EP0945840B1 - Système de surveillance de la réglementation routière - Google Patents

Système de surveillance de la réglementation routière Download PDF

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Publication number
EP0945840B1
EP0945840B1 EP99105878A EP99105878A EP0945840B1 EP 0945840 B1 EP0945840 B1 EP 0945840B1 EP 99105878 A EP99105878 A EP 99105878A EP 99105878 A EP99105878 A EP 99105878A EP 0945840 B1 EP0945840 B1 EP 0945840B1
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EP
European Patent Office
Prior art keywords
detection units
time
enforcement
vehicle
identifying indicia
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Revoked
Application number
EP99105878A
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German (de)
English (en)
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EP0945840A2 (fr
EP0945840A3 (fr
Inventor
John B. Moetteli
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Pips Technology Ltd
Jenoptik UK Ltd
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Individual
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Priority claimed from US09/047,272 external-priority patent/US6121898A/en
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Publication of EP0945840A2 publication Critical patent/EP0945840A2/fr
Publication of EP0945840A3 publication Critical patent/EP0945840A3/fr
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/017—Detecting movement of traffic to be counted or controlled identifying vehicles
    • G08G1/0175—Detecting movement of traffic to be counted or controlled identifying vehicles by photographing vehicles, e.g. when violating traffic rules
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/052—Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed

Definitions

  • This invention relates to traffic enforcement devices for use in enforcing traffic ordinances. More specifically, this invention relates to remotely operated enforcement systems having velocity determining and recording means.
  • the step of pursuing and detaining traffic ordinance violators can be dangerous to the police officer and the public at large. For example, an irate driver threatens the officer, the driver makes an effort to evade the officer, initiating a high speed chase, or the driver pulls over in an unsafe area on the highway, thus subjecting others to an unnecessary danger of collision.
  • Traffic enforcement devices which provide a means for enforcement of the traffic ordinances without the direct involvement of a police officer or a patrol vehicle, have been in use for some time in Europe and in other regions of the world.
  • U.S. Pat. Nos. 4,866,438 and 5,066,950 describe remotely located devices which include a radar device and means of automatically triggering a high resolution photographic camera when a vehicle passes within its field of detection. These systems require matching of the license plate number read from a photograph taken by the camera with a number in a database of registered vehicles in the state, region or nation. Upon identification, a traffic citation is issued and mailed to the registered owner of the vehicle in a non-confrontational manner without utilizing a patrol vehicle or a police officer's time.
  • U.S. Patent No. 5,809,161 to Auty et al describes a system which acquires image data over a digital telecommunications network 45 to a central image processing system 42 which can extract vehicle data, such as license plate details, and obtain information on vehicle travel between nodes. Further, methods of comparing images are disclosed which enable vehicles to be compared and identified by means other than just their license plate number. However, Auty does not disclose a means of ensuring that persons who have not violated the traffic ordinances will not be able to be tracked in violation of their rights of privacy.
  • the system may include more that two enforcement units which cooperate with each other and the central computer to identify a vehicle whose average velocity is calculated across paths between at least three enforcement units. This permits the capture of at least two images of the vehicle for evidentiary purposes.
  • a signal is sent to the enforcement unit which was last in time to send the matching license plate number.
  • the signal causes the enforcement unit to capture and store evidentiary data (e.g., an image) of the vehicle having the matching license plate number for enforcement purposes.
  • An advantage achieved with the present invention is that a system is provided which enables effective, low cost enforcement of traffic ordinances without requiring that a police officer and patrol vehicle pursue and detain suspected traffic ordinance violators.
  • Another advantage of the present invention is that vehicles associated with wanted persons may be identified and the police department may be subsequently notified.
  • Another advantage of the present invention is that enforcement units need only be placed on the outskirts of opposite ends of a city, thus only measuring the speed, and potentially ticketing those vehicles whose drivers use the city's roads, but do not pay city taxes. This permits a more politically acceptable application of the system for enforcement purposes.
  • decoy units may be randomly replaced with enforcement units and vice versa, thus permitting the system to provide a deterrent effect while simplifying the system by substituting simply constructed decoy units for more complicated enforcement units.
  • the traffic law enforcement system 18 includes at least two enforcement units 20 , optional decoy units 22 (shown in Fig. 3 ), and a receiving interface 24 onto which either the enforcement unit or any decoy unit 22 may be engaged.
  • identifying indicia 82 is placed on a visible portion of an automobile 80 , such indicia including a conventional license plate number, inspection sticker, registration sticker, or alphanumeric symbols placed on the surface of the automobile in which the characters are large enough to be read by a Number Plate Recognition device (described in more detail below).
  • the vehicle speed determination and evidence capturing capability of the traffic law enforcement system 18 combined with the fact that motor vehicles 80 for use on freeways 90 have identifying license plates 92 with alphanumeric symbols of a size sufficient to be captured in a legible form, enables remote enforcement of the speed limits by ticketing, gathering statistics for use in enforcement planning, or sending warning notices to the registered owner of any vehicle found to have exceeded the posted speed limits.
  • the enforcement unit 20 includes a mating interface 36 , shown in dashed lines, a housing 100 and a multi-functional license Number Plate Recognition device ("NRD") 30' .
  • the receiving interface 24a includes a mounting portion 32 and an interface end 34 which releasably engages with the mating interface 36 on the enforcement units 20 or the decoy unit 22 .
  • the mounting portion 32 is specially fabricated to interface with and securely mount to a structure 40 , adjacent to or above a highway or street, using a locking device 45 to prevent tampering.
  • the receiving interface 24a and an alternate interface 24b enable secure, precise and repeatable attachment of an enforcement unit 20 or decoy unit 22 to various types of structures, such as a concrete railing, a sidewall of an overpass, or a dedicated support structure.
  • a power and/or communications junction box 45 , and corresponding cable conduit 47 attach to the structure 40 .
  • a power and/or communications cable 49 connects to the junction box 45 .
  • the receiving interface 24a and the mating interface 36 enable routine relocation of the enforcement unit 20 to other geographic locations, and/or the substitution of a simply constructed decoy unit 22 in the place of the enforcement unit, thus increasing the difficulty of a driver discriminating between active enforcement units and decoy units, decreasing the number of relatively complicated active enforcement units required in the system (by substituting most of them for simply constructed decoy units), and, consequently, decreasing the complexity and cost of the entire system 18 .
  • the receiving interface 24a or 24b includes a mounting frame 42 which is permanently affixed to the structure 40 using conventional fastening devices, such as bolts 44 .
  • the mounting portion 32 has the form of a hanger having a clamping end 46 which affixes to a highway structure 40 , and an interface end 34 which releasably engages with either the enforcement 20 or decoy unit 22 .
  • the housing 100 of the enforcement unit 20 further includes a panoramic portal 154 extending through an arc on the housing, the arc being of an angular magnitude sufficient to enable the retargeting of the video camera 26 within a range of angular increments which permit easy adjustment of the targeting of the camera.
  • an enforcement unit 20 is dedicated to each lane of the highway or street in order to minimize the possibility of a driver avoiding the enforcement unit.
  • three enforcement units 20 are positioned over each lane. Such an arrangement further reduces the processing burden on each enforcement unit 20 .
  • the wiper device 156 optionally mounts above the portal 154 .
  • the wiper device 156 includes a moisture or water-activated sensor 160 which causes the wiper to wipe moisture from the portal 154 at predetermined intervals when moisture is detected.
  • the housing 100 further includes handles 162 mounted on the housing to facilitate the process of substituting enforcement units 20 for decoy units 22 and vice versa.
  • built-in blowers 164 and a heater 166 together with a thermostat and circuit 170 may be provided to avoid temperature extremes beyond the operational limits of the enforcement unit 20 .
  • a receiving dish 50 and a transmitting device 52 are affixed to the mounting frame 42 of the receiving interface 24a via a stanchion 54 and a mounting gimbal assembly 56 , and are undisturbed when the enforcement unit 20 or the decoy unit 22 is removed from the receiving interface 24a .
  • This permits one-time targeting of the receiver 50 and the transmitter 52 to its associated line-of-sight cell, hub or router 60 .
  • the subsequent interchange of enforcement units 20 does not disturb the targeting of the receiver 50 or the transmitter 52 .
  • the camera 26 is operably connected to the NRD 30' .
  • the camera 26 and NRD 30' are enclosed within a housing 100 .
  • the NRD 30' includes a video capture device ("VCD”) 302 connected to a computing device (essentially a PC) which includes RAM memory 122 for image processing, a hard disk (“HD") 124 for image and data storage including storage of pattern recognition software 260 (alternately, an EPROM 260' programmed with the pattern recognition software may substitute for the hard disk), a CPU 127 , and a network device 121 .
  • the network device 121 e.g., an RS232 serial port and dedicated data line, a modem, ethernet, radio or other wireless network device) capable of data transmission and reception, connects to the NRD 30' to permit near real-time transmission of signals to and from a central computer 350 (shown in Fig.
  • An NRD 30' suitable for this application, is available from such companies as Monitron International of Worcestershire, England. Under ideal conditions, the Monitron NRD 30' is able to reliably identify license plates on vehicles traveling from 0 to 100 or more mph at a distance of 60 or more meters. Further, the Monitron NRD 30' can handle traffic flow rates in excess of 100 vehicles per minute and can identify a license plate in less than one half second. However, performance of an NRD 30' can be easily tailored to the needs of the application through the appropriate selection of the individual components to make a custom NRD.
  • Enforcement units 20 and, optionally, decoy units 22 are placed in strategic locations along traffic flow routes, typically within a metropolitan area 600 (shown in Fig. 6 ).
  • the enforcement units 20 are connected via network lines 68 to a network device 254 .
  • the network device 254 connects to the central computer 350 at the command station 220 .
  • the enforcement units 20 transmit data in a data stream including license plate number data, time of transmission, and a location code in which the related data is separated by separators and unrelated data is separated by start bits.
  • the central computer 350 within the command station 220 is an IBM compatible computer having at least a "PENTIUM II” 233, or better, 32 MB of RAM memory, and a hard disk with 4 GB of available storage. Also, the central computer 350 is loaded with "WINDOWS” 3.11 or better ("WINDOWS 95" OR “WINDOWS NT” can be used), a specially modified version of the above or suitable substitute (such as a "UNIX DERIVED” operating system).
  • any images captured by the VCD 302 which were stored during the course of a day are transmitted across the communications path 68 between the command station 220 and the enforcement unit 20 at an appropriate time, such as during a period of low use or low noise (e.g., in the nighttime hours).
  • the capacity of the HD 124 can be maximized and the data transmission rate improved using JPEG image compression, for example.
  • the communications path 68 is a telephone line, then the image may be transmitted via modem to the central computer 350 , the central computer using the corresponding network device 254 to answer and communicate with the computer device at the enforcement unit 20 .
  • the communications path described in the embodiments above may be comprised of any of a number of different paths, including UHF/VHF, microwave, cable, network line, telephone line, optical fiber, cellular wireless, ethernet, line-of-sight wireless, satellite, a laser link, or powerlines.
  • closed-circuit communications cable e.g., a fiber-optic computer networking cable
  • simpler equipment can be used.
  • the infrared illuminator 140 provides powerful infrared lighting that is invisible to the human eye, yet visible to the video camera, thus enabling the capturing of infrared images of a moving vehicle at night or day without startling or disturbing the driver.
  • the illuminator 140 is mounted to the housing, and includes a built-in photocell which automatically turns the illuminator on at night and off at dawn. Built-in blowers are also provided to keep the illuminator cool.
  • a suitable illuminator, in wide-angle and narrow angle versions is, part no.
  • HAS-7698A, and HAS-7698B are available from Home Automation Systems (URL: http://www.techmall.com/smarthome/7690.html) or the P345 IR Illuminator Module from Pearpoint Inc. of Thousand Palms, California.
  • the camera 26 may have an infrared filter.
  • the traffic law enforcement system 18 executes four steps.
  • a first step 500 the method gathers license plate number data and transmits such data to the central computer 350 .
  • the enforcement units 20 read license plate numbers from passing vehicles 80 at two or more locations and transmit the license plate numbers to the central computer 350 .
  • the central computer 350 associates a time of the transmission from the enforcement units 20 to the central computer and a location of the source of the license plate number in a manner which enables the central computer to recognize when a license plate number is received which matches another license plate number received earlier in time and within a predetermined maximum time period. For example, periodically scanning data stored in a memory device 122 or 124 (shown in Fig. 4a ) and comparing license plate numbers between the scanned data reveals any matches between license plate numbers in the scanned data. Alternatively, images taken of the entire vehicle and stored in a data base for a short period of time can be compared with other images taken later in time, and the match can be determined by recognizing a match between the scanned images.
  • the license plate number can then be extracted from one or both of these scanned images.
  • the central computer 350 then accesses a data lookup table 700 (shown in Fig. 7 ).
  • the table 700 includes i) in column 5 , an estimation of a minimum drivable distance, i.e., a shortest-travel-time-drivable distance between the two locations, for example X1 and X2 , of the enforcement units 20 which sent the matching license plate numbers, and ii) in column 6, an estimation of the maximum average permissible velocity between the two locations.
  • Minimum travel-time driveable distance refers to the distance, whether or not the minimum distance, corresponding to the route which yields the minimum travel time, in column 7, between two units.
  • This estimation is generated, at least indirectly, from speed limit data corresponding to road segments ( 612 , 614 , 616 , 618 and 620 shown in Fig. 6 ) which defined the minimum travel-time drivable distance between the at least two locations X1 and X2 .
  • a third step 540 the central computer 350 calculates the average velocity of the vehicle 80 between the two locations and compares the maximum average permissible velocity with the average velocity of the vehicle 80 .
  • evidentiary information is stored for future retrieval (e.g., an image of the vehicle may optionally be captured for evidentiary purposes).
  • a representative map of a metropolitan area 600 is shown having five enforcement units at locations X1 , X2 , X3 , X4 and X5 placed throughout the area.
  • Known paved surfaces 610 such as highways, representing road segments 612 , 614 , 616 , 618 and 620 between enforcement units 20 , crisscross the metropolitan area 600 .
  • Fig. 7 in which is shown the lookup table 700 , in column 1 of the table is a listing of all possible combinations of any two enforcement units 20 at locations X1 , X2 , X3 , X4 , and X5 .
  • the shortest-travel-time-drivable surface distances (over which a vehicle may travel from one enforcement unit 20 to another in the shortest amount of time) is measured and stored in the table 700 in column 5, in a row corresponding to the combination of the two enforcement units which transmitted the matching license plate numbers.
  • the segment lengths and posted speed limits along each segment 612 , 614 , 616 , 618 and 620 are noted in columns 2-4 for each segment.
  • AMV average maximum permissible velocity
  • the path associated with the shortest travel time between two units 20 is selected.
  • the third entry in Fig. 7 defines the distance between X1 and X4 .
  • the distance between X1 and X4 is the same whether one takes path 616-614-610 or 618-620.
  • the average speed limit is higher along path 616-614-610. Therefore, in this example, and in other situations in which there are alternate paths between two units 20 , the path which permits a driver to pass between the units in the shortest amount of time, when traveling within the posted speed limits over that path, is selected as the path against which a vehicle's actual travel time will be compared.
  • the method of the invention shown in more detail in Fig . 8 , includes the following steps.
  • a first step 800 data is gathered and transmitted to the central computer 350 for analysis.
  • This first step 800 is made up of three substeps.
  • a first substep using known license plate number recognition equipment and techniques (described in more detail above), enforcement units 20 routinely read license plates of passing vehicles 80 , whether or not they are exceeding the posted speed limit.
  • the location, time, and a license plate number of each vehicle 80 is transmitted to the command station 220 and stored in a license number database for a predetermined period of time.
  • the license number database is scanned and all license plate number inputs having an associated time which has been in storage longer than the predetermined period of time are deleted from the license number database.
  • This predetermined period of time which the license plate numbers are held in the database need be only a few minutes (e.g., 10 minutes), due to the fact that only those vehicles 80 which pass quickly through or within a metropolitan area 600 generate an average velocity calculation which exceeds the posted limits between the locations of the enforcement units 20 which sent the matching license plate number data.
  • a subroutine operating on the central computer 350 at the command station 220 reads the input license plate numbers and continuously compares them with other license plate numbers previously received in the license number database.
  • the subroutine when the subroutine reads the same license plate number, the subroutine either proceeds to the next substep or initiates the sending of a signal from the command station 220' to the enforcement unit 20 , the signal causing the capture of evidence (such as an image) related to the vehicle 80 .
  • the time and location data associated with the matching license plate numbers is accessed.
  • a third step 840 the average speed of the vehicle 80 is calculated.
  • the subroutine calculates the time difference Td and accesses data in column 5 of the table 700 on the shortest-travel-time-drivable distance Dt over which a vehicle can travel between the two enforcement units 20 which read the matching license plate numbers in the shortest period of time in order to calculate an average velocity of the vehicle 80 associated with the license plates.
  • This average velocity is subtracted from the average maximum permissible velocity ("AMV”) obtained from column 6 of the table 700 .
  • AMV average maximum permissible velocity
  • a fourth step 860 in the event of a violation of the traffic ordinances, evidentiary data is gathered for statistical purposes or to support subsequent ticketing such as the issuance of a warning notice.
  • This fourth step 860 includes four substeps. In a first substep, if this average velocity exceeds the average velocity of a hypothetical vehicle 80 passing along the paved path between the enforcement units 20 which would allow the hypothetical vehicle to travel between the enforcement units in the shortest period of time, then the command station 220 immediately sends a signal along a communications path 68 to the enforcement unit 20 which sent the most recent signal, instructing the computer device in the enforcement unit to capture the image of the vehicle (if this has not already been done) and to either store the image on the HD 124 of the computing device in the enforcement unit for later retrieval, or to immediately transmit the captured image of the vehicle 80 to the central computer 350 for storage there.
  • the output which would be obtained is used for enforcement purposes, e.g., to support any subsequently issued ticket or warning letter.
  • Such output might contain the following information: time of violation ⁇ license plate number ⁇ speed in excess of AMV ⁇ AMV
  • this information would likely best be provided with an attached video image clearly showing the face of the driver.
  • the image could optionally be captured on the central computer 350 at the command station 220' , were the video image transmitted real time to the central computer, thus eliminating the need of a NRD 30' in each enforcement unit 20 .
  • the image, if captured may be stored on the hard disk (not shown) of the central computer 350 for use in subsequent ticketing, gathering statistics, or to support the sending of a warning notice.
  • Such image may also be stored in the HD 124' of the computer device in the enforcement unit 20 and then, at a more convenient time, transferred via modem, for example, to the command station 220 .
  • the earlier transmitted license plate number and associated data (such as location and time of transmission) are deleted from the license number database and the enforcement unit 20 injects a new signal into the data stream of license plate numbers and associated data being transmitted to the central computer 350 .
  • This new signal is stored in the license number database which includes the license plate number, an associated location and a new time, together with a flag associating the data with the recently stored or captured evidentiary data (such as a captured image).
  • the flag may constitute the file name of the previously captured and stored video image.
  • Such evidentiary data including associated data such as time, location and license number, constitutes the flagged data as referred to hereinafter.
  • a fourth substep when the central computer 350 recognizes another license plate number match with the flagged data, the match resulting from data sent from a third enforcement unit 20 , then the method returns to the third step 840 , and continues as described above.
  • any resulting second set of evidentiary data e.g., an image
  • enforcement authorities now can choose which violation they would prefer to prosecute the registrant of the vehicle 80 fur, depending on the quality of die captured evidentiary data and the excess velocity of the vehicle at the time of capture.
  • Enforcement authorities and the public may prefer enforcement based on the second set of captured evidentiary data (particularly when such data includes images) and calculated average speed because of the better evidentiary quality of being able to associate the captured images at each time and location measuring point. This increases the likelihood that any resulting ticket will be legally enforceable.
  • the license plate data in the license number database is compared with license numbers in a wanted-vehicle database (not shown).
  • the license numbers in the wanted-vehicle database are of vehicles which enforcement authorities have previously identified as vehicles of interest for further investigation.
  • the license number and time and location data are sent to enforcement authorities for further action. It is desirable in such instances that a match trigger an alarm in order to improve the response time of enforcement authorities. Such may be accomplished by using a dial-back on alarm condition feature, available from Monitron International of Worcestershire, England.
  • the measuring of an average velocity between relatively distant points discourages acceleration of a vehicle 80 between enforcement units 20 , and then slowing down when a driver of the vehicle believes he is within their enforcement range.
  • drivers of vehicles 80 are less likely to be able to defeat the traffic law enforcement system 18 of the invention.
  • An advantage achieved with the present invention is that a system is provided which enables effective, low cost enforcement of traffic ordinances without requiring that a police officer and patrol vehicle pursue and detain suspected traffic ordinance violators.
  • Another advantage of the present invention is that vehicles 80 associated with wanted persons may be identified and the enforcement authorities, such as the police department, may be subsequently notified.
  • Another advantage of the present invention is that the time in which the identifying indicia 82 is held in storage need only be a short period. This will enable privacy concerns to be considered while, at the same time, maintaining an effective enforcement system 18 .
  • enforcement units 20 may be placed only on the outskirts of opposite ends of a city, thus only measuring the speed, and potentially ticketing those vehicles which use the city's roads, but do not pay city taxes. This permits a more politically acceptable application of the system 18 because it helps ensure that those who use the city's roads indirectly pay their share of the costs of maintaining such roads.
  • decoy units 22 may be randomly replaced with enforcement units 20 and vice versa, thus permitting the system 18 to provide a deterrent effect while simplifying the system through mixing simply constructed decoy units with more complicated enforcement units.
  • the invention is applicable industrially as a means of reducing the velocity of drivers to safe limits while enabling more effective and safer enforcement of the traffic ordinances (by requiring less police interaction and the dedication of fewer police parts, such as police cars and related enforcement equipment).
  • Such a system should play an important role in permitting municipalities to dedicate police resources to the enforcement of more serious criminal laws, or, alternately, to reduce the municipalities' traffic law enforcement costs.

Claims (10)

  1. Système (18) de détermination et d'enregistrement de vitesse moyenne, destiné à recueillir des preuves d'infraction au code de la route par des véhicules entre des points dans une zone de circulation, le système (18) comprenant :
    au moins trois modules de détection (20) espacés d'une distance donnée à au moins trois emplacements dans la zone de circulation ;
    un ordinateur central (350) qui reçoit des données d'entrée, notamment des inscriptions d'identification (82) de véhicules (80) passant entre deux des au moins trois modules de détection (20), les deux des au moins trois modules de détection (20) et l'ordinateur central (350) coopérant pour calculer une vitesse moyenne d'un véhicule (80) détecté passant entre les deux des au moins trois modules de détection (20) en utilisant les données d'entrée suivantes :
    a) l'emplacement des deux des au moins trois modules de détection (20), et
    b) le temps écoulé entre des transmissions d'inscriptions d'identification (82) correspondantes à l'ordinateur central (350),
    le système étant caractérisé en ce qu'il est déployé à des points d'entrée-sortie d'une zone de circulation urbaine sous la forme d'une boucle d'au moins trois modules de détection autour de la zone urbaine, et en ce que des trajets différents existent entre lesdits deux des au moins trois modules de détection si bien qu'un conducteur peut choisir d'emprunter un des trajets différents pour passer par les deux modules de détection,
    le système étant conçu pour déterminer une infraction, par le véhicule (80) détecté, d'une limite de vitesse moyenne si le temps détecté mis pour parcourir un trajet entre les deux des au moins trois modules de détection est inférieur au temps mis pour parcourir le trajet associé à une distance couvrable en un temps de parcours minimal entre les deux des au moins trois modules de détection (20).
  2. Système selon la revendication 1, comprenant en outre au moins un module fictif (22) et des moyens de fixation permettant de remplacer un module de détection (20) par un module fictif (22) et inversement.
  3. Système selon la revendication 1,
    au moins deux modules de détection (20) lisant des inscriptions d'identification (82) de véhicules (80) de passage à au moins deux des au moins trois emplacements, et transmettant des données comprenant les inscriptions d'identification (82) à l'au moins un ordinateur central (350) ; et
    l'au moins un ordinateur central (350) :
    a) associant un temps de la transmission et les emplacements des modules de détection (20) de telle sorte que, si l'au moins un ordinateur central (350) reconnaît que des inscriptions d'identification (82) reçues par un module de détection (20) correspondant à d'autres inscriptions d'identification (82) reçues plus tôt par un autre module de détection (20), l'au moins un ordinateur central (350) accède à une table de recherche (700), la table de recherche (700) comportant une estimation d'une vitesse autorisée moyenne maximale entre les deux des au moins trois modules de détection (20), l'estimation étant déduite, au moins indirectement, de données de limite de vitesse correspondant à des tronçons routiers qui ont défini la distance couvrable en un temps de parcours minimal entre les au moins deux emplacements ;
    b) calculant la vitesse moyenne du véhicule (80) détecté qui est passé entre les au moins deux emplacements ; et
    c) comparant la vitesse autorisée moyenne maximale à la vitesse moyenne du véhicule (80) détecté aux fins de déterminer si le véhicule (80) détecté a excédé la vitesse autorisée moyenne maximale entre les au moins deux emplacements.
  4. Système selon l'une quelconque des revendications 1 à 3, comprenant en outre au moins un module fictif (22) et des moyens de fixation permettant de remplacer un module de détection (20) par un module fictif (22) et inversement.
  5. Système selon l'une quelconque des revendications 1 à 3, si le véhicule (80) a excédé la vitesse autorisée moyenne maximale entre les au moins deux modules de détection (20), un signal étant envoyé au module de détection (20) qui a envoyé en dernier des inscriptions d'identification (82) correspondantes en vue de déclencher la saisie d'une image du véhicule (80) possédant les inscriptions d'identification (82) correspondantes.
  6. Système selon l'une quelconque des revendications 1 à 5, au moins trois modules de détection (20) coopérant avec l'au moins un ordinateur central (350) pour identifier un véhicule (80) dont la vitesse moyenne est calculée à partir d'au moins trois modules de détection (20), et au moins deux images du véhicule (80) étant enregistrées à des emplacements différents.
  7. Système selon l'une quelconque des revendications 1 à 6 :
    le système mémorisant des inscriptions d'identification (82) et des informations de lieu et de temps dans une base de données centrale ; et
    en cas d'identification d'une première correspondance, le système saisissant et mémorisant une image vidéo et des informations associées, puis réinjectant des données d'inscriptions d'identification (82) dans la base de données centrale conjointement avec un drapeau associé qui pointe sur l'image vidéo saisie de la première correspondance de manière à associer une détection ultérieure à une infraction précédemment détectée possédant les mêmes inscriptions d'identification (82), en permettant ainsi à des fonctionnaires chargés de l'application de la loi d'effectuer facilement une sélection parmi des preuves mémorisées et de choisir les preuves qu'ils peuvent utiliser à l'appui d'une citation pour infraction aux limites de vitesse tout en minimisant les ressources de mémoire exigées du système (18).
  8. Système selon l'une quelconque des revendications 1 à 6, après un intervalle de temps prédéterminé, les inscriptions d'identification (82) étant effacées du système (18) en l'absence d'une correspondance indiquant une infraction, de manière à protéger la confidentialité des conducteurs innocents.
  9. Procédé de calcul de la vitesse moyenne d'un véhicule (80) entre des modules de détection (20), le procédé utilisant le système (18) selon l'une quelconque des revendications 1 à 8, et mettant en oeuvre les étapes consistant à :
    (a) recevoir des données d'entrée, notamment des inscriptions d'identification (82) de véhicules (80) détectés passant par les au moins deux modules de détection (20) ; et
    (b) déterminer une infraction, par un véhicule (80) détecté, à une limite de vitesse moyenne si le temps détecté mis pour parcourir un trajet entre les deux modules de détection est inférieur au temps mis pour parcourir un trajet associé à une distance couvrable en un temps de parcours minimal entre les deux des au moins trois modules de détection (20).
  10. Utilisation du système (18) selon l'une quelconque des revendications 1 à 8 dans l'application du code de la route.
EP99105878A 1998-03-24 1999-03-23 Système de surveillance de la réglementation routière Revoked EP0945840B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US09/047,272 US6121898A (en) 1997-10-28 1998-03-24 Traffic law enforcement system
US47272 1998-03-24

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EP0945840A2 EP0945840A2 (fr) 1999-09-29
EP0945840A3 EP0945840A3 (fr) 2000-09-06
EP0945840B1 true EP0945840B1 (fr) 2009-06-03

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Application Number Title Priority Date Filing Date
EP99105878A Revoked EP0945840B1 (fr) 1998-03-24 1999-03-23 Système de surveillance de la réglementation routière

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EP (1) EP0945840B1 (fr)
AT (1) ATE433175T1 (fr)
DE (1) DE69940936D1 (fr)
ES (1) ES2328095T3 (fr)
NZ (1) NZ332266A (fr)

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DE102005032972B4 (de) * 2005-07-14 2007-05-24 Siemens Ag Verfahren zur Überwachung der Einhaltung einer auf einem Streckenabschnitt vorgegebenen Höchstgeschwindigkeit
GB2448780A (en) * 2007-07-26 2008-10-29 Ranger Services Ltd Method and apparatus for identifying a cloned number plate
BE1017814A3 (nl) * 2007-10-15 2009-08-04 Waumans Bert Inrichting voor het fotograferen en/of filmen van een voertuig en een fotografeerstation dat kan worden gebruikt in zulke inrichting.
FR2936345B1 (fr) * 2008-09-19 2015-01-09 Shaktiware Systeme de suivi de vehicules
RU2488171C1 (ru) * 2011-11-02 2013-07-20 Общество с ограниченной ответственностью "Вокорд СофтЛаб" Способ контроля движения транспортных средств
RU2491647C2 (ru) * 2011-11-02 2013-08-27 Общество с ограниченной ответственностью "Вокорд СофтЛаб" Способ контроля движения транспортных средств
CN104408935A (zh) * 2014-12-09 2015-03-11 深圳市华仁达技术有限公司 一种车辆异常行驶智能分析系统和分析方法
CN104464301A (zh) * 2014-12-11 2015-03-25 重庆市华驰交通科技有限公司 实时在线移动超限执法系统
WO2019043444A1 (fr) * 2017-09-04 2019-03-07 Ebrahimian Ziba Système et procédé de surveillance d'historique de véhicule
CN108765952A (zh) * 2018-06-12 2018-11-06 西安银江智慧城市技术有限公司 一种交通大数据嫌疑车辆缉查布控方法及装置

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Also Published As

Publication number Publication date
EP0945840A2 (fr) 1999-09-29
NZ332266A (en) 2000-12-22
EP0945840A3 (fr) 2000-09-06
ATE433175T1 (de) 2009-06-15
DE69940936D1 (de) 2009-07-16
ES2328095T3 (es) 2009-11-06

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