CZ2015393A3 - Crossing smart route - Google Patents

Abstract

The invention is a traffic route formed by a signaling device in combination with lighting and camera surveillance to ensure safe passage of pedestrian roadways and registration of vehicles whose drivers have committed offenses. An intelligent crossing path includes a camera (226) with a radar unit (741) adapted to take a photograph of a vehicle passing through a pedestrian crossing without giving priority to a pedestrian stopping when the pedestrian has signaled his intention to cross the road after transition to an adjustable minimum time on the signaling device ( 152), wherein the camera (226) is adaptable to forward this image to a surveillance console (352) and is further adaptable to be confused with a dummy.

Description

Intelligent Transition Route Technique

BACKGROUND OF THE INVENTION 1. Field of the Invention The invention relates to an intelligent interactive traffic control device in a traffic area at a location intended for pedestrian crossing. The device consists of a route that includes a pedestrian-controlled signal, traffic signs, sensors, lighting fixtures and cameras. The information light warns vehicles of the pedestrian's intention to use the crossing point and then its presence at the crossing point.

Background Art

The prior art does not allow the registration of a traffic offense to stop a vehicle at a pedestrian crossing in a pedestrian waiting at the crossing and signaling the vehicle to use it. Furthermore, the prior art does not motivate pedestrians to hold the transition signaling button until the vehicles have come to a complete stop, thus avoiding accidents, since if the pedestrian is holding the button depressed, it cannot be on the road at the same time and therefore no injury can occur. The prior art also does not allow the camera to be set to register vehicles exceeding the permitted speed at different speed variations of the transducer automatically or manually, in particular in conjunction with a changing road sign.

Furthermore, in the prior art, there is a lack of a camera radar unit and a simultaneous vehicle speed display registering a vehicle exceeding speed that would allow vehicles to adjust their speed before taking a picture. Furthermore, there is no transition path in the state of the art, which would provide the utmost safety of the transition with optional elements.

The prior art also does not offer street lighting with the ability to increase lighting intensity, for example in main traffic, and to reduce off main traffic for better off-mains lighting in main traffic and with constant dimming and dawn lighting to save energy. ·· · · · · · · ·· ·· ·· · · ······

Prior art devices do not allow dimming of street lighting intensity to increase peak traffic intensity and reduce night to save. The prior art also does not offer the possibility to increase the light intensity by doubling the light bodies and reducing them by switching off some of them. The prior art also does not make it possible to illuminate pedestrians with a special lighting fixture.

SUMMARY OF THE INVENTION

The aforementioned drawbacks of the prior art are eliminated and the significant benefits over this prior art are represented by an intelligent pedestrian crossing path equipped with a signaling device which, when pedestrian-activated, transmits this information to the radar unit. In the event that a vehicle passes through a transition within an adjustable period of time from the start of the signaling activation, that is, it did not favor pedestrian stopping and thus committed a traffic offense, the camera connected to the speeding vehicle's radar unit takes a snapshot of the vehicle and advantageously pedestrian at the crossing, provided with the documentation for the offense, which is preferably the license plate, the time, the activation time of the signaling device. The camera sends the image with the data to the surveillance console or stores it in memory for later handover. The camera also takes pictures of vehicles that exceed the speed limit regardless of the transition.

A further benefit is a signaling device with an information member upstream, preferably formed by an orange signaling light and / or an indicator of both preferably a visible pedestrian, which is activated together with the signaling member upon activation of the actuator, preferably by a pedestrian button or sensor. for an arriving vehicle.

Upon activation of the actuator member, the information member is deactivated and / or the indicator lamp is deactivated, but activation of the information member for the arriving vehicles persists for pedestrian signaling at the transition, but the pedestrian cannot see it. However, since the pedestrian sees the activation of the signaling member in the opposite direction and / or the indicators that are deactivated with the end of the activation of the actuator, the pedestrian is motivated to activate the actuator for signaling to the arriving vehicles until they are stopped.

Thus, it cannot be on the road at the time of moving vehicles, since when the button is held down it cannot be on the road.

Another benefit is a camera with a radar unit, which is adapted to adjust the speed change, and when exceeded, takes a picture of a vehicle that has committed a traffic violation by speeding, which is preferably displayed to drivers on a forward road sign that is also adapted to change speed limit and which preferably communicates with the camera at a set speed.

The speed is preferably set automatically from the reprogrammed traffic sign control unit or automatically or manually from the supervisory console with which it communicates via a wireless link.

Another benefit is a camera that captures a vehicle that exceeds the speed limit displayed on the traffic sign of a camera with an incoming vehicle speed display device and a radar unit located in front of the camera. Alternatively, the camera is located on this device. Data communication about vehicle speed and / or speed limit setting on a traffic sign takes place on a local link between a traffic sign, preferably with variable speed, as well as a display, radar unit and camera, and a wireless link to the counter.

The present invention further enriches the safe transition path that can be assembled from optionally selected units and devices to achieve maximum transition safety. Preferably, the route starts with a road sign, a fixed or automatic or manually adjustable speed limit. Optionally followed by a vehicle speed display device with a radar unit, and a signaling device at the transition, and finally a camera where the radar unit is alternatively located. By activating the pedestrian signaling device, preferably a pedestrian button or sensor, at the crossing, this indicates to the driver the presence of a pedestrian at the crossing and preferably also an additional information member located on the device or traffic sign for early warning of the pedestrian at the crossing. At the same time, the transition illumination is preferably switched on and the optionally selected camera receives information about the start of signaling device activation. In the event that the guide has set the signaling device before or after the adjustable activation time of the signaling device, or exceeded the speed limit, the camera takes a picture of the vehicle that committed the offense. The transition illumination is preferably deactivated together with the signaling device for an adjustable period of time from the activation of the actuator pedestrian.

Alternatively, deactivation with a pedestrian detection sensor at the transition is used instead of the adjustable time, and once the pedestrian leaves the transition. Advantageously, street lighting with increased light intensity is used for increased security of the transit route compared to standard street lighting. Preferably, LED luminaires with dimmers are used to control light intensity and, optionally, this intensity is reduced beyond peak traffic to save energy.

The street lighting is preferably switched on and off using a daylight sensor by the dimmer control unit, and the control unit controls the adjustable constant intensity of the road and pavement illumination, consisting of daylight and streetlight, by means of a road and pavement illumination sensor. The daylight sensors are preferably positioned so that they do not capture street lighting and the road lighting sensor to capture both street and daylight.

Preferably, the light intensity sensor emitted by the illumination uses a daylight sensor to turn on and off the body and the light intensity sensor of the pavement and / or road lighting to cross the light intensity of the body for constant illumination of the pavement or road during dimming or dawn. The timer is preferably used to switch the light intensity at a programmed time to a lower one, for example, after midnight at night time to save and to a higher intensity, preferably higher than the standard for better mainstream lighting. Preferably, the dimmer is adapted to be controlled via a communication block from the surveillance console and also for remote programming by a timer via a communication block, preferably via a wireless link to the counter. It is also designed to program the timer with the control unit or remote control. Thus, street lighting intensity control is preferably effected by increasing the number of street lighting bodies, preferably on the same mast optionally by replacing the existing light with two lights, preferably by means of a splitter. In reducing the intensity, in addition to reducing the intensity of the bodies executable by LEDs, switching off one of the lights, preferably at the hub, is alternatively available. The splitter is preferably deployed on an existing street lighting column originally for only one body, or the column is supplied with a splitter already from the factory. Switching off the lighting fixtures is provided by the dimmer control unit with a timer, a daylight detector or remotely. In order to obtain a greater intensity of illumination than would be possible with only one illumination body or to change the illumination, a column with multiple arms is preferably used for mounting a plurality of illumination bodies, or a splitter is preferably used in particular for existing columns. The change in intensity is achieved by switching on the individual lights by means of a dimmer control unit, in particular by a timer or remotely from the surveillance console, preferably in combination with a dimmer. In the case of lighting fixtures which allow dimming, dimming is preferably combined by switching off the bodies or only dimming.

In order to use existing lighting fixtures in combination with additional lighting fixtures, fastening sleeves are advantageously used to fix this additional lighting fixture to an existing street lamp post arm or directly to the post.

The illumination of the transition preferably formed by the transition illumination illuminates the transition such that each illumination has a limited beam of light on the illuminated sidewalk portion and the delimited illuminated portion of the road with one light so that the transition illumination is preferably positioned lower than the standard illumination devices, preferably on the transition post.

To make pedestrian visible at the crossing point, preferably formed by the indicated transition with the actuator, preferably a pedestrian button or sensor, at the crossing, the illuminators activate pedestrian lighting at the transition preferably simultaneously with the transition light and preferably with the upstream information member and the driver and indicator light. Upon deactivation of the actuator member, the transition illumination body and the driver information member preferably remain activated for an adjustable or detected travel time, while the pedestrian illumination lamp and the upstream information member are preferably deactivated.

The transition light body is preferably provided with an adjustable or fixed and / or lens shielding lamella for defining a light cone of the transition point transition preferably.

Clarifying drawings

FIG. 1 shows the signaling device at the transition activated by the pedestrian detection button or sensor

Detail 1 Fig. 1 shows a signaling device with an actuator member preferably formed by a pedestrian-actuatable button

FIG. 2 shows a camera with a radar unit measuring vehicle speed.

FIG. Fig. 3 shows a camera coupled to a device displaying the speed of an approaching vehicle; 4 illustrates an interactive traffic control along a track

Detail 1 Fig. 4 shows: a situational view of a safe transition route indicating the location to be crossed

FIG. 5 illustrates street lighting with dimming

Detail. Fig. 5 shows a dimmer with a power section with a sensor control unit and a timer

Detail 2 Fig. 5 shows a branch on the mounting arm of the lighting fixtures

Figure 3 shows an example of the location of a mounting sleeve on a street lighting pole

FIG. 6 illustrates a pedestrian highlight illumination

Detail. Fig. 6 shows a variant with the activation of the information element in the opposite direction for the duration of the pressed button

Detail 2 Fig. 6 shows the location of the shielding lamellas on the lighting fixture

FIG. 7 shows a dimmer with a switch of the original illumination 182 and the second illumination.

FIG. 8 shows a block diagram of a dimmer for one or more lighting fixtures

FIG. 9 shows the shutters with two fixed and two adjustable slats

FIG. 10 illustrates a pedestrian lighting fixture that is switched on for a time of activation by the button

FIG. 11 shows a signaling device for activation by pedestrian detection at a point to be crossed

FIG. 12 illustrates a signaling device adapted to signal pedestrians with vehicle detection in motion.

Figure 2 shows a vehicle speed display device. 13 shows an information panel consisting of inscriptions and symbols. Examples of carrying out the invention

FIG. 1 illustrates a signaling device 152 of a location 623 to be crossed, preferably formed by a marked pedestrian crossing 220 in FIG. 1 shown between A and B, and the device coupled to a supervisory console 352 by a remote wireless link 157 where the pedestrian 26 activates the actuator 51 preferably. by holding down button 14 until the vehicles stop 700, which is preferably encouraged by the instructions 629 or detected by the pedestrian detection sensor 221 at the crossing point 623 preferably formed by the pedestrian crossing 220, and is preferably prompted by the instructions 629 to stay at The activation member 51 activates the signaling device 152 by the signaling device controller 153 at the transition and signals the information member 50 to the approaching vehicle 700 that the pedestrian intends to use the transition. The camera 226 with the radar unit 741 takes a picture of the approaching vehicle 700 when it has not stopped or decreased the speed to a minimum still measurable value by the camera 226. In the case where the signaling device 152 has been activated for an adjustable period of time to stop or slow down the arriving vehicle 700 to a minimum still measurable speed. The camera displays the vehicle at the transition including the front seat engagement with the vehicle's windscreen, its speed at the moment of passing, the license plate, and preferably the pedestrian engagement at the vehicle waiting to stop, and the time for which the signaling device was activated at the time of vehicle passage. The camera 226 is preferably located on the signaling device 152 at the transition or integrated therein, or is located on the post 7 so that the camera 226 can better register the approaching vehicle 700 passing the transition. The camera 226 is coupled to a signaling device control unit 153 for transmitting information with information, in particular to activate the signaling device 152 via a local wired or wireless 154 connection. The camera is adaptable for continuous operation, recording the speed of passing vehicles regardless of the activation of the crossing signaling device and taking pictures of the vehicle in the event of speeding or being activated only when the signaling device 152 is activated.

Detail Obr. 1 shows the signaling device 152 activatable by the actuator 51 by an actuatable walker 26, preferably a button 174 and / or a pedestrian sensing sensor 221 at the crossing point 623. The signaling device 152, upon activation, signals the presence of a pedestrian at the crossing not only by the arriving vehicles but also by the signaling member 184 upstream of the pedestrian, preferably by the orange lights visible to the information member 50. It also preferably sees the indicator light 177, which is located on the sign of the instruction 629. which is activated with the signaling device 152 and the information member 50. Advantageously, the pedestrian is encouraged to sign the button 629 to hold the button and / or to remain in transition until the vehicle is stopped. Preferably, when the actuator 51 is preferably actuated by the button 174 or sensor 222, the information member 184 is upstream and the indicator 177 is deactivated, the signaling device preferably further signaling the arriving activation of the actuator 51 to the arriving vehicles by the information member 50. This time is determined by an adjustable time interval in the control unit 153 of the signaling device 152 and is preferably determined as the time taken to cross the pedestrian or alternatively is determined by pedestrian detection at the crossing, the pedestrian at the transition 222, if used. In this way, a pedestrian who sees only the activation of the information member 184 in the upstream direction and / or the indicator light 177 and does not see that the information member 50 in the direction of the arriving vehicles is activated after the button 174 is deactivated seems to signal only when the button is activated 174 and probably this button will activate and hold or remain at the transition when sensor 221 is used until the vehicles are stopped, which is prompted by instructions 629, whereby an accident may not occur, since when held down or held down by the button 174, cannot be simultaneously on the road.

FIG. 2 illustrates a camera 226 with a radar unit 741 disposed on a post 7 that is adaptable to adjusting the speed from which it receives images of an approaching vehicle 700, which is communicated to the vehicle driver by a traffic sign 155 allowed at the speed of the approaching vehicle, which is located in front of the camera 226 at a sufficient distance so that the driver can slow down. This traffic sign is adapted to change the speed signaled on it, automatically by programming the traffic sign control unit 156 depending on, for example, time or by setting it remotely from the supervisory console 352, automatically or manually. With the surveillance console 352, the camera 226 and / or the road sign 155 is connected by a remote wireless link 157. Camera 226 receives the set speed information displayed on traffic sign 155. If the vehicle has exceeded this speed, the camera takes its picture with offense data, which is preferably a license plate with offense time, speed limit, vehicle speed. Data communication between the camera 226 and the traffic sign 155 takes place over a local wire or wireless link 154.

FIG. 3 shows the camera 226 on the post 7 connected by a connection 154 locally to the device 158 showing the speed of the approaching vehicle 700 with the radar unit 74! to measure this speed, alternatively locatable to the camera 226. The local data link 154 transmits the vehicle speed information displayed in the speed display device 158 to the camera 226 via that link 154. Alternatively, camera 226 is located on post 176 of the display device or is embedded in device 158. In the event that the approaching vehicle 700 exceeds the permitted speed, the camera 226 takes a picture of the vehicle. The permissible speed is determined by the speed displayed on the traffic sign 155 located on the post 199 forward of the display device 158 at a sufficient distance so that the driver can adjust the speed of his vehicle or is given a notice, preferably without a traffic sign 155. This mark is preferably adapted to change the allowed speed, which is transmitted by the link 154 as described in FIG. 2. Between the display device 158, the camera 226 and the surveillance console 352 from which the speed limits are controllable and where the images and vehicle data are preferably stored with offenses, communication takes place via wireless link 157 to the counter. Preferably, to reduce the cost of the device, camera 226 is occasionally or permanently replaced by dummy there. Preferably, the camera is intermittently positioned in place of the mock-ups located at different locations in the road, so that the driver is not sure where it is located, and thus where the speed is measured and maintained.

FIG. 4 and its detail 1 illustrate a safe transition route with marked street lighting 160 which includes optionally selected devices and traffic signs and their location to provide maximum pedestrian safety when crossing. Optionally, the route starts with a traffic sign 155 on the first street light column 201 indicating the maximum permissible speed of the vehicle and preferably an additional information member 50 'on the second street light column 202 giving the vehicles timely pedestrian information at the crossing. This tag is fixed or preferably automatically pre-programmed in the signaling device control unit 153, or manually, or as directed by the surveillance console, and is connectable via a local link 154 to an optionally selected device, e.g., a speed display device 158 with the incoming speed radar unit 741 the vehicle 700, which is further coupled by a link 154 locally to the signaling device 152 and further to the camera 226. In case the pedestrian 26 activates the button 174 of the signaling device 152 or is detected by the pedestrian detection sensor 221 at the crossing point, the signaling device signals the vehicles that it is a pedestrian 26 at the transition, and is ready to use it, and at the same time the local link 154 signals the activated transition to camera 226. The camera 226 located on the third street lighting column 203 detects the speed of the approaching vehicle using the radar unit 741. and, if the vehicle does not stop at the transition point or does not slow the speed to the minimum speed detectable by the radar after the adjustable transition activation time, the camera records the image of the approaching vehicle 700. The radar unit 741 is optionally located on the camera 226 or the display device 158, and communicates with the units 154 via a local link. The camera 226 is alternatively located on or integrated with the signaling device 152. The forwarding of vehicle speed data and the activated signaling device 152 by the button 174 or the pedestrian detection sensor 221 at the crossing point 623 communicate via a local link 154. In the case of varying the permitted speed on the traffic sign 155, this information is then also transmitted to the traffic sign 155 via a local link 154 as well as to all other devices and units. Communication also takes place over the wireless link 157 from the surveillance console 35, as shown in FIG. 3, whereby, preferably, varying speed commands arrive, and there, in particular, speed data of a passing vehicle is stored along with its images, in particular in the event of vehicle speed exceeding. 700 or not stopping the signaling device signaling the pedestrian. The route is optionally terminated by a mark 162 at the end of the existing speed limitation or a new speed limitation located on the post 200. Preferably, the signaling device 152 is supplemented by a transition illumination 161 that is activated together with the signaling device 152 to enhance the transition at the time of its use by the pedestrian. The activation of the transition illumination is controlled by timer 171, which the timer activates together with the signaling device 152 for an adjustable additional time from the end of the activation of the signaling device by the pedestrian added to the activation time of the signaling device 152. In order for the sudden illumination of the lights to interfere with the driver's reaction capability, dimmer 164 is preferably used. which controls the gradual rise and fall of transition illumination 161. In the case of the dimmer 164 used, they are for illumination 16! LEDs are preferably used for the transition. In order to increase the safety of the crossing path, street lighting with an increased intensity, an adjustable dimmer, preferably LED, is preferably used, whereby the intensity of the illumination is preferably reduced outside the rush hour to save energy.

Detail 1 to Fig. 4 shows a situation view of a safe passage path S with an indication of the location to be crossed 623 preferably implemented by the indicated pedestrian crossing 220, and further illustrates its position relative to the other passageway forming units referred to in FIG. 4

FIG. 5 shows street lighting 60 preferably highlighted over standard lighting, which makes the transition route safer with alternative use for conventional street lighting. This is preferably formed by a LED illuminator 182 located on street lighting columns 166 interconnected by power supply cables 167, preferably located in the ground, on which the luminaires 165 are connected via other cables 179 via dimmer 164. This dimmer controls this dimmer. the intensity of the street light 160 by adjusting the power of the lighting fixtures 163. Preferably, this is set for certain times of the day, for example, for the main traffic on the streets, when the intensity is preferably set higher. At a certain time, for example after midnight when there is less traffic, the intensity decreases, thus saving energy even at full or even more intense illumination than standard during main traffic. Further savings are advantageously achieved by gradually increasing the intensity of street lighting 160 at the time of its switching on during daylight dimming and thus reducing the intensity of daylight so that the intensity of the pavement and road illumination is desirable, whereby street lighting 160 is preferably turned on, preferably using the daylight intensity sensor 180 kept constant as dimming progressed. When the illumination lights 182 are switched on with minimal intensity, they are added to their intensity with decreasing intensity of daylight dimming, so that the resulting intensity of the pavement and road illumination, preferably remains constant. The daylight intensity sensor 180 is preferably located above the light fixture 165 so as not to be affected by daylight.

Road and pavement lighting is measured with road lighting intensity sensor 181 and natural lighting together. With this sensor, the E70 dimmer control unit controls the intensity of the luminaires 165 for constant road lighting, which is switched on by daylight intensity sensor 180.

Detail 1 Fig. 5 shows a dimmer 164 with a power part 169 with a sensor control unit 170 and a timer JLL The time of street lighting and dimming is controlled from a programmed timer 171 which is remotely adjustable by data sent via the communication module 228 which supplies the supervisory console 352 via wireless link 157 and / or via data transmitted via the connecting cable 167. The data is evaluated in the dimmer control unit 170 together with the timer 171. Or it controls the on / off time from the monitoring console 352. Programming the timer 171 can be done via the control connector 172 by the operator unit 183 by connecting the cable 22 or the remote controller 190 via the communication module 229. The dimmer control unit 170 is preferably used to turn on and off the daylight illumination measured by daylight intensity sensor 180 located outside the direct impact of the light The illumination lamp 160 is preferably on the illumination 182 or behind the illumination column 166 in the shadow of the street lighting. The road and pavement illumination intensity sensor 181, by means of the dimmer control unit 170, controls the intensity of the street lighting so that, together with daylight, it reaches the desired intensity of the road and pavement illumination and is positioned so as to simultaneously measure the intensity of daylight and street lighting 160. light at a certain time switches from night illumination to a lower intensity of night illumination in reduced street traffic, is preferably combined with daylight intensity sensor 180 to turn the lights on and off at a certain daylight intensity. To progressively increase the dimming intensity and dawn intensity while maintaining a constant overall light intensity, a dimmer 164 controlled by the road lighting intensity sensor 181 is preferably used to control the street lighting illuminators 182, or pre-programmed.

Detail 2 Fig. 5 illustrates a splitter 195 on a lighting arm 186 for the use of an existing pole originally intended for one streetlight body 194 using this splitter for 2 streetlight bodies 194 to increase lighting intensity. This is an alternative solution for changing the light intensity instead of the dimmer and / or turning on one or two lighting fixtures 194. The gripper arm 186 is mounted on the existing mast pole 267.

In detail 3, Fig. 5 shows a column 166 for a street light housing 194 in combination with an existing lamp body 262, for example, which cannot be dimmed beneath each other. In this combination, the illumination element 194 with the dimmable source 263 preferably allowing dimming, for example with LED 163, preferably increases the intensity of the illumination to a value that cannot be achieved with only one light. By dimming the dimmer 164, the economy value is set preferably out of main operation and / or one of the bodies is switched off.

Dimming is provided by the dimmer 164 and the tripping dimmer control unit 170 as described in Fig. 5. In this example, an existing street lighting column 166 is preferably used where an illumination body 194 is added to the existing illumination 262, preferably dimming. mounted on a mounting sleeve 264 located on an existing pole tower arm 261 or on a streetlight pole 166.

FIG. 6 illustrates a transition illumination, wherein each of the two illumination light illumination bodies 182 with the body fastening mechanism 188 illuminates the path portion 471 of the sidewalk 2 at the pedestrian accentuation transition, and preferably the roadway section 198 with one light, approximately 3 a of the roadway. 1, which makes it possible to fix this body illumination lower than standard illumination, since it does not dazzle pedestrians, whereas in standard illumination each body illuminates more than the entire transition. The light beam cone is preferably obtained by means of lenses 193 and / or to reduce the dispersion, preferably the light body 182 is provided with shielding fins 462. Preferably, the light bodies are directionally adjustable on the column fastening mechanism 188.

To highlight the pedestrian 26 at the transition, a lighting fixture 16 is preferably provided on the transition post 266. a pedestrian at a transition at a lower altitude than the illumination light fixture 182 of the pedestrian crossing 471 "illumination of a pedestrian delimited by a pedestrian space on a pavement waiting to pass, preferably at button Γ74 to illuminate the pedestrian to become visible before entering the pedestrian crossing. preferably activated only while activating actuator 51, pressing button or activating pedestrian detection sensor 221 at crossing point 623 preferably formed by transition 220.

Detail 1 Fig. 6 illustrates how, in an alternative combined variant with signaling, the information element 501 is also activated simultaneously for the time of pressing the button, preferably the orange light and the information element 50 for the arriving vehicles 700, which is preferably activated for an adjustable time. the transition time. The pedestrian is preferably encouraged to sign the instructions 629 to press the button and hold the vehicle to a complete stop. To hold the pedestrian button, pedestrian illumination motivates the illuminator 191 and the signaling by the information member 50 ' to the opposite direction that it sees and which preferably only lasts as long as the button is pressed. Preferably, the transition illumination of the transition illumination 182 is also activated by the button 174 and remains adjustable. the time required to pass the transition simultaneously with the activation of the information member 50.

Alternatively, an activating member 51 is preferably used to activate the transition and / or pedestrian illumination, preferably formed by a pedestrian detection sensor 221 instead of a pedestrian crossing sensor 221 preferably formed by a transition 220 and a pedestrian lighting cone 204 extensible along the lane limited walkway transition-related pavement 280.

FIG. 7 shows the dimmer 164, preferably located in the illumination body 182, preferably with the first section of the LED 832 and the second section of the LED 833. which are switched in parallel to increase the performance as needed by means of a switch having LED sections in dimmer 164. Multiple sections are preferably used for more degrees of light intensity. The dimmer 164 is preferably connected by a dimmer wire connection 831 to a connector J72 located on the street lamp post 166 to connect the control unit 183. The dimmer power portion 169 controls the illumination intensity by controlling the voltage for the LED or pulse.

FIG. 7 shows a dimmer 164 with a light switch 835 located in the power section 169, which preferably switches the illumination 182 preferably to the original and second illumination 182 '. preferably added to the streetlight column 166. The switch of the LED section 834 is preferably located in this switch. To enhance the original illumination 182 with the second illumination 182 ', the two illumination bodies are preferably switched on by the illumination switch 835 to increase the intensity of the original illumination. To save, for example, off-peak operation, preferably the original lighting fixture 182 is turned off. For further savings, one of the LED sections is switched off in the additional second light fixture 182 'if it is equipped, or the LEDs are dimming. Optionally, only one illuminator 182 is preferably provided with LED or dimmer sections.

FIG. 8 shows a block diagram of a dimmer 164 for one or more lighting fixtures 182 preferably located on different street lighting columns 166 connected by another cable 179 leading from power section 169 to at least one illumination element 182. Electricity is fed through connection cable J67 to the power section 169, and preferably switched on by the switching module 800. Control of the leakage energy is effected by the dimmer module 11, preferably consisting of a voltage converter 815 or energy preferably operating on a pulse principle. The modules are controlled by the dimmer control unit 170 through which the switching on and off of the illumination devices 182 by the daylight sensor 180 or the timer 171 and dimming by the illumination sensor 181 of the road and pavement illumination 181, as well as switching to a lower illumination by the programmable timer 171 e.g. night at low traffic. The dimmer control unit 170 is programmable and / or controllable from control unit 183 connectable to connector 172 via cable 22. It is also programmable and controllable from a remote controller adapted to transmit data and via coding module 814 in a remote control unit, preferably located in the surveillance console. 352. using a wireless medium propagated over the connection cable 167 connected by the media link 803 to the communication module 229. The dimmer 164 is integrally integratable with the lighting fixtures 182 or mounted externally. In one alternative, the wireless medium for controlling the dimmer 164 is preferably guided by the connection cable 167 and implemented by an audio or supersonic or high frequency signal generated in the signal transmitter 816 preferably encoded in the coding module. The signal transmitter 816 is preferably coupled to the power connection cable 167 by a signal connection 818 and the signal connection 818 to the signal receiver module 819 and the decoder 820 in the communication module connected to the dimmer control unit 70/70.

Figure 1 shows the dimmer 164 integrated into the lighting fixtures 182.

FIG. 9 shows the shutters 811 preferably formed by the shielding fins 462.

Figure 1 shows the shutters 811 with two shielding lamellas 462 fixed and two adjustable shielding lamellae 462 'on the hinge 265.

Figure 2 shows the apertures 811 with adjustable shutters 462 'with cover corners 823 fixed in the corners to the adjustable shielding fins 462'.

FIG. 10 illustrates a pedestrian illuminator 191 at a steady light transition, preferably white for pedestrians, at a transition that is preferably engaged for the duration of activation by the actuator 51, preferably formed by a pushbutton 174, preferably or preferably blinking; advantageously, it switches to different colors, preferably from white to red or is colored in adjustable intervals. Preferably, it is fed from the solar power source 808. Thus, it has a relatively low power input, less than the transition illumination 182 and is preferably a high efficiency LED. It is located near the pedestrian 26, substantially lower than the illuminator 182 with the narrow light cone of the focused lens and / or the shielding fins 462 fixed to the pedestrian 26 at the transition, upstream of the actuator member 51 preferably formed by the pushbutton 174. Solar power control unit 806 control charging module 836 detects if the battery 807 contained therein is discharged below an adjustable value. In that case, the solar power control unit 806 will disconnect the pedestrian illumination 191 at the transition so that the accumulator 807 is not fully discharged and may preferably supply power to the signaling device 152 at the point to be crossed if the pedestrian illumination 191 does not have a separate source . Alternatively, the solar power control unit 806 will switch the pedestrian illumination mode 191 to a flicker transition, with the accumulator 802 increasingly increasingly gaps, until it is turned off or the power is preferably reduced by the dimmer 164. that it has prematurely released the J74 button before an adjustable interval, for example, within three seconds, to hold it pressed, and is preferably prompted by the instruction in the instruction manual 629. preferably backlit and flashing and / or indicator 810 early warning release. A pedestrian is encouraged to sign instructions 629 to activate the actuator 51 preferably by holding the button 174 pressed until the vehicles stop. This ensures a safe transition, since, for example, if the button is held down, it cannot be at the same time. For example, in order to motivate a pedestrian to push a button, at least one of the following units which it sees is illuminated for activation by the driver, namely the illuminator 191, the upstream information member 50, the transition illumination 182. These units turn off, by turning off the units deactivated by deactivating the actuator 50 and 50 ", the pedestrian is motivated to activate them until the vehicles are stopped as they see the activation of these units as a result of activating the actuator. Regardless of the deactivation of the actuator member 51, the transition illuminator 182 preferably remains illuminated, and the actuator 50 remains activated for an adjustable pedestrian presumption time at the indicated transition 220 or pedestrian detection time at the indicated pedestrian crossing 220 at pedestrian detection 222. The activation of this illumination member 182 and the actuator member 50 is preferably initiated by activating the actuator member 51.

FIG. 11 and its detail 1 illustrate a signaling device 152 at a crossing point adapted to be activated by pedestrian detection at a location to be crossed 623 preferably formed by a marked transition 220. wherein the pedestrian detection sensor combination 221 at the crossing point and the barrier sensor 825 activates the signaling device 152 only for pedestrians coming to the crossing or using button 174 instead of sensor 825. The bolt detection zone 824, or formed by the latch rails 828, detects a pedestrian arriving in the direction of the pedestrian direction arrow 827 and preferably activates the pedestrian detection sensor 221 at a point to pass with the transition zone 829 at the transition for an adjustable period of time. In the event that in this time the pedestrian enters the transition zone 829 at the transition, the pedestrian detection sensor 221 at the crossing point is further activated for the pedestrian detection time in this detection zone 829 at the transition extended by the adjustable time period of the necessary time to travel transition. Alternatively, instead of this adjustable transition period, a pedestrian detection sensor 222 is used at the pedestrian crossing detection transition at the transition zone 830. This sensor 222 is activated by exiting the pedestrian-activated detection zone 829 at the transition detected by the pedestrian detection sensor 221 at the crossing point that activates the sensor 222 at that time by the signaling device control unit 153, the control signaling device 152 at the location to be moved in particular by sensors and buttons. For an adjustable period of time necessary to pass from the detection zone 829 at the transition to the detection zone 830 at the transition, the pedestrian sensor 221 will preferably remain activated and for this activation time it will further activate the signaling device 152. After this time to pass, the sensor 221 deactivated and the activation of the signaling device 152 the pedestrian sensor 222 takes over the transition when activated, for the time of pedestrian detection at the transition over which the sensor 222 remains activated. If sensors 221, 222 for detection zones 829, 830 are not activated, as described above, the presence of pedestrians in these zones is not detected. That is, the pedestrian crossing from the road to the transition zone 829 is not detected by the inactivated sensor 221 since it has not passed the detection zone 824 and the signaling device 152 is not activated at the point to be crossed. An activated sensor 221 for pedestrian detection in the transition detection zone 829 activates the signaling device 152, preferably for signaling information to the driver, by the " pedestrian at transition 44 " In an alternative embodiment, the signaling device 152 for signaling to the pedestrian at transition 44 is activated by the pedestrian detection sensor 222 at the transition, for pedestrian detection at the transition when activated by sensor 221. In another alternative, a pedestrian-actuated actuator 51 is used instead of the barrier sensor 825 preferably the button 174, thereby activating the pedestrian detection sensor 221 at the point to be crossed. Furthermore, the waveform is the same as when using barrier sensor 825. The bolt sensor 825 preferably comprises a lens sensor 842 with a lens and preferably a latched shutter for the narrow zone 826 of the detection zone or bar bars 828. The pedestrian detection sensor 221 is preferably an ultrasonic, preferably multiple, ultrasonic sensor having a range of 1 to 4 (841-844) configured to achieve the desired transition zone or movement or combined detection zone 829. Preferably, the sensor 221 is complemented by a motion sensor, preferably dual combined with a radar sensor that detects pedestrians in motion while ultrasonic sensors 845 detect pedestrians standing at the transition. The pedestrian detection sensor 222 is preferably movable with a wide detection angle to cover the detection zone 830 at the transition, wherein preferably zone 830 is detected by sensors 222 from both sides of the road. The example sensor combination 221 842 or button 174 minimizes the false activation of the signaling device 152 at the point to be crossed, in particular by passing the activation zone 829 at the pedestrian crossing coming from the other side of the crossing or passing pedestrians passing the crossing or passing vehicles. Preferably, the sensor 221 and the pushbutton 174 are connected in parallel, with the pedestrian being preferably encouraged by the button 629 of the push button 174. This is safer, since it is preferably encouraged to hold it until the vehicles stop. In case it does not use button 174, it is protected by signaling device J52 by activated sensor 221, preferably combined with sensor 825 to eliminate false signaling. The sensor 221 also provides signaling if the pedestrian pushes the button but does not hold until the vehicles stop, and this protection is for the time of pedestrian detection in the detection zone 829 at the transition extended by an adjustable time or extended by the detection of the sensor 222. Alternatively, the sensor 221 a / or the sensor 222 is supplemented or replaced by cameras 846 adapted to detect a pedestrian at or at a location 623 to be crossed.

FIG. 12 and its detail I illustrate a signaling device J52 at a point to be crossed adapted for signaling to pedestrians such that the moving cars are detected by the radar unit 741 and / or vehicle registration sensors 838 by the radar. When these vehicles are in motion, the signaling device 152 at the point to be crossed signals with a sign 629 with instructions 84Z, for example, "Caution vehicle in motion, preferably no backlighted or highlighted indicator light 848 and / or signal light 837 for pedestrians. preferably above the sign 629 with a guide or pedestrian information member 50a, preferably located on the opposite walkway, preferably formed by pedestrian signaling 840, for example, "Do not cross, vehicles in motion44 or symbols such as pedestrians in red with preferably striking or signaling light 849 pedestrian warning, preferably orange or forbidding, preferably red. When activating actuator 5! the button 174, which the pedestrian holds until the vehicles stop, if the pedestrian releases the button prematurely when the vehicles are detected in motion, a sign 839 prompting the button to be held down until the vehicles stop is preferably displayed on the instructions 629. As soon as the vehicle detection in motion stops, all of the motion signals associated with the vehicles are terminated. The M6 camera takes a picture when the J74 button has been pressed by the pedestrian or sensor 22! pedestrian detection at the crossing point has detected pedestrians at the transition for longer than an adjustable time allowing vehicles to stop, that is, the signaling device 152 has been activated for this time, and at the same time the speed display device 158 or the vehicle registration sensor 838 has detected a vehicle in the transition area in motion. The camera 846 preferably senses the display of the vehicle speed display device 158, pedestrian at the transition, where the vehicle speed is measured by an external or internal radar unit 741. further senses the activated information member 50 of the signaling device 152 at the location to be traversed and registers its activation time, data to this camera, preferably along with the speed of the vehicle, forwarded and further senses the license plate vehicle. The camera preferably takes a picture with said data even when the vehicle speed is exceeded, even if the signaling device 152 has not been activated. Preferably, the data and data are processed in a camera and / or signaling device controller 153, for data necessary to provide the driver with a penalty, data, or a portion of the data visually based on the image taken by the camera 846 and / or data to the camera 846 and / or the control unit 153 of the signaling device 152 forwarded and stored therein.

Detail 2 Fig. 12 shows a vehicle speed display device 158 coupled to an external or internal radar unit 744 such that the vehicle speed measured by it is preferably displayed on this speed display device 158. Preferably, the camera 226 external or internal, built in the speed display device 158, senses vehicles exceeding the permitted speed. The imaging device controller 856 processes the vehicle speed data such as the speed at the time of acquisition, the vehicle license plate, the frame time, and more, and forwards them wirelessly to the surveillance console 352 or stores the removable storage medium. At the surveillance desk, the data is preferably processed for a document allowing the driver to fine. Alternatively, for registration purposes, the vehicle registration number is not processed from the acquired image in the control unit 153 but visually in the surveillance console 352.

FIG. 13 illustrates an information panel 50 consisting of the inscription 87 and the symbols 853-capable of independent activation. While the inscription 87 is understandable only to drivers speaking the appropriate language, the symbols 853 are international. The symbols are preferably adapted to represent pedestrians at the transition, where they are displayed statically, for example, as a pedestrian and pedestrian crossing, dynamically, for example, simulating walking. By combining the symbols 853 and the inscription 87, pedestrians intending to use the transition or to crossover and thus the safety of the transition will be more strongly emphasized. By being internationally understandable (853), the inscriptions (87) are adaptable to alternate display in different languages, while symbols display the current transition state. The inscriptions 87 are adaptable for two-state signaling, preferably the first state of the unoccupied transition is represented, for example, by the word: "CAREFULLY TRANSFER" and the second state of the occupied transition by the word "CAUTION CORRIDOR". In a three-state view, the first state is the same, and the second state is represented by, for example, the "TRANSITION44 CORRIDOR" and the third state "TRANSITIONAL RIDERS44".

INDUSTRIAL APPLICABILITY The present invention provides an increased level of safety and health for pedestrians as road users. A large number of individual components needed to be industrially manufactured would be needed to fit all existing and future emerging transitions, whether complete signaling paths for safe road crossing or some simplified version. There is a real assumption of a great interest of municipalities and cities in such equipment.

Claims (8)

Claims 1. An intelligent crossing path, characterized in that the camera (226) with the radar unit (741) is adapted to take a picture of a vehicle passing through a pedestrian crossing without giving priority to a pedestrian stopping when a pedestrian has signaled his intention to cross the road after passing to an adjustable the minimum time on the signaling device (152), wherein the camera (226) is adaptable to transmit this image to the surveillance console (352) and is further adaptable to be confused with a dummy. 2. An intelligent transition path, characterized in that the signaling device (152) is provided with an upstream information member (50) and / or an indicator (177) that is visible to the signaling pedestrian and is activated upon activation by the actuator (51). together with the information member (50) signaling the arriving vehicles (700) and being deactivated when the activation member is deactivated, while the actuator (51) is adaptable for persistent signaling for a minimum time necessary for the pedestrian to cross the road. 3. An Intelligent Transition Route, characterized in that the camera (226) with the radar unit (741) is adapted to take pictures of the incoming vehicles (700) exceeding the speed displayed on the traffic sign (155), which is adapted to vary and forward the information. camera (226) using a data link. 4. An intelligent transition path, characterized in that the radar unit (741), by means of a display device (158), displays the speed of an approaching vehicle (700) and, in the case of a speeding given by a forward road sign, the camera (226) takes a picture of the vehicle, with a camera adapted to transmit the image together with the offense data to the surveillance console (352) and is further adaptable to a camera dummy and is located in or behind a speed display device (158), along with the radar unit (741) or melting disposed in a display device (158), wherein the camera (226), the radar unit (741) and the display device (158) are data-linked together and, if separately, by a link (154) local, wherein the display device (158) is removable or mountable by a removable and camera (226) s the radar unit (741) works without it without displaying it. 5. An Intelligent Transition Route, which comprises optionally selected units to provide a safe pedestrian crossing where one of the optional units is a camera (226) taking pictures of a vehicle that has not preferred a pedestrian or that has not complied with a prescribed maximum speed given by the decree or other. an optional unit, namely a road sign (155) adapted to varying the prescribed maximum speed, wherein the speed of the moving vehicle is displayed on another optional speed display device (158) and another optional transition illumination unit operable only for the duration of the signaling activation the device (152) and further adapted to be switched on and off via dimmers, the additional selectable unit being the signaling device (152) advanced signaling members, locatable on the traffic sign (155) maximum allowed speed and other optional unit is a street lighting (160) used to trace the transition to increased intensity and / or natural light spectrum emphasizing pedestrian and vehicle, and further opatřitelným dimmer to decrease the light intensity during off-peak energy saving. 6. An intelligent transition path comprising a dimmer illumination, wherein the street illumination of the light bodies is provided with dimmers for dimming the light and / or control units for turning the device off and on from the supervisory console (352) automatically or manually and / or from the dimmer control unit automatically from the reprogrammed timer and / or the daylight sensors to switch off and on the street light and / or the road and pavement illumination sensors (185) to control the increasing intensity, dimming or diminishing light dawn bodies to achieve selectable constant road and pavement illumination, wherein the illumination bodies are switchable from higher intensity to lower to save after peak operating hours, and vice versa, from lower intensity to higher for early morning operation. 7. An intelligent transition path, characterized in that the street lighting illuminators (194) increase or decrease the illumination intensity by switching on or off the individual illumination bodies (194) located on one column (166), wherein the new column (166) is capable of boom ( 187) for mounting lighting fixtures (194) or for existing pillars (166) are adaptable by means of a splitter (195) for two or more light fixtures (194) mountable on arm (187) for one lighting fixture (194), being-1 the lighting fixtures adapted to vary the illumination intensity of the dimmer (164) are alternatively provided for combining a change in light intensity by switching on the individual lighting fixtures (194) and the dimmer, wherein the street lighting columns (166) are adaptable to increase the number of existing lighting fixtures ( 262) street illumination using illuminators (194) positioned on the mast arm (261) or street light post (166). 8. An intelligent transition path, characterized in that the transition illumination (182) is adapted to a defined beam of light (471) of the transition illumination so that each of these bodies is only illuminated on the illuminated road section (198) by one light of the crossing point (623). the transition through, covering all of its width by means of a light cone means 471 formed by lenses (193) and / or shielding lamellae (462), wherein the location (623) is equipped with a pedestrian lighting body (191) activated by the actuator (51) ) with a moldable button (174) or sensor (221).