EP4195176A1 - Procédé d'identification des véhicules et dispositif d'identification des véhicules - Google Patents

Procédé d'identification des véhicules et dispositif d'identification des véhicules Download PDF

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Publication number
EP4195176A1
EP4195176A1 EP21214156.8A EP21214156A EP4195176A1 EP 4195176 A1 EP4195176 A1 EP 4195176A1 EP 21214156 A EP21214156 A EP 21214156A EP 4195176 A1 EP4195176 A1 EP 4195176A1
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EP
European Patent Office
Prior art keywords
magnetic field
vehicle
magnetometer
field data
magnetometers
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.)
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EP21214156.8A
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German (de)
English (en)
Inventor
Katharina Ostazewski
Henriette Struckmann
Philip HEINISCH
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Physens GmbH
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Physens GmbH
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Priority to EP21214156.8A priority Critical patent/EP4195176A1/fr
Publication of EP4195176A1 publication Critical patent/EP4195176A1/fr
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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
    • G08G1/015—Detecting movement of traffic to be counted or controlled with provision for distinguishing between two or more types of vehicles, e.g. between motor-cars and cycles
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F11/00—Road engineering aspects of Embedding pads or other sensitive devices in paving or other road surfaces, e.g. traffic detectors, vehicle-operated pressure-sensitive actuators, devices for monitoring atmospheric or road conditions
    • 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
    • G08G1/02—Detecting movement of traffic to be counted or controlled using treadles built into the road
    • 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
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/048—Detecting movement of traffic to be counted or controlled with provision for compensation of environmental or other condition, e.g. snow, vehicle stopped at detector
    • 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
    • G07—CHECKING-DEVICES
    • G07B—TICKET-ISSUING APPARATUS; FARE-REGISTERING APPARATUS; FRANKING APPARATUS
    • G07B15/00—Arrangements or apparatus for collecting fares, tolls or entrance fees at one or more control points
    • 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
    • G08G1/017—Detecting movement of traffic to be counted or controlled identifying vehicles

Definitions

  • the invention relates to a method for the contactless identification of vehicles.
  • the invention relates to a vehicle identification device for identifying vehicles, having (a) a first magnetometer for acquiring first magnetometer data, (b) a second magnetometer for acquiring second magnetometer data, (c) a third magnetometer for acquiring third magnetometer data, (d) a fourth magnetometer for acquiring fourth magnetometer data, (e) a fifth magnetometer for acquiring fifth magnetometer data, (d) at least one sixth magnetometer for acquiring sixth magnetometer data and (e) an evaluation circuit for automatically acquiring the magnetometer data and identifying a vehicle or vehicle type based on the magnetometer data,
  • Devices for identifying motor vehicles are usually based on optical recognition of number plates or other characteristic optical features. Another possibility is the wireless reading of radio transponders attached to the vehicle. Such systems are used, for example, for toll collection, parking lots, multi-storey car parks or in logistics and fleet management.
  • Optical systems have the disadvantage that sufficient natural or artificial lighting must be available. Even with additional lighting equipment, incorrect detection can occur in unfavorable lighting conditions.
  • the identification of vehicles based on radio transponders is independent of light or weather conditions, but requires the attachment of a corresponding transponder to the vehicle. While in optical identification, features that are already present in motor vehicles, such as license plates, can be used for identification, corresponding transponders are usually not installed on the vehicle at the factory.
  • the WO 2013/044389 A1 describes a method for identifying vehicles using vector-valued magnetic field measurements with at least one or more magnetometers spaced perpendicularly to the expected direction of travel.
  • a scale-invariant dipole model for the magnetic signature of a vehicle is used for identification.
  • the accuracy of the identification depends on the quality of the magnetic field approximation.
  • a dipole approximation, especially in the near field is only a rough approximation for the complex magnetic field of a vehicle, which is composed of several magnetized components of different geometries. Therefore, deliberate manipulation by attaching simple permanent magnets to the vehicle, which generate the desired dipole field, is particularly possible.
  • the magnetic signatures can only be viewed individually, so that information from spatially resolved magnetic field measurements is not used.
  • the method is designed in such a way that it should also work with only one vector-valued magnetometer.
  • the system is not invariant to an oblique crossing.
  • the WO 2019/155324 describes a system of at least two magnetometers placed along the expected direction of travel that uses cross-correlation to determine the speed of an overrun vehicle. Similar approaches are in the U.S. 6,208,268 and U.S. 2013 057264 described. However, these systems cannot identify or reliably distinguish between vehicle types and individual vehicles.
  • Some systems are also able to provide an estimate of the vehicle class (e.g. truck, car), e.g. B. with the purpose of excluding incorrect detections due to interference or other magnetic objects or to carry out speed measurements depending on the type of vehicle.
  • vehicle class e.g. truck, car
  • B. the vehicle class
  • the WO 2013/189985 describes a method that can determine the vehicle class and the speed of the passing vehicle using a vector-valued magnetometer. For this purpose, at least part of the time-resolved magnetic field signal B(t) is compared with reference signals in a database.
  • previous magnetic field-based systems for vehicle identification either require mathematical models based on a modeling of the magnetic signature generated by a vehicle, or they use a reduced set of invariant characteristics, e.g. B. minima and maxima of the signature, for a comparison.
  • a reduced set of invariant characteristics e.g. B. minima and maxima of the signature
  • the object of the invention is to reduce the disadvantages of the prior art.
  • the invention solves the problem by means of a generic method in which (a) at least three magnetometers are arranged along a first straight line and form a first magnetic line sensor, and (b) at least three magnetometers are arranged along a second straight line and one form the second magnetic line sensor, the second straight line running along the first straight line.
  • a magnetic field data set is obtained that contains at least one in describes at least two dimensions spatially resolved magnetic field caused by the vehicle.
  • the method includes the step of identifying a vehicle type using the magnetic field data set.
  • the invention solves the problem with a generic vehicle identification device in which (h) at least three magnetometers are arranged along a first straight line and form a first magnetic line sensor, (i) at least three magnetometers are arranged along a second straight line and form a second magnetic line sensor.
  • the second straight line preferably runs along the first straight line.
  • the magnetic field data describes a change over time in a static magnetic field generated by a vehicle driving over the magnetometers.
  • the evaluation circuit is designed to automatically carry out a method according to the invention.
  • the invention is also a building with (a) a lane for vehicles, the lane having a lane travel direction, and (b) a vehicle identification device according to one of the preceding claims, which is arranged to identify a vehicle type of vehicles driving on the lane .
  • the vehicle identification device can be arranged above the roadway, below the roadway or embedded in the roadway.
  • a magnetometer is understood to mean, in particular, a thin-film magnetometer.
  • a thin-film magnetometer is understood to mean sensors for detecting the magnetic field, the structure of which is layered and sensitive to the magnetic field.
  • a thin-film magnetometer is based on the GMR (giant magnetoresistance), AMR (anisotropic magnetoresistive) or TMR (magnetic tunneling resistance) effect.
  • GMR giant magnetoresistance
  • AMR anisotropic magnetoresistive
  • TMR magnetic tunneling resistance
  • At least one magnetometer Preferably, at least one magnetometer, at least a majority of the magnetometers and particularly preferably all magnetometers are designed to measure at least two, in particular three, components of the magnetic field.
  • a sampling rate is preferably more than 50 Hz, in particular more than 75 Hz, and/or at most 100 kilohertz.
  • At least one magnetometer Preferably, at least one magnetometer, at least a majority of the magnetometers, and most preferably all magnetometers have a resolution of 1000 nanotesla or better, preferably 100 nanotesla or better.
  • the feature that the magnetometers are arranged along a straight line means in particular that it is advantageous, but not necessary, for the magnetometers to lie on a straight line in the strict mathematical sense. It is possible that the actual position of the magnetometer deviates from the ideal position, for example by a maximum of 20 cm, in particular a maximum of 15 cm, preferably a maximum of 10 centimeters.
  • magnetometers are present.
  • a larger number of magnetometers increases the spatial resolution, but at the same time increases the cost and complexity of the setup.
  • n magnetometers are used, in particular with n ⁇ 300.
  • Each magnetometer measures magnetic field data that describes a magnetic field caused by a vehicle at the location of the magnetometer as a function of time.
  • the magnetic field can be caused by magnetized parts of the vehicle. Alternatively or additionally, the magnetic field can be caused by a change in the earth's magnetic field by non-magnetized but ferromagnetic components.
  • the magnetic field data describe the respective instantaneous influence of the magnetization and/or the susceptibility of the vehicle driving over the respective magnetic field on the magnetic field at the location of the magnetometer as a function of time.
  • Vehicles are understood to mean, in particular, land vehicles, for example passenger cars and trucks.
  • the magnetometers are not receivers of electrogenetic waves actively emitted by a transmitter.
  • At least three of the at least six magnetometers are located at a distance of between 2 cm and 20 cm from each other approximately along the direction of travel and the remaining magnetometers are displaced parallel to or against the direction of travel at a distance of typically between 0.01 m and 1 m.
  • the spatially separated magnetometers thus form two mutually shifted magnetic line sensors, which together represent a measuring unit.
  • the line sensors of this measuring unit are preferably arranged in a common housing in order to ensure a constant and known distance from one another.
  • This measuring unit is mounted in, on or above the ground, in particular a roadway.
  • a vehicle type is understood to mean, in particular, a group of vehicles with the same external geometry and/or the same permissible total mass interval.
  • a vehicle type can be formed by all those vehicles that are allowed to pass a route.
  • the evaluation circuit is understood to mean, in particular, an electronic circuit which automatically, ie without human intervention, identifies the vehicle type and/or a vehicle on the basis of the magnetic field data set.
  • the identification of the vehicle type and/or the vehicle preferably includes the calculation of a magnetic signature from the magnetic field data set.
  • a magnetic signature is a data record that encodes the magnetic properties of a vehicle in such a way that it is possible to assign the data record to the vehicle unambiguously, in particular one-to-one.
  • the identification of the vehicle type and/or the vehicle preferably also includes comparing the calculated magnetic signature with stored reference signatures and determining a similarity parameter. encoded If this similarity parameter has a sufficiently high similarity, the vehicle is identified as the vehicle to which the reference signature is assigned.
  • a unique assignment of the signature to the vehicle means that each vehicle has exactly one magnetic signature.
  • a one-to-one assignment means that each magnetic signature is assigned to exactly one vehicle.
  • a one-to-one mapping is a one-to-one mapping. It is possible that there is an unambiguous or one-to-one association in the strictly mathematical sense. However, the unambiguous or one-to-one association is to be understood in the technical sense and is preferably also present when any deviation from the strictly unambiguous or one-to-one association is so rare that it can be ignored.
  • the evaluation circuit it is possible, but not necessary, for the evaluation circuit to be enclosed by the housing which also encloses the magnetometer.
  • the evaluation circuit can be connected to the measuring unit either by cable or wirelessly.
  • the recorded magnetometer data measurement results and/or a magnetic signature calculated from them is preferably compared with reference signatures in a database in order to trigger an action directly, or forwarded to another EDP system (e.g. programmable logic controller or computer) for further processing.
  • EDP system e.g. programmable logic controller or computer
  • the magnetic signature of vehicles is primarily generated by various components of the vehicle, mostly by remanent magnetization.
  • Most conventional motor vehicles, including modern electric vehicles, have numerous magnetizable and partially magnetized materials, for example in the chassis, in the body, in engines or transmissions. These are magnetized in various ways during production, especially during casting, machining or forming, whereby the magnetization process of the individual components depends on a sufficient number of factors (temperature, magnetic background field, magnetic fields from machines, type of processing, etc.) , resulting in an almost unique magnetic signature.
  • This quasi-unique magnetic signature of the vehicle is used for identification.
  • the measurement result of this magnetic signature also depends on the magnetic field at the measurement location. With a suitable choice of the measurement location, which has a homogeneous geomagnetic field and no strong external magnetic fields, the measurement of the magnetic signature of the vehicle is, on the other hand, independent of the measurement location to a sufficiently good approximation.
  • An advantage of the invention is that the magnetic signature used for identification can hardly be copied or forged because it is linked to the magnetization of integral components of the vehicle. Even with precise knowledge of a desired signature, the corresponding parts of the vehicle cannot be remagnetized with justifiable effort. In other words, while it is possible to alter a vehicle's magnetic signature, it is largely impossible to do so in a targeted manner to obtain a predetermined magnetic signature. This is particularly advantageous for access controls.
  • the invention can either be installed in the roadway, similar to the induction loops or pressure sensors already customary in traffic engineering, or mounted directly on the subsurface, in particular the roadway. It can also be mounted on trusses above the roadway.
  • magnetic field data can be calculated which describe the magnetic field under the vehicle in a spatially resolved manner (in particular not as a function of time).
  • the characteristic magnetic signature for a given position on the vehicle results as a whole from the measured, time-resolved magnetic field data recorded by at least six magnetometers.
  • the magnetic signature may be the magnetic field data or data extracted from the magnetic field data describing characteristics of the magnetic field data.
  • the vehicle's magnetic signature is scanned.
  • the beginning and end of the vehicle are preferably detected based on the characteristic course of the magnetic field strength.
  • a uniform coordinate system k 1 related to the line sensors can be used for both.
  • the magnetic field data are converted into a coordinate system k 2 related to the vehicle. This eliminates the orientation of the vehicle relative to the line sensors. Any tilting of the line sensors relative to the roadway is greatly limited during installation on or in the roadway due to the nature of the roadway.
  • the magnetometer is mounted above the roadway, there may be larger deviations in the vertical tilting. In both cases, these constant deviations can be eliminated by a calibration provided according to a preferred embodiment.
  • the method therefore includes the step of automatically compensating for an influence of a yaw angle ⁇ between a target direction of travel and an actual direction of travel of a vehicle, whose influence on the magnetic field detected by the line sensors is detected.
  • a yaw angle ⁇ is described further below.
  • the roadway preferably has a guide marking, for example a roadway marking or lateral guide structures, which are arranged in such a way that the vehicles drive essentially at right angles to the line sensors.
  • a guide marking for example a roadway marking or lateral guide structures, which are arranged in such a way that the vehicles drive essentially at right angles to the line sensors.
  • the feature that the vehicles do not drive essentially perpendicularly to the line sensors is understood in particular to mean that it is possible, but not necessary, that the vehicles drive perpendicularly to the line sensors in a strictly mathematical sense. In particular, deviations of, for example, plus ⁇ 5° are tolerable.
  • the method comprises the step of acquiring magnetometer data from at least three magnetometers which are arranged along a third straight line and form a third magnetic line sensor, the third straight line running along the first straight line.
  • three, four, five or more line sensors can be placed side by side along the roadway. Two line sensors are sufficient to carry out the identification of vehicles according to the invention.
  • the method preferably comprises the following steps: (i) detecting a magnetic rigid part signature of non-rotating components of the vehicle from the magnetic field data set and (ii) identifying a vehicle type, in particular only using the magnetic rigid part signature. It has been found that identifying a vehicle using the magnetic signature is possible with particularly high accuracy if only the magnetic rigid part signature is used.
  • the invention is also a method for identifying vehicles, with the steps (a) acquiring magnetic field data from at least six magnetometers, so that a magnetic field data set is obtained which describes at least one magnetic field caused by the vehicle and is spatially resolved in at least two dimensions, and (b) identifying a vehicle type and / or a vehicle based on the magnetic field data set, wherein the identification of the vehicle type and / or the vehicle comprises the following steps: (i) detecting a magnetic rigid part signature of non-rotating components of the vehicle from the magnetic field data set and (ii) identify of a vehicle type, in particular only on the basis of the magnetic rigid part signature. It is then advantageous, but not necessary, for at least three magnetometers to be arranged in each case along a straight line, as stated in claim 1 .
  • a vehicle identification device for identifying vehicles, with at least 6 magnetometers for the respective detection of Magnetic field data, the magnetic field data describing a change in a static magnetic field over time, and an evaluation circuit that is designed to automatically carry out a method according to the invention. It is advantageous, but not necessary, for 3 magnetometers to be arranged along a straight line and each to form a line sensor.
  • Rigid parts are mostly the vehicle components that do not rotate when the vehicle is moving.
  • the wheels are not rigid parts.
  • the reason for this is that the magnetic signature of the wheels depends on the angle of rotation of the respective wheel. However, this one is random. If the magnetic signature also has parts that depend on the magnetization of the wheels, even a different angular position of the wheels can result in vehicles being identified incorrectly or not at all.
  • the detection of the magnetic rigid part signature includes the step of determining those areas in the magnetic field data in which the magnetic field measured by the at least two line sensors can be described within a predetermined error tolerance exclusively by a translation of a fixed magnetic field value with a vehicle speed, so that rigid part areas be obtained.
  • the detection of the magnetic rigid part signature comprises the steps (i) determining at least two areas in which the magnetic field measured by the at least two line sensors cannot be described within the specified error tolerance by a translation of a fixed magnetic field value with a vehicle speed, so that receive at least four wheel areas and (ii) thereafter computing the rigid portion regions by masking the wheel regions from the spatially resolved magnetization. In other words, it is possible to also determine those areas that are not rigid part areas and then to eliminate these areas from the overall result.
  • the rigid-part signature can be determined under the boundary conditions that the areas that are not rigid-part areas have an axis of symmetry.
  • calculating the magnetic rigid part signature comprises the steps of (i) calculating a difference image from a first line sensor image describing the spatially resolved magnetization measured by the first line sensor and a second line sensor image describing the spatially resolved magnetization measured by the second line sensor , (ii) determining a binary image from the difference image using a threshold filter, (iii) determining at least one contiguous area in the binary image and (iv) setting the at least one contiguous area either as a rigid part area or as a wheel area. Whether the at least one contiguous area is set as a rigid part area or as a wheel area depends on the selection of the threshold value filter. The areas, in particular pixels, in which the first line sensor image and the second line sensor image hardly differ form the rigid part area.
  • the threshold filter is a filter that assigns either a first or a second value, typically 0 or 1, to a pixel of the difference image, depending on how much the pixel deviates from a central pixel.
  • the middle pixel can, for example, be the median or the average or another mean value from the other pixels.
  • Such a threshold filter is well known from image analysis. For example, applying the Threshold filter causes a flood fill.
  • identifying the vehicle using the magnetic field data preferably comprises the following steps: (i) scaling a time component of the magnetometer data, with the time component being selected in such a way that the at least one magnetometer with corresponds to a specified target driving speed, and/or normalization of a signal strength of the magnetometer data, so that a scaled magnetic field data set is obtained, (ii) reading out reference magnetic field data sets from a database that contains a large number of reference magnetic field data sets from different vehicles, (iii) for the reference magnetic field datasets each determine a similarity parameter that encodes a similarity of the scaled measurement field data of the magnetic field dataset with the reference magnetic field data of the reference magnetic field dataset, and (iv) identify a vehicle based on the similarity parameter.
  • the reference magnetic field data records can also be referred to as reference signatures, the magnetic field data records as magnetic signatures.
  • the similarity parameter is a number that describes how similar the vehicle's magnetic signature is to the stored signature. If the similarity parameter is within a predetermined interval, the vehicle is identified as the vehicle with which the reference magnetic field data is linked.
  • the scaled magnetic field dataset is a magnetic signature. If—as provided according to a preferred embodiment—the rigid part signature is calculated using the scaled magnetic field data set, the rigid part signature is the magnetic signature. The similarity of the stored reference rigid part signatures to this signature encoded with the similarity parameter is determined.
  • the method according to the invention and the vehicle identification device according to the invention can be used particularly advantageously when detecting whether a vehicle is authorized to pass a section of the roadway.
  • the roadway has a section that may not be driven on by vehicles above a maximum permissible total weight. It is then advantageous to detect those vehicles whose mass is above the maximum permissible total mass.
  • the roadway can lead to a building, for example a multi-storey car park, to which only authorized vehicles should have access. In this case, it is desirable that only authorized vehicles are allowed through based on the magnetic signature.
  • the method therefore comprises the steps of (i) detecting an authorization parameter that is linked to the reference magnetic field data record that identifies the vehicle and (ii) emitting a signal to an access release device so that it clears a route for the vehicle (a ) authorizes if the authorization parameter encodes authorization to do so, and (b) does not authorize if the authorization parameter does not encode authorization to do so.
  • the signal is, for example, a control signal that controls an access release device.
  • the access release device is a device for obstructing or preventing further travel, for example a barrier or a gate.
  • the magnetic field data preferably describe the magnetic field in at least two dimensions, in particular in three dimensions.
  • the feature that the magnetic field data describe the magnetic field in at least two dimensions means in particular that at least two independent spatial components of the magnetic field, which is a vector field, are measured.
  • the room components are each measured as a function of time.
  • the third spatial component is the normal component, i.e. the component that is perpendicular to a compensation plane through the roadway in the area of the line sensors.
  • the third spatial component is preferably the vertical component.
  • the vehicle identification device preferably has a third line sensor, which is arranged at a different height than at least one of the other line sensors.
  • the method preferably comprises the steps of (i) reading a maximum permissible total mass of the vehicle identified by its magnetic signature from a database using the similarity parameter or the vehicle type, and (ii) sending a signal to the access release device that depends on the total mass and/or Sending a signal encoding total mass to a monitoring device. If, for example, reading out the maximum permissible total mass of the identified vehicle shows that it is above a specified maximum total mass, a signal is sent to the access release device, which causes the vehicle to be blocked from continuing its journey.
  • a Bridge must be protected from being driven over by vehicles that are too heavy.
  • the signal can also be an optical, acoustic and/or electronic warning signal.
  • the signal signals to the driver of the vehicle that further travel is prohibited or that further travel is possible with restrictions.
  • the signal can indicate a minimum distance and/or a maximum speed.
  • the method therefore preferably comprises the steps of (a) determining a signal intensity parameter which encodes a strength of the magnetic field from the magnetic field data and (b) determining the total mass from the signal intensity parameter and the scaled magnetic field data set.
  • a sampling frequency of at least one, in particular a plurality, preferably all, magnetometers is preferably at least 50 Hertz.
  • the distance between adjacent magnetometers is preferably no more than 30 centimeters, in particular no more than 20 cm, preferably no more than 10 cm.
  • a vehicle identification device preferably has a clock for determining the time. This can be the absolute time or a machine time, for example measured as a time increment from a specified point in time.
  • the evaluation circuit is therefore preferably designed to carry out a method with the steps (i) determining an actual vehicle speed the magnetic field data from two of the magnetometers arranged along the straight line, and (ii) scaling the time component of the magnetic field data of the magnetic field data set, the time component being selected in such a way that it corresponds to driving over the at least one magnetometer with the specified target driving speed, based on the actual vehicle speed.
  • the magnetometers arranged along a straight line are arranged at the same height.
  • the feature that the magnetometers are arranged at the same level is understood in particular to mean that it is possible, but not necessary, for the magnetometers to be arranged at the same level, strictly mathematically. In particular, deviations of at most 30 cm, or at most 20 cm, particularly preferably at most 10 cm, from the ideal arrangement at the same height are possible.
  • the height is determined as the distance to the compensation level through the roadway in the area of the corresponding line sensor.
  • At least three magnetometers are arranged at a second level, which differs from the first level by a level difference.
  • the height difference is preferably at most 50 cm, in particular at most 30 cm.
  • the height difference is preferably greater than 4 cm, in particular greater than 10 cm.
  • a structure according to the invention preferably has an access release device for obstructing or releasing the roadway.
  • the vehicle identification device is preferably designed to automatically control the access release device as a function of a drive-through authorization that depends on the identification of the vehicle.
  • the vehicle identification device 1 has an evaluation circuit 13 in the form of a microcontroller and associated logic modules, which in the present case is also arranged on the circuit board, but this is optional.
  • Line sensor 10 has at least one plug-in connection 14 for cascading the sensors, communicating with at least one second line sensor, outputting data and for power supply.
  • Figure 2a shows a coordinate system k 1 of the line sensors 20.i, a coordinate system related to the vehicle 22 k 2 and a yaw angle a.
  • This yaw angle ⁇ exists between the velocity vector v and the straight line G1 and thus between the coordinate systems k 1 and k 2 .
  • Figure 2b shows the arrangement, not true to scale, of two line sensors 20.i at a distance d from one another on the roadway 21 in a side view.
  • the vehicle 22 runs over the line sensors (20.1, 20.2) at a height h .
  • Each magnetometer 12.j supplies measurement data, which are called magnetometer data and are time-resolved for up to three components (x, y, z components) of a magnetic field B ( x,y,z ) describe.
  • the entirety of the magnetometer data form a magnetic field data set.
  • the magnetic field B ( x,y,z ) under the vehicle 22 can be calculated.
  • the recording process is triggered at a point in time t 0 .
  • the recording process starts when a threshold value for the measured magnetic field of a magnetometer is exceeded or due to an external start signal, for example due to the triggering of another transmitter such as a light barrier, which can be part of the vehicle identification device.
  • the magnetometer data of the line sensors 20.i can as a measurement data matrix, for example the form m i j t 0 ... t end , 1 ...
  • N B j , 1 , t 0 i ⁇ B j , 1 , t end i ⁇ ⁇ ⁇ B j , N , t 0 i ⁇ B j , N , t end i with j ⁇ ⁇ x, y, z ⁇ and m i j ⁇ R N ⁇ t end ⁇ t 0 being represented.
  • t end is the end time of the measurement.
  • the measurement is completed, for example, when the measured magnetic field falls below a predetermined threshold value for all magnetometers for a predetermined time, or after a certain time has elapsed.
  • the matrix of the magnetic field magnitude is accordingly: m i t 0 ... t end , 1 ...
  • N B x , 1 , t 0 i 2 + B y , 1 , t 0 i 2 + B e.g , 1 , t 0 i 2 ⁇ B x , 1 , t end i 2 + B y , 1 , t end i 2 + B e.g , 1 , t end i 2 ⁇ ⁇ ⁇ B x , N , t 0 i 2 + B y , N , t 0 i 2 + B e.g , N , t 0 i 2 ⁇ B x , N , t end i 2 + B y , N , t end i 2 + B e.g , N , t end i 2 ⁇ B x , N , t end i 2 + B y , N , t end i 2 + B e.g , N , t end i 2
  • magnetometers 12 can acquire magnetometer data in either only one, two or three spatial dimensions at a time t.
  • ⁇ t is proportional to the distance between the sensors d and the speed v of the vehicle 22.
  • a spatial shift ⁇ n of the signature can occur, for example, when the vehicle 22 drives over the line sensors at a sufficiently oblique angle.
  • the temporal and spatial shift can be determined, for example, directly by comparing the time-resolved measurement series m (1) and m (2), for example using a method based on the calculation of the 2D correlation according to Pearson become. The direction in which vehicle 22 crosses line sensors 20.i is irrelevant. If a correlation method according to Pearson is used as an example, this results in a sign change of the time shift ⁇ t .
  • the speed of the vehicle 22 may be time dependent.
  • a preferred embodiment provides for the measurement series m (1) and m (2) to be divided into subintervals for the correlation analysis and, for example, to be assigned a time-resolved shift ⁇ t ( t ) using a sliding window-based approach receive.
  • the vehicle 22 has wheels 23.k.
  • the magnetic field caused by the wheels 23.k on the respective magnetometer varies depending on the angle of rotation of the respective wheel. Therefore, the magnetic signature of the wheels is typically different between spatially spaced line sensors.
  • the magnetic signature of the rigid components of the vehicle is identical between the line sensors. In other words, such components of the vehicle are regarded as rigid components for which it applies that their magnetic signature is identical between the line sensors. Movable components can therefore be clearly identified in the difference in the magnetic measurement data of spaced line sensors.
  • both the time shift ⁇ t ( t ) and the spatial shift ⁇ n must be taken into account, which was calculated in a previous step, e.g. B. can be determined with a 2D cross-correlation.
  • the process works in the same way for the longitudinal axis of the vehicle and the transverse axis of the sensor. Independent calculation of the yaw angle ⁇ for all identified axes and subsequent averaging significantly reduces the error due to measurement uncertainties.
  • Areas of the magnetic field created by moving components are preferably masked. This allows a comparable magnetic signature of the vehicle to be determined. Since the spatial resolution along the car depends on the speed and is therefore variable between measurements, the measurement data matrix can be converted to a predefined resolution.
  • the fingerprint matrix is called a binary image. The binary image allows the identification of the rigid part components.
  • the fingerprint matrix F ( i,j ) can be combined to form a common magnetic fingerprint matrix F ( j ) after suitable preprocessing, for example by averaging across all line sensors i.
  • the mean value of the absolute amounts of the elements of the magnetic fingerprint matrix F that belong together in each case can preferably be determined.
  • the averaging also reduces the measurement inaccuracy.
  • the binary matrix B also becomes analogous by interpolation into a matrix B ⁇ ⁇ R W ⁇ N transferred.
  • the magnetic signature F at a corresponding reference F ref is aligned eg by a 2D cross-correlation.
  • the signatures of movable components are already masked in the reference signatures F ref . This makes it easier to compare the recorded magnetic fingerprints, even if different variants of the line sensors are used.
  • the matrix B ⁇ is aligned with F ref . All areas marked with 1 in the binary matrix B ⁇ are omitted for vehicle identification both in the measured magnetic fingerprint F and in the references F ref .
  • the amplitude of the captured magnetic fingerprint is also scaled in a dipole approximation 1 H 3 , where h is the vertical distance between the line sensors and the vehicle.
  • the vehicle type can be deduced with the help of a database.
  • the permissible total mass can also be determined from a database and thus the permissible total weight at the measuring location.
  • the actual total weight of the vehicle can then be deduced from the height, since the Spring constant of the vehicle is known and is preferably also stored in the database.
  • an average field strength for the respective vehicle type can be used for comparison, even if there is no known signature from a database or the like for the specific vehicle. If a fingerprint is already known for the vehicle, the total weight can be determined much more precisely by comparing the amplitudes. In particular, this makes it possible to detect overloading of typical vehicle types, in particular in order to implement traffic monitoring.
  • An advantage of the invention is that identification is also possible when the measuring unit or a line sensor has not been completely passed by the vehicle. This can be the case, for example, with parking spaces, ramps or driveways due to the nature of the vehicles or the structural conditions.
  • the partial signature can then still be compared with an already known, fully captured fingerprint, taking into account the incomplete capture.

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EP21214156.8A 2021-12-13 2021-12-13 Procédé d'identification des véhicules et dispositif d'identification des véhicules Withdrawn EP4195176A1 (fr)

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Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5491475A (en) * 1993-03-19 1996-02-13 Honeywell Inc. Magnetometer vehicle detector
US6208268B1 (en) 1993-04-30 2001-03-27 The United States Of America As Represented By The Secretary Of The Navy Vehicle presence, speed and length detecting system and roadway installed detector therefor
US20070162218A1 (en) * 2006-01-11 2007-07-12 Commissariat A L'energie Atomique Magnetic traffic control system
EP2128837A1 (fr) * 2008-05-30 2009-12-02 MEAS Deutschland GmbH Dispositif de détection d'au moins une propriété d'un véhicule relié à une surface
US20130057264A1 (en) 2010-01-08 2013-03-07 Commissariat A L'energie Atomique Et Aux Energies Alternatives Device for measuring the speed of displacement of an object deforming the lines of the terrestrial magnetic field
WO2013044389A1 (fr) 2011-09-27 2013-04-04 Intelligent Imaging Systems Inc. Identification de véhicules
WO2013189985A1 (fr) 2012-06-19 2013-12-27 Geveko Its A/S Détermination de vitesse de véhicule
WO2019155324A1 (fr) 2018-02-09 2019-08-15 Kaunas University Of Technology Procédé de détermination rapide de la vitesse de déplacement d'un véhicule et dispositif équipé de capteurs amr mettant en œuvre ce procédé
CN110689759A (zh) * 2019-10-15 2020-01-14 浙江众鑫空间科技有限公司 智慧园区管理系统
US20200258383A1 (en) * 2016-01-05 2020-08-13 TollSense, LLC Systems and Methods for Monitoring Roadways

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5491475A (en) * 1993-03-19 1996-02-13 Honeywell Inc. Magnetometer vehicle detector
US6208268B1 (en) 1993-04-30 2001-03-27 The United States Of America As Represented By The Secretary Of The Navy Vehicle presence, speed and length detecting system and roadway installed detector therefor
US20070162218A1 (en) * 2006-01-11 2007-07-12 Commissariat A L'energie Atomique Magnetic traffic control system
EP2128837A1 (fr) * 2008-05-30 2009-12-02 MEAS Deutschland GmbH Dispositif de détection d'au moins une propriété d'un véhicule relié à une surface
US20130057264A1 (en) 2010-01-08 2013-03-07 Commissariat A L'energie Atomique Et Aux Energies Alternatives Device for measuring the speed of displacement of an object deforming the lines of the terrestrial magnetic field
WO2013044389A1 (fr) 2011-09-27 2013-04-04 Intelligent Imaging Systems Inc. Identification de véhicules
US20140232563A1 (en) * 2011-09-27 2014-08-21 Intelligent Imaging Systems Inc. Vehicle identification
WO2013189985A1 (fr) 2012-06-19 2013-12-27 Geveko Its A/S Détermination de vitesse de véhicule
US20200258383A1 (en) * 2016-01-05 2020-08-13 TollSense, LLC Systems and Methods for Monitoring Roadways
WO2019155324A1 (fr) 2018-02-09 2019-08-15 Kaunas University Of Technology Procédé de détermination rapide de la vitesse de déplacement d'un véhicule et dispositif équipé de capteurs amr mettant en œuvre ce procédé
CN110689759A (zh) * 2019-10-15 2020-01-14 浙江众鑫空间科技有限公司 智慧园区管理系统

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