EP2015257A1 - System for studying the use of parking spaces and real-time management of such parking spaces - Google Patents

Abstract

The system has a remote transmitter/receiver (R) and centralized informatic unit (U) for respectively receiving and processing identifiers, information and parameters from sensors (C) with wireless transmitter/receiver. Identifiers e.g. radio frequency transmitter/receiver tag, are installed in vehicles (V) and authorized on parking places (E). Each identifier comprises authorization information e.g. vehicle serial number, and is associated to a wireless transmission unit. Each sensor receives the information and transmits the information to a centralized transmitter/receiver and the unit.

Description

The present invention relates to a system for studying the use of parking locations and real-time management of such locations.

To regulate and control the parking periods of vehicles on defined parking spaces, it is known to use restricted parking areas. There are mainly limited-time non-paying parking areas, more commonly known as "blue zones" or minute parking, limited-time parking areas, governed by payment terminals commonly known as "parking meters", and parking spaces. specialized vehicles (reserved for disabled people's vehicles, delivery vehicles, taxis, CIT vehicles ...). Regulatory compliance is usually subject to random checks carried out manually by authorized persons who can issue fines for parking violations.

To study the actual use of these parking spaces, it is known to perform manual counts made by people in the field. There are also video systems for studying, including statistical, the use of parking spaces. These systems have the drawbacks of having limits of use (non-exhaustiveness of the data recorded, limits related to atmospheric conditions, etc.) and of requiring the presence of operators.

To date, there are no systems to remedy these drawbacks, in particular automatically allowing the study of the use of parking spaces and the unhindered limitation of access to specialized places, and a goal of the present invention is to remedy these shortcomings.

There are telecommunication barrier-free barrier systems of one or two reserved parking spaces located near the terminal.

Most of these systems include magnetic sensors installed on the roadway by road works, which detect the continued presence of a vehicle in a defined location. When the authorized parking time has elapsed, the system sends a signal, usually visual, to a terminal located near said location. The user The offender is then notified of the overtaking by remote telecommunication means, as well as the persons able to verbalize it if they are nearby.

These systems are also used to regulate specific locations (spaces reserved for people with reduced mobility, deliveries, etc.). In this case, the user with a disability, or the person making deliveries, or any specific user, is provided with a badge that is read by the contact system and that will issue a warning signal at the terminal for warn said user that he is authorized or not to use the specific location on which he wishes to park his vehicle, and the authorized parking period.

Such terminal systems have the main disadvantage of being limited as to the number of parking spaces they can handle. Indeed, a terminal can deliver a signal only for a parking space close to it, and not in the case of a row of vehicles extending along the length of a street for example. In addition, these systems do not allow the management of parking spaces, in particular do not allow the establishment of statistics of use of the locations. In addition, these systems do not prevent a user from exceeding a defined parking time or using specific locations that are not permitted to him; they essentially have a deterrent role. These systems also have the disadvantages of involving road works important for their implementation, to have limited performance, not to be easily and quickly adaptable to changes in the use of managed parking spaces, and not to allow immediate control of the parking period, nor an immediate and automatic verification of the authorization of a user to use a reserved parking space, nor the immediate triggering of actions resulting from the exceeding of the authorized duration or an undue occupation of a reserved parking space.

The present invention also aims to overcome these disadvantages.

Some existing systems also have problems in terms of the reliability of detecting the actual stopping of a vehicle on a parking space.

The present invention also aims to overcome this essential disadvantage.

• un ensemble de capteurs au sol, attribués chacun à un emplacement de stationnement déterminé ; chaque capteur comprend un moyen de détection de la présence d'un véhicule, une mémoire programmable stockant un identifiant et des informations provenant du capteur et apte à stocker une information de présence ou d'absence d'un véhicule et des paramètres de qualification de l'emplacement de stationnement concerné, des moyens d'émission/réception sans fil dudit identifiant du capteur, de ladite information de présence ou d'absence d'un véhicule et desdits paramètres de qualification, et une alimentation électrique qui est propre à ce capteur ;
• un émetteur/récepteur centralisé propre à recevoir les identifiants, informations et paramètres émis par les différents capteurs, comprenant un moyen de transmission sans fil de ces identifiants, informations et paramètres ;
• un émetteur/récepteur distant de réception desdits identifiants, informations et paramètres ;
• une unité informatique centralisée reliée à cet émetteur/récepteur distant, permettant le traitement de ces identifiants, informations et paramètres, et
• des identificateurs installés dans des véhicules devant être autorisés sur au moins un emplacement de stationnement géré par le système, chaque identificateur comprenant une information d'autorisation et étant associé à un moyen d'émission sans fil de cette information d'autorisation, chaque capteur étant apte à recevoir cette information d'autorisation et à la transmettre, grâce aux moyens d'émission/réception qu'il comprend, vers l'émetteur/récepteur centralisé puis, par l'intermédiaire de ce dernier, vers ladite unité informatique centralisée.

According to the invention, the system for studying the use of parking spaces and real-time management of such locations comprises:

• a set of ground sensors, each allocated to a specific parking space; each sensor comprises means for detecting the presence of a vehicle, a programmable memory storing an identifier and information from the sensor and able to store information of presence or absence of a vehicle and the parameters of qualification of the vehicle. concerned parking location, wireless transmission / reception means of said sensor identifier, said presence or absence information of a vehicle and said qualification parameters, and a power supply which is specific to said sensor;
• a centralized transmitter / receiver adapted to receive the identifiers, information and parameters emitted by the various sensors, comprising means for wireless transmission of these identifiers, information and parameters;
• a remote transmitter / receiver receiving said identifiers, information and parameters;
• a centralized computer unit connected to this remote transmitter / receiver, allowing the processing of these identifiers, information and parameters, and
• identifiers installed in vehicles to be authorized on at least one parking space managed by the system, each identifier including authorization information and being associated with a wireless transmission means of this authorization information, each sensor being capable of receiving this authorization information and transmitting it, by means of transmission / reception that it comprises, to the centralized transmitter / receiver then, via the latter, to said centralized computer unit.

With the system according to the invention, a sensor detects the arrival of a vehicle on the corresponding parking space, or the departure of this vehicle from this location, then transmits to the centralized transmitter / receiver its identifier, the presence or absence of a vehicle and, if applicable, its qualification parameters; the centralized transmitter / receiver then transmits this identifier and this information, as well as, if applicable, the qualification parameters, to the centralized computer unit via the remote transmitter / receiver, which will process and trigger subsequent actions. These subsequent actions may be the calculation of location utilization statistics (occupancy frequency, average occupancy time, etc.), or the transmission of alert messages to individual receivers equipping for example authorized persons. to verbalize an offender. In this second case, the system also includes means for transmitting alert messages to remote receivers, equipping the persons authorized to verbalize an offender.

The said qualification parameters relate in particular to the fact that the parking space is a place reserved or not reserved for specific categories of users (handicapped persons, taxis, transport of funds, deliveries) and the identification of the specific category of parking. corresponding users.

The programmable memory included in each sensor can be programmed remotely with respect to said qualification parameters, the corresponding data being transmitted to the sensors by means of the centralized transmitter / receiver. The system can thus use the same basic sensors, which can easily be adapted to changes in the management of managed parking spaces (previously unreserved locations becoming reserved, changing the category of users for which a location is reserved , etc.).

In addition, thanks to the power supply specific to each sensor and the wireless transmission of data, the system according to the invention has the advantage of requiring little roadwork, no wired connection between the sensors and the transmitter / centralized receiver.

The system according to the invention makes it possible to identify a vehicle parked on a managed location, and, by means of said centralized computer unit, to check whether this vehicle is authorized to park on this site or not and to trigger an action accordingly ( warning message to parking control personnel, alarm at parking location, etc.).

Preferably, in the case of successive parking places arranged along a roadway, the sensors are arranged in two series, including a first series at the parking spaces and the second series along these parking spaces, on the side of the roadway.

This type of arrangement makes it possible to detect vehicles that would be parked in double file. The programming of sensors arranged in double file on the roadway is different at the time of the timers so as not to detect vehicles stopping at a red light for example. In addition, the field measurements are compared "in differential" from one moment to another so as not to detect a continuous flow of vehicles.

The sensors of the two aforementioned series can in particular be staggered from one series to another, the sensors of the first series being placed in the center of the parking spaces and the sensors of the second series being alternated with the sensors of the first series. series.

Also preferably, additional sensors are arranged between two successive locations.

Thus, when a vehicle does not exactly respect its location but parked between two successive parking locations, the associated sensor can detect this vehicle. If a vehicle is both parked on a sensor disposed between two parking locations and a sensor relative to one of these locations, these two sensors are then associated with the same identifier.

Preferably, the identifier is a radio-frequency transmitter / receiver badge containing information relating to the vehicle, such as the serial number of said vehicle, its weight, power, etc. and comprising an associated programmable memory in which information relating to the user of the vehicle (valid or disabled person, individual, delivery person, taxi driver, etc.) can be stored.

More preferably, the identifier comprises an accelerometer and a microcontroller allowing an information transmission only when the vehicle has just stopped.

Thus, the programming of the badge is composed of two cycles: a measurement cycle and an information transmission cycle.

• si le véhicule est en mouvement, le cycle de mesure continue ;
• si le véhicule n'est pas en mouvement alors qu'il l'était lors de la mesure précédente, le véhicule est considéré comme venant de s'arrêter ; le cycle d'émission d'informations débute alors ;
• si le véhicule n'est pas en mouvement et qu'à l'étape précédente de mesure, il ne l'était pas non plus, le cycle de mesure continue sans que le cycle d'émission d'informations ne démarre ; en effet, le véhicule était déjà à l'arrêt donc le cycle d'émission a déjà été réalisé auparavant.

During the measurement cycle, the accelerometer measures at regular time intervals the value of the acceleration which is compared with a threshold value. Beyond of this threshold value, the vehicle is considered to be moving. Three eventualities are possible during the measuring cycle:

• if the vehicle is moving, the measuring cycle continues;
• if the vehicle is not moving while it was in the previous measurement, the vehicle is considered to have come to a stop; the information transmission cycle then begins;
• if the vehicle is not moving and in the previous measurement step, it was not, the measurement cycle continues without the information transmission cycle starting; indeed, the vehicle was already stopped so the emission cycle has already been done before.

More preferably, the identifier includes a super capacity.

In this way, the identifier is powered by connection to the cigarette lighter of the vehicle, which eliminates the constraints of consumption. The identifier, being devoid of battery, is small and is therefore very compact. It can be easily transported from one vehicle to another. Once the ignition of the vehicle is cut off, the identifier is powered by the super capacity until it is powered again by the cigarette lighter connection.

The means of detecting the presence of a vehicle that comprises each sensor is preferably a detector of the variation of the Earth's magnetic field caused by the arrival of the metal mass of the vehicle near the sensor.

Preferably, in this case, the programmable memory of each sensor is programmed so as to determine, as reference detection, a detection of the terrestrial magnetic field operated at the time of putting the sensor into service, and to determine as being a detection of the presence of a vehicle a variation, beyond a predetermined threshold, the earth's magnetic field with respect to this reference detection.

Each sensor is thus "self-calibrating", that is to say that the reference detection of each sensor takes place at the time of commissioning of this sensor. In addition, this reference detection is specific to each sensor, taking into account the specific environment of this sensor, which allows a high reliability in the detection of the arrival of a vehicle on the parking space to which this sensor is assigned, or departure from that vehicle. In addition, the predetermined threshold makes it possible to eliminate possible errors of detection related to a limited disturbance occurring in the environment of a sensor.

Preferably, each sensor comprises a timer.

Advantageously, in this case, the programmable memory of each sensor is programmed to operate at least two detections of the presence or absence of a vehicle, separated by a time interval, for example of ten seconds, determined by the time delay.

The system according to the invention can thus determine that a vehicle is actually parked on the location allocated to the sensor, and that a detection does not result simply from a passage of a vehicle on this location.

Preferably, each sensor comprises means for receiving and transmitting the data (identifiers, presence / absence information of a vehicle, qualification parameters) transmitted by the neighboring sensors.

As a result, the system can handle a significant number of parking locations, even at significant distances from the centralized transmitter / receiver.

Advantageously, in this case, the system comprises one or more relay sensors receiving the data transmitted by a group of sensors and transmitting these data towards said centralized transmitter / receiver.

It is thus avoided over-solicitation of the closest sensors of said centralized transmitter / receiver, and thus to limit the power consumption of these sensors. This or these relay sensors are equipped with power supplies of greater capacity than those of other sensors, allowing them to meet their needs. The electrical autonomy of the system according to the invention is thus preserved.

Advantageously, the identifier specific to each sensor is a MAC address.

The reception / transmission means that each sensor includes may comprise a wireless transmitter / receiver of Zigbee standard, GPRS, Wifi, Wimax, UMTS, EDGE or other.

The centralized transmitter / receiver may be placed on a specific support, in particular of the terminal or "totem" type, or may include means for its attachment to a street pole.

It is advantageously powered by one or more solar panels, thereby enhancing the electrical autonomy of the system according to the invention.

In addition, the system according to the invention may include means for automated payment of paid parking through badges associated with a secure payment system. Badges can work on the same principle as a toll. The secure payment system can operate by subscription, SMS or others.

• La figure 1 est une vue schématique du système ;
• la figure 2 est un algorithme de fonctionnement de la logique au niveau d'un capteur que comprend le système ;
• la figure 3 est un algorithme de fonctionnement de la logique au niveau d'un support en forme de "totem" que comprend le système ;
• la figure 4 est un algorithme de fonctionnement de la logique au niveau d'un identificateur ; et
• les figures 5 et 6 sont des vues schématiques de deux possibilités d'implantation de capteurs sur des emplacements de stationnement.

The invention will be better understood, and other features and advantages thereof will appear, with reference to the appended schematic drawing, showing, by way of non-limiting example, a preferred embodiment of the study system of the use of parking slots and real-time management of such locations it relates.

• The figure 1 is a schematic view of the system;
• the figure 2 is an algorithm for operating the logic at the level of a sensor that includes the system;
• the figure 3 is an operating algorithm of the logic at the level of a support in the form of "totem" that includes the system;
• the figure 4 is an algorithm for operating logic at the level of an identifier; and
• the figures 5 and 6 are schematic views of two possible sensor locations on parking locations.

• un ensemble de capteurs C fixés au sol, à chacun desquels est attribué un emplacement de stationnement E déterminé ;
• des identificateurs sous forme de badges magnétiques Ba installés dans des véhicules V devant être autorisés sur au moins un emplacement E ;
• un émetteur/récepteur centralisé de norme GPRS, monté dans une borne ou "totem" B ;
• un émetteur/récepteur sans fil R distant, de norme GPRS ;
• une unité informatique centralisée U reliée à cet émetteur/récepteur distant R.

The figure 1 schematically illustrates a system for studying the use of parking locations and real-time management of such locations, which includes:

• a set of sensors C fixed to the ground, each of which is assigned a specific parking space E;
• identifiers in the form of magnetic badges Ba installed in vehicles V to be authorized on at least one location E;
• a centralized transceiver of GPRS standard, mounted in a terminal or "totem"B;
• a remote R wireless transceiver, of GPRS standard;
• a centralized computer unit U connected to this remote transmitter / receiver R.

Each sensor C comprises (a) a detector of the variation of the terrestrial magnetic field caused by the arrival of the metallic mass of the vehicle close to the sensor, (b) a programmable storage memory of an identifier specific to this sensor in form a MAC address, and storage information on the presence or absence of a vehicle and the qualification parameters of the parking space concerned, (c) a time delay, (d) a Zigbee standard wireless transmitter / receiver, capable of transmitting only data of its own (said identifier of the sensor, a "presence-absence of a vehicle" information, said qualification parameters and an authorization identification issued by the badge Ba of a vehicle V) but also data of the same nature from neighboring sensors, and (e) a power supply that is specific to this sensor.

Each badge Ba is associated with a wireless transmitter Zigbee norm, transmission of said authorization identification, and a programmable memory in which are stored qualification information relating to the vehicle and / or the user of the vehicle (person valid or disabled, particular, delivery person, taxi driver, etc.).

When a vehicle V comes to park on a reserved location E, for example the location numbered 2 on the figure 1 , the sensor C of this location records two measurements of the magnetic field separated by a time interval, for example ten seconds, and compares these measurements to a reference value stored in its programmable memory. If the measurements are close or identical and are located beyond a reference threshold, the sensor C determines that a vehicle is present on the slot E; if the measurements are different, the sensor determines that a vehicle has simply passed on the slot E without stopping there.

The sensor C then detects the authorization identification issued by the badge Ba present in the vehicle V. This authorization identification is coupled to the MAC address of the sensor C as well as information on the charge level of the C sensor battery, and the assembly is transmitted gradually, through the transmitters / receivers of each other sensor, to a CR relay sensor located near the centralized transmitter / receiver located in terminal B.

This information is thus transmitted to the centralized transmitter / receiver which will itself transmit them by GPRS protocol or other to the centralized computer unit U via the transmitter / receiver R.

The computer unit U identifies the authorization identification of the badge Ba and thus compares the profile of the user of the vehicle (valid person or disabled, taxi driver, delivery driver, etc.) to the type of location E on which vehicle V is parked. In addition, the charge level of the battery C sensor is compared to a limit level necessary for the proper functioning of this sensor. The computer unit U also controls the parking time during which the vehicle V remains immobilized, and if necessary generates a warning signal transmitted via the transceiver R to persons responsible for controlling the parking time and possibly to verbalize the motorist, these people being equipped with receivers.

The computer unit U also establishes occupancy statistics for the parking space E. The processed data is thus retransmitted, via the transceiver R, to the central transmitter / receiver which controls a display on the terminal B a green or red light respectively corresponding to an authorized or unauthorized use of this parking space E by the vehicle V considered. An agent can therefore know in real time whether a user is using a reserved slot in an authorized manner or not and whether he respects the maximum authorized parking periods.

In the same way, a technician can also be informed remotely when he has to intervene on a faulty C sensor or change the batteries of this one.

The figure 2 is a schematic diagram of the operating algorithm of logic at a sensor that includes the system.

• deux voitures ne stationnent pas en même temps l'une à côté de l'autre ;
• un seul capteur est présent par place de stationnement.

For the sake of simplification of the presented algorithm, the following hypotheses are emitted:

• two cars do not park at the same time next to each other;
• only one sensor is present per parking space.

• 1. Le capteur mesure le champ magnétique terrestre en continu.
• 2 Dès qu'il perçoit une perturbation au dessus de son seuil, il détecte l'arrivée d'une voiture.
• 3. Il réalise une temporisation de 10 secondes puis vérifie que la voiture est toujours là pour ne pas détecter une voiture de passage.
• 4. Si la voiture est toujours là, on continue l'algorithme.
• 5. Sinon, on retourne à l'état de mesure du champ magnétique.
• 6. Ensuite, le capteur détecte la présence d'un badge dans ses environs. En effet, les badges ne répondent que dans un certain rayon de portée d'environ 3 mètres réglé par la puissance d'émission.
• 7. Dans le but de ne pas prendre en compte les badges passant éventuellement dans le trafic routier adjacent, l'algorithme fait une première détection de badges, puis 45 secondes plus tard, une deuxième. Ensuite, en comparant les deux enregistrements, on sait quels badges sont actuellement présents sur les stationnements adjacents.
  Ainsi, si un utilisateur non autorisé (ne possédant pas de badge) stationne son véhicule sur un emplacement réservé et qu'à ce moment là, une voiture de personne handicapée passe à proximité du capteur (badge N° 31058 par exemple), l'algorithme détectera en premier lieu le badge mais en second lieu il n'en détectera aucun. Ainsi, il n'y aura aucun numéro identique dans les deux listes (première liste : N° 31058, deuxième liste : 0). Donc le numéro de badge associé au capteur sera 0 (correspondant à un stationnement non autorisé).
  De même, lorsque deux taxis stationnent l'un à côté de l'autre, le capteur peut détecter les deux badges (N° 32097 et N° 32178 par exemple).
  1. a) 45 secondes plus tard, si le premier taxi est parti entre-temps, on aura la liste suivante : N° 32178. Ainsi, on associe le capteur au numéro présent à la fois dans la première et dans la seconde liste.
  2. b) Si le taxi est encore là, la liste sera : N° 32097 et N° 32178. On retient dans ce cas les deux numéros pour ce capteur. Par la suite, le récepteur centralisé se chargera d'associer le capteur au bon numéro de badge puisqu'il avait déjà enregistré auparavant l'autre numéro avec le capteur d'à côté.
• 8. Le capteur se remet ensuite à mesurer le champ magnétique afin de détecter le départ de la voiture dès que le champ passe en dessous du seuil.
• 9. Le capteur envoie alors une trame afin de signaler à la borne B que le véhicule a quitté le stationnement.

The steps of the algorithm are described below in chronological order:

• 1. The sensor measures the Earth's magnetic field continuously.
• 2 As soon as he perceives a disturbance above his threshold, he detects the arrival of a car.
• 3. It carries out a delay of 10 seconds then checks that the car is still there to not detect a passing car.
• 4. If the car is still there, continue the algorithm.
• 5. Otherwise, return to the measurement state of the magnetic field.
• 6. Next, the sensor detects the presence of a badge in its surroundings. Indeed, the badges only respond within a range of about 3 meters range set by the transmit power.
• 7. In order not to take into account the badges possibly passing in the adjacent road traffic, the algorithm makes a first detection of badges, then 45 seconds later, a second one. Then, comparing the two recordings, we know which badges are currently present on the adjacent parking.
  Thus, if an unauthorized user (who does not have a badge) parks his vehicle on a reserved space and at that moment, a car of a disabled person passes near the sensor (badge N ° 31058 for example), the algorithm will first detect the badge but secondly it will detect none. Thus, there will be no identical number in the two lists (first list: No. 31058, second list: 0). So the badge number associated with the sensor will be 0 (corresponding to an unauthorized parking).
  Similarly, when two taxis are parked next to each other, the sensor can detect both badges (No. 32097 and No. 32178 for example).
  1. a) 45 seconds later, if the first taxi has left in the meantime, we will have the following list: No. 32178. Thus, we associate the sensor to the number present in both the first and the second list.
  2. b) If the taxi is still there, the list will be: No. 32097 and No. 32178. In this case, the two numbers are retained for this sensor. Subsequently, the centralized receiver will associate the sensor to the correct badge number since it had previously recorded the other number with the sensor next door.
• 8. The sensor then resumes measuring the magnetic field to detect the departure of the car as soon as the field passes below the threshold.
• 9. The sensor then sends a frame to signal to terminal B that the vehicle has left the parking lot.

The figure 3 represents a schematic diagram of the operating algorithm of the logic at the centralized receiver.

• Le récepteur centralisé attend une trame Zigbee de type : soit arrivée (quand la voiture arrive sur la place), soit départ (quand la voiture quitte la place).

The steps of the algorithm are described below:

• The centralized receiver waits for a Zigbee frame of type: either arrival (when the car arrives on the spot), or departure (when the car leaves the place).

1. a) On compare les numéros de badges envoyés avec les numéros de badges déjà associés. On obtient alors, un seul badge indépendant qu'on associe avec le capteur qui a envoyé la trame.
2. b) Ainsi, on enregistre le couple capteur-badge et l'heure de réception de la trame.
3. c) Ensuite, on envoie un paquet contenant le numéro capteur, le numéro badge et l'heure à la base de données.

In the first case :

1. a) The number of badges sent is compared with the number of badges already associated. We then obtain a single independent badge that is associated with the sensor that sent the frame.
2. b) Thus, the sensor-badge pair and the reception time of the frame are recorded.
3. c) Then a packet containing the sensor number, the badge number and the time is sent to the database.

1. a) On a déjà déterminé le couple capteur-badge et on lui associe l'heure de départ.
2. b) On fait la différence entre l'heure de départ et l'heure d'arrivée et on obtient le temps de stationnement.
3. c) Enfin, on supprime le couple capteur-badge pour rendre le numéro de badge à nouveau indépendant.

In the second case:

1. a) The sensor-badge pair has already been determined and is associated with the departure time.
2. b) We differentiate between departure time and arrival time and get the parking time.
3. c) Finally, we delete the sensor-badge pair to make the badge number again independent.

Regarding the display, the terminal B or the "totem" can display all the information corresponding to the locations E of its zone. The centralized display is activated for 30 seconds of operation by an anti-vandal push button (automatic withdrawal terminal type). A list of ten locations E is then displayed describing for each its number, its type, its state and its authorization time. When terminal B or the "totem" manages more than ten places, you can scroll through the list by pressing the button again.

The system may include remote displays. It is indeed sometimes necessary to indicate to the users, for each place, which are the authorizations which are allotted to him. To do this, remote displays, one for two places, can be installed. They display the number of the corresponding place, its type as well as its authorization (for the reserved places) or the countdown of the remaining authorization time (for the parking minutes).

To preserve the energy provided by the solar panels, the display is activated only on arrival or departure of the car and for thirty seconds.

This deportation of the display allows the user to obtain clear and detailed information on his parking at a lower cost for the city, since a remote display is much cheaper to build and install than a B terminal or a complete "totem".

The system may include a link between the central database and a map database, allowing the system to map all the parking areas of a city, realized in real time (refresh every minute) for users or for parking police. This map can be accessed by a web page available via a laptop, a handheld computer or even a mobile phone. It is then possible to display there by zone the number of free places for the motorists and, for the police of the parking, the number of places not respected.

Each badge Ba may include an accelerometer and a microcontroller for information transmission only when the vehicle has just stopped, and a super capacity.

The figure 4 is a schematic diagram of the operating algorithm of logic at a badge Ba comprising an accelerometer.

The steps of the algorithm are described below:

The accelerometer measures the acceleration A (n) at an instant n, this value of the acceleration A (n) is compared with a threshold value.

Acceleration measurements are performed every second.

The programming of the badge makes it possible to send information only when the vehicle in which the badge is placed has just stopped. This programming, as shown by the algorithm of the figure 4 , consists of two cycles: a measurement cycle and a transmission cycle.

• si le véhicule est en mouvement, c'est-à-dire si M(n)=1, le cycle de mesure continue ;
• si le véhicule n'est pas en mouvement, c'est-à-dire si M(n)=0, alors qu'il l'était à la mesure précédente, c'est-à-dire si M(n-1)=1, le véhicule est considéré comme venant de s'arrêter ; le cycle d'émission d'informations débute alors ; le temps d'émission est paramétrable mais dans cet exemple, la temporisation T(n) du temps d'émission est fixée à 30 secondes. Les moyens d'émission sans fil envoient ainsi pendant 30 secondes et une fois par seconde une trame d'identification.
• si le véhicule n'est pas en mouvement, c'est-à-dire si M(n)=0, et qu'à l'étape précédente de mesure, il ne l'était pas non plus, c'est-à-dire si M(n-1)=0, le cycle de mesure continue sans que le cycle d'émission d'informations ne démarre ; en effet, le véhicule était déjà à l'arrêt donc le cycle d'émission a déjà été réalisé auparavant.

Three eventualities are possible during the measuring cycle:

• if the vehicle is moving, that is, if M (n) = 1, the measurement cycle continues;
• if the vehicle is not moving, that is if M (n) = 0, while it was at the previous measurement, that is if M (n-1 ) = 1, the vehicle is considered to have come to a stop; the information transmission cycle then begins; the transmission time can be parameterized but in this example, the delay T (n) of the transmission time is fixed at 30 seconds. The wireless transmission means thus send for 30 seconds and once per second an identification frame.
• if the vehicle is not moving, that is if M (n) = 0, and that at the previous step of measurement, it was not, either if M (n-1) = 0, the measurement cycle continues without the information transmission cycle starting; indeed, the vehicle was already stopped so the emission cycle has already been done before.

The figure 5 shows a possibility of implantation of the sensors C in the case of successive parking spaces E arranged along a roadway. The sensors C are arranged in two series, including a first series at the locations E and the second series along these locations E, on the side of the roadway. The sensors C are staggered from one series to another, the sensors C of the first series being placed in the center of the locations E and the sensors C of the second series being alternated with the sensors C of the first series.

This type of arrangement makes it possible to detect vehicles that would be parked in double file.

FIG. 6 shows a possibility of implantation of additional sensors C between two successive locations E. Thus, when a vehicle does not exactly respect its location but parked between two successive locations E, the associated sensor C can detect this vehicle. If a vehicle is both parked on a sensor C arranged between two locations E and on a sensor C relative to one of these locations E, these two sensors are then associated with the same identifier.

The system according to the invention allows parking management at the computer system level without modifying the information collection device.

• faire basculer automatiquement une place qui est réservée pour les livraisons le matin, en une place normale à partir de midi
• modifier définitivement le type d'une place après un changement de politique de stationnement
• définir plusieurs types d'autorisation pour une même place, par exemple : taxi + livraison
• faire varier le temps d'autorisation en fonction du jour et de l'heure, par exemple : lorsque les commerces sont fermés (le lundi, entre 12h et 14h et après 18h), l'autorisation sera plus longue.

We can thus by simple parameterization:

• to automatically switch a place that is reserved for deliveries in the morning, in a normal place from noon
• definitively change the type of a place after a parking policy change
• define several types of authorization for the same place, for example: taxi + delivery
• vary the authorization time depending on the day and time, for example: when the shops are closed (Monday, between 12h and 14h and after 18h), the authorization will be longer.

• Une maintenance automatique

With regard to system maintenance, two types of functional checks are planned:

• Automatic maintenance

• Une maintenance manuelle

For the maintenance of the system, each element of the detection device has an internal timer performing a countdown of 24h as long as it remains inactive. If this count is successful, it automatically sends a maintenance frame to the information system via the B-bin or the totem to signal that everything is working properly.

• Manual maintenance

At any time, an operator can request, in the central information system, an operating state of the entire detection device managed by a totem. Thus, after interrogation of the concerned totem, all the maintenance parameters will be returned to him.

• En ce qui concerne un capteur :
  • capteur magnéto-inductif 3 axes (PNI MicroMag 3Axis)
  • microcontrôleur PIC (ds PIC)
  • module ZigBee (module ZigBee Pro Chipcon)
  • régulateur BB11174
  • accéléromètre ADM 3202A
  • batterie, par exemple 4 piles Duracell Procell MN1500 LR6 1.5 Volts.
• En ce qui concerne un badge :
  • module ZigBee (module ZigBee Pro CHIPCON)
  • batterie rechargeable
  • microcontrôleur
• En ce qui concerne la borne B :
  • boîtier design
  • module ZigBee (module ZigBee Pro CHIPCON)
  • processeur Linux pour la télécommunication ZigBee GPRS et Wifi (OWASYS OWA22) comportant :
    • un port RS232
    • un port RS485
    • 5 sorties AN
    • 2 entrées AN
    • des antennes GSM, GPS, BT
  • deux DEL (une rouge et une verte) (SEA SIGNALISATION 24V)
    • une batterie 12V 12 A.h (YUASA CORPORATION NP12-12)
    • une carte électronique comportant :
    • deux ports RS232
    • un port RS485
    • deux ports Ethernet

The description below indicates the technical characteristics of components that can be used in the system:

• Regarding a sensor:
  • 3-Axis Magneto-Inductive Sensor (NIB MicroMag 3Axis)
  • PIC microcontroller (ds PIC)
  • ZigBee module (ZigBee Pro Chipcon module)
  • BB11174 regulator
  • accelerometer ADM 3202A
  • battery, for example 4 batteries Duracell Procell MN1500 LR6 1.5 Volts.
• Regarding a badge:
  • ZigBee module (ZigBee Pro CHIPCON module)
  • rechargeable battery
  • microcontroller
• With regard to terminal B:
  • design case
  • ZigBee module (ZigBee Pro CHIPCON module)
  • Linux processor for ZigBee GPRS and Wifi telecommunication (OWASYS OWA22) comprising:
    • an RS232 port
    • an RS485 port
    • 5 outputs AN
    • 2 AN entries
    • GSM, GPS, BT antennas
  • two LEDs (one red and one green) (SEA 24V SIGNALING)
    • a 12V 12Ah battery (YUASA CORPORATION NP12-12)
    • an electronic card comprising:
    • two RS232 ports
    • an RS485 port
    • two Ethernet ports

The invention thus provides a system for studying the use of parking spaces and real-time management of such locations having, compared to the homologous systems according to the prior art, the decisive advantages of allowing the establishment of statistics. occupying parking spaces, managing a large number of locations and informing an agent in real time able to verbalize an unauthorized user when the latter exceeds a defined parking time or when using a specific location that is not allowed.

It goes without saying that the invention is not limited to the embodiment described above by way of example but that it extends to all embodiments covered by the appended claims.

Claims (14)

1. System for studying the use of parking spaces and real-time management of such locations, characterized in that it comprises: - a set of sensors (C) on the ground, each allocated to a specific parking space (E); each sensor (C) comprises means for detecting the presence of a vehicle, a programmable memory storing an identifier and information from the sensor (C) and capable of storing a presence or absence information of a vehicle and qualification parameters of the parking space (E) concerned, wireless transmission / reception means of said sensor identifier (C), said presence or absence information of a vehicle and said qualification parameters. , and a power supply that is specific to this sensor (C); a centralized transmitter / receiver adapted to receive the identifiers, information and parameters emitted by the various sensors (C), comprising means for wireless transmission of these identifiers, information and parameters; a remote transmitter / receiver (R) for receiving said identifiers, information and parameters; a centralized computer unit (U) connected to this remote transmitter / receiver (R), allowing the processing of these identifiers, information and parameters, and identifiers installed in vehicles (V) to be authorized on at least one parking space (E) managed by the system, each identifier comprising authorization information and being associated with a means of wireless transmission of this information of authorization, each sensor (C) being able to receive this authorization information and to transmit it, thanks to the transmission / reception means that it comprises, to the centralized transmitter / receiver and then, by the latter, to said centralized computer unit (U). 2. System according to claim 1, characterized in that it comprises means for transmitting alert messages to individual receivers, equipping for example persons authorized to verbalize an offender. 3. System according to claim 1 or claim 2, characterized in that , in the case of successive parking places arranged at the edge of a roadway, the sensors are arranged in two series, one of which first series at the parking spaces and the second series along these parking spaces, on the side of the roadway. 4. System according to one of claims 1 to 3, characterized in that additional sensors are arranged between two successive locations. 5. System according to one of claims 1 to 4, characterized in that the identifier is a radio-frequency transmitter / receiver badge (Ba) containing information relating to the vehicle (V), such as the serial number of said vehicle , its weight, its power, etc. and comprising an associated programmable memory in which information relating to the user of the vehicle (valid or disabled person, individual, delivery person, taxi driver, etc.) can be stored. 6. System according to one of claims 1 to 5, characterized in that the identifier comprises an accelerometer and a microcontroller for an information transmission only when the vehicle has just stopped. 7. System according to one of claims 1 to 6, characterized in that the identifier comprises a super capacity. 8. System according to one of claims 1 to 7, characterized in that the means for detecting the presence of a vehicle (V) that comprises each sensor (C) is a detector of the variation of the Earth's magnetic field caused by the arrival of the metal mass of the vehicle (V) near the sensor (C). 9. System according to claim 8, characterized in that the programmable memory of each sensor (C) is programmed so as to determine as reference detection a detection of the earth's magnetic field operated at the time of commissioning of the sensor (C) , and for determining as being a detection of the presence of a vehicle (V) a variation, beyond a predetermined threshold, of the earth's magnetic field with respect to this reference detection. 10. System according to one of claims 1 to 9, characterized in that each sensor (C) comprises a timer. 11. System according to claim 10, characterized in that the programmable memory of each sensor (C) is programmed to operate at least two detections of the presence or absence of a vehicle (V), separated by a time interval, for example ten seconds, determined by the timer. 12. System according to one of claims 1 to 11, characterized in that each sensor (C) comprises means for receiving and transmitting data, such as identifiers, presence / absence information of a vehicle (V). , qualification parameters, transmitted by the neighboring sensors (C). 13. System according to claim 12, characterized in that it comprises one or more relay sensors (CR) receiving the data transmitted by a group of sensors (C) and transmitting these data towards said centralized transmitter / receiver. 14. System according to one of claims 1 to 13, characterized in that it comprises means for automated payment of paid parking through badges associated with a secure payment system.

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