Classifications

• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/09—Arrangements for giving variable traffic instructions
  • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
  • G08G1/09623—Systems involving the acquisition of information from passive traffic signs by means mounted on the vehicle
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/09—Arrangements for giving variable traffic instructions
  • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
  • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
  • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
  • G08G1/096783—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a roadside individual element
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/16—Anti-collision systems
  • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/16—Anti-collision systems
  • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection

Definitions

• the invention generally relates to guidance and information systems, also called driving assistance systems, of a mobile traveling on an infrastructure, and more particularly, a system using a magnetic field.
• road exits are the cause of many fatal accidents. It is therefore important to always know the position of the vehicle, regardless of environmental or climatic conditions. Moreover, the prevention of road exits can be further increased if information on the infrastructure (signaling, radius of curvature, slope, ...) is provided to the vehicle.
• Many guidance and information delivery systems already exist. Among these, the choice of a magnetic detection system has many advantages. Indeed, the magnetic properties of materials are almost unaffected by external weather conditions such as rain, fog, brightness, etc.
• a magnetism-based mobile-infrastruture communication system is also independent of the environment. external environment such as tunnels, valleys, etc.
• Information systems are already known by magnetic methods using a magnetic marking in the form of permanent magnets. In that case, Magnets are usually only used as positioning reference. Their use for encoding information can only be limited. Indeed, it is fixed and can be changed by replacing a magnet of a certain polarity by another magnet of different polarity. The cost of a modification of the information coded by the permanent elements is then high.
• the magnetic detection system on the vehicle must detect a magnetic field whose attenuation is proportional to the cube of the distance between the permanent magnet and the magnetic sensor.
• a magnetic double and vertical sensor makes it possible to measure in the lower part the magnetic field of the strip as well as the surrounding magnetic field, and in the upper part, in its part farthest from the magnetic strip, only the surrounding magnetic field. The position of the vehicle is then deduced from the difference between these two fields magnetic measured.
• the proposed double sensor does not take into account the variation of the surrounding magnetic field, nor the influence of the metal masses.
• the magnetic tape is only used for guiding the vehicle.
• the object of the present invention is to provide an innovative driving assistance system, including in particular a magnetic marking deposited on or in an infrastructure and composed of magnetizable particles, which is cheap and which allows easy reprogramming of data coded on this band.
• the present invention relates to a driving assistance system for providing a vehicle traveling on an infrastructure with information, and which comprises: a magnetic marking formed on or in the infrastructure and adapted to code information for the vehicle, the information being modifiable, - a detection device comprising a plurality of magnetic sensors on the vehicle for detecting a total magnetic field comprising the magnetic field generated by the magnetic marking and producing signals representative of the total magnetic field, and a processing unit adapted to process the representative signals, and firstly determine a first distance between the vehicle and the magnetic marking, and to decode on the other hand the information encoded on the magnetic marking.
• the magnetic field emitted by the magnetic marking makes it possible to calculate the position of the vehicle and to inform the driver from the coded information, which can change over time, and thus be coded again.
• the magnetic marking is formed by the deposition of a marking composition for road signs to which are added one or more magnetic materials in the form of particles, these particles being capable of a residual magnetization when they are subjected to a magnetic field greater than the fields of coercive magnetic excitation of the particles, and the remanent magnetization of these particles is adapted to code the information intended for the vehicle.
• the magnetic marking uses known road sign techniques. A simple addition of magnetic particles makes it possible to code the information and reprogram it by subjecting the particles to a magnetic field greater than their coercive excitation fields.
• the magnetic materials of the magnetic marker are at least two different varieties each having distinct coercive magnetic excitation fields, in order to code with different levels of safety information intended for the vehicle, the most information important being encoded with magnetic materials presenting the highest coercive magnetic excitation fields.
• the magnetic marker is deposited substantially continuously in the form of a magnetic tape, and the information is coded therein by elementary interval substantially regular in the direction of the length of the magnetic tape, each of the elementary intervals having a field own magnetic multi-directional.
• the magnetic marker is deposited in the form of a discontinuous magnetic strip formed of substantially regular elementary intervals, and the information is coded on each regular elementary interval, each of the elementary intervals having a specific magnetic field.
• each interval corresponds to a portion of the band with a variable magnetization, allowing the coding of several bits of information.
• the pluridirectional magnetic field comprises at least a first component in a direction substantially perpendicular but coplanar with the direction of said band. This first component, in addition to coding information, makes it possible to define a mobile positional reference in the infrastructure.
• the present invention also relates to a system for assisting the driving of a vehicle on a road infrastructure, in which the plurality of magnetic sensors comprises at least three magnetic sensors, the processing unit being also adapted to eliminate the surrounding magnetic field. of the total magnetic field from the signals representative of the magnetic sensors.
• the driver assistance system can take into account the surrounding noise in order to obtain the position of the vehicle in the infrastructure with increased precision.
• the driver assistance system may comprise at least a fourth magnetic sensor, the processing unit being also adapted to take into account the biases due to variations in the surrounding magnetic field, in particular because of the distribution of the metallic masses, from the signals representative of the magnetic sensors.
• the magnetic sensors are aligned on a first axis substantially perpendicular to the axis of the vehicle, and at least one additional magnetic sensor is available and positioned on a second axis separate from the first axis so that the processing determines a second distance between the vehicle and the magnetic tape, the processing unit determines from the first and second distances the orientation of the vehicle relative to its direction of movement on the infrastructure.
• the invention also relates to a detection device for the preceding driving assistance system, comprising a plurality of magnetic sensors for being on board a vehicle for detecting a total magnetic field comprising the magnetic field generated by a magnetic marking formed on or in an infrastructure, and producing signals representative of the total magnetic field, and a processing unit adapted to process the representative signals, and determining a first distance between the vehicle and the magnetic marker, the plurality of magnetic sensors comprising at least three magnetic sensors, and the processing unit also being adapted to eliminate the surrounding magnetic field from the total magnetic field from said representative signals.
• the plurality of magnetic sensors comprises a fourth magnetic sensor
• the processing unit is also adapted to take into account the biases due to variations in the surrounding magnetic field, in particular because of the distribution of the metallic masses, from the signals representative of the magnetic sensors.
• the processing unit is also adapted to decode the information encoded on the magnetic marking.
• the invention also relates to an infrastructure for the preceding driving assistance system, comprising a magnetic marking formed on or in the infrastructure, and adapted to encode information intended for a vehicle traveling on this infrastructure, the magnetic marking being formed by the deposition of a marking composition intended for the road signs to which one or more magnetic materials in the form of particles are added, the particles being capable of remanent magnetization when they are subjected to a magnetic field greater than the coercive magnetic excitation fields of these particles, and the residual magnetization magnetic marking is adapted to encode the information intended for said vehicle.
• the magnetic materials of the magnetic marker are at least two different varieties each having separate coercive magnetic excitation fields, in order to code with different levels of safety the information intended for the vehicle, the most important information being encoded with the magnetic materials having the highest coercive magnetic excitation fields.
• the invention also relates to a vehicle capable of running on such an infrastructure, and equipped with the preceding detection device, this device making it possible to determine at least a first distance between the vehicle and the magnetic marking, and to decode the information coded on the magnetic marking.
• the invention relates to a method of assisting the driving of a vehicle traveling on an infrastructure comprising a magnetic marking formed on or in the infrastructure and adapted to encode information intended for the vehicle, this vehicle comprising a detection device which comprises a plurality of on-vehicle magnetic sensors for detecting a total magnetic field including the field magnetic field generated by the magnetic marking and producing signals representative of this total magnetic field, and a representative signal processing unit, the method comprising the following steps: a) measuring, by the plurality of magnetic sensors, the total magnetic field, b ) determining, by the processing unit, the information encoded on the magnetic marking from the representative signals, c) determining, by the processing unit, a first distance between the vehicle and the magnetic marker from the signals representative, d) transmitting the coded information and the first distance to an interface module with the driver of the vehicle.
• FIG. 1 shows a block diagram of the driving assistance system according to the invention
• - Figure 2 shows a diagram of a embodiment of the driver assistance system and the detection device comprising magnetic sensors according to the invention
• FIG. 3a shows the difference between the double estimation function of the position of the vehicle with respect to its position
• 3b shows the difference between the function of simple estimation of the position of the vehicle relative to its actual position with respect to the magnetic tape
• FIG. 4 presents a schematic diagram of the calibration system according to the invention
• FIG. 5 shows two data acquisition sequences by the magnetic sensors of the driver assistance system and the detection device according to the invention; invention, in normal mode and in calibration mode, and - Figure 6 shows the magnetization curve typical magnetic ferrites used in the realization of the magnetic tape according to the invention.
• FIG. 1 A schematic diagram of the magnetic marking and the driving assistance system according to the invention are shown in FIG. 1.
• a vehicle 20 travels over an infrastructure represented by the dotted road 10 in FIG. road infrastructure all the traffic lanes of a network used for moving mobiles. It can of course be roads, but also a network on a smaller scale such as traffic lanes on an industrial site, in a building, ...
• a magnetic marking, represented in the form of a magnetic strip continuous 30, is deposited in the middle of the road 10.
• This magnetic strip is formed of a succession of intervals (31, 32) having clean magnetic fields of different characteristics.
• the magnetic marking may also be in the form of a magnetic strip comprising a succession of discontinuous intervals, each having its own magnetic fields of different characteristics. This succession of distinct magnetic fields, as explained later, makes it possible to encode information of variable importance along the marking. magnetic.
• a series of on-board magnetic sensors 33 are placed at the front of the vehicle 20 in order to enable the magnetic fields of the magnetic strip 30 to be read, in order firstly to make it possible to calculate the position of the vehicle 20 with respect to the magnetic strip 30 and therefore to the infrastructure 10 and on the other hand read the information encoded on the magnetic tape 30.
• the magnetic marking is positioned at the center of the track 10 on which the vehicle 20 is traveling.
• FIG. 2 shows a diagram of the embodiment of the detection device used in the driving assistance system according to the invention.
• the device comprises a detection part comprising a support 60 attached to the vehicle (not shown in the diagram).
• the support 60 is preferably in a direction perpendicular to the main axis of the vehicle.
• the main axis of the vehicle also corresponds to its direction of travel.
• the support 60 comprises at least three onboard magnetic sensors 45, and is placed for example under the vehicle, so that the height h between this support 60 and the magnetic marking, here also represented in the form of a magnetic tape 40, is the order of a few tens centimeters. It is preferably of the order of 20 to 30 centimeters in order to allow the reading of a magnetic field of sufficient amplitude, this amplitude varying according to the square of the distance between the magnetic strip and the sensors.
• the magnetic sensors 45 are aligned on the support 60, and are connected to a processing unit 50 ' also included in the detection device.
• This processing unit 50 is adapted to analyze the signals of the magnetic sensors 45, and in particular to determine the distance between the magnetic tape 40 and the vehicle, as well as to read or decode any information coded on the magnetic tape.
• the sensors 45 are preferably aligned on the same line perpendicular to the main axis of the car.
• the magnetic sensors can be accommodated for example in a vehicle bumper located at a height of about 25 cm from the road and therefore also the magnetic tape. They capture a total magnetic field. They must be able to measure very low magnetic fields at high speed (vehicle speed), hence the need to choose sensitive sensors with low noise and fast response time. They must be able to operate with a supply voltage achievable with the voltages available in the vehicle, and have a low consumption level.
• Known magnetic sensors such as hall effect sensors, or magnetoresistive sensors, have such characteristics. Sensors of the current loop type can also be used. Table 1 below gives examples of characteristics of different types of known sensors.
• the sensors may also be directional, i.e., capable of detecting the direction of the magnetic fields when they have non-zero components in directions other than the direction parallel or perpendicular to the magnetic tape.
• the distance determined by the processing unit 50 as well as the decoded information are then transmitted to a module 55 fulfilling several functions, such as, for example, the merging of the data, the use of the decoded information, the transmission of the position of the vehicle to the driver, transmission to the driver information of different levels read on the magnetic tape, .... Warning messages may be provided to attract the attention of the driver on too far distance from the axis of the vehicle with respect to the magnetic tape, or on important information encoded on the magnetic tape (close turn close, slow to predict, ...) as presented in the following presentation.
• the number of sensors is a determining factor for the accuracy of determining the distance between the vehicle and the infrastructure, as well as the decoding of the information recorded on the magnetic tape.
• the choice of two sensors is not sufficient in view of the surrounding noise and the influence of the metal masses present.
• the signals of the magnetic sensors correspond to the measurement of a total magnetic field which include in particular the magnetic fields due to the magnetic tape, to the surrounding magnetic fields (terrestrial magnetic field, ).
• a driving aid system according to the invention, as well as the detection device have at least three magnetic sensors, which makes it possible to take account of the surrounding magnetic field during the processing of the signals of the sensors.
• the number of magnetic sensors is in fact chosen according to the desired accuracy on measuring the distance between the vehicle and the magnetic tape.
• the use of a fourth magnetic sensor also makes it possible to take into account a variation in the surrounding magnetic field due, for example, to the influence of the various metal masses present on the values of the signals of the magnetic sensors.
• the processing unit compares the response of each of the sensors to a standard response, which is close to the theoretical response that these sensors would provide. in the presence of a total magnetic field due in particular to a given magnetization band at a given position and the presence of a surrounding field.
• the parameters of the standard response of the sensors that best fit the measurements are considered the result of the treatment.
• the magnetic marking formed on or in the infrastructure is in the form of a continuous magnetic tape, generating a monodirectional magnetic field, coplanar and perpendicular to the direction of the band.
• the sensors are supposed to be aligned on a support perpendicular to the main axis of the vehicle.
• the magnetic field is then of the form:
• f (xi, d) a + b (xi - d) + ° ( 2 (Xi ⁇ d) 2 " f ⁇ (1) h 2 + (xi - d) 2 with a: constant to take account of the magnetic field environment, in particular the terrestrial magnetic field, b: bias due to variations in the surrounding magnetic field due to, for example, the metal masses present, c: amplitude of the monodirectional magnetic field of the band, this amplitude makes it possible to code the information intended for the The determination of the vehicle thus allows to know coded information in the band thanks to its variation from one elementary interval to the next (as represented in FIG.
• xi positions of the various sensors along the support
• h the vertical height between the magnetic strip and the sensors
• d distance measured horizontally between the center of the set of magnetic sensors and the magnetic tape. It is considered in the method described below that the number of magnetic sensors is 5, that they are equidistant, and the distance d corresponds to the horizontal distance between the central sensor (third sensor) and the magnetic tape.
• Jf ⁇ ⁇ (fxi - Mfxi) 2 (2)
• This function Jf depends notably on d and c. Its minimum makes it possible to obtain the estimate of d and c from the values measured by the magnetic sensors.
• the least squares criterion can also be applied to the gxi and hxi values to eliminate unnecessary parameters for estimating d and c, ie a and b. For a so-called double estimation function, the least squares criterion is applied to the hxi values of the standard response, we obtain:
• the test results show that the estimate of the distance d is better for the double estimation function, with an error of ⁇ 0.2 cm over the measurement range [-60cm, 60cm] between the magnetic strip and the central sensor when the 5 sensors are positioned laterally every 25 cm and 25 cm from the ground and when the measurement noise of each sensor is of the order of 20% of the measurement dynamics.
• the error range becomes ⁇ 5.0 cm for the simple estimation function considering that the variations of the surrounding magnetic field have been neglected.
• the driver assistance system, as well as the detection device may have only four sensors. However, it may be useful to have an additional sensor in case of failure of one of them.
• the driving assistance system may also comprise a calibration system as shown in FIG. 4, which allows both to check the operating state of magnetic sensors and eliminating disparities in sensor responses for a given magnetic field from the signals measured by the sensors. Indeed, the estimate of the position of the vehicle presented above does not take into account the differences in the response of the sensors.
• Figure 4 shows the five magnetic sensors, numbered 61 to 65 and aligned on an axis corresponding to the direction perpendicular to the main axis of the vehicle.
• Two electromagnets 71 and 72 comprising induction coils are placed respectively between the second and third sensors on the one hand, and between the third and fourth sensors on the other hand.
• electromagnets lie in the fact that they can produce magnetic fields on demand, and therefore of determined values. Their measurements by the various sensors allow the elimination by the processing unit of the differences in the response of the sensors.
• the sensors are separated from each other by a distance of the order of the height h of the sensors to the magnetic tape and when only the terrestrial magnetic field is liable to disturb the measurement, another type of estimation algorithm the distance d is possible by using the particularities of the magnetic field produced by the band, in particular the position of the zeros which are at a distance close to the height h on either side of the maximum amplitude of the magnetic field and the slow variation of the field beyond the distance where the zeros are.
• the base level NB is determined by the median of the measurements since there are more sensors far from the magnetic strip than from the sensors near this one.
• the CN sensor having the N level farthest from the median NB that is to say
• the AC sensor adjacent to the CN sensor having the level NA closest to N that is to say
• c (N + NA-2 * NB)
• the use of the simplified algorithm has made it possible to calculate the distance d with a precision of the order of plus or minus lmm over a distance range of between plus and minus 250 mm, in particular during zigzag (oscillation of the vehicle on the part of and other tape) on the magnetic tape.
• FIG. 4 comprising 5 magnetic sensors, only two electromagnets are sufficient using the symmetries of the detection device, since the first electromagnet 71 has an equivalent influence on the one hand on the sensors 62 and 63 and on the other on the sensors 61 and 64, while the second electromagnet the the
• the activation in a first time of the electromagnet 71 makes it possible to correct the sensor 62 and to know the response of the sensor 61 with respect to the sensor 64.
• the activation of the electromagnet 72 allows to correct the sensor 64 and therefore also the sensor 61, using the relationship determined during the first time between these two sensors, and to correct the sensor 65 with the sensor 62 corrected in the first time.
• a defective sensor is detected if its signal does not vary, or not enough, by the activation of one or both electromagnets.
• FIG. 5 shows a data acquisition sequence by the magnetic sensors presented in FIG. 4.
• the data acquisitions are synchronous, that is to say that the five sensors simultaneously measure the magnetic fields.
• the sequence is of a total duration TO, and decomposes in 5 times.
• the first four times are of duration T1, T1 being chosen so that 4T1 ⁇ TO, to provide a fifth processing time and data transfer by the processing unit.
• the first four times are identical, the two electromagnets producing no magnetic field.
• the sensors record the magnetic field from the environment and the magnetic tape deposited on or in the infrastructure.
• the large number of acquisitions data during each of the phases makes it possible to improve the signal-to-noise ratio by allowing the calculation of the average value of the magnetic fields over the measurement intervals.
• the sensors record the field coming on the one hand from the electromagnets, and on the other hand from the environment and the magnetic tape deposited on or in the infrastructure.
• the variation of the signal of the sensors between the first and the second phase makes it possible to determine the response of each of the sensors to the first activated electromagnet and the variation of the signal of the sensors between the third and the fourth phase makes it possible to determine the response of each of the sensors to the second electromagnet activated.
• the calibration of the sensors can be done by the difference of the measured values from one sensor to another.
• the large number of data acquisition during each of the phases makes it possible to improve the signal-to-noise ratio by allowing the average value of the magnetic fields to be calculated over the measurement intervals.
• the measurements of the first and third phase can be directly used to estimate the distance and the information contained in the magnetic tape as for normal mode operation.
• the estimation function doubles, for the perpendicular monodirectional magnetic field of the preceding example, makes it possible to estimate the distance with a precision of 0.2 cm on the beach [-50cm, 50cm], and 0.4cm on the beach [-60cm, 60cm] the sensor being placed at 25cm from the ground and each spaced 25cm.
• the calibration system also makes it possible to continuously check that all the sensors are functioning normally.
• the processing unit may deactivate it and / or no longer take into account the measured fields so as not to to distort the calculation of the distance and / or the reading of the coded information.
• a five sensor system as before allows the driver assistance system, as well as the detection device, to continue to operate, even when one of the sensors is deactivated due to a malfunction.
• a variant of the driver assistance system, as well as the detection device consists in introducing one or more magnetic sensors, aligned on a second support perpendicular to the main axis of the vehicle, but offset with respect to the previous sensors. The additional sensors may for example be aligned with the rear bumper of the vehicle.
• the knowledge of the distance calculated previously associated with the knowledge of the second horizontal distance between the additional sensors and the magnetic strip, makes it possible to access the orientation of the axis of the vehicle relative to to the road.
• This data can be very useful for anti-skid control, for example.
• the position data (distance d) as well as the magnetization data of the magnetic tape (amplitude of the magnetic field c making it possible to encode the information) are then formatted and transmitted to a module. intended in particular for the • provision to the vehicle of exploitable information concerning the position and the coded data.
• the magnetic marking deposited on or in the infrastructure therefore defines a position reference for the vehicle in the infrastructure, and serves on the other hand to support the information.
• the materials used to constitute the magnetic marking are so-called hard magnetic materials.
• the magnetization curve has a hysteresis cycle as shown in FIG. 6, and characterized by the value of the remanent magnetic field Br and that of the coercive magnetic excitation field Hc.
• the magnetization of the hard magnetic materials is obtained by applying to them an external magnetic excitation field. When this magnetic excitation field is no longer applied, the magnetization of the material is then equal to the remanent field Br.
• the value of this field Br must be sufficient to be detected by the sensors of the vehicle.
• the value of the field Br can be changed by applying a different magnetic field, but greater than the value of the coercive field Hc.
• the remanent magnetization Br must be greater than 1000 Gauss so that the magnetic field produced at one meter is properly detected by the current conventional sensors.
• Magnetic materials may be packaged in the form of particles, and more particularly in the form of powders, beads or chips.
• the particles have sizes ranging from a few nanometers to more than one or two millimeters.
• the magnetic coercion field Hc can vary from about 1 to 20000 oersteds and preferably from 5 to 5000 oersteds. Particles with a coercion field of less than 5 oersteds can be too easily demagnetized, whereas particles with an Hc greater than 5000 oersteds require very specific and expensive equipment to be magnetized.
• the hard magnetic materials are of the class of stable magnetic oxides, also known as magnetic ferrite.
• BaFei 2 ⁇ ig barium hexaferrite and strontium hexaferrite Strontium and barium can be replaced by lead.
• Other hard magnetic materials could be used as cubic ferrites, which may be in the form of elongated needles, such as Fe 3 O 4 magnetite or gamma Fe 2 ⁇ 3 gamma ferric oxide. These magnetic ferrites are produced in large quantities and stable when stored outdoors.
• hard magnetic materials are chromium dioxide, as well as metal alloys such as Alnico alloys (aluminum-nickel-cobalt-iron alloy), iron-based alloys, carbon iron, cobalt iron, cobalt-chromium iron, cobalt molybdenum iron, copper nickel iron, aluminum manganese, platinum cobalt, ...
• metal alloys such as Alnico alloys (aluminum-nickel-cobalt-iron alloy), iron-based alloys, carbon iron, cobalt iron, cobalt-chromium iron, cobalt molybdenum iron, copper nickel iron, aluminum manganese, platinum cobalt, ...
• Such packaging allows easy integration into marking compositions of roads and pavements. These compositions, intended for road signs, may be heat-flowable masses, thus deposited in the form of melts. Cold-flowable masses are also known which are applied in the form of polymer solutions prepared, for example, from polymerizable monomers.
• Road markings and road markings generally based on resins dissolved in organic solvents, or water-based polymer dispersions, to which may be added different additives to accelerate the generally slow drying of the base-based paints, are also known. of water. Beside the fluid compositions, it is also known to deposit a preformed strip, resulting from prior manufacture of the strip, and unwound on the road as it is applied.
• the magnetic marking deposited on or in the infrastructure can therefore take different forms.
• These different types of compositions generally contain fillers and pigments. The addition of pigment in the composition is optional if it is desired to limit the visibility of the magnetic marking on the infrastructure, when it is distinct from the signaling strips. We can also consider adding pigments to make it completely invisible to the human eye.
• the hard magnetic materials integrated in such a composition can then be deposited on a infrastructure in the form of a continuous band or not by conventional devices such as projection devices, such as those shown in US6505995 or US4401265.
• the magnetic marking of the infrastructure according to the invention then takes the form of a magnetic tape, continuous or not. In the case of a discontinuous magnetic strip, deposits may be made at regular intervals or not of the marking composition.
• the strip can also be deposited in the infrastructure, by providing a shallow notch for this purpose, then to cover it with another material to fill the notch to hide the paint and ensure a more durable behavior in the time of the magnetic tape.
• This magnetic tape thus deposited can serve as a support for the information by defining successive portions of bands, or elementary interval, with a variable and multidirectional magnetization attributed to each portion.
• the portions or intervals can be touched (continuous strip) or not (discontinuous strip).
• These intervals as in the diagram of Figure 1 (pins 31 and 32) may be regularly distributed in the direction of the length of the magnetic tape.
• the elementary intervals have a length of between one and four times the average height between said magnetic strip and the on-board magnetic sensors, and preferably a length of between one and two times this average height.
• the variations of the magnetic field from one interval to another, whether the tape is continuously deposited or not, may include a simple change of direction in the case of a monodirectional magnetic field, thus making it possible to represent a sequence of states logic "0" and "1" for a binary coding of the information.
• the coding can be more complex if one takes into account the several components of the magnetic field. We can also play on its amplitude.
• the recording of the information, or its modification is done by applying an external field superior to the coercive field so as to leave a remanent magnetization, or to change the already existing magnetization. This operation can be performed by passing a specialized mobile over the band.
• the value of the coercive field Bc of the hard magnetic material used must be sufficient so that the parasitic magnetic fields (earth field, ...) do not modify the coded information.
• the information coded on this band can be of varied nature: - reminders of the signaling of the infrastructure (speed limitation, forbidden direction, %), - topographic data of the infrastructure (slope, radius of curvature of turns, %), - temporary information (works, deviations,
• the mobile capable of modifying information of less importance is a light vehicle, which can circulate on the infrastructure at the same speed as other mobiles.
• Another advantage of a hierarchy of information coding lies in the fact that only a specialized and large vehicle, given the metal masses necessary to create fields above the coercion fields of magnetically very hard materials, can modify information of high importance.
• the messages of strong importance can not be erased.
• the system also finds its interest in self-financing possible from the commercial messages recorded for the users of the vehicles.
• Another advantage of the magnetic marking according to the invention is that in case of local deterioration of the magnetic tape, the detection device will lose only a limited number of information bits.
• the driver assistance system therefore continues to operate in such cases.

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