EP2118871B1 - Method for preventing cumulative collisions - Google Patents
Method for preventing cumulative collisions Download PDFInfo
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- 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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- 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.
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Abstract
Description
La présente invention se rapporte à un procédé de prévention d'un sur-accident sur une voie de circulation, ainsi qu'à un dispositif pour la mise en oeuvre du procédé.The present invention relates to a method for preventing an over-accident on a taxiway, and to a device for carrying out the method.
Il est connu de diffuser des informations sur le trafic routier par radio FM, sur la fréquence 107,7 MHz. Les enquêtes effectuées par les sociétés d'autoroutes montrent que le temps s'écoulant entre le moment où un incident survient sur le réseau et la diffusion de l'information par radio, peut être inférieur à 5 minutes. Ce résultat apporte un progrès majeur en termes de limitation du risque de sur-accident qui constitue un élément majeur d'insécurité routière le long d'une infrastructure où la vitesse peut être élevée.It is known to broadcast information on 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 over-accidents, which constitutes a major element of road safety along an infrastructure where speed can be high.
Une transposition depuis le domaine des temps à celui des distances montre qu'un usager circulant à la vitesse de 120 km/h pourra donc être prévenu dès lors que l'incident qu'il s'apprête à rencontrer aura pris naissance à quelques kilomètres devant lui, par exemple 10 km pour un délai de diffusion de 5 minutes. L'usager peut alors réagir et adapter sa conduite.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.
Pour des distances plus faibles, de l'ordre du kilomètre, on a constaté que le passage par le réseau de diffusion 107,7 MHz ne présente pas le temps de réponse requis.For smaller distances, of the order of one kilometer, it has been found that the passage through the 107.7 MHz broadcast network does not have the required response time.
Il est également connu de mettre en place un balisage optique en amont d'un incident, afin de prévenir les sur-accidents. La
La mise en place d'un tel balisage optique nécessite un temps relativement important, pendant lequel l'alerte des conducteurs n'est possible que par la seule signalisation optique embarquée à bord du véhicule patrouilleur. Des conditions particulières de visibilité optique réduite, par exemple la topographie du terrain, le brouillard, la neige ou un soleil rasant, peuvent limiter l'efficacité de ce balisage.The implementation of such 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.
Le problème que la présente invention vise à résoudre est de proposer un procédé de prévention des sur-accidents qui ne présente pas au moins certains des inconvénients précités de l'art antérieur.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.
La solution proposée par l'invention est un dispositif convenant pour la mise en oeuvre d'un procédé de prévention d'un sur-accident sur une voie de circulation sur laquelle un incident se produit, un premier signal radioélectrique présentant une porteuse de première fréquence étant émis vers ladite voie de circulation, caractérisé par le fait qu'il comprend l'étape consistant à émettre, depuis un émetteur situé sur ladite voie de circulation en amont dudit incident, un deuxième signal radioélectrique présentant une porteuse de fréquence égale à ladite première fréquence, ledit deuxième signal radioélectrique présentant une puissance supérieure à la puissance dudit premier signal au niveau dudit émetteur.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.
Un tel dispositif est connu de "Télématique et sécurité routière : les dispositifs d'appel et d'alerte", C. Chanet et al., CERTU, juillet 1997. En particulier, le dispositif selon l'invention est conforme à la revendication 1.Such a device is known from "Telematics and road safety: call and alert devices", C. Chanet et al., CERTU, July 1997. In particular, the device according to the invention is in accordance with claim 1 .
Ainsi, dans une zone de réception au voisinage de l'émetteur, le deuxième signal présente une porteuse de même fréquence que le premier signal et une puissance plus importante. Un usager situé dans cette zone de réception et équipé d'un récepteur réglé pour recevoir le premier signal peut donc être prévenu par le deuxième signal qu'un incident se produit. Il n'est pas nécessaire de mettre en place un balisage visuel avant de pouvoir émettre le deuxième signal. L'usager peut donc être prévenu rapidement. De plus, la transmission du deuxième signal n'est pas perturbée par des conditions particulières de visibilité optique.Thus, in a reception zone in the vicinity of the 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. In addition, the transmission of the second signal is not disturbed by particular conditions of optical visibility.
De préférence, la différence de puissance entre ledit deuxième signal radioélectrique et ledit premier signal au niveau dudit émetteur est d'au moins 6 dB. Cette différence est avantageusement de l'ordre de 40 dB.Preferably, 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.
Avantageusement, le procédé comprend les étapes consistant à :
- Mesurer la puissance dudit premier signal radioélectrique au niveau dudit émetteur,
- Régler la puissance dudit deuxième signal radioélectrique en fonction de la puissance du premier signal radioélectrique mesurée et d'une distance de transmission désirée.
- Measuring the power of said first radio signal at said transmitter,
- Set the power of said second radio signal according to the power of the first measured radio signal and a desired transmission distance.
Ainsi, on s'assure que le deuxième signal présente une puissance supérieure à celle du premier signal jusqu'à la distance de transmission désirée. La distance de transmission désirée peut être prédéterminée ou réglable.Thus, it is ensured that 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.
Ledit émetteur comprend une antenne directive présentant, de préférence, dans la direction de la voie de circulation, un rapport avant-arrière d'au moins 20 dB. De manière encore préférée, le rapport avant-arrière est d'au moins 30 ou 40 dB. De préférence cette antenne est située à une hauteur inférieure à celle de l'antenne servant à émettre le premier signal.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.
Ainsi, les véhicules circulant dans un premier sens sur la voie de circulation, et se trouvant en amont de l'incident et de l'émetteur, reçoivent le deuxième signal avec une puissance importante supérieure à celle du premier signal. Inversement, les véhicules circulant en sens opposé, se trouvant sur une partie de la voie de circulation non-affectée par l'incident, ne reçoivent pas le deuxième signal avant d'être arrivé environ au niveau de l'émetteur.Thus, 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. Conversely, 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.
Ladite antenne directive est une antenne delta-loop.Said directional antenna is a delta-loop antenna.
Une telle antenne permet d'obtenir un rapport avant-arrière élevé.Such an antenna provides a high fore-and-aft ratio.
Ledit émetteur est embarqué dans un véhicule, le procédé comprenant l'étape consistant à conduire ledit véhicule jusqu'à une zone à baliser située sur ladite voie de circulation en amont dudit incident.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.
Ledit véhicule comprend un triangle d'information optique, ledit émetteur comprenant une antenne intégrée dans ledit triangle d'information optique.Said vehicle comprises an optical information triangle, said transmitter comprising an antenna integrated in said optical information triangle.
De préférence, ladite première fréquence est 107,7 MHz.Preferably, said first frequency is 107.7 MHz.
Selon un mode de réalisation, ledit deuxième signal comprend un marqueur d'information trafic.According to one embodiment, said second signal comprises a traffic information marker.
Le marqueur peut par exemple être un marqueur RDS-TA du protocole RDS. On augmente ainsi la probabilité que l'utilisateur reçoive le deuxième signal.The marker may for example be an RDS-TA RDS tag. This increases the probability that the user receives the second signal.
Selon un mode de réalisation particulier, ledit deuxième signal comprend un marqueur indiquant le type et/ou la position de l'incident.According to a particular embodiment, said second signal comprises a marker indicating the type and / or the position of the incident.
Les informations transmises par ce marqueur peuvent permettre à un contrôleur embarqué dans un véhicule recevant le deuxième signal d'adapter le fonctionnement du véhicule, par exemple de freiner automatiquement le véhicule.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.
L'invention sera mieux comprise, et d'autres buts, détails, caractéristiques et avantages de celle-ci apparaîtront plus clairement au cours de la description suivante d'un mode de réalisation particulier de l'invention, donné uniquement à titre illustratif et non limitatif, en référence aux dessins annexés. Sur ces dessins :
- la
figure 1 est une représentation d'un balisage visuel selon l'art antérieur, en vue de prévenir un sur-accident sur une voie de circulation, - la
figure 2 est une représentation schématique de l'émission d'un premier signal vers une voie de circulation, - la
figure 3 est un graphe représentant la puissance reçue du premier signal, en fonction de la distance au pylône émetteur, - la
figure 4 est un graphe représentant la puissance reçue du deuxième signal, en fonction de la distance au véhicule émetteur, - les
figures 5 et6 représentent la puissance reçue des premier et deuxième signaux, en fonction de la distance, - la
figure 7 représente un exemple d'antenne pouvant être utilisée dans un mode de réalisation de l'invention, et - la
figure 8 représente un diagramme de rayonnement de l'antenne de lafigure 7 .
- the
figure 1 is a representation of a visual markup according to the prior art, with a view to preventing an over-accident on a taxiway, - the
figure 2 is a schematic representation of the transmission of a first signal to a taxiway, - the
figure 3 is a graph representing the power received from the first signal, as a function of the distance to the transmitter pylon, - the
figure 4 is a graph representing the power received from the second signal, as a function of the distance to the transmitting vehicle, - the
figures 5 and6 represent the power received from the first and second signals, as a function of the distance, - the
figure 7 represents an example of an antenna that can be used in one embodiment of the invention, and - the
figure 8 represents a radiation pattern of the antenna of thefigure 7 .
La
La courbe 9 de la
La
Si un incident survient sur la route 6, par exemple un bouchon ou un accident, le véhicule patrouilleur 10 est conduit jusqu'à un endroit situé un peu en amont de l'incident, et s'immobilise dans une position dans laquelle l'antenne 11 permet d'émettre le deuxième signal dans la direction amont. L'émetteur embarqué est alors utilisé pour envoyer de manière répétée un court message vocal multilingue, afin de prévenir les conducteurs des véhicules 7 situés en amont.If an incident occurs on the
Si le récepteur embarqué du véhicule 7, associé à l'antenne 8, est déjà réglé sur la fréquence 107,7 MHz, il démodulera le deuxième signal radio. En effet, en raison du phénomène de capture du démodulateur FM, le récepteur ne démodulera que le signal le plus puissant, c'est-à-dire le deuxième signal comme expliqué ci-dessous. De préférence, le deuxième signal radio comprend un marqueur du type RDS-TA du protocole RDS, ou un marqueur équivalent. Ainsi, on maximise la probabilité d'avertir le conducteur du véhicule 7 dans le cas où le récepteur embarqué du véhicule 7 n'est pas réglé sur la fréquence 107,7 MHz.If the on-board receiver of the
Dans un mode de réalisation, le deuxième signal comprend d'autres marqueurs, par exemple également selon le protocole RDS, qui comprennent des informations sur la position et le type d'incident. Un contrôleur embarqué dans le véhicule 7 peut alors commander le véhicule 7 en fonction de ces marqueurs. Par exemple, le contrôleur peut mettre en oeuvre un freinage automatique déterminé en fonction du type d'incident, de la position de l'incident et de la position courante du véhicule 7.In one embodiment, 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
En transmission radio avec modulation FM, le phénomène de capture du démodulateur correspond au fait que quand un récepteur reçoit deux signaux avec des puissances différentes, il démodule le signal le plus puissant. Ce phénomène ce produit quand la différence de puissance est supérieure à un seuil donné d'environ 6 dB. Bien entendu l'invention n'est pas limitée à la transmission radio à modulation FM. L'invention peut être mise en oeuvre avec un autre type de modulation dans lequel on retrouve un phénomène de capture, par exemple avec la radio numérique DAB.In radio transmission with FM modulation, 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. Naturally, 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.
Sur la
Dans la zone de réception 15, la courbe 12 est supérieure à la courbe 9 de plus de 6 dB. Le récepteur d'une véhicule 7 situé dans cette zone de réception 15 démodule donc le deuxième signal radio en provenance de l'antenne 11. Ensuite, dans la zone aval 16, c'est de nouveau la courbe 9 qui est supérieure à la courbe 12.In the
Ainsi, le procédé selon l'invention permet de transmettre localement un message vocal à un conducteur, à partir d'un émetteur embarqué situé en amont d'un incident.Thus, 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.
La
Dans l'exemple représenté, la zone de réception 15 a une longueur de 500 m environ. Pour une puissance donnée de l'émetteur embarqué dans le véhicule patrouilleur 10, cette distance dépend de la puissance du premier signal radio, c'est-à-dire de la hauteur de la courbe 9. Dans un mode de réalisation, le véhicule patrouilleur 10 est équipé d'un capteur permettant de mesurer la puissance du premier signal radio, et l'émetteur embarqué est apte à adapter sa puissance d'émission en fonction de la puissance mesurée, afin d'atteindre une portée donnée.In the example shown, the receiving
Comme on peut le voir sur la
L'antenne 11 peut être réalisée de nombreuses manières, de manière à présenter une directivité importante et un rapport avant-arrière élevé. La
Dans un mode de réalisation optimisé, les triangles 18 et 19 sont réalisés en tubes d'aluminium de 12 mm de diamètre, et la longueur L est 101,5 cm pour le triangle 18 et 107,2 cm pour le triangle 19. La distance x est de 0,15 fois la longueur d'onde, c'est-à-dire 41,7 cm pour une fréquence de 107,7 MHz. La
La forme en triangle de l'antenne 11 permet d'intégrer l'antenne 11 dans un triangle de signalisation optique comme celui de la
La fréquence d'émission du deuxième signal n'est pas nécessairement 107,7 MHz. La fréquence est choisie de façon qu'il soit probable que les récepteurs des véhicules 7 soient déjà réglés sur cette fréquence. Dans un mode de réalisation, le deuxième signal est émis sur la fréquence 107,7 MHz, mais aussi sur une ou plusieurs autres fréquences correspondant aux fréquences locales des diffuseurs FM.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
Bien que l'invention ait été décrite en liaison avec un mode de réalisation particulier, il est bien évident qu'elle n'y est nullement limitée et qu'elle comprend tous les équivalents techniques des moyens décrits ainsi que leurs combinaisons si celles-ci entrent dans le cadre de l'invention.Although the invention has been described in connection with a particular embodiment, it is obvious that it is not limited thereto and that it comprises all the technical equivalents of the means described and their combinations if they are within the scope of the invention.
Claims (7)
- A device adapted for carrying out a method for preventing cumulative collisions on a traffic lane (6) on which an incident is occurring, in which method a first radio-frequency signal having a carrier with a first frequency is transmitted towards said traffic lane, which method comprising the step consisting in transmitting, from a transmitter situated on the traffic lane upstream of said incident, a second radio-frequency signal having a carrier with the same frequency as said first frequency, said second radio-frequency signal having a higher power (12) than the power (9) of said first signal with regard to said transmitter, said device comprising a transmitter onboard a vehicle (10) adapted to transmit said second signal, characterized by said transmitter comprising a directional antenna (11) of the delta-loop type, said vehicle comprising an optical information triangle (2), said directional antenna being incorporated with said optical information triangle.
- The device as claimed in claim 1, wherein said transmitter is adapted to transmit said second signal with a power such that the difference in power between said second radio-frequency signal and said first signal with regard to said transmitter is at least 6 dB.
- The device as claimed in claim 1 or 2, wherein said directional antenna (11) shows, in the direction of the traffic lane, a front-back relation of at least 20 dB.
- The device as claimed in any of claims 1-3, wherein said first frequency is 107,7 MHz.
- The device as claimed in any of claims 1-4, wherein said transmitter is adapted to transmit said second signal with a traffic information marker.
- The device as claimed in any of claims 1-5, wherein said transmitter is adapted to transmit said second signal with a marker indicating the type and/or the position of the incident.
- The device as claimed in any of claims 1-6, wherein said transmitter is adapted to measure the power of said first radio-frequency signal, and to adjust the power of said second radio-frequency signal as a function of the measured power of said first radio-frequency signal.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0753281A FR2912829B1 (en) | 2007-02-15 | 2007-02-15 | METHOD FOR PREVENTING OVER-ACCIDENT |
PCT/FR2008/050125 WO2008104659A1 (en) | 2007-02-15 | 2008-01-28 | Method for preventing cumulative collisions |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2118871A1 EP2118871A1 (en) | 2009-11-18 |
EP2118871B1 true EP2118871B1 (en) | 2010-09-29 |
Family
ID=38526070
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP08761990A Active EP2118871B1 (en) | 2007-02-15 | 2008-01-28 | Method for preventing cumulative collisions |
Country Status (7)
Country | Link |
---|---|
EP (1) | EP2118871B1 (en) |
AT (1) | ATE483222T1 (en) |
DE (1) | DE602008002821D1 (en) |
ES (1) | ES2356047T3 (en) |
FR (1) | FR2912829B1 (en) |
PT (1) | PT2118871E (en) |
WO (1) | WO2008104659A1 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2970586B1 (en) * | 2011-01-19 | 2013-11-29 | Inst Francais Des Sciences Et Technologies Des Transports De Lamenagement Et Des Reseaux | INFORMATION DISTRIBUTION SYSTEM AND METHOD FOR PREVENTING ONE OR MORE ACCIDENTS |
CN104484909B (en) * | 2014-10-28 | 2018-07-24 | 用友网络科技股份有限公司 | Inspection point determines method, determining device, exchange method and device |
CN111435567B (en) * | 2020-02-05 | 2021-01-26 | 珠海大横琴科技发展有限公司 | Control method and device for road patrol car on customs road |
-
2007
- 2007-02-15 FR FR0753281A patent/FR2912829B1/en not_active Expired - Fee Related
-
2008
- 2008-01-28 PT PT08761990T patent/PT2118871E/en unknown
- 2008-01-28 AT AT08761990T patent/ATE483222T1/en not_active IP Right Cessation
- 2008-01-28 WO PCT/FR2008/050125 patent/WO2008104659A1/en active Application Filing
- 2008-01-28 DE DE602008002821T patent/DE602008002821D1/en active Active
- 2008-01-28 ES ES08761990T patent/ES2356047T3/en active Active
- 2008-01-28 EP EP08761990A patent/EP2118871B1/en active Active
Also Published As
Publication number | Publication date |
---|---|
ES2356047T3 (en) | 2011-04-04 |
FR2912829B1 (en) | 2010-09-17 |
ATE483222T1 (en) | 2010-10-15 |
WO2008104659A1 (en) | 2008-09-04 |
FR2912829A1 (en) | 2008-08-22 |
DE602008002821D1 (en) | 2010-11-11 |
EP2118871A1 (en) | 2009-11-18 |
PT2118871E (en) | 2011-01-05 |
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