EP3073463B1 - Dispositif de detection de vehicule - Google Patents

Dispositif de detection de vehicule Download PDF

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Publication number
EP3073463B1
EP3073463B1 EP16160417.8A EP16160417A EP3073463B1 EP 3073463 B1 EP3073463 B1 EP 3073463B1 EP 16160417 A EP16160417 A EP 16160417A EP 3073463 B1 EP3073463 B1 EP 3073463B1
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EP
European Patent Office
Prior art keywords
signal
detuning
induction loop
monitoring device
resonance frequency
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EP16160417.8A
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German (de)
English (en)
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EP3073463A1 (fr
Inventor
Thomas Waibel
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Designa Verkehrsleittechnik GmbH
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Designa Verkehrsleittechnik GmbH
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    • 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
    • G08G1/042—Detecting movement of traffic to be counted or controlled using inductive or magnetic detectors
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/14—Traffic control systems for road vehicles indicating individual free spaces in parking areas
    • G08G1/145—Traffic control systems for road vehicles indicating individual free spaces in parking areas where the indication depends on the parking areas
    • G08G1/146—Traffic control systems for road vehicles indicating individual free spaces in parking areas where the indication depends on the parking areas where the parking area is a limited parking space, e.g. parking garage, restricted space
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/14—Traffic control systems for road vehicles indicating individual free spaces in parking areas
    • G08G1/145—Traffic control systems for road vehicles indicating individual free spaces in parking areas where the indication depends on the parking areas
    • G08G1/148—Management of a network of parking areas
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/14—Traffic control systems for road vehicles indicating individual free spaces in parking areas
    • G08G1/149—Traffic control systems for road vehicles indicating individual free spaces in parking areas coupled to means for restricting the access to the parking space, e.g. authorization, access barriers, indicative lights

Definitions

  • the invention relates to a vehicle detection device and a method for monitoring an induction loop integrated in a roadway.
  • Vehicle detection devices are known for various tasks in road traffic, which use induction loops which are integrated into the roadway.
  • induction loops form a coil which is part of an oscillating circuit.
  • the inductance of this coil changes, i. that is, the resonance frequency of the induction loop changes or is detuned.
  • the detuning of the resonance frequency is detected and, when a predetermined limit value is exceeded, a switching signal is output, which represents a vehicle driving over.
  • Such induction loops are used in particular in parking garages in order to recognize vehicles in front of, under and behind barriers which block the entrances and exits of the parking garages or parking spaces.
  • the problem with such vehicle detection devices is that the quality of the induction loop can change over time. This can be caused by moisture, deformation of the road and the induction loop or the like. Such changes can cause the detuning changes to change and, in particular, to decrease, so that vehicles can no longer be reliably detected and malfunctions occur, which in extreme cases can lead, for example, to a barrier closes while a vehicle is under the barrier.
  • DE 10 2011 014 855 A1 discloses a method and an apparatus for detecting and classifying moving vehicles, for which an induction loop and a magnetic field detector are used.
  • the device disclosed there has no possibilities of detecting aging or deterioration in the function of the induction loop.
  • US 5,508,698 discloses a vehicle detection system using an induction loop in which changes in the induction loop are detected based on the rate of signal change upon detuning. This system has the disadvantage that very slow changes in the quality of the induction loop cannot be detected.
  • DE 1 959 546 discloses a device for determining traffic information which uses an induction loop embedded in the roadway. Monitoring of the function of the induction loop is not provided.
  • DE 32 09 377 A1 discloses a method for vehicle reduction in road traffic, which in particular enables the speed of a vehicle to be based on the maximum change in the Detect loop detuning of an induction loop. This system also has the problem that a deterioration in the induction loop used can lead to incorrect measurements.
  • the object of the invention is to improve a vehicle detection device in such a way that the quality of an induction loop in the vehicle detection device can be monitored in a simple manner.
  • the vehicle detection device has at least one induction loop built into a roadway.
  • the induction loop can be embedded in a known manner in a concrete or asphalt roadway or a roadway made of another suitable material.
  • the induction loop forms a coil in a known manner, which is part of an oscillating circuit.
  • When the induction loop is passed over, its resonance frequency or the resonant circuit containing the induction loop is detuned in its resonance frequency.
  • the detuning that occurs can be used in a known manner to signalize a vehicle driving over
  • the induction loop is connected to a monitoring device which serves to monitor the quality, ie the correct functioning of the induction loop. Quality or function monitoring is possible without using an additional reference or test loop.
  • the monitoring device is designed in such a way that it detects the resonance frequency of the induction loop or of the oscillating circuit which contains the induction loop and evaluates this resonance frequency or generates and evaluates a detuning signal representing the detuning. That is, either a signal representing the detuning can be evaluated or the resonance frequency can also be evaluated directly. A larger change in the resonance frequency means a larger amount of the detuning signal. If the invention is described below on the basis of the detuning signal, it should be understood that in a corresponding manner a direct evaluation of the resonance frequency is considered to be equivalent and included in the invention.
  • the resonance frequency or the detuning signal is evaluated in such a way that the monitoring device compares values of this signal with one another at different times. This means that there is no comparison with predetermined limit values in order to monitor the induction loop, rather the signal curve of the resonance frequency or of the detuning signal itself is evaluated at different points in time by comparing values of the signal which occur at different points in time with one another. These points in time can be fixed, recurring points in time.
  • the resonance frequency or the detuning signal can preferably be continuously evaluated.
  • the monitoring device can be designed such that it continuously monitors the resonance frequency or the detuning signal is monitored and the occurring values to be compared, for example maxima and / or minima, are recorded and compared with one another on the signal curve.
  • the monitoring device can have a memory in order to store individual values or an entire signal curve. The continuous monitoring can take place in such a way that values of the detuning signal are recorded and evaluated at small, regular intervals.
  • the detuning signal can preferably be digitized.
  • the induction loop is further preferably connected to an evaluation device, the evaluation device being designed such that it detunes the resonance frequency of the induction loop, i. H. detects the detuning of the resonance frequency of a resonant circuit having the induction loop and outputs a digital switching signal when a predetermined detuning limit value is exceeded.
  • a digital switching signal then preferably represents a vehicle that traverses the induction loop. This means that the output of the switching signal is made dependent on the magnitude of the amplitude.
  • a digital switching signal is only output when a deflection or an amplitude of the detuning exceeds a predetermined detuning limit value.
  • the evaluation device compares the signal curve of the detuning signal with the predetermined limit value.
  • the monitoring device compares values of the detuning signal with one another at different times, i. that is, there is preferably a relative instead of or in addition to an absolute evaluation of the detuning signal.
  • the monitoring device can also be designed in such a way that it detects vehicles that are crossing the induction loop through a relative signal evaluation.
  • the monitoring device is preferably designed such that it detects vehicles on the basis of fluctuations in the detuning signal in comparison to the further signal profile of the detuning signal.
  • the monitoring device evaluates the signal curve over time in order to identify vehicles driving over on the basis of the deflections or amplitudes that occur.
  • the monitoring device then does not recognize the vehicles traveling by the fact that a predetermined limit value is exceeded, but rather that the detuning signal has a deflection or an amplitude with respect to the further signal curve.
  • This has the advantage that vehicles driving over can be recognized independently of predefined limit values.
  • different types of vehicles can be recognized, since the monitoring device can also be designed such that it evaluates the amount of the deflections, with larger vehicles, for example, producing a larger deflection than smaller vehicles.
  • Such a monitoring device can be used as an alternative to the evaluation device described or in addition to such an evaluation device in order to enable greater operational reliability and more differentiated detection of different vehicle types.
  • the monitoring device is designed such that it detects the amplitudes or deflections of the detuning signal over a period of time and recognizes a deterioration in the quality or function of the induction loop from a change in the amount of the deflections over this period.
  • the monitoring device is designed such that it generates an advisory signal when the amount of the deflections changes over this period.
  • the time period can be a predetermined time period, preferably the amplitudes or deflections of the detuning signal are continuously monitored. If this is Decrease over time, this speaks for example for a decreasing quality of the induction loop and the monitoring device is preferably designed such that it emits an advisory signal in the event of such a change.
  • Such an advisory signal can be displayed directly to an operator, be it optically or acoustically, or further processed in a higher-level control device in order to initiate necessary measures, such as maintenance or checking the induction loop.
  • the monitoring device can be designed in such a way that an advisory signal is output when the average magnitude of the deflections or amplitudes has decreased by a certain amount, ie a predetermined amount or a predetermined percentage.
  • the monitoring device is designed in such a way that it does not directly compare individual amplitudes with one another, but averages the occurring amplitudes or deflections over a period of time and considers changes in this mean value.
  • the monitoring device is further preferably designed such that it detects the deflections or amplitudes of the detuning signal and generates an indication or error signal if the amount of the deflections of the detuning signal or the resonance frequency falls below a predetermined lower limit.
  • the lower limit can be predetermined such that it forms a limit value up to which a correct function of the induction loop is assumed. If the lower limit is undershot, this is no longer guaranteed and an advisory signal is output, which can either be detected directly by an operator or can be processed further in a higher-level control device in order to initiate necessary measures such as maintenance or repair of the induction loop.
  • the monitoring device is arranged at a distance from the induction loop and the resonance frequency or detuning signal is transmitted to the monitoring device via a data network, in particular the Internet.
  • a loop detector can be arranged directly on the induction loop, in which the further components of the resonant circuit are located and which outputs the detuning signal as an analog or preferably digitized signal.
  • Such a loop detector is preferably arranged in the immediate vicinity of the induction loop, for example directly at a barrier in a parking lot.
  • the monitoring device on the other hand, can be far away, for example integrated into a central server, in which preferably an entire control device for one parking space or several parking spaces can also be integrated.
  • the monitoring device can be installed at almost any location and can be connected in a simple manner to an induction loop arranged at any other location.
  • induction loops are particularly preferably connected to a common monitoring device which evaluates the detuning signals of the several induction loops independently of one another.
  • the individual induction loops are preferably each provided with a loop detector which Outputs and transmits the detuning signal of the respective induction loop to the monitoring device.
  • a transmission in the manner described above can take place via a data network.
  • the monitoring device can, for example, be a central monitoring device for a larger parking garage or a larger parking lot.
  • the monitoring device is also preferably used for monitoring induction loops of a wide variety of devices, ie, for example, several parking garages, regardless of location.
  • the monitoring device can essentially be arranged at any location from where it can accordingly also monitor induction loops arranged at a great distance.
  • Each induction loop is preferably monitored individually, so that deterioration or damage to each individual induction loop can be identified or corresponding information or error signals can be output for individual induction loops, as described above.
  • the detection device is integrated in a parking space access control system, the at least one induction loop being part of a gate or barrier control.
  • the induction loop can be arranged in front of, below or behind a barrier in order to detect vehicles there.
  • the vehicle detection device can also be integrated into other systems, such as traffic light controls.
  • the invention thus also particularly preferably relates to a parking space access control system which comprises a vehicle detection device according to the preceding description.
  • the monitoring device can further preferably be integrated in the gate or barrier control of the parking space access control system his.
  • the gate or barrier control initiates the opening and closing of barriers or gates that limit the parking space. This preferably includes access control and payment processing.
  • the barrier control can be arranged locally directly on the barrier, but is further preferably arranged centrally from the barrier.
  • a central gate or barrier control can be provided for an entire parking space object, ie a parking garage or a parking space.
  • a central barrier control or control device which controls the barriers and gates of several parking garages.
  • the barriers and gates can be connected in a known manner to the control device, ie the gate or barrier controller, via a suitable data network, in particular the Internet.
  • the invention also relates to a method for monitoring an induction loop integrated in a roadway.
  • any detuning of the resonance frequency of the induction loop or the resonance frequency of a resonant circuit, the part of which is the induction loop is detected at different times and compared with one another.
  • a continuous acquisition with averaging is preferably carried out, it being possible to compare averages at different times.
  • the process sequences described there are also preferably the subject of the method according to the invention.
  • the method is expediently suitable for use with such a vehicle detection device.
  • the deflections or amplitudes of a detuning of the resonance frequency are preferred Detection signal recorded over a period of time and compared with each other. This can be a predetermined period of time.
  • the deflections or amplitudes are preferably recorded continuously, it being possible, if appropriate, to form mean values over individual time periods or continuously, which in turn can then be compared with one another at different times.
  • a deterioration in the function of the induction loop can be inferred and a warning signal can be generated which indicates that this induction loop has to be serviced or repaired.
  • the reduction in the amount of the deflections can also be detected by taking average values formed.
  • a notification signal is particularly preferably generated when the magnitude of the deflections or amplitudes of the detuning signal falls below a predetermined lower limit. If the detuning is no longer large enough, a vehicle can no longer be reliably detected. A warning signal correspondingly generated when the predetermined lower limit is reached can thus indicate in good time that the respective induction loop must be serviced or repaired.
  • the vehicle detection device according to the invention can be used in particular in a parking space monitoring system, such as is used for parking garages or parking lots, for example.
  • the vehicle detection device serves to recognize whether a vehicle is in front of a barrier.
  • two barriers 2 are shown as an example, which block, for example, two entrances or entrances and exits of a parking garage.
  • a vehicle detection device with an induction loop 4 is arranged on each barrier 2, it being possible for the induction loops 4 to be let into a roadway in a known manner. It is to be understood that only one induction loop 4 is shown here by way of example on each barrier 2, but in reality several induction loops 4 can be arranged on each barrier 2, for example in front of, below and behind the barrier, in order to allow a vehicle to pass through the barrier 2 monitor.
  • Each induction loop 4 is connected to a loop detector 6, which forms the evaluation device for the induction loop 4.
  • the induction loop 4 forms part of an oscillating circuit, the remaining components of which are arranged in the loop detector 6.
  • a vehicle passes over the induction loop 4, its inductance and thus the resonance frequency of the resonant circuit change. This change in the resonance frequency or detuning of the resonant circuit is detected by the loop detector 6.
  • an operator terminal 8 is also shown at each barrier 2, which is used, for example, to issue or record parking tickets.
  • a payment terminal 10 is shown by way of example. It is to be understood that a plurality of barriers 2, operating terminals 8 and also a plurality of payment terminals 10 can be present in a parking garage.
  • the system also has a central control device 12, which forms a barrier control and controls a plurality of barriers 2 in the manner described below. It should be understood that the central control device 12 can not only control a single parking garage or a single parking space with its components, but can also control a large number of different parking garages and parking spaces or the elements such as barriers 2 present there.
  • control device 12 is connected via the Internet 14 with all components to be controlled, i. H. in particular, the barriers 2, the operator terminals 8 and / or the payment terminals 10 are connected.
  • the loop detectors 6 are also connected to the control device 12 via the Internet 14.
  • the control device 12 transmits control commands to the individual barriers 2 via the Internet 14 in order to open and, if necessary, close them.
  • the control device 12 receives data from the operator terminals 8 and sends data to the operator terminals 8, for example when issuing and reading in parking tickets.
  • it also communicates with the payment terminals 10 via the Internet 14 in order to process payment processes.
  • the loop detectors 6 when a vehicle drives over the induction loop 4 and detunes the resonance frequency, the loop detectors 6 output a digital switching signal and transmit this to the central control device 12. A digital switching signal is output when a predetermined limit value for the detuning is exceeded.
  • a monitoring device 16 which monitors the function of the induction loops 4, is integrated in the central control device 12, which can be formed by a server system.
  • the monitoring device 16 can be integrated into the control device 12 as a module, in particular as a software module.
  • the function or quality of the induction loops 4 is monitored in such a way that the loop detectors 6 not only transmit digital switching signals to the control device 12, but instead of these switching signals or in addition to these switching signals the detected resonance frequency or a detuning signal is transmitted, which represents the actual detuning of the resonance frequency.
  • FIG. 2 shows the course of the resonance frequency F over time t.
  • the frequency F1 represents the resonance frequency of the resonant circuit or the induction loop 4 in the non-detuned state, ie when there is no vehicle above the induction loop. If a vehicle is above the induction loop, the resonance frequency is reduced in this example, for. B. at times t 1 , t 2 , t 3 and t 4 . If the resonance frequency F falls below a limit value G, the associated loop detector 6 outputs a digital switching signal to the control device 12 via the Internet 14. In the example shown, the amount of detuning decreases over time, that is, at time t 4 , the detuning is less than at time t 1 . This can result from a deterioration in the quality of the induction loop 4, which in the end can lead to the Detuning no longer falls below the limit value G, so that a switching signal is no longer generated when a vehicle is above the induction loop 4.
  • a detuning signal V is plotted against time t.
  • the detuning signal V corresponds to the frequency difference by which the resonance frequency of the resonant circuit or the induction loop 4 is detuned when a vehicle is passed over. If there is no detuning, the amount of detuning signal V is zero. If the resonance frequency of the induction loop 4 is detuned by driving over the induction loop 4, the detuning signal V shows amplitudes or deflections, in this example designated A1, A2, A3, A4 and A5. If the amount of these deflections A1, A2, A3, A4, and A5 exceeds the limit value G, the loop detector 6 generates said digital switching signal.
  • the amount of the rashes A1, A2 decreases over time, ie the rashes A3 and A4 are smaller than the rashes A1 and A2 and the rash A5 is again smaller. That is, the signal of the induction loop 4, which represents a vehicle driving over, deteriorates over time, which can be caused, for example, by geometric changes in the induction loop in the road, moisture entering the asphalt or the like.
  • the monitoring device 16 is designed such that it continuously monitors the detuning signal V for each individual induction loop 4 in such a way that the amounts of the deflections that occur are compared with one another. Now recognizes the monitoring device 16, that the amounts of the deflections are smaller, ie in this example the deflections A3 and A4 are weaker than the previous deflections A1 and A2 and the deflection A5 is even weaker, the monitoring device 16 can generate an advisory signal which indicates that the induction loop 4 no longer works properly and needs to be serviced or repaired.
  • a limit value G or a lower limit U can also be provided for this purpose, when such an advisory signal is undershot.
  • the signal or the amount of the deflection A5 falls below this lower limit U, which can then cause the monitoring device 16 to output the advisory signal.
  • the direct monitoring of the resonance frequency or the detuning signal V instead of just a switching signal has the additional advantage that a far more accurate detection of vehicles driving over is possible.
  • different types of vehicles can be distinguished since different types of vehicles cause different deflections A. Larger vehicles cause greater upsets than smaller vehicles. This can be differentiated.
  • mean values formed over a longer period of time it is helpful to take into account mean values formed over a longer period of time to monitor the quality of the induction loop. A change in these mean values over time does not depend on individual different vehicle types, but rather suggests a change in the quality of the induction loop 4.
  • Figure 4 shows the course of the resonance frequency according to the representation in Figure 2 . If a first vehicle now travels over the associated induction loop 4, the resonance frequency is reduced from the quiescent frequency F1 to a resonance frequency F2 at time t 1 . Since this distinguishes the limit value G, a vehicle driving over it is recognized and a digital switching signal, which represents the vehicle driving over, can be output by the loop detector 6. In conventional systems, the limit value G would only be exceeded again at time t 4 , and only then could it be detected that the vehicle had been left. In the example shown, two vehicles drive one behind the other over the induction loop 4.
  • the small gap between the vehicles causes the resonance frequency to rise again to the value F3 at time t 2 , but this falls below the limit value G is located and thus does not cause a digital switching signal or a change in the digital switching signal, so that in a conventional system no second vehicle could be detected here that overruns the induction loop at time t 3 , whereupon the resonance frequency is reduced to the value F2 is coming.
  • the relative change in the resonance frequency or the original tuning from the value F2 to the value F3 can be detected by the monitoring device, so that it can be detected here that two Roll vehicles over induction loop 4 one after the other.
  • the monitoring device 16 can be designed so that when a signal curve as shown in FIG Figure 4 an alarm signal to initiate manual control.
  • the change in the signal curve, as in Figure 4 is shown, can be achieved by continuous monitoring of the detuning signal V or the resonance frequency F.
  • the amount of the signal can be continuously recorded and evaluated at regular intervals. These time intervals are chosen so small that they are in any case smaller than the expected time intervals between two vehicles passing over the induction loop 4.
  • the values of the resonance frequency F or of the associated detuning signal V are preferably compared with one another at times t 1 , t 2 , t 3 and t 4 , ie there is not only a comparison with a limit value G , so that changes in the signal curve can be determined independently of specified limit values.
  • either the signal of the resonance frequency can be evaluated directly by the monitoring device or a detuning signal which represents the detuning. Both are considered equivalent in the sense of the invention.
  • the evaluation of the signal in the monitoring device can either be purely relative, changes or differences in the deflections occurring when the resonance frequency is detuned, in order, for example, to be able to detect malfunctions of the function of the induction loop at an early stage or to detect different types of vehicles or vehicles driving directly behind one another.
  • This further limit value forms a lower limit for the amounts of the upsets that occur.
  • the amount of deflection of the detuning signal is compared with two limit values, ie, a lower limit value, which signals the vehicle passing the induction loop 4, and an upper limit value, which must also be exceeded in order to ensure the correct functioning of the induction loop 4. If only the limit value causing the switching signal is exceeded, the desired function of the induction loop 4 is still present, but it can be recognized early on by the monitoring device 16 that the function of the induction loop 4 deteriorates in order to carry out maintenance or replacement can before the function of the induction loop 4 fails.

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Claims (11)

  1. Dispositif de détection de véhicule comportant au moins une boucle d'induction (4) intégrée dans une voie de circulation et dont la fréquence de résonance est désaccordée lorsqu'un véhicule l'emprunte,
    dans lequel la boucle d'induction (4) est reliée à un appareil de surveillance (16) servant à surveiller le bon fonctionnement de la boucle d'induction (4), dans lequel l'appareil de surveillance (16) est réalisé de manière à enregistrer la fréquence de résonance (F) de la boucle d'induction (4), caractérisé en ce que l'appareil de surveillance (16) est en outre réalisé de manière à évaluer un signal de désaccord (V) représentant un désaccord (V) de la fréquence de résonance (F) en comparant les unes aux autres des valeurs (A) dudit signal de désaccord (V) à différents instants (t), à savoir en enregistrant des déviations (A) du signal de désaccord (V) sur une période de temps et en identifiant une altération du fonctionnement de la boucle d'induction lorsqu'il y a diminution de l'ampleur des déviations (A) sur ladite période de temps et en générant un signal d'indication.
  2. Dispositif de détection de véhicule selon la revendication 1, caractérisé en ce que la boucle d'induction (4) est reliée à un appareil d'évaluation (6), dans lequel l'appareil d'évaluation (6) est conçu de manière à enregistrer le désaccord (V) de la fréquence de résonance (F) de la boucle d'induction (4) et à émettre un signal de commutation numérique lorsqu'il y a dépassement d'une valeur limite de désaccord (G) prédéterminée.
  3. Dispositif de détection de véhicule selon la revendication 1 ou 2, caractérisé en ce que l'appareil de surveillance (16) est conçu de manière à identifier des véhicules qui passent la boucle d'induction (4) à l'aide de déviations (A) du signal de désaccord (V) par comparaison avec un autre profil de signal du signal de désaccord (V).
  4. Dispositif de détection de véhicule selon l'une quelconque des revendications précédentes, caractérisé en ce que l'appareil de surveillance (16) est réalisé de manière à enregistrer les déviations (A) du signal de désaccord (V) et à générer un signal d'indication lorsque l'amplitude des déviations (A) du signal de désaccord (V) descend en dessous d'une limite inférieure (U) prédéterminée.
  5. Dispositif de détection de véhicule selon l'une des revendications précédentes, caractérisé en ce que l'appareil de surveillance (16) est agencé à distance de la boucle d'induction (4) et en ce que le signal de désaccord (V) est transmis à l'appareil de surveillance (16) par l'intermédiaire d'un réseau de données (14), en particulier Internet.
  6. Dispositif de détection de véhicule selon l'une des revendications précédentes, caractérisé en ce que plusieurs boucles d'induction (4) sont reliées à un appareil de surveillance (16) commun qui évalue les signaux de désaccord (V) de la pluralité de boucles d'induction (4) indépendamment les uns des autres.
  7. Dispositif de détection de véhicule selon l'une des revendications précédentes, caractérisé en ce que l'appareil de détection est intégré dans un système de contrôle d'accès à un espace de stationnement, dans lequel la boucle d'induction (4), au moins au nombre de une, fait partie d'une commande de portail ou de barrière (12).
  8. Dispositif de détection de véhicule selon la revendication 7, caractérisé en ce que l'appareil de surveillance (16) est intégré à la commande de portail ou de barrière (12).
  9. Dispositif de détection de véhicule selon la revendication 7 ou 8, caractérisé en ce que la commande de portail ou de barrière (12) est agencée à distance d'au moins un portail à commander ou une barrière à commander (2) et est reliée à celui-ci ou celle-ci par l'intermédiaire d'un réseau de données (14), en particulier Internet, en vue de sa commande.
  10. Procédé de surveillance d'une boucle d'induction intégrée dans une voie de circulation, dans lequel les désaccords (V) de la fréquence de résonance (F) de la boucle d'induction (4) qui surviennent sont enregistrés à différents instants (t) et comparés les uns aux autres en ce que l'on enregistre sur une période de temps les déviations d'un signal de désaccord (V) représentant le désaccord de la fréquence de résonance (F) et en ce qu'on les compare les unes aux autres, et dans lequel une diminution de l'ampleur des déviations (A) sur une période de temps permet de conclure à une altération du fonctionnement de la boucle d'induction (4), puis un signal d'indication est généré.
  11. Procédé selon la revendication 10, dans lequel un signal d'indication est généré lorsque l'amplitude des déviations (A) du signal de désaccord (V) descend en dessous d'une limite inférieure (U) prédéterminée
EP16160417.8A 2015-03-16 2016-03-15 Dispositif de detection de vehicule Active EP3073463B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102015204674.5A DE102015204674B4 (de) 2015-03-16 2015-03-16 Fahrzeug-Detektionsvorrichtung

Publications (2)

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EP3073463A1 EP3073463A1 (fr) 2016-09-28
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CN106409006A (zh) * 2016-11-08 2017-02-15 南威软件股份有限公司 一种基于云数据的停车场联网管理系统
CN106846887A (zh) * 2017-01-12 2017-06-13 中山市易达号信息技术有限公司 一种智能车位锁控制系统
CN109887330B (zh) * 2019-04-09 2021-10-08 南京维智感网络科技有限公司 面向室外停车位状态管理的地感线圈车辆探测方法

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DE3209377C2 (de) * 1982-03-15 1990-08-02 Siemens AG, 1000 Berlin und 8000 München Verfahren zur Geschwindigkeitsermittlung im Straßenverkehr
AU650973B2 (en) * 1991-06-17 1994-07-07 Minnesota Mining And Manufacturing Company Vehicle detector with environmental adaptation
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JP3388179B2 (ja) * 1998-04-08 2003-03-17 株式会社ケンウッド 車両検知装置
DE102011014855A1 (de) * 2011-03-24 2012-09-27 Thales Defence & Security Systems GmbH Verfahren und Vorrichtung zum Erfassen und Klassifizieren von fahrenden Fahrzeugen

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DE102015204674A1 (de) 2016-09-22
EP3073463A1 (fr) 2016-09-28

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