the road, the weight of an individual wheel, the weight of the moving vehicle, and a wheelbase. Clause (18): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where a data processing system is configured to determine the length of the contact patch between the wheel and the road from the speed of the moving vehicle and a contact duration between the wheel and the sensor. Clause (19): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the data processing system is configured to determine individual wheel weight from vehicle speed

<img file="MX349660B_D0045.tif" />

^INSTm / TUM_KJCANCDE LA ΗΟΡΙΜΜΓ industeial in motion, a wheel pressure, a width of the contact between the wheel and the sensor and the duration of the contact between the wheel and the sensor. Clause (20): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the electrical signal is any of a pulse and a series of pulses. Clause (21): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor is (includes) a line electrical transmission (transmission line). Clause (22): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor is a transmission line of controlled impedance (a controlled impedance electrical transmission line). Clause (23): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor is any of a coaxial cable , a twisted axial conductor cable, a stripline circuit and a microstrip circuit. Clause (24): a system or apparatus (either by itself or with a

<img file="MX349660B_D0046.tif" />

⁶⁵ IMPI iMTiTine müXicano 'X LArtOPliCAL IN'V'STRIAL system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where an interval of a change of the impedance of the sensor is 2 ohm. Clause (25): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor is located within a block made of strong material for placement under a load associated with the moving vehicle. Clause (26): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor is configured to be embedded within of a road. Clause (27): a method (either by itself, or with a method of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph) of any clause mentioned in this paragraph, where the method is to measure information from a vehicle in motion, and includes measuring a change in an impedance of a sensor, as the moving vehicle loads the sensor, through the use of temporal computational electrical reflectometry signal processing. Clause (28): a method (either by itself, or with a method of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph) - gu »—— further comprises: converting the change of the impedance in a signal and extract the information of the moving vehicle from the signal, using signal processing. Clause (29): a method (either by itself, or with a method of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the change in sensor impedance is caused by at minus one wheel of the moving vehicle. Clause (30): a method (either by itself or with a method of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the vehicle information in motion comprises any of a pressure of wheel and a contact dimension between the sensor and the wheel. Clause (31): a method (either by itself or with a method of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the contact dimension between the sensor and the wheel comprises the minus one of a width of a contact between the sensor and the wheel, a location of the contact between the sensor and the wheel along the sensor, and a duration of contact between the sensor and the wheel. Clause (32): a method (either by itself or with a method of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph),

IMPI

INSTITUTO MENGANO MIA MOREDAI INDUSTRIA !.

where: the moving vehicle information comprises at least one of an axle detection, a vehicle presence detection, a single wheel detection, a multiple wheel detection, a wheel count and an axle width. Clause (33): a method (either by itself or with a method of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), which further comprises measuring a speed of the moving vehicle. Clause (34): a method (either by itself or with a method of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where: the vehicle information in motion further comprises at least one of a length of the contact patch between the wheel and the road, a weight of an individual wheel, a weight of the moving vehicle and a distance between axles. Clause (35): a method (either by itself or with a method of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where a data processing system is configured to determine the length of contact patch between the wheel and the road from the speed of the moving vehicle and the duration of contact between the wheel and the sensor. Clause (36): a method (either by itself or with a method of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where to determine the weight of the individual wheel from the speed of the moving vehicle, the wheel pressure, a width of the contact between the wheel and the sensor and the duration of the contact between the wheel and the sensor. Clause (37): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), including: a sensor, which has a characteristic impedance configured to change in response to a wheel of a moving vehicle moving relative to the sensor; and a connection configured to connect the characteristic impedance to a time calculation electrical reflectometry signal processing system. Clause (38): a system or apparatus (either taken by itself or with a system or apparatus from any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the signal processing system of Time calculation electrical reflectometry is configured to: measure a change in a sensor impedance; converting the change in sensor impedance into a signal; and providing the signal to a data processing system configured to extract the moving vehicle information from the signal. Clause (39): a system or apparatus (either by itself or with a system or

IMPI

MUUCANC INSTITUTE

INDUSTRIAL - apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor has the characteristic impedance set to provide a reflected electrical signal traveling from a source of an impedance mismatch on a line transmission (electrical transmission line) to a receiver. Clause (40): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor includes: a signal source configured to transmit an electrical signal along the sensor; a receiver configured to measure an electrical signal reflected by the sensor and where the reflected electrical signal is caused by a change in the characteristic impedance of the sensor. Clause (41): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor includes a transmission line ( such as an electrical transmission line). Clause (42): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor includes a transmission line of controlled impedance. Clause⁷⁰ WICKED

INSTITUTO MÍJUCANO m ΙΛ FBUHLDAD INDUSTRIAL - (43): a system or apparatus (either by itself -or- ^ on ·· '® ·' - · '- system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor includes any of a coaxial cable, a twisted axial conductor cable, a stripline circuit, and a microstrip circuit. Clause (44): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where an interval of a change in impedance characteristic is around 2 ohm. Clause (45): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor is located within a block made of resistant material for placement under the moving vehicle. Clause (46): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor is configured to be embedded within of a road. Clause (47): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor

<img file="MX349660B_D0047.tif" />

IMPI

MMICANO INSTITUTE

DE LA PRCMEDAI INDUSTRIAL further comprises: a signal source configured to transmit an electrical signal along the sensor; and a receiver configured to measure an electrical signal reflected by the sensor and where the reflected electrical signal is caused by a change in impedance of the sensor. Clause (48): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where: the sensor also includes a transmission line configured to be integrated into a road, so that a vehicle passes over the sensor, and the force exerted on the sensor, due to the weight of the wheel of the passing vehicle, causes a deformation of the line transmission, by which it affects the impedance of the transmission line where the force is applied, and the impedance change is configured to be measured by a time computational electrical reflectometry signal processing technique so that vehicle information can be extracted from the measured impedance changes. Clause (49): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor also includes a transmission line including: a sensor carrier extrusion housing; a sensor core

<img file="MX349660B_D0048.tif" />

IMPI

MEXICAN INSTITUTE

DE tA ¡-ΕΟΠΕΟΑΙ INDIISTmAl in a sensor carrier housed in the 31 - ^^ 1 ^ 1011 ^^^ 133 sensor carrier extrusion, where it includes a metal shield surrounding the sensor core and sensor carrier; and an extrusion cap configured to cover the sensor conveyor extrusion housing and whereby a wheel load from the vehicle wheel is applied to the extrusion cap, and the load is then transferred to the sensor conveyor extrusion housing. sensor through the extrusion cap. Clause (50): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor also includes: a top plane of the sensor conveyor extrusion housing configured to allow transmission of a wheel load. Clause (51): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the sensor also includes: a foam of insulation configured to allow the sensor to measure actual wheel force by preventing a roadway encapsulant from binding to a surface of the extrusion cap and impacting the amount of deformation observed by the sensor. Clause (52): a method (either by itself or with a method of any clause mentioned in this

<img file="MX349660B_D0049.tif" />

<img file="MX349660B_D0050.tif" />

IMSTrnTO MEXICANO OEIAWfWEDAV tNOI 'STXIAt paragraph, or any part of any clause — meiiL.iuilá £ Td “in this paragraph), of a sensor, where the method comprises: having a characteristic impedance configured to change in response to the movement of a wheel of a vehicle moving relative to the sensor; and connecting the characteristic impedance with a time calculation electrical reflectometry signal processing system. Clause (53): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the data processing system is configured further to determine the weight of the moving vehicle from the weight of the individual wheels of the moving vehicle. Clause (54): a system or apparatus (either by itself or with a system or apparatus of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the data processing system is configured further to determine the weight of the moving vehicle from the weight of the individual wheels of the moving vehicle. Clause (55): a method (either by itself or with a method of any clause mentioned in this paragraph, or any part of any clause mentioned in this paragraph), where the weight of the moving vehicle is determined from the weight of individual vehicle wheels in

<img file="MX349660B_D0051.tif" />

KSTTTUTO MtXIGANO DE LA FEOPIOAI. ; ndi istuial

<img file="MX349660B_D0052.tif" />

movement.

It will be appreciated that the assemblies and modules described above may be interconnected, as necessary, to carry out desired tasks and functions that are within the scope of those skilled in the art to make the combinations and changes without the need to describe each one of them in explicit terms. There is no particular assembly or component that is superior to any of the equivalents available in the art. There is no particular way to carry out the described matter that is superior to others, as long as the functions can be carried out. All crucial aspects of the subject are considered to have been provided in this document. It should be understood that the scope of the present invention is limited to the scope provided by the independent claim (s), and it is also understood that the scope of the present invention is not limited to: (i) the dependent claims, (ii) the detailed description of the non-exhaustive modalities, (iii) the compendium, (iv) the abstract and / or (v) the description provided outside of this document (that is, outside the present application as submitted, processed and / or obtained). It is understood, for the purposes of this document, that the expression it includes is equivalent to the expression that • MWmrro mexicana ot LA HIOFIJOaI Ά '. &lt;7Ί • wmismiAi understands. It is worth mentioning that the foregoing has outlined the non-exhaustive modalities (examples). The description is made for particular non-exhaustive modalities (examples). It should be understood that the non-exhaustive modalities are merely illustrative as examples.

It is noted that in relation to this date, the best method known to the applicant for putting the aforementioned invention into practice is the one that is clear from the present description of the invention.

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Σ34 £ /

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