EP2290630A1 - Procédé et système pour la détection de la congélation d'un liquide sur la route - Google Patents

Procédé et système pour la détection de la congélation d'un liquide sur la route Download PDF

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Publication number
EP2290630A1
EP2290630A1 EP10173604A EP10173604A EP2290630A1 EP 2290630 A1 EP2290630 A1 EP 2290630A1 EP 10173604 A EP10173604 A EP 10173604A EP 10173604 A EP10173604 A EP 10173604A EP 2290630 A1 EP2290630 A1 EP 2290630A1
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European Patent Office
Prior art keywords
temperature
road
liquid
road surface
surface portion
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EP10173604A
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German (de)
English (en)
Inventor
Mats Riehm
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Riehm Mats
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Individual
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
    • G08B19/00—Alarms responsive to two or more different undesired or abnormal conditions, e.g. burglary and fire, abnormal temperature and abnormal rate of flow
    • G08B19/02—Alarm responsive to formation or anticipated formation of ice

Definitions

  • the present invention relates to a system for detecting freezing of a liquid on a road utilizing a release of latent heat from the liquid according to the precharacterizing portion of claim 1.
  • the invention also relates to a method of detecting freezing of a liquid on a road utilizing a release of latent heat from the liquid.
  • thermodynamics Two principles of thermodynamics are utilized in the present invention:
  • the temperature will subsequently be equal to the freezing point as long as both water and ice are present.
  • thermodynamic principles provides a model of the road surface temperature during the process of a liquid freezing thereon.
  • the delayed nucleation leads to the water temporarily becoming super cooled but after the freezing process begins the temperature rises rapidly to the freezing point.
  • the water can reach a temperature colder than -40°C with a freezing point of 0°C. This is only possible in extremely pure and calm water under laboratory conditions. However, even on a road surface super cooling of several degrees have been observed.
  • Frozen liquid on a road surface is sometimes referred to as black ice. It is not actually black but transparent which makes it look black due to the asphalt. In comparison to frost or snow black ice is much harder to detect and looks much like a wet road. To know when and where black ice has formed is important information for both road users and maintenance personnel who may use chemicals, e.g. salt, to lower a freezing point temperature of liquid on a road surface and to avoid ice formation.
  • chemicals e.g. salt
  • US 5416476 and US2002/0075141 disclose a system and an apparatus, respectively, which are vehicle mounted and measure a temperature of the road surface on which the respective vehicle travels.
  • US '476 and WO '141 do not disclose detecting freezing of a liquid on a road surface.
  • US5313202 discloses a method and an apparatus for detecting icing on airfoils. Temperatures of different portions of an airfoil are measured. The temperatures of the different portions are compared and if a temperature difference is detected, ice accretion is to have been detected.
  • US 6456200 discloses a device for indicating ice formation on a surface. A temperature difference is measured by a sensor in the form of a Peltier element recessed into a road surface. A circular metal plate on an upper surface of the device is at the same level as the top of the road surface. The device may actively heat and melt an ice layer on the metal plate. No actual freezing point temperature is determined.
  • WO03/044508 discloses an active pavement sensor module provided with a sample well, in which a Peltier cooler is arranged. Freezing of a liquid collected in the sample well is determined.
  • a system called Frensor ® developed by Saab/ Combitech/ Saab Technologies utilizes a Peltier element for active heating and cooling of a fluid collected in a recess of a road surface to determine a freezing point for the liquid in the recess.
  • a sensor head is arranged at the bottom of the recess.
  • An object of the present invention is to provide reliable information about freezing of a liquid on a road surface.
  • the object is achieved by a system for detecting freezing of a liquid on a road utilizing a release of latent heat from the liquid.
  • the system comprises a sensor for measuring a road temperature, and a processor connected to the sensor.
  • the processor is adapted to monitor temperature changes over time as measured by the sensor.
  • the sensor comprises a measuring element arranged above and at a distance from a road surface portion to continuously measure a surface temperature over the road surface portion.
  • the processor is adapted to determine the release of latent heat as an increase in the surface temperature corresponding to a differential quotient between the surface temperature and time and the differential quotient exceeding a threshold value.
  • the measuring element Since the measuring element is arranged above and at a distance from the road surface portion, reliable temperature measurements of the road surface are made and freezing of a liquid on the actual road surface is detected.
  • the freezing of a liquid on an actual road surface covering is detected, i.e. not freezing of a liquid collected in a recess or freezing of a liquid on a metal plate.
  • the road surface portion is situated in an area of a wheel track of the road.
  • the measuring element may be directed at the road surface where vehicles travel and thus, freezing of a liquid on the road surface as such on which vehicles travel may thus be detected.
  • a wheel track being a portion of the road where the right hand or left hand wheels of vehicles touch, and travel on, the road surface.
  • the processor may be adapted to acknowledge the increase if the surface temperature or an ambient temperature is below a threshold temperature. In this manner sudden temperature increases, which occur at non-freezing temperatures are not recognized as freezing of a liquid.
  • the processor may be adapted to determine whether the increase has a duration of at least a minimum time period. In this manner temperature increases due to e.g. passing vehicles are not recognized as freezing of a liquid.
  • the processor is adapted to determine an actual freezing point temperature of a liquid on the road surface portion as dictated by present conditions influencing the liquid on the road surface portion.
  • Knowledge of the freezing point temperature may be utilized for many purposes. For instance may the freezing point temperature be used for deciding whether chemical treatment of the road surface to lower the freezing point temperature, is required.
  • the processor be adapted to determine the actual freezing point temperature as a temperature reached after the increase. The liquid will remain at essentially the freezing point temperature for a period of time after the increase.
  • the measuring element may be an infrared thermometer.
  • the infrared thermometer will provide contactless measurements of the surface temperature in a reliable and cost effective manner.
  • a cooling element arranged underneath at least part of said road surface portion and the processor may be connected with the cooling element for controlling the cooling element.
  • the road surface portion may be actively cooled under control of the processor and thus the freezing point temperature of the liquid may be determined also when ambient temperatures are above the freezing point temperature of the liquid.
  • the processor may be adapted to communicate the actual freezing point temperature to a recipient.
  • a recipient may be a road maintenance vehicle or a road information station.
  • Other examples may be a public warning road sign or a road maintenance supervising station or a road vehicle.
  • the increase may be acknowledged if the surface temperature or an ambient temperature is below a threshold temperature.
  • the method may include determining whether the increase has a duration of at lest a minimum time period.
  • the method may include determining an actual freezing point temperature of a liquid on the road surface portion as dictated by present conditions influencing the liquid on the road surface portion.
  • the actual freezing point temperature may be determined as a temperature reached after the increase.
  • the method may include that at least a part of the road surface portion is actively cooled.
  • the common abbreviation " e.g .” which derives from the Latin phrase “exempli gratia,” may be used to introduce or specify a general example or examples of a previously mentioned item, and is not intended to be limiting of such item. If used herein, the common abbreviation “ i.e .”, which derives from the Latin phrase “id est,” may be used to specify a particular item from a more general recitation.
  • Fig. 1 illustrates a system 2 for detecting freezing of a liquid on a road surface 4 according to example embodiments.
  • the system comprises a sensor comprising a measuring element in the form of an infrared (IR) thermometer 6 arranged on a post 8 at a side of a road, the road surface 4 of which is to be monitored for freezing of liquid.
  • IR infrared
  • the liquid on the road surface 4 may be water or brine containing water and a chemical for treating the road to prevent freezing of water on the road surface, e.g. salt (NaCl).
  • a chemical for treating the road to prevent freezing of water on the road surface e.g. salt (NaCl).
  • NaCl salt
  • the freezing point temperature of the water is 0° Celcius.
  • the freezing point temperature is unknown in particular, if some time has passed since a road section was treated.
  • the IR thermometer 6 is pointed at a road surface portion 10, such that the IR thermometer 6 may measure the temperature of the road surface portion 10 or a liquid covering at least partially the road surface portion 10.
  • the road surface portion 10 may be situated in an area of the road where vehicles travel, such as a wheel track area.
  • the road surface portion 10 may have an area of about 20 square centimetres, or may have a different area e.g. within the interval of 5 - 30 or 1 - 50 square centimetres. Too large an area may make it difficult to determine a sudden increase in liquid temperature.
  • the IR thermometer 6 is connected to a processor or data logger arranged in a box 12 on said post 8.
  • the processor is adapted/programmed to utilize an algorithm for detecting freezing of a liquid on the road surface portion 10, see below.
  • the processor may be connected to an active road sign 14, a warning sign which is lit when a freezing of a liquid (formation of ice) is detected by the system 2.
  • the active road sign 14 may be positioned a distance ahead of the IR thermometer 6, e.g. 1 kilometre.
  • the processor may alternatively or also be connected to a road maintenance supervising station, e.g. a centre from which road maintenance vehicles are directed. Such a supervising station may alternatively be a device mounted in a road maintenance vehicle.
  • the processor may also be connected to a warning system, which alerts vehicle drivers e.g. via a GPS receiver about ice formation on relevant road sections.
  • the processor is arranged at a different location than the IR thermometer 6.
  • the box 12 may contain communication equipment for communicating temperature measurements from the IR thermometer 6 to the processor.
  • the processor may receive temperature reading from more than one measuring element.
  • Either several IR thermometers 6 may be arrange on the post 8 and directed at different road surface portions at one site or measuring elements, e.g. IR thermometers at different sites send their temperature readings to a centrally arranged processor.
  • the system 2 may be installed as a part of an existing RWiS-station, (see below about RWiS-station). This may have the advantage that the same processor or data logger may be used for other RWiS functions and the system according to the present invention and that no new site needs to be prepared.
  • the IR-thermometer feeds the data logger with a signal which is analyzed.
  • a message is sent to a decision support system that maintenance personnel is using, together with traditional data such as wind, air temperature and humidity which are normally measured at an RWiS-station.
  • the personnel may either receive a message of a freezing point temperature or an alarm of freezing, i.e. ice formation.
  • the system 2 may alternative be installed separate from an existing RWiS-station.
  • a cooling element may be arranged to actively cool the road surface portion 10 in order to determine a freezing point temperature of a liquid also when ambient temperature is above the freezing point temperature of the liquid.
  • the cooling element is controlled by the processor.
  • Fig. 2 illustrates freezing of a liquid on a road surface portion.
  • the graph shows how the temperature of the liquid, as measured by a measuring element arranged above the road surface, changes. At first the temperature falls gradually until it reaches - 2 degrees Celsius, at which point freezing of the liquid starts and its temperature increases rapidly to the present freezing point of the liquid, -0,5 degrees Celsius. The liquid remains at this temperature until all the liquid is frozen. Thereafter the temperature of the ice continues to fall.
  • Example embodiments of the system for detecting freezing comprises a contactless thermometer, e.g. an IR-thermometer (infrared thermometer), and a processor connected to the thermometer.
  • the processor is programmed with a detector algorithm.
  • the processor may comprise or may be connected to a memory.
  • the memory may be utilized for storing e.g. measured road surface temperature values and calculation results as calculated utilizing e.g. the detector algorithm.
  • the processor and memory may alternatively be called a data logger.
  • the system may comprise a cooling element, e.g. a Peltier element thus forming an active system.
  • the cooling element may be installed underneath the road surface in order to be able to cool the road surface above the cooling element. It is to be understood that "underneath the road surface” encompasses also the cooling element being embedded in a road surface covering (e.g. asphalt or tarmac) as long as the cooling element is covered by the road covering.
  • the cooling element is connected to the processor and controlled by the processor.
  • the processor may utilize the cooling element to cool the road surface above the cooling element to a temperature below its current temperature as dictated by ambient conditions. Thus, the freezing point temperature may be established even before it has been reached naturally.
  • the processor may be programmed to cool the asphalt until liquid thereon is frozen, the actual moment of freezing may be detected by the IR-thermometer and a freezing point temperature may be calculated. This may provide determining of an actual freezing point temperature before the liquid on the asphalt naturally freezes.
  • the system With the cooling element the system would be considered active in the sense that the cooling element actually freezes a liquid on part of the roads surface. If the cooling element is turned off the system would be considered passive and may detect ice that forms naturally and only calculate a freezing point temperature when freezing occurs. According to example embodiments, a passive system without the cooling element may provide sufficient information for many applications. The road surface needs not to be manipulated in this case.
  • the system could be integrated in or added to already existing measurement stations for roads, these are commonly called “Road Weather information Systems” (RWiS).
  • RWiS Radioad Weather information Systems
  • the system for detecting freezing of a liquid may be arranged in a dedicated station in a fixed location at a road or a vehicle. In the latter case it is to be noted that, since detecting freezing of a liquid on a road surface according to the present invention has to be performed on a road surface portion, the vehicle must be standing still to utilize the detector algorithm.
  • a passive system may be upgraded to an active system by the addition of a cooling element.
  • the IR-thermometer and the black ice detector algorithm are utilized in both the active and passive systems.
  • the IR-thermometer may have a time-resolution of 0,5 - 50 Hz, e.g. a time-resolution of 10 Hz may be used. It may be connectable to the data loggers of the RWiS-station where the black ice detector system may be integrated. Alternatively, a standalone system may be built with a data logger which exclusively handles the IR-thermometer. This may be useful if standalone systems will be installed closer than existing RWiS-stations, for example at bridges or other areas prone to ice formation.
  • the data logger with the algorithm software may be remote, i.e. the data logger is placed at a different location than the IR-thermometer.
  • the main reason for using a data logger close to the IR-thermometer is that the continuous temperature measurements need not be communicated, instead the temperature measurements may be analyzed in place and signals to other locations or devices may be sent e.g. in case of detection of ice or to communicate freezing point temperature values. With sufficiently high data transfer rates a remote data logger may be realized.
  • an IR-thermometer of brand Quixote Surface Patrol model 999J may be used. It operates well measuring form a static position.
  • the signal from the IR-thermometer is sent to a data logger where an algorithm is analyzing the signal in an on-line fashion.
  • the IR-thermometer signal gets interpreted by a detector algorithm.
  • the algorithm states a few conditions of the signal which may correspond to a freezing occasion.
  • the algorithm may be insensitive towards disturbances such as passing traffic.
  • the basic foundation of the algorithm is the calculation of the differential quotient between the surface temperature and time, ⁇ T/ ⁇ t.
  • ⁇ t is set to a constant value k t (seconds) longer than the used time step, e.g. longer than 0.1 second in the case of temperature measurements at 10 Hz.
  • k t The size of k t is a question of optimization where too small values will trigger alarms for situations which are not related to the process of freezing.
  • a too large k t would make the algorithm less sensitive towards changes and miss freezing occasions; hence k t can be seen as a sensitivity parameter of the system.
  • the quotient is calculated for every step of the signal which means the algorithm is rerun ten times per second in the case of a 10 Hz signal being used.
  • Td thr a predefined threshold value
  • the foundational condition for freezing then becomes: ⁇ T ⁇ t > Td thr ⁇ ⁇ T > k ⁇ * Td thr
  • a high threshold value may exclude most slow climatologically variance of the surface such as heating from sun radiation.
  • the algorithm may also include a condition requiring a number, n, out of n + m calculated quotients to be above the threshold, Td thr , to ensure that occasional incorrect temperature values do not influence the detection of ice forming on a road surface portion.
  • [F] is a vector which saves the times of freezing occasions.
  • the algorithm described so far is for example enough, to direct information that ices has formed to active road signs or in other ways indicate that ice has formed.
  • To provide information about a freezing point temperature of a liquid on a road surface e.g. for maintenance personnel the system has to save the freezing point as well. Since the freezing point temperature (T f ) occurs after the freezing has started and while both liquid and solid liquid is present this will correspond to the highest temperature reached after the process of freezing has begun.
  • T f will be the highest temperature reached 120 seconds before the freezing is recorded until 300 seconds after, the algorithm looks for the highest temperature instead of the momentary temperature.
  • Other time limits than 120 seconds and 300 seconds may of course be used to define a interval, in which the highest T f is recorded. For instance may the time limit before the freezing (sudden increase in surface temperature) be set to 0 minutes and the time limit after the freezing be chosen within the interval 20 - 180 seconds.
  • a freezing point temperature may alternatively be defined as a temperature within a temperature interval of a temperature reached at the end of the sudden increase in road temperature, e.g. an interval of 1 degree Celsius.
  • Equation (2) may be utilized in an active system with a cooling element.
  • the system will then cool the road surface with the cooling element until it freezes.
  • the freezing point temperature will be saved.
  • the determined freezing point temperature may be utilized by maintenance personnel to evaluate if more brine is needed or if the last application is still effective. If ambient and/or road surface temperature gets close to the freezing point temperature the cooling element may be turned off in order to use the system in the same way as the passive system without the cooling element to detect freezing on the road surface caused by natural decrease in ambient temperature.
  • the cooling element may be activated several times per hour, e.g. 2-10 times/hour.
  • the system may comprise:
  • the cooling element may be a Peltier element in an aluminium cylinder.
  • the element requires a voltage of 12V.
  • the aluminium cylinder would be embedded in the road and connected to a power supply.
  • An active system may detect freezing point temperatures at any time compared to a passive system where a freezing point may be calculated after a natural freezing event.
  • a main application for the system may be to monitor a road network in order to detect ice formation and estimate at least one freezing point temperature.
  • the system may either be integrated into one or more existing RWiS-stations or installed as stand-alone systems.
  • Other applications may include ice detection on airport runways, the terms road, road surface and road surface portion are in this context interpreted to mean runway, runway surface and runway surface portion.
  • the system may enable assessment of when and at what temperature freezing actually occurs.
  • the system may consequently enable safer roads with fewer accidents.
  • the system may enable more efficient and optimized road maintenance as the results of road treatment with de- and anti-icing may be monitored if they have given any effect. This will result in less salt being used, less trucks deployed for road treatment and hence cost savings, environmental benefits and safer roads.
  • the increase in temperature may be used as an indicator of ice formation and hence enables detection of ice being formed, for example on a road.
  • the phenomenon of the rising temperature of the freezing water-ice mixture may be measured with sufficiently high resolution.
  • a duration of the increase may be selected e.g. to be 10, 20, 30 or 40 seconds.
  • the temperature may be measured ten times every second in order to be sure to catch the rapid temperature changes.
  • measuring temperature at a different frequency e.g. 1 Hz or 3 Hz may be done.
  • the measuring requires a thermometer of a kind which will not act resistive towards rapid changes of the surroundings, i.e.
  • thermometer probe will have a mass that needs to adapt to the surroundings in order to represent the true temperature. This effect will smoothen out rapid temperature changes.
  • An IR-thermometer which measures infrared radiation of the road surface portion without any contact does not suffer from this effect.
  • This non-contact method to measure temperature makes it possible to catch rapid changes in temperature.
  • the concept of high-frequency measuring with a non-contact thermometer will make it possible to observe rapid changes in temperature that occur during freezing of a liquid on the road surface portion.
  • the proposed system may monitor the road surface portion and is able to detect rapid changes in temperature being indicative of a liquid freezing and hence ice formation. Consequently the proposed system may warn maintenance personnel and road users of slippery road conditions.
  • the high-frequency temperature signal may be analyzed by an algorithm in real time.
  • the algorithm detects patterns in the temperature signal which may correspond to a freezing event and trigger an alarm when freezing occurs.
  • the alarm may for instance contain three types of information: the time of the alarm, the location of the relevant IR-thermometer and the freezing point of the surface which corresponds to a temperature reached during the sequence of freezing.
  • the present system Compared to existing technologies for detecting ice on a road surface the present system has an advantage of being simple and cheap.
  • the passive version requires no modification or installations on the road surface, no traffic will be hindered and the IR-thermometer is small enough to not disturb road users.
  • the present system may present a low-cost alternative which may be installed in many locations. If active road signs are used with the system, these signs may replace passive signs.
  • a commercially interesting application of example embodiments may be to install a large number of sensors in a road network of a country or a region of a country in order to inform road maintenance personnel of time and place for freezing events.
  • the information may also include freezing point temperatures at different locations.
  • Optionally detected ice formation may be output via active road signs.
  • Example embodiments may be combined as understood by a person skilled in the art. Even though the invention has been described with reference to example embodiments, many different alterations, modifications and the like will become apparent for those skilled in the art.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Road Paving Structures (AREA)
  • Traffic Control Systems (AREA)
  • Road Signs Or Road Markings (AREA)
EP10173604A 2009-09-01 2010-08-20 Procédé et système pour la détection de la congélation d'un liquide sur la route Withdrawn EP2290630A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
SE0950623A SE533943C2 (sv) 2009-09-01 2009-09-01 Metod och system för detektering av frysning av en vätska på en väg

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EP2290630A1 true EP2290630A1 (fr) 2011-03-02

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019135709A1 (fr) * 2018-01-04 2019-07-11 Smartclean Technologies, Pte. Ltd. Système et procédé de détection d'humidité sans contact par capture thermique

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5313202A (en) 1991-01-04 1994-05-17 Massachusetts Institute Of Technology Method of and apparatus for detection of ice accretion
US5416476A (en) 1991-11-29 1995-05-16 Rendon; Edward Method and system for detecting potential icy conditions on roads
US20020075141A1 (en) 2000-12-15 2002-06-20 Heinrich Lang Safety apparatus for a vehicle
US6456200B1 (en) 1993-10-15 2002-09-24 Forskarpatent I Uppsala Ab Device for indicating ice formation
WO2003044508A1 (fr) 2001-11-19 2003-05-30 Energy Absorption Systems, Inc. Systeme et procede de surveillance du point de congelation sur une route

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5313202A (en) 1991-01-04 1994-05-17 Massachusetts Institute Of Technology Method of and apparatus for detection of ice accretion
US5416476A (en) 1991-11-29 1995-05-16 Rendon; Edward Method and system for detecting potential icy conditions on roads
US6456200B1 (en) 1993-10-15 2002-09-24 Forskarpatent I Uppsala Ab Device for indicating ice formation
US20020075141A1 (en) 2000-12-15 2002-06-20 Heinrich Lang Safety apparatus for a vehicle
WO2003044508A1 (fr) 2001-11-19 2003-05-30 Energy Absorption Systems, Inc. Systeme et procede de surveillance du point de congelation sur une route

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019135709A1 (fr) * 2018-01-04 2019-07-11 Smartclean Technologies, Pte. Ltd. Système et procédé de détection d'humidité sans contact par capture thermique

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SE0950623A1 (sv) 2011-03-02
SE533943C2 (sv) 2011-03-08

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