EP2586019B1 - Procédé permettant de déterminer et de mettre en garde contre des automobilistes roulant à contresens ainsi que système d'indication et d'alerte d'automobilistes roulant à contresens - Google Patents

Procédé permettant de déterminer et de mettre en garde contre des automobilistes roulant à contresens ainsi que système d'indication et d'alerte d'automobilistes roulant à contresens Download PDF

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Publication number
EP2586019B1
EP2586019B1 EP11745482.7A EP11745482A EP2586019B1 EP 2586019 B1 EP2586019 B1 EP 2586019B1 EP 11745482 A EP11745482 A EP 11745482A EP 2586019 B1 EP2586019 B1 EP 2586019B1
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EP
European Patent Office
Prior art keywords
radio
warning
wrong
driving direction
roadway
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.)
Not-in-force
Application number
EP11745482.7A
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German (de)
English (en)
Other versions
EP2586019A1 (fr
Inventor
Christian Wietfeld
Andreas Lewandowski
Kai Okulla
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.)
Technische Universitaet Dortmund
S Tec GmbH
Original Assignee
Wilhelm Schroeder GmbH
Technische Universitaet Dortmund
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Publication date
Application filed by Wilhelm Schroeder GmbH, Technische Universitaet Dortmund filed Critical Wilhelm Schroeder GmbH
Publication of EP2586019A1 publication Critical patent/EP2586019A1/fr
Application granted granted Critical
Publication of EP2586019B1 publication Critical patent/EP2586019B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/056—Detecting movement of traffic to be counted or controlled with provision for distinguishing direction of travel
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/095—Traffic lights
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096733—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place
    • G08G1/096758—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place where no selection takes place on the transmitted or the received information
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096775—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a central station
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096783—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a roadside individual element
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/164—Centralised systems, e.g. external to vehicles

Definitions

  • the invention relates to a method for detecting and warning of wrong-way drivers according to claim 1 and a false-driver reporting and warning system according to the preamble of claim 10.
  • a device and a method for detecting and warning of wrong-way drivers is known, wherein two detectors are arranged at a short distance from each other on one side of the track section to be monitored. The detection of the passage of the road section takes place here by triggering the sensors. After determining the order of triggering the sensors, the determined sequence is compared with the correct direction of travel and optionally triggered a warning signal.
  • the AT 4 644 U1 describes a device for influencing motor vehicles with a radio receiver for receiving a directed from the outside to the motor vehicle radio signal and a connected to the radio receiver switching device with which the motor vehicle can be shut down or restricted during operation.
  • roadway sections to be monitored such as relevant points on highways or at rest or parking areas or one-way streets, and to initiate warning signals, if the monitoring has revealed that a vehicle against the correct direction of the road section to be monitored enters this.
  • the method according to the invention can be subdivided into the following three phases, which can be realized by the components of the system according to the invention:
  • radio modules for the detection of wrong trips are permanently installed. These radio modules use the principle of radio shading to detect the drive in the wrong direction. In this case, fluctuations in the reception field strength, due to the passage of the vehicle, detected.
  • a central beacon can in this case fuse the radio field information of all installed beacons of the detection system and thus detect the direction of transit.
  • warning beacons After the detection of a wrong course alarming strategies for affected road users and preferably also the wrong driver in the direct danger area are provided.
  • the warning beacons can be equip with optical warning units.
  • These warning beacons can be distributed over a larger road section and are connected wirelessly, preferably via a so-called "hop-to-hop network" to the detection system.
  • a "hop-to-hop network” means a transfer of information from one beacon to the other, so that even larger distances to the monitored road section with low transmission power can be bridged.
  • warning messages can also be sent via the established short-range radio network to local warning units in vehicles, which however is not absolutely necessary for the effectiveness of the method and the system according to the invention and to avoid at least high initial investment.
  • 3rd phase long-distance traffic warning via mobile radio and radio
  • a detected wrong-way with low latency can be automatically sent to a traffic control center. From there, warnings can be issued to the road users concerned.
  • the radio modules can include an integrated housing solution with so-called “energy harvesting capabilities", which makes maintenance-free operation without permanent power supply possible.
  • the detection may be independent of the vehicle equipment and the environmental characteristics, that is, it is also a reliable detection of intended wrong trips possible, in particular because there is a clearly described or defined detection range according to the invention.
  • the procedure according to the invention for evaluating shading allows an integrated system without additional sensors.
  • the basic principle "attenuation / interruption" according to the invention results in the advantage of lower transmission powers.
  • the inventive method and the system of the invention are based on a cost-optimized wireless solution in terms of energy consumption.
  • IEEE 802.15.4 for short-range communication, since This standard works in comparison to, for example, WLAN standards with significantly lower transmission power and uses a media access control layer (MAC) optimized for battery operation.
  • IEEE 802.15.4 works with a maximum transmission power of 0 dBm, whereby WLAN uses ten times higher transmission power. The resulting ranges do not differ significantly.
  • the IEEE 802.15.4 is achieved in the open field at high throughput at a distance of up to 100 m.
  • Another advantage is the small size of the already available modules.
  • the local radio module can be used here for the detection of wrong-way drivers, for internal communication between the brands via a mesh network and also for optional communication between the beacons and a mobile warning unit in the wrong-way driver.
  • the detection system is preferably capable of performing autarkic detection of wrong-way drivers.
  • the approach is to detect passive objects (i.e., no active users of the radio network) from the influences on the radio field.
  • beacons periodically transmit pilot signals for setting up the radio network. It can be spanned in this way a network of redundant connections.
  • the number of radio modules to be used can hereby be adapted to the respective location to be monitored, wherein preferably a plurality of bidirectional connections are continuously monitored with a defined time interval. If a vehicle moves through one of the connections, shading occurs. This shadowing causes a weakening of the RSSI (Received Signal Strength Indicator), ie the resulting reception field strength. This burglary can be detected reliably if the pilot signals are transmitted in a meaningfully defined interval, so that a compromise between power consumption and detection speed can be found. In this way, it is possible for the system to detect the order of connections with signal strength field fluctuations, thus determining if the vehicle is moving in the correct direction.
  • RSSI Receiveived Signal Strength Indicator
  • this logic ensures the correct interpretation of the wrong-way driver detection.
  • the information about the detection can be forwarded to a master module (masterbake), which is able to merge the information of all beacons to create a complete picture.
  • masterbake master module
  • the logic is also used to adjust the operating states.
  • the preferably provided long-distance communication represents a forwarding of the detected wrong-way to the entire traffic network, but according to the invention is a further technological point of view, which is not necessarily required according to the inventive method and the system according to the invention.
  • inventive principles e.g. an integrated UMTS module on the master beacon can take the warning to a traffic control center, which sends a warning to the other road users via the TMC channel.
  • the Fig. 1 and 2A show schematically greatly simplified schematic representations of a possibility of forming a Falschand reporting and warning system 1 according to the invention, the representation of the Fig. 1 may be a motorway entrance / exit.
  • the roadway section 3 to be monitored in this case is provided with a detection device 2 for the purpose of its monitoring.
  • the lane section 3 has an associated correct direction of travel 4, in the exemplary case thus represents the highway exit.
  • this exit drives for the purpose of explaining the functional principles according to the invention a wrong-way driver FF with his vehicle against the correct direction of travel 4 a.
  • the inventive system 1 further comprises a warning device 5, which, as will be described in more detail below, is provided depending on the measurement result of the detection device 2 for emitting at least one warning signal, in the drawing with the reference numerals WS, WS ', WS "and WS '' are identified.
  • the detection device 2 has a plurality of radio transmitters, in the example case two radio transmitters 6 and 7, on a roadway side 8 of the roadway section 3 to be monitored.
  • the radio transmitter 6 and 7 are in this case, seen in the direction of travel 4, spaced from one another along the roadway side 8.
  • a larger number of radio transmitters along the roadway side 8 may be provided.
  • radio receivers On the opposite side of the roadway 12 to be monitored roadway section 3 is a plurality of radio receivers, in the example three radio receiver 9, 10 and 11, provided, which, seen in the direction of travel 4, are also spaced from each other and for establishing a radio field 13 with at least two Seen in the direction of travel 4, spaced radio field sections 14, 15, 16, 17 are provided by receiving the radio transmitters 6, 7 emitted radio signals.
  • a larger number of radio receivers along the direction of travel 4 on the opposite side of the road 12 can be provided.
  • the system 1 has an evaluation device 18 (see Fig. 3 ) on.
  • the radio transmitter 6 and 7 and the radio receiver 10 and 11 are each constructed as identical radio modules. They each comprise a transmitting unit RF which emits pilot signals PS, a reception (detection) unit DT, an optional sensor unit OS and a power supply unit E.
  • master beacon further comprises a logic unit L and a further transmission unit RF for long-distance traffic.
  • the radio modules 6, 7, 10 and 11 can work both as a transmitter and as a receiver and accordingly also be arranged alternately on the roadway sides 8 and 12, depending on how the application requires or makes sense.
  • the master module 9 is used to merge all information and the warning device 5, an external warning center 19 and, if vehicles are provided with corresponding receiving units, both wrong-drive vehicles and vehicles of other participants to inform about detected hazards or to warn them.
  • the warning center 19 can have TMC, cell broadcast, SMS or application modules for smart phones, via which, as stated, Local warning units 5A, 5B, wrong-way driver FF or other road users can be warned after detecting a wrong-way driver FF.
  • Fig. 4 is a schematically simplified view of such a mobile warning unit 20 is shown, which may have a power supply E, a display unit A, a transmitting / receiving unit RF, a logic module L and a mobile phone MF and a Bluetooth module BT.
  • the mobile warning unit 20 is based on an equivalent platform as the transmitting and receiving units of the detection device 2.
  • FIG. 5 shows a guardrail 21, in the example, three warning units 5A and 5B are arranged spaced from each other.
  • Fig. 6 shows a so-called cat's eye 22 that is provided with a warning unit 5A or 5B above the reflector 23.
  • Fig. 7 again shows cat's eyes 22, which are provided with different plug-fastening devices 24, 25 and 26, which can be inserted into corresponding plug-in receptacles 27 and 28 of a guardrail 21.
  • Fig. 8 again shows the upper part of a cat's eye 22, which is in this case provided with a radio module, which is representative of all radio modules described previously with the reference numeral 6.
  • a radio field 13 via the described transmission modules 6, 7 and receiving modules 9, 10 and 11 is constructed over the track section 3 to be monitored away.
  • This radio field 13 is transmitted by transmitting and receiving pilot signals PS (see Fig. 3 ) of the said modules 6, 7, 9, 10 and 11 are constructed and extend substantially transversely to the predetermined correct direction of travel 4 of the roadway section 3.
  • a wrong-way driver FF drives into the roadway section 3 to be monitored, which according to the in Fig. 1 is selected representation of the left lane section of a highway entrance or exit, the vehicle of the wrong-way driver FF by a radio shading FASC (see Fig. 2A ), which results in attenuations AS of the reception field strengths EFF of the radio field sections 14 to 17 (see FIG Fig. 2B ).
  • the sequence of radio field sections is determined in which an attenuation AS of the respectively assigned reception field strength EFS was detected.
  • the order of the radio-link sections is that of the associated reference numerals 17, 16, 15, 14, which in the comparative method step following thereupon results in a weakening order against the correct direction of travel 4.
  • warning signals are initiated which are in Fig. 2A marked with the reference numbers WS, WS ', WS "and WS"'.
  • the warning signal WS is a signal to a local, ie the lane section 3 nearby warning unit 5A.
  • the warning signal WS ' is a signal to a further warning unit 5B.
  • the warning signal WS " is a signal to the in Fig. 2A and 3
  • the warning signal WS "' is a signal transmitted from the nearby warning unit 5A to the further warning unit 5B according to the hop-to-hop principle.
  • the warning units 5A and 5B issue visual and / or audible warnings of the road users in traffic alongside the wrong-way driver FF.
  • the warning center 19 in principle also the radio module 9 as a master module or master beacon warn signals WS FF to the wrong-way driver FF.
  • the warning center 19 can also operate the remotely located warning units WB by the warning signal WS "".

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Atmospheric Sciences (AREA)
  • Traffic Control Systems (AREA)

Claims (14)

  1. Procédé de détermination d'automobilistes circulant à contresens (FF) et de mise en garde contre ceux-ci, dans lequel, pour la mise en place d'un champ radioélectrique (13), une pluralité d'émetteurs radioélectriques (6, 7) sont disposés écartés les uns des autres sur un côté de chaussée (8) d'une partie de chaussée (3) à surveiller, dans une vue dans le sens de circulation (4), et une pluralité de récepteurs radioélectriques (9, 10, 11) pour la réception des signaux radioélectriques émis par les émetteurs radioélectriques (6, 7) sont disposés écartés les uns des autres sur le côté de chaussée opposé (12) de la partie de chaussée (3) à surveiller, dans une vue dans le sens de circulation, avec les étapes de procédé suivantes :
    a) la mise en place du champ radioélectrique (13) par-dessus la partie de chaussée (3) à surveiller et au moins sensiblement transversalement à un sens de circulation (4) correct prédéfini de la partie de chaussée (3), dans lequel le champ radioélectrique (13) comprend au moins deux parties de champ radioélectrique (14, 15, 16, 17) écartées, dans une vue dans le sens de circulation (4), avec des intensités de champ de réception (EFS) associées ;
    b) la détection, lors de la traversée de la partie de chaussée (3), d'affaiblissements (AS), survenant en raison d'une occultation radioélectrique (FASC), des intensités de champ de réception (EFS) des parties de champ radioélectrique (14-17) ;
    c) la détermination de la séquence des parties de champ radioélectrique (14-17 ou 17-14), dans lesquelles un affaiblissement (AS) de chaque intensité de champ de réception (EFS) associée a été détecté ;
    d) la comparaison de la séquence d'affaiblissements (14-17 ou 17-14) déterminée avec le sens de circulation (4) correct ; et
    e) le déclenchement d'au moins un signal de mise en garde (WS ; WS' ; WS" ; WS"' ; WS"") si la séquence d'affaiblissements (17-14) se déroule à l'inverse du sens de circulation (4) correct.
  2. Procédé selon la revendication 1, caractérisé en ce que, pour la détermination de la séquence d'affaiblissements (14-17 ou 17-14), sont émis des signaux pilotes périodiques (PS) pour l'établissement du champ radioélectrique (13) ou de ses parties de champ radioélectrique (14-17).
  3. Procédé selon la revendication 2, caractérisé en ce que les signaux pilotes (PS) sont émis périodiquement à des intervalles définis.
  4. Procédé selon l'une quelconque des revendications 1 à 3, caractérisé en ce que le champ radioélectrique (13) est installé sur la base de la norme IEEE 802.15.4 au choix dans une bande de 2,4 GHz ou de 800 MHz.
  5. Procédé selon l'une quelconque des revendications 1 à 4, caractérisé en ce que le signal de mise en garde (WS) est délivré à proximité immédiate de la partie de chaussée (3) à surveiller à tous les usagers de la route.
  6. Procédé selon l'une quelconque des revendications 1 à 5, caractérisé en ce que le signal de mise en garde (WS', WS"') est délivré également à d'autres usagers de la route distants, en particulier par le biais de stations relais de transmission de signaux.
  7. Procédé selon l'une quelconque des revendications 1 à 11, caractérisé en ce que, en plus, au moins un signal de mise en garde (WSFF) est délivré à l'automobiliste circulant à contresens (FF).
  8. Procédé selon l'une quelconque des revendications 1 à 7, caractérisé en ce que la délivrance du signal de mise en garde est effectuée de manière optique et/ou acoustique.
  9. Procédé selon l'une quelconque des revendications 1 à 8, caractérisé en ce que le signal de mise en garde des usagers de la route (WS") est délivré également à une centrale de guidage de la circulation routière (19).
  10. Système d'indication d'automobilistes circulant à contresens (FF) et de mise en garde contre ceux-ci (1)
    - avec un dispositif de détection (2) pour la surveillance d'une partie de chaussée (3) avec un sens de circulation (4) correct associé ; et
    - avec un dispositif de mise en garde (5) qui peut être actionné en fonction du résultat de mesure du dispositif de détection (2) pour la délivrance d'au moins un signal de mise en garde (WS ; WS' ; WS"), caractérisé en ce
    - que le dispositif de détection (2) comprend les composants suivants :
    - une pluralité d'émetteurs radioélectriques (6, 7) qui sont disposés écartés les uns des autres sur un côté de chaussée (8) de la partie de chaussée (3) à surveiller, dans une vue dans le sens de circulation (4),
    - une pluralité de récepteurs radioélectriques (9, 10, 11) qui sont disposés écartés les uns des autres sur le côté de chaussée (12) opposé de la partie de chaussée (3) à surveiller, dans une vue dans le sens de circulation (4), et qui sont prévus pour la mise en place d'un champ radioélectrique (13) avec au moins deux parties de champ radioélectriques (14, 15, 16, 17) écartées, dans une vue dans le sens de circulation (4), par la réception des signaux radioélectriques émis par les émetteurs radioélectriques (6, 7), et
    - un dispositif d'évaluation (18) qui est conçu pour la détermination de la séquence (14-17 ou 17-14) de l'apparition d'affaiblissements d'intensité de champ de réception (AS) des parties de champ radioélectrique (14-17) du champ radioélectrique (13).
  11. Système d'indication d'automobilistes circulant à contresens (FF) et de mise en garde contre ceux-ci (1) selon la revendication 10, caractérisé en ce que les émetteurs radioélectriques (6, 7) et les récepteurs radioélectriques (9, 10, 11) sont conçus en tant que modules radioélectriques qui comprennent chacun des unités d'émission et de réception.
  12. Système d'indication d'automobilistes circulant à contresens (FF) et de mise en garde contre ceux-ci (1) selon la revendication 10 ou 11, caractérisé par une unité de mise en garde (20) qui peut être installée dans des véhicules.
  13. Système d'indication d'automobilistes circulant à contresens (FF) et de mise en garde contre ceux-ci (1) selon l'une quelconque des revendications 10 à 12, caractérisé en ce que le dispositif de mise en garde (5) comprend des unités de mise en garde (5A, 5B) qui peuvent être installées dans des rails de sécurité (21) et/ou dans des catadioptres (22).
  14. Système d'indication d'automobilistes circulant à contresens (FF) et de mise en garde contre ceux-ci (1) selon l'une quelconque des revendications 10 à 13, caractérisé en ce que les modules radioélectriques (6, 7, 9, 10, 11) sont équipés d'une alimentation en énergie autonome (E).
EP11745482.7A 2010-06-28 2011-06-28 Procédé permettant de déterminer et de mettre en garde contre des automobilistes roulant à contresens ainsi que système d'indication et d'alerte d'automobilistes roulant à contresens Not-in-force EP2586019B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010025379A DE102010025379A1 (de) 2010-06-28 2010-06-28 Verfahren zur Ermittlung von und Warnung vor Falschfahrern sowie Falschfahrer-Melde- und Warnsystem
PCT/EP2011/003178 WO2012000651A1 (fr) 2010-06-28 2011-06-28 Procédé permettant de déterminer et de mettre en garde contre des automobilistes roulant à contresens ainsi que système d'indication et d'alerte d'automobilistes roulant à contresens

Publications (2)

Publication Number Publication Date
EP2586019A1 EP2586019A1 (fr) 2013-05-01
EP2586019B1 true EP2586019B1 (fr) 2018-04-25

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EP11745482.7A Not-in-force EP2586019B1 (fr) 2010-06-28 2011-06-28 Procédé permettant de déterminer et de mettre en garde contre des automobilistes roulant à contresens ainsi que système d'indication et d'alerte d'automobilistes roulant à contresens

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Country Link
US (1) US8917188B2 (fr)
EP (1) EP2586019B1 (fr)
DE (1) DE102010025379A1 (fr)
WO (1) WO2012000651A1 (fr)

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US20130147639A1 (en) 2013-06-13
US8917188B2 (en) 2014-12-23
EP2586019A1 (fr) 2013-05-01
DE102010025379A1 (de) 2011-12-29
WO2012000651A1 (fr) 2012-01-05

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