EP2118871A1 - Procede de prevention d'un sur-accident - Google Patents
Procede de prevention d'un sur-accidentInfo
- Publication number
- EP2118871A1 EP2118871A1 EP08761990A EP08761990A EP2118871A1 EP 2118871 A1 EP2118871 A1 EP 2118871A1 EP 08761990 A EP08761990 A EP 08761990A EP 08761990 A EP08761990 A EP 08761990A EP 2118871 A1 EP2118871 A1 EP 2118871A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- signal
- transmitter
- power
- frequency
- antenna
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 12
- 230000001186 cumulative effect Effects 0.000 title 1
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 12
- 230000003287 optical effect Effects 0.000 claims description 11
- 239000003550 marker Substances 0.000 claims description 6
- 230000005540 biological transmission Effects 0.000 description 9
- 230000000007 visual effect Effects 0.000 description 3
- 238000005259 measurement Methods 0.000 description 2
- 230000005855 radiation Effects 0.000 description 2
- 230000011664 signaling Effects 0.000 description 2
- 229910052782 aluminium Inorganic materials 0.000 description 1
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000009792 diffusion process Methods 0.000 description 1
- 230000000873 masking effect Effects 0.000 description 1
- 229910052751 metal Inorganic materials 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 238000009304 pastoral farming Methods 0.000 description 1
- 230000010287 polarization Effects 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
- 238000012876 topography Methods 0.000 description 1
- 230000017105 transposition Effects 0.000 description 1
Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/161—Decentralised systems, e.g. inter-vehicle communication
- G08G1/162—Decentralised systems, e.g. inter-vehicle communication event-triggered
Definitions
- the present invention relates to a method for preventing an over-accident on a taxiway, as well as to a device for implementing the method. It is known to broadcast information on the road traffic by FM radio on the frequency 107.7 MHz. Surveys by highway companies show that the time between the time an incident occurs on the network and the broadcast of information by radio may be less than 5 minutes. This result brings major progress in terms of limiting the risk of an accident, which constitutes a major element of road safety along an infrastructure where speed can be high.
- a transposition from the time domain to that of distances shows that a user traveling at a speed of 120 km / h can therefore be warned as soon as the incident he is about to encounter has taken place a few kilometers ahead. him, for example 10 km for a diffusion time of 5 minutes. The user can then react and adapt his behavior.
- FIG. 1 shows a typical situation.
- a patrol vehicle 1 is immobilized upstream of the incident.
- the patrol vehicle 1 comprises an optical information triangle 2 through which the incident can be visually signaled.
- Cones 3 define an open area of the taxiway.
- optical tagging requires a relatively long time, during which the alert of the drivers is possible only by the only optical signaling boarded on board the patrol vehicle.
- Special conditions of reduced optical visibility, such as terrain topography, fog, snow, or grazing sun, may limit the effectiveness of this markup.
- the problem that the present invention aims to solve is to provide a method for preventing accidents that does not present at least some of the aforementioned drawbacks of the prior art.
- the solution proposed by the invention is a method of preventing an over-accident on a traffic lane on which an incident occurs, a first radio signal having a carrier of first frequency being emitted towards said lane of traffic, characterized by the fact that it comprises the step of transmitting, from an emitter on said traffic lane upstream of said incident, a second radio signal having a frequency carrier equal to said first frequency, said second radio signal having a higher power the power of said first signal at said transmitter.
- the second signal has a carrier of the same frequency as the first signal and a larger power.
- a user located in this reception area and equipped with a receiver set to receive the first signal can be prevented by the second signal that an incident occurs. You do not need to set up visual markup before you can emit the second signal. The user can be warned quickly.
- the transmission of the second signal is not disturbed by particular conditions of optical visibility.
- the power difference between said second radio signal and said first signal at said transmitter is at least 6 dB.
- This difference is advantageously of the order of 40 dB.
- the method comprises the steps of:
- the second signal has a power greater than that of the first signal up to the distance of desired transmission.
- the desired transmission distance may be predetermined or adjustable.
- said transmitter comprises a directional antenna having, in the direction of the lane, a front-to-rear ratio of at least 20 dB. More preferably, the front-to-back ratio is at least 30 or 40 dB. Preferably this antenna is located at a height less than that of the antenna for transmitting the first signal.
- vehicles traveling in a first direction on the taxiway, and upstream of the incident and the transmitter receive the second signal with a significant power greater than that of the first signal.
- the vehicles traveling in the opposite direction being on a part of the traffic lane not affected by the incident, do not receive the second signal before arriving at the level of the transmitter.
- said directional antenna is a delta-loop antenna.
- Such an antenna provides a high fore-and-aft ratio.
- said transmitter is embedded in a vehicle, the method comprising the step of driving said vehicle to a marked area located on said taxiway upstream of said incident.
- said vehicle comprises an optical information triangle, said transmitter comprising an antenna integrated in said optical information triangle.
- said first frequency is 107.7 MHz.
- said second signal comprises a traffic information marker.
- the marker may for example be an RDS-TA RDS tag. This increases the probability that the user receives the second signal.
- said second signal comprises a marker indicating the type and / or the position of the incident.
- the information transmitted by this marker may allow a controller on board a vehicle receiving the second signal to adapt the operation of the vehicle, for example to automatically brake the vehicle.
- the invention also proposes a device for implementing the method according to the invention, characterized in that it comprises an emitter capable of transmitting a second radioelectric signal having a frequency carrier equal to said first frequency, said second signal radio frequency having a power greater than the power of said first signal at said transmitter.
- said transmitter comprises a directional antenna delta-loop type.
- said transmitter is able to measure the power of said first radio signal, and to adjust the power of said second radio signal as a function of the power of the first measured radio signal.
- FIG. 1 is a representation of a visual markup according to the prior art, with a view to preventing an over-accident on a taxiway;
- FIG. 2 is a schematic representation of the transmission of a first signal towards a traffic lane,
- FIG. 3 is a graph representing the power received from the first signal, as a function of the distance to the transmitter pylon,
- FIG. 4 is a graph representing the power received from the second signal, as a function of the distance to the transmitting vehicle
- FIGS. 5 and 6 represent the power received from the first and second signals, as a function of distance
- FIG. 7 represents an example of an antenna that can be used in one embodiment of the invention
- FIG. 8 represents a radiation diagram of the antenna of FIG. 7.
- FIG. 2 schematically represents a pylon 4 at the top of which is placed an antenna 5.
- the antenna 5 makes it possible to transmit a first FM radio signal on the antenna. frequency 107.7 MHz to route 6.
- the vehicle 7 on route 6 is equipped with an antenna 8 for receiving the first radio signal.
- the tower 4 has a height of 25 m and several pylons 4 corresponding are along the road 6, every 10 km, and the signals are synchronized.
- the curve 9 of FIG. 3 represents the variation of the power of the first signal, received at the level of the antenna 8, as a function of the distance between the pylon 4 and the vehicle 7.
- the curve 9 represented was obtained by modeling theoretical simplified, and measurements have confirmed that the variation of the actual power actually had this type of pace.
- FIG. 4 shows a patrol vehicle 10 equipped with an on-board transmitter.
- the on-board transmitter comprises an antenna 11.
- the antenna 11 is a directional antenna configured to emit towards the rear of the patrol vehicle 10.
- the antenna 11 is typically located at a height of between 2 and 3 meters.
- the on-board transmitter makes it possible to transmit a second radio signal, also on the frequency 107.7 MHz.
- the curve 12 of FIG. 4 represents the variation of the power of the second signal, received at the antenna 8, as a function of the distance between the patrol vehicle 10 and the vehicle 7.
- the curve 12 represented was obtained by a simplified theoretical modeling, and measurements made it possible to confirm that the variation of the real power actually presented this type of pace.
- the curve 12 decreases more rapidly than the curve 9.
- the patrol vehicle 10 is driven to a place a little upstream of the incident, and stops in a position in which the antenna 11 makes it possible to emit the second signal in the upstream direction.
- the on-board transmitter is then used to repeatedly send a short multilingual voice message, to warn drivers of vehicles 7 upstream.
- the on-board receiver of the vehicle 7, associated with the antenna 8 is already set to the frequency 107.7 MHz, it will demodulate the second radio signal. Indeed, because of the capture phenomenon of the FM demodulator, the receiver will only demodulate the most powerful signal, that is to say the second signal as explained below.
- the second radio signal comprises a RDS-TA tag of the RDS protocol, or an equivalent tag. Thus, it maximizes the probability of notifying the driver of the vehicle 7 in the case where the on-board receiver of the vehicle 7 is not set to the frequency 107.7 MHz.
- the second signal comprises other markers, for example also according to the RDS protocol, which include information on the position and the type of incident.
- a controller embedded in the vehicle 7 can then control the vehicle 7 according to these markers.
- the controller may implement automatic braking determined according to the type of incident, the position of the incident and the current position of the vehicle 7.
- the capture phenomenon of the demodulator corresponds to the fact that when a receiver receives two signals with different powers, it demodulates the most powerful signal. This phenomenon occurs when the power difference is greater than a given threshold of about 6 dB.
- the invention is not limited to FM radio transmission.
- the invention can be implemented with another type of modulation in which there is a capture phenomenon, for example with digital radio DAB.
- FIG 5 there is shown the situation in which the patrol vehicle 10 is immobilized on the road 6 and sends the second radio signal.
- the curves 9 and 12 are superimposed.
- the curve 9 is greater than the curve 12 by more than 6 dBm.
- the receiver of a vehicle 7 situated in the upstream zone 13 thus demodulates the first radio signal coming from the antenna 5.
- the curves 9 and 12 have about the same amplitude, ie they differ by less than 6 dB. In this vicinity, the reception of the first and second radio signals is imperfect. However, because of the speed of movement of the vehicle 7 and the slope differences of the curves 9 and 12, this neighborhood is quickly crossed.
- the curve 12 is greater than the curve 9 by more than 6 dB.
- the receiver of a vehicle 7 located in this reception zone 15 thus demodulates the second radio signal coming from the antenna 11. Then, in the downstream zone 16, it is again the curve 9 which is greater than the curve 12.
- Figure 6 is a view similar to Figure 5, with a reverse distance axis and on a larger scale. At this scale, curve 9 is approximately a horizontal curve at -40 dBm for the considered location. Curve 17 shown in broken lines corresponds to the threshold of 6 dB above curve 9. Reception zone 15 is therefore limited by the intersections of curve 12 with curve 17.
- the receiving zone 15 has a length of about 500 m.
- this distance depends on the power of the first radio signal, that is to say the height of the curve 9.
- the patrol vehicle 10 is equipped with a sensor for measuring the power of the first radio signal, and the on-board transmitter is adapted to adapt its transmission power according to the measured power, in order to reach a given range.
- the antenna 11 is a directional antenna, that is to say it emits the second signal towards the rear of the patrol vehicle 10, but not towards the front. .
- the vehicles traveling in the opposite direction, on a part of the road 6 not affected by the incident are first in the zone 16 and do not receive the second signal before being at a distance from the patrol vehicle 10 allowing visual contact.
- the drivers of these vehicles are not disturbed by the second signal that does not concern them, before arriving in view of the patrol vehicle 10.
- the antenna 11 can be made in many ways, so as to have a high directivity and a high front-rear ratio.
- Figure 7 shows a preferred example, where the antenna 11 is a delta-loop antenna.
- the antenna 11 comprises an emitter triangle 18 and a reflector triangle 19 composed of metal rods of length L equal to about one-third of the wavelength.
- the triangles 18 and 19 are arranged in two vertical planes at a distance x from each other, with one of the horizontal sides. This arrangement makes it possible to obtain a polarization adapted to the antennas 8 of the vehicles 7, which are generally vertical whisks.
- the signal to be emitted is injected at a lower corner 20 of the triangle 18, via a coaxial cable and an impedance matching device.
- the triangles 18 and 19 are made of aluminum tubes 12 mm in diameter, and the length L is 101.5 cm for the triangle 18 and 107.2 cm for the triangle 19.
- the distance x is 0.15 times the wavelength, i.e. 41.7 cm for a frequency of 107.7 MHz.
- Fig. 8 shows the azimuth radiation pattern of the antenna 11 in this optimized embodiment. It is found that we have the desired strong directivity, and in particular a front-rear ratio that can reach 40 dB.
- the triangular shape of the antenna 11 makes it possible to integrate the antenna 11 into an optical signaling triangle like that of FIG. 1, which leads to a saving of space and to masking the antenna 11.
- the transmission frequency of the second signal is not necessarily 107.7 MHz.
- the frequency is chosen so that it is probable that the receivers of the vehicles 7 are already tuned to this frequency.
- the second signal is transmitted on the frequency 107.7 MHz, but also on one or more other frequencies corresponding to the local frequencies of the FM broadcasters.
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Traffic Control Systems (AREA)
- Air Bags (AREA)
- Alarm Systems (AREA)
- Mobile Radio Communication Systems (AREA)
- Control Of Linear Motors (AREA)
- Mechanical Treatment Of Semiconductor (AREA)
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0753281A FR2912829B1 (fr) | 2007-02-15 | 2007-02-15 | Procede de prevention d'un sur-accident |
PCT/FR2008/050125 WO2008104659A1 (fr) | 2007-02-15 | 2008-01-28 | Procede de prevention d'un sur-accident |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2118871A1 true EP2118871A1 (fr) | 2009-11-18 |
EP2118871B1 EP2118871B1 (fr) | 2010-09-29 |
Family
ID=38526070
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP08761990A Active EP2118871B1 (fr) | 2007-02-15 | 2008-01-28 | Procede de prevention d'un sur-accident |
Country Status (7)
Country | Link |
---|---|
EP (1) | EP2118871B1 (fr) |
AT (1) | ATE483222T1 (fr) |
DE (1) | DE602008002821D1 (fr) |
ES (1) | ES2356047T3 (fr) |
FR (1) | FR2912829B1 (fr) |
PT (1) | PT2118871E (fr) |
WO (1) | WO2008104659A1 (fr) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN111435567A (zh) * | 2020-02-05 | 2020-07-21 | 珠海大横琴科技发展有限公司 | 一种转关公路上道路巡逻车的控制方法和装置 |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2970586B1 (fr) * | 2011-01-19 | 2013-11-29 | Inst Francais Des Sciences Et Technologies Des Transports De Lamenagement Et Des Reseaux | Systeme et procede de diffusion d'information permettant de prevenir d'un ou plusieurs accidents |
CN104484909B (zh) * | 2014-10-28 | 2018-07-24 | 用友网络科技股份有限公司 | 巡检点确定方法、确定装置、交互方法和装置 |
-
2007
- 2007-02-15 FR FR0753281A patent/FR2912829B1/fr not_active Expired - Fee Related
-
2008
- 2008-01-28 ES ES08761990T patent/ES2356047T3/es active Active
- 2008-01-28 DE DE602008002821T patent/DE602008002821D1/de active Active
- 2008-01-28 AT AT08761990T patent/ATE483222T1/de not_active IP Right Cessation
- 2008-01-28 EP EP08761990A patent/EP2118871B1/fr active Active
- 2008-01-28 PT PT08761990T patent/PT2118871E/pt unknown
- 2008-01-28 WO PCT/FR2008/050125 patent/WO2008104659A1/fr active Application Filing
Non-Patent Citations (1)
Title |
---|
See references of WO2008104659A1 * |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN111435567A (zh) * | 2020-02-05 | 2020-07-21 | 珠海大横琴科技发展有限公司 | 一种转关公路上道路巡逻车的控制方法和装置 |
CN111435567B (zh) * | 2020-02-05 | 2021-01-26 | 珠海大横琴科技发展有限公司 | 一种转关公路上道路巡逻车的控制方法和装置 |
Also Published As
Publication number | Publication date |
---|---|
EP2118871B1 (fr) | 2010-09-29 |
FR2912829A1 (fr) | 2008-08-22 |
DE602008002821D1 (de) | 2010-11-11 |
WO2008104659A1 (fr) | 2008-09-04 |
PT2118871E (pt) | 2011-01-05 |
FR2912829B1 (fr) | 2010-09-17 |
ATE483222T1 (de) | 2010-10-15 |
ES2356047T3 (es) | 2011-04-04 |
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