EP2118871B1 - Verfahren zum verhindern von kumulierten kollisionen - Google Patents

Verfahren zum verhindern von kumulierten kollisionen Download PDF

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Publication number
EP2118871B1
EP2118871B1 EP08761990A EP08761990A EP2118871B1 EP 2118871 B1 EP2118871 B1 EP 2118871B1 EP 08761990 A EP08761990 A EP 08761990A EP 08761990 A EP08761990 A EP 08761990A EP 2118871 B1 EP2118871 B1 EP 2118871B1
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EP
European Patent Office
Prior art keywords
signal
transmitter
frequency
radio
power
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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.)
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Application number
EP08761990A
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English (en)
French (fr)
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EP2118871A1 (de
Inventor
Marc Heddebaut
Jean-Pierre Ghys
Jean Rioult
Fouzia Boukour
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Institut National de Recherche sur les Transports et leur Securite INRETS
Original Assignee
Institut National de Recherche sur les Transports et leur Securite INRETS
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Publication of EP2118871A1 publication Critical patent/EP2118871A1/de
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    • 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, and to a device for carrying out the method.
  • 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.
  • the figure 1 represents 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 device suitable for implementing a method of preventing an over-accident on a traffic lane on which an incident occurs, a first radio signal having a first frequency carrier being transmitted towards said traffic lane, characterized in that it comprises the step of transmitting, from an emitter located on said traffic lane upstream of said incident, a second radio signal having a carrier of frequency equal to said first frequency, said second radio signal having a power greater than the power of said first signal at said transmitter.
  • Such a device is known from “Telematics and road safety: call and alert devices", C. Chanet et al., CERTU, July 1997.
  • the device according to the invention is in accordance with claim 1 .
  • 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 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.
  • the transmitter includes a directional antenna preferably having a front-to-back ratio of at least 20 dB in the direction of the taxiway. 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 figure 2 schematically represents a tower 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 frequency 107.7 MHz towards the road 6.
  • the vehicle 7 located on the road 6 is equipped 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.
  • Curve 9 of the figure 3 represents the variation of the power of the first signal, received at the antenna 8, as a function of the distance between the pylon 4 and the vehicle 7.
  • the curve 9 shown was obtained by a simplified theoretical modeling, and measurements have allowed to confirm that the variation of the real power actually presented this type of pace.
  • the figure 4 represents 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.
  • Curve 12 of the figure 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 shown was obtained by a modeling theoretical simplified, and measurements have confirmed that the variation of the actual power actually had 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.
  • 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.
  • the method according to the invention makes it possible to locally transmit a voice message to a driver, from an on-board transmitter upstream of an incident.
  • the figure 6 is a view similar to the 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 forward.
  • 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.
  • the figure 7 represents 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.
  • the figure 8 represents 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 in an optical signaling triangle such as that of the figure 1 , which leads to a saving of space and to mask 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)

Claims (7)

  1. Vorrichtung, die dazu geeignet ist, ein Verfahren zum Verhindern von kumulierten Kollisionen auf einer Fahrspur (6) auszuführen, auf welcher Fahrspur ein Verkehrstörfall entsteht, wobei bei diesem Verfahren ein erstes Funksignal mit einer ersten Trägerwelle von einer ersten Frequenz an die Fahrspur ausgesandt wird, welches Verfahren einen Schritt einbegreift der davon besteht, daß ein zweites Funksignal mit derselben Frequenz als die erste Frequenz von einem Sender der sich auf der Fahrspur stromaufwärts von dem Verkehrstörfall befindet ausgesandt wird, wobei das zweite Funksignal eine Leistung (12) höhere als die Leistung (9) des ersten Funksignals in Bezug auf den Sender aufweist, wobei die Vorrichtung einen On-Board-Sender in einem Fahrzeug (10) umfasst, der dazu geeignet ist, das zweite Signal auszusenden, dadurch gekennzeichnet, daß der Sender eine Richtantenne (11) der Gattung Delta-Loop-Antenne umfasst, wobei das Fahrzeug ein optisches Informationsdreieck (2) umfasst, und die Richtantenne im optischen Informationsdreieck integriert ist.
  2. Vorrichtung nach Anspruch 1, wobei der Sender dazu geeignet ist, das zweite Signal mit so einer Leistung auszusenden, daß der Unterschied in Leistung zwischen dem zweiten Funksignal und dem ersten Signal mit Bezug auf den Sender nicht weniger als 6 dB ist.
  3. Vorrichtung nach Anspruch 1 oder 2, wobei die Richtantenne (11), in der Richtung der Fahrspur, ein Verhältnis vor-hinter von wenigstens 20 dB aufweist.
  4. Vorrichtung nach einem der Ansprüche 1 bis 3, wobei die erste Frequenz 107,7 MHz ist.
  5. Vorrichtung nach einem der Ansprüche 1 bis 4, wobei der Sender dazu geeignet ist, das zweite Signal mit einer Verkehrsinformationsmarkierung auszusenden.
  6. Vorrichtung nach einem der Ansprüche 1 bis 5, wobei der Sender dazu geeignet ist, das zweite Signal mit einer die Art und/oder die Position des Verkehrstörfall angebenden Markierung auszusenden.
  7. Vorrichtung nach einem der Ansprüche 1 bis 6, wobei der Sender dazu geeignet ist, die Leistung des ersten Funksignals zu messen, und die Leistung des zweiten Funksignals mit Rücksicht auf die gemessene Leistung des ersten Funksignals einzustellen.
EP08761990A 2007-02-15 2008-01-28 Verfahren zum verhindern von kumulierten kollisionen Active EP2118871B1 (de)

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 EP2118871A1 (de) 2009-11-18
EP2118871B1 true EP2118871B1 (de) 2010-09-29

Family

ID=38526070

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08761990A Active EP2118871B1 (de) 2007-02-15 2008-01-28 Verfahren zum verhindern von kumulierten kollisionen

Country Status (7)

Country Link
EP (1) EP2118871B1 (de)
AT (1) ATE483222T1 (de)
DE (1) DE602008002821D1 (de)
ES (1) ES2356047T3 (de)
FR (1) FR2912829B1 (de)
PT (1) PT2118871E (de)
WO (1) WO2008104659A1 (de)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
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
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
EP2118871A1 (de) 2009-11-18
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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