ES2794198A1 - Guidance, information and collision prevention system on roads/highways under adverse visibility conditions, such as fog, smoke, rain and others (Machine-translation by Google Translate, not legally binding) - Google Patents

Abstract

Guidance, information and collision prevention system on roads/highways under adverse visibility conditions, such as fog, smoke, rain and others. No need to install devices in the vehicle. It informs the driver of the vehicle, by means of basic and easily understandable light signals, of the actions to be taken on the speed of his vehicle according to the conditions of the section in which it circulates and with respect to the preceding vehicles. It is an autonomous system, which starts automatically when detecting the presence of adverse visibility conditions, and which allows the driver to reinforce the optical information by lifting retractable devices that generate discomfort when passing over them as bands rough or speed bumps. It operates in connection with a command center, being able to notify it of circumstances that indicate the existence of a collision and/or dangerous stop in the controlled section. (Machine-translation by Google Translate, not legally binding)

Description

DESCRIPTION

Guidance, information and collision prevention system on roads / highways under adverse visibility conditions, such as fog, smoke, rain and others

TECHNICAL SECTOR

The present invention refers to a guidance, information and collision prevention system on roads, highways, etc., under adverse visibility conditions, such as fog, smoke, rain and others. The invention falls within the technical sector of road safety, in the accident prevention section.

BACKGROUND OF THE INVENTION

Since there is road traffic, fog, smoke, rain, etc., have always been presented as a very important problem for traffic safety. The accident rate in the case of hits / collisions due to effects, especially fog, tends to be of high media coverage, as it involves a considerable number of vehicles. For this reason, it is something that continues to be fought against, that is, trying to find means that eliminate, or in the best of cases, significantly reduce the scope and magnitude of these accidents.

This accident rate also shows a significant number of deaths and injuries that needs to be reduced.

As it appears in the Research and Innovation Plan in Road Safety and Mobility 2017-2020 published on the website of the General Directorate of Traffic (DGT) dependent on the Ministry of the Interior of the Government of Spain, within section "3.1.C . Intelligent systems on roads and vehicles, interactive signage "on page 18, and I quote the paragraph verbatim:

“Likewise, it is important to point out that EuroRAP ( European Road Assessment Program) is leading an initiative to redefine and reclassify roads, providing them with information regarding the degree of safety and mobility available at all times. Traffic can be affected by meteorological elements ( fog, rain, snow, etc.), by increased congestion, by the state of its surface at a given time, ( potholes in the road, holes, pools of water), etc. However, no There are elements that inform the user of the existing risk of collision or the consequences for mobility. For this reason, the current trend is to have elements that allow a special code to be given to roads according to their state in relation to road safety at all times. One of the challenges in the medium term is to define useful and agile systems aimed at providing this information to drivers in a clear and direct way to allow and facilitate decision-making. "

That is why the present invention is in line with the current trend manifested by the authorities of the countries in matters of road safety.

Within the state of the art it has been observed that there are many ways to try to reduce incidents / accidents due to adverse visibility causes due to fog, smoke, rain and others. As far as fog is concerned, which is the phenomenon on which we are going to focus, as it is the most frequent, three forms have been detected that aim to reduce incidents. The first way is to try to dispel the fog when it appears. The second is to prevent accidents by installing devices in vehicles that reduce the accident rate. This prevention can be carried out manually, informing the driver of the measures to be taken in his vehicle; another is to act automatically on the elements of the car, independently of the driver. The third way is to provide visual information to the driver without installing any device in the vehicle.

The state of the art indicates that most of the inventions aimed at preventing the occurrence of fog accidents are based on the installation of devices in vehicles. This, apart from an investment for the owner of the vehicle, only benefits the investor. This may cast doubt on their overall effectiveness, since not all vehicles have the same protection system.

The present invention, unlike all those searched and found, differs from the others in that it is not necessary to install additional devices in vehicles. For this reason all vehicles, regardless of their number of wheels, their size, etc., can benefit from the protection provided by the invention. As a consequence of the study of the different existing databases, inventions have been found that, while still being similar, do not cover the present purpose. When analyzing the state of the art, we find a luminous signaling for the road covered under the patent of invention WO2002033175A1 -Light signaling for the road, but oriented to pedestrian crossings. Locate points lights in the middle of the road, but which are activated by the pressure of a pedestrian on a button or a pedestrian detection system when approaching, which does not have much to do with the present invention, except for the light signals on the road. Another of the studies that we found for the prevention and signaling of accidents is the one described in ES2366513 A1 -System and method for the location and communication of traffic alerts. , system based on a method for locating and communicating alerts for traffic, which what it does is detect incidents on the road for vehicles that are close to it. This system is based on receiving information in terminals installed in nearby vehicles, so even when it is close to the present invention, it is only applicable to vehicles with the terminal installed.

Another of the systems found is the one described in CN 101178846 - Roads traffic collision early warning device, an early warning device for traffic collisions, based, like the previous ones, on at least the installation of a device in the vehicle to be able to carry out the early detection of an incident on the road. As already mentioned, the main difference with the present invention is that the vehicle that does not have the system installed does not benefit from this type of protection.

In US patent 2008180281 - Intelligent System for Managing Vehicular Traffic Flow is a system that does not require the installation of any device in the vehicle, but whose main objective is to manage the flow of vehicle traffic, based on light systems that indicate to drivers the state of traffic flow. Common to the present invention is the fact that no additional devices are needed in the vehicle and the use of light signals as a method of informing the driver of the vehicle.

Another of the localized inventions related to traffic safety is the Chinese patent CN 1967615 - An Interactive traffic navigation and vehicular security system, which is based on the installation of a terminal in the vehicle that receives information issued by a Call Center linked to the received by a GPS module installed in the terminal. As in many of the previous cases, we are facing another system that requires a device installed in the vehicle to provide security traffic.

By installing a device in a vehicle, patent ES2273239T3 -Procedure to regulate the speed of a motor vehicle according to risk and device to carry out the procedure, allows to regulate the speed of a motor vehicle according to risk, which allows before a known path locate all dangerous points on the aforementioned path, activating automatic braking when the speed at the point exceeds the critical speed at each of the marked points. We are again before a security control, applicable in the case of fog, but which requires the installation of a device in the vehicle.

The installation of devices on the sides of the vehicle, in the patent ES2261890T3 -Vehicle safety device, allows detecting when the vehicle circulates too close to the side bands that define the lane, which can be a symptom of fatigue, drowsiness of the driver and issues an alarm signal to the driver. We are facing another security system, based on the installation of a device inside the vehicle.

The installation of optical emitters is the basis of the invention ES227648T3 - Fog alarm and guidance device, which, similarly to the present invention, does not require any installation in the vehicle, which gives it a universal protection character. The difference between the two is that it uses the architectural elements of the road for the installation of the optical emitters instead of the road, and that it is merely a guide indicator to stay within the limits of the road. It does not report the level of safety of traffic and the adequacy of the safe speed of the vehicle.

We find ourselves in the following patent of Spanish origin ES2273520T3 - System and complex for road marking, a system for signaling wagons, which is governed by a Control System, but which offers no more coincidence with the present invention than the fact that the light signal is "embedded" in the road. It does not present any type of information to the driver about the speed of the vehicle.

The inventions of Korean origin KR 20140012205 A - Fog and dust removal system and KR 20120123808 - Fog removal system, are systems, not to prevent accidents in case of fog, but to remove the fog, by launching a spray towards the road. , from a position higher in elevation than that of road traffic, therefore nothing that relates to the present invention.

We also find the invention US6864784B1 - Vehicle speed and safety warning system that by means of road signs and the installation of a device in the vehicle adjusts its speed, if possible, or informs the driver of the appropriate speed for that branch of road . It would be a way to prevent accidents, but only by adjusting the speed; in case of reduced visibility, the system does not provide further information.

Another invention that detects the presence of an obstacle by emitting a laser beam is the KR101700445B1 - Apparatus for vehicle collision, which has a receiver to analyze the rebound of the beam and determine the speed of the obstacle and the distance to it. It does not make clear what the operation is in adverse visibility conditions, and in any case it requires the installation of a device in the vehicle. We see that the invention US6166658A- Speed limit it control system repeats the model of installing equipment in the vehicle whose purpose is to read signals from transmitters installed on the roads and based on that information adjust the speed of the vehicle, therefore it is a relative prevention, since it only adjusts the speed, it does not detect or prevent collisions or risk of them.

Through the use of a mobile phone, the invention US8547249B2 - Method for avoiding collision, determines the future position of a potential obstacle and that, although not specified, it should work in adverse visibility conditions, although, as in most of the above, it is necessary to have a device in both vehicles.

An invention that approximates the present invention is patent CN102139674A -System for preventing automobile end collision foggy day. Through the emission of an infrared ray, it calculates the distance to the preceding vehicle / obstacle, and based on the speeds of both vehicles, and taking into account the stopping distance, it indicates whether or not to brake due to the risk of impact. It is based on the installation of a device in the vehicle.

Another invention related to the prevention of accidents in case of fog is described in the Korean patent KR20140030726A - Apparatus for preventing rear-end collision of vehicle in fog situation, in which by installing a device in the vehicle that detects the presence of fog acts on the intensity of the vehicle's rear position lights, to make them more visible from a greater distance. It is an automated fog lamp, but it does not report how to avoid a collision.

A localized patent is CN104859575A - Automobile rear-end collision prevention safety device for foggy weather, and somewhat similar to CN102139674A - System for preventing automobile end collision foggy day, (which has already been mentioned), both based on the emission of a laser beam that prevents the scope in case of fog, but requires the installation of a device in the vehicle.

One of the inventions found that most closely resembles the present invention is Korean patent KR101376026B1 - System for preventing chain collision accident of vehicles, which by means of luminous information in colors, informs the driver of a preceding collision. It bases its operation on an impact sensor that detects the accident. This avoids chain collisions, but unlike the present invention, it does not inform the driver of the actions to take, except in the event that an accident has previously occurred.

No invention patent has been found that is comparable to the present invention and that in any way may interfere.

EXPLANATION OF THE INVENTION

The guidance system and collision prevention on roads / highways under adverse visibility conditions, is an invention that consists of a guidance system based on basic light information for the drivers of vehicles that circulate on the affected routes.

Using light information, these indications allow the driver to adjust the speed of the vehicle. This makes it possible to circulate safely and even stop it completely in the event of a risk of collision.

For a security system to be totally universal, it must guarantee that everything that can be protected is protected, regardless of its state, age, equipment, technological advance, etc.

Most of the patents and / or utility models related to the present invention are based on providing the car with additional equipment or devices. Through them, the vehicle, either by itself or by receiving external information, makes decisions or informs the driver of the actions to be carried out.

One of the novelties of this invention, unlike others, is that its main objective is operation in the event of low or almost zero visibility due to thick fog or smoke and even torrential rain, etc., in which the driver has no information visual or, if it had, is scarce and insufficient.

Some of the existing systems base their operation on the detection of vehicles using cameras, optical sensors, etc. which in many cases lose their effectiveness in situations of low or no visibility such as fog, smoke, rain and others.

One of the problems that we find in the event of a sudden appearance of fog is that we stop seeing the road and the vehicle's own lighting systems (both day and night) are useless or ineffective, not only for the vehicle itself, but also for those behind it; moreover, in the case of night they are counterproductive, since the more light we say, the less visibility we have due to the rebound of it in the fog bank.

In addition, the lights of the vehicles in front are no longer effective, and in many cases, when we see them, it is difficult to avoid a collision by reach, or the stop is made abruptly.

All these problems together make the circulation, in conditions of fog, smoke, heavy rain, etc., become complicated and the risk of chain reach increases considerably.

Therefore, the object of the present invention is to try to avoid this type of tense driving, and to make the driver alert and at the same time informed as to whether his speed is adequate for the circumstances of the road.

The present invention does not oblige the installation of devices in vehicles. This guarantees its universal use by all vehicles capable of circulating on the routes.

Fundamentally, this invention is intended to be installed in sections where, very frequently, conditions are adverse and therefore visibility is reduced by fog and even by smoke or heavy rain, etc.

The operation of the present invention is based on providing very basic luminous information to the drivers of vehicles traveling on the road, highway, etc. in case of very poor visibility.

The present invention does not intend to limit the speed of the vehicle to that allowed in the controlled section, although due to its design and operation it could be used for this. What it really intends is to indicate to the driver of the vehicle what is the speed that his vehicle must have to avoid a collision with the preceding vehicle, and to inform of possible collisions already existing in the section.

We are going to explain how the invention works. We start with a low visibility detector sensor, such as one that detects the refraction of a light beam. The more light refraction, the less visibility. However, specialized sensors can be used to detect fog, smoke, rain, etc. The installed sensor, of whatever type, reports the situation to a Control System. This Control System is basically an electronic system for receiving and issuing information from and to the sensors. The number of low visibility detection sensors to be installed depends on the size of the span to be covered, and the precision with the one you want to operate. The type of sensors to install will be defined by the type of adverse condition that we want to detect.

Once the information on conditions of reduced visibility is received in the Control System, the lighting of some devices is activated, which we will talk about later, to be installed on the road, transversely to the direction of traffic.

These devices, equipped with lighting devices, are what we could call the interface between the driver and the guidance, information and collision avoidance system. Furthermore, these devices are mobile, in such a way that in resting condition they remain at the height of the asphalt, pavement, etc. They can be elevated at will by the Control System according to the traffic conditions in the controlled section.

The lighting that the devices consist of will be enough and enough to be visible from the driving cabins of the different vehicles (cars, trucks, buses, vans, motorcycles, etc.)

Said lighting will have at least two ignition colors such as red and green, colors closely linked to traffic information systems. It has also been considered that the lighting represents shapes, so as not to exclude people with color blindness problems. The light colored beams can be made by means of different light emitting elements of different colors or by means of light emitting elements that can display the desired color at will of the Control System. In any case, they must possess or display definite forms. The initial colors (they can be more quantity and variety if specific information is provided to improve the information) are two already known by drivers so no training is necessary in this regard. These colors are the following: red and green; the solid red indicates to the driver that he must brake and slow down because he is within the limits of the collision distance with the preceding vehicle (risk therefore of collision) and the lights form arrows contrary to the direction of movement; flashing red, which tells the driver to stop immediately due to an imminent collision and the shapes of the lights should be blades flashing intermittently; green, which indicates to the driver that his speed is adequate for the circumstances of the route on which he is traveling and therefore he must maintain it for his safety; the shape of the lights will be arrows in the direction of travel.

The devices, as already indicated, can be raised at will, to be used to reinforce the light signals. Its elevation occurs when the Control detects that a driver is not responding correctly to the light indications that are being sent to him. Stepping over the elevated device produces an uncomfortable driving sensation that normally causes the driver to slow down.

The devices also have a system of sensors that transmit information to the Control System when the vehicle's wheels pass over them, whether they are raised or not.

When the vehicle passes over a device, it not only presses the sensor that indicates its passage, but also, in the event that it is raised above the level of the road, it will yield in height due to its weight until it reaches to be level with the road, in its rest position. When the vehicle passes the device, it returns to its previous position, that is, it gets up again.

The operation of the entire set of elements that form part of the present invention can be very simple, and everything that is required can be complicated by the use of more complete software or the installation of multiple and several additional sensors.

Before going on to describe the operation of the system, we are going to analyze a series of premises, which we will take as a starting point to explain the operation of the invention.

It goes without saying that the parameters that we are going to define are as valid as any other set of them, and that the only thing that changes is the precision and efficiency of the system. The more complication and parameters, the better control of all traffic.

It is clear that to calculate the stopping distance of a car we must use, but not calculate, two times that directly affect its calculation, one is the reaction time and the other the braking time. These two times allow us to know the distance traveled until the driver reacts and the distance traveled since the brake pedal is operated.

The sum of the two times gives us the stopping time of the vehicle. Of all the consultations made on the matter, we have finally chosen one that is easy to understand and does not seem to be very far from the rest of those consulted. It allows us to directly calculate the distance traveled until it reacts and the distance traveled since it reacts.

Starting from the speed of a vehicle in km / h, we divide its value by 10.

We apply corrective factors to the result as follows:

. To obtain the distance traveled during the reaction time, we multiply the value resulting from division by 3 (three).

. To obtain the stopping distance traveled, once the brakes are applied, we multiply the value resulting from the division by 5 (five).

The sum of these two values will give us the approximate stopping distance of a vehicle based on its speed. We have not taken into account factors such as weight, grip, etc., since according to the literature consulted, currently the braking systems of vehicles are very close in their effectiveness to each other.

Therefore, if we take as an example a vehicle that circulates at 88.5 km / h and we want to calculate its stopping distance, we apply the hypothesis and we will obtain:

_28 £ Km ¿h _ = g g5

10

Reaction Distance = 8.85 x 3 = 26.55 meters

Braking Distance = 8.85 x 5 = 44.25 meters

Stopping Distance = 17.70 meters 44.25 meters = 70.8 meters

We now know the stopping distance which is 70.8 meters.

For calculation reasons for explanation it will be more comfortable to work with speeds in meters per second (m / s).

To go from speeds of Km / h to speeds of m / s the multiplying factor is 0.27777777

1 Km / h x 1,000 meters / 3,600 seconds = 0.27777777 m / s Therefore, a vehicle traveling at 120 Km / h will have a speed expressed in m / s of 33.333324 m / s

120 Km / h * 0.277777 = 33.333324 m / s

Let us now try to relate the stopping distance to the speed of the vehicle in m / s.

Therefore, based on the starting parameters, we have obtained a value of 0.347222213 as a calculation factor to obtain the stopping distance as a function of the speed in m / s of a vehicle.

The maximum speed allowed on Spanish roads is 120 km / h, which implies that a vehicle at that speed travels an approximate distance of 33.3 meters in one second.

The stopping distance at this speed is about 96 meters according to the calculations made

We are now going to try to explain how the invention works according to the values obtained.

Suppose we install the devices of our invention at a distance of 20 meters each.

Depending on the speed of a vehicle, the time used to travel the distance between devices 20 meters apart, our starting assumption, is different as reflected in the previous table. Therefore, the distance between devices is a value that must be set according to which is considered the optimal distance, which will be defined by parameters such as the investment cost and the intended safety or any other that you want to take into account.

The Control System is constantly monitoring the low visibility detection sensors.

When a low visibility condition is detected, automatically all the light signals turn green, to indicate to the driver the existence of low visibility conditions. As already indicated, the shape that the green lights should have is that of arrows pointing in the direction of travel, to indicate that everything is correct.

At that moment, the information from each of the pressure sensors installed in the devices begins to be read.

Now suppose that the sensor of one of the devices identified by the number 25, for example, has been stepped on by a vehicle. Automatically, all the sensors prior to the sensor stepped on are tracked until the presence of another event (sensor stepped by a vehicle) is detected in a previous sensor. Suppose the depressed sensor is the 19. It is waited for the reading of the next sensor (20) to determine the speed of the vehicle that precedes the one that has stepped on the sensor 25. The speed of the preceding vehicle will be the distance between sensors divided by the elapsed time.

Once the speed of the vehicle has been determined and based on the distance between the sensors of the two vehicles, we know if the braking distance is greater, less than or equal to that between the two vehicles.

Case A: Stopping distance smaller than that separating both vehicles. In this case there is no risk of collision due to reach, so the Control System shows the vehicle's green lights at all times as seen in Fig. 4. The driver knows that driving at that speed and as long as it does not change the color of the lights its circulation is safe. The devices remain at rest at the level of the road.

Case B: Stopping distance greater than or equal to that separating both vehicles. In this case there is a risk of collision. The lights change from green to red, presenting a shape of arrows in the opposite direction to the traffic as seen in Fig. 5. The driver must slow down until the stopping distance is less than that separating him from the preceding vehicle. At this time, and by the effect of the sensors that are being stepped on by the vehicle, the Control System will detect that the distance between vehicles is safe and will change the lights from red to green. This effect will also change the light shape. The driver already knows that at this time his circulation is safe in terms of safety distance.

Case C: Stopping distance greater than that between both vehicles and the Control System detects that a device illuminated in red is being stepped on by the vehicle as can be seen in Fig. 6. At that time the Control System proceeds to hoist the next device. The driver in this situation must brake because he is in a situation of possible range. In doing so, the Control System will detect the speed reduction through the following devices. If the new stopping distance is safe, it will proceed to illuminate the lights green, indicating to the driver his new situation so that he can take the appropriate measures. In the event that the driver did not brake thereby reducing his speed, then he would pass over the next device while it was raised. When detected by the Control System, it will give the order to lift all the devices between the two vehicles to indicate to the driver that he is in a serious situation of risk. As the driver reacts, the system will inform the driver of this by changing the light signals.

Case D: A vehicle stops on the road due to breakdown or accident. This case can be detected by the Control System when it detects that a vehicle has passed through one device and does not pass through the next one (if there is a deviation between two devices, the deviation must be monitored with a simple sensor so as not to incur false data ). This should trigger alarms (remember that we are talking about road sections with low visibility), and evaluate the need or not of having to stop traffic. To do this, the red lights can be made to intermittently illuminate, which will have a blade shape, which makes all drivers stop the vehicles immediately. Simultaneously, the Control System will proceed to raise all the devices in the section to the point where the presence of a collision is suspected, as seen in Fig. 7. Another possibility is that a vehicle is stopped on top of a device. In this case, the diagnosis is clear and stop signals must be sent to all vehicles and an alarm signal must be sent to road safety, road protection, or whatever is defined in the action protocols. It will also proceed to put red flashing lights, in the shape of a blade and raise the devices to the point where the alleged collision or arrest has occurred.

These four cases are the possible situations that we can find. There are, from there all kinds of variants based on combinations of the different cases presented.

It is clear that the detection and action system that has been described is based on a basic information gathering, although not simple, since it requires a level of analysis and information processing in real time from all the sensors.

Since it is a matter of road safety, which aims to avoid collisions and hits due to the effect of adverse conditions of low visibility, there is an addition, beyond the use of new parameters (basically that is software). This consists in including in the devices a locking system that prevents that when the device is stepped on by a vehicle, it is retracted or retracted. This will be applicable in the event that the driver of a vehicle continues to step on overhead devices with the light in red or when the total detection of traffic is intended due to a collision or obstacle interrupting road traffic. By means of this addition, it is possible to make the devices behave in front of the vehicle (depending on the elevation applied to the device) either, like rough bands that generate noise and discomfort when driving, or like a bump or a speed bump. This last effect is more unpleasant and helps the driver to carry out the actions proposed by the indicators luminous.

More sensors could be incorporated to obtain parameters such as the weight of the vehicle, to better specify the stopping distance as a function of it, or also calculate the speed of the vehicle in front, etc.

With this we would achieve better precision in the determination of stopping distances. It is only a matter of analyzing the investment cost, compared to the improvements provided.

However, not everything is to incorporate elements, which are increasing the cost of the system. Thus, for example, in the case of heavy rain, the stopping distance increases considerably because the braking distance, not the reaction distance, is greater. It is enough for the Control System to detect that the adverse condition is due to heavy rain, so that it modifies the parameter that calculates the braking distance and thus ensure avoiding the risk of collision. This could also apply to adverse conditions such as ice.

The installation of the present invention must be equipped with communication via radio or similar with a command center to send an emergency signal when the system of the present invention detects a possible collision and / or an obstacle in the controlled section as indicated. previously.

For a better graphic clarification, each of the cases that we can find in Fig.18 represents what would be seen from the driving position in a safe situation; the driver can see the green arrows. In Fig.19 we can see a view similar to the previous one but in this case in a situation of excessive speed; arrows in the opposite direction of travel and colored red. Finally, in Fig. 20 we find the representation of a situation of imminent risk with the vision of the blades that will light up in intermittent red; At the end of the road you can see a car in a rollover situation.

BRIEF DESCRIPTION OF THE DRAWINGS

To complement the description that is being made and in order to help a better understanding of the characteristics of the invention, a set of drawings is attached as an integral part of said description, in which, with an illustrative and non-limiting nature, the following has been represented following:

Fig. 1.- Example of Sensor / s detector / s of various adversities.

Fig. 2.- Example of Control System.

Fig. 3.- Top view of the location of devices with sensors and light fixtures.

Fig. 4.- Cross section of the road with the devices at rest.

Fig. 5.- Cross section of the road with a device in raised position.

Fig. 6.- Cross section of the road with several raised devices.

Fig. 7.- Cross section of the road with a device stepped on while it is raised. Fig. 8.- General schematic diagram of a possible design of the Invention.

Fig. 9.- Plan, elevation and profile view of the device on the road at rest.

Fig.10.- Detail view of the structures that make up the device.

Fig. 11.- Plan, elevation and profile view of the device on the elevated road.

Fig. 12.- Plan, elevation and profile view of the device on the trodden road.

Fig. 13.- View of the lighting beams of the device striking the vehicles with the device raised and at rest.

Fig. 14.- Perspective and exploded view of the device.

Fig.15.- Perspective view and at rest of the device.

Fig. 16.- Perspective and elevated view of the device.

Fig.17.- Perspective view and tread of the device.

Fig. 18.- Simulation of operation in the correct speed situation.

Fig. 19.- Simulation of operation in a situation of excessive speed.

Fig.20.- Simulation of operation in a collision or near stop situation. Fig. 21.- Plan, elevation, profile and perspective view of the intermediate structure.

Fig. 22.- Plan view, elevation, profile and perspective of the interior structure.

1

PREFERRED EMBODIMENT OF THE INVENTION

We are now going to explain how the idea could be applied in a practical way on a section of road, detailing as much as possible its operation and a possible design.

In the mentioned section we will install two sensors for the detection of low visibility similar to the one in Fig. 1. Each of the sensors is made up of a pole that has a receptacle at the top where low visibility conditions are detected. The type of sensor, or sensors, depends on what we intend to detect, that is, smoke, fog, rain and others.

In this same section we will install a cabin similar to the one in Fig. 2 with ideal characteristics to be installed outdoors, with the necessary IP protections to guarantee its correct watertightness. It must also have all the necessary protections to guarantee the correct functioning of a Control System that is going to be installed inside. This Control System will be in charge of receiving all the signals from the different sensors, as well as emitting all the necessary signals to the different actuators, whether mechanical or optical, as we will describe later. That is why we must guarantee the protection of this Control System through the passenger compartment. The Control System is, clearly, an electronic element that allows it to be programmed, such as PC, automaton, etc. Its characteristics (memory, processor, storage, etc.) will always be subject to the level of complexity and precision that we want to give to the whole set. We will now install the roadway devices in the chosen section, which contain not only the vehicle passing sensors, but also the light indicators that inform the driver of the vehicle of what actions to take depending on the rest of the vehicles that circulate on the road. the stretch.

As a typical safety measure of these architectures, and since the prevention of injuries to persons is at stake, the duplicate installation of the Control System should be considered.

The placement of the devices can be something similar to that represented in Fig. 3, which corresponds to a section of double circulation, where we can see that the devices have a different positioning according to the direction of travel. Specifically, and as seems natural, those of one direction of travel are rotated 180 degrees, with respect to those of the other.

The spacing of the devices will depend on the level of control that we want to exercise in the section to be controlled and the speeds allowed, and / or expected, in the section.

All these elements that we have been describing, we have to join them by means of cables (or radio signals) and pipes to build the idea object of this invention. In Fig. 8 we can see the different elements that we have been mentioning. We locate the two low visibility sensors (1) and the cabin (2) where the Control System will be installed.

We see a series of devices in a resting situation (3), and one of the devices in an elevated situation (4).

All the elements that make up the present invention are linked by conduits formed by tubes (5), junction boxes (6) and all the wiring necessary for proper operation.

Optionally, although it should be mandatory, the system can be equipped with terrestrial or wireless communication, such as by radio (7), which allows remote monitoring of the section's situation, and even remotely and manually perform actions on the different elements.

Let us now look a little more in detail at the devices to be installed in the rolling area (3) and (4), commonly made with asphalt, a word with which we will refer to this area from now on.

They are devices that are embedded in the asphalt, as can be seen in the preceding figures, which in normal visibility conditions are at rest and their light elements are off. They do not protrude from the level of the asphalt and, at the circulatory level, they should not cause any more sensation than that generated by bridge expansion joints or different sensors used to obtain circulation measurements.

In Fig.4, we can see the situation that we can find in a section carrying the appropriate speed; In Fig.5 we see a situation in which the speed is greater than the stopping distance; In Fig.6 we can see a situation in which the car steps on a raised device (red color), so all the preceding devices are raised; finally, in Fig. 7 we see the situation in which all the devices are lifted due to an imminent collision or due to the arrest of a preceding vehicle. These are the situations that we can find in the operation of the present invention.

Analyzing these devices in more detail we can see in Fig. 9 a representation of plan, elevation and profile in which we can see the different elements that compose it and that we are going to describe. In this figure the device is at rest.

The elements that make up a device are basically rigid structures, With a design sufficient to withstand the weights, resistance and maneuvering to which they are going to be subjected. They will normally be metal, made of sheet of adequate thickness and preferably in stainless steel or galvanized sheet to protect the entire system against corrosion, being able to be manufactured, however, with any other type of material that meets the characteristics of weight, resistance and handling. necessary to endure.

We are talking about three mobile structures, each of which goes inside the other, and they rise as a result of a mechanical movement produced by a motor-type lifting system, or hydraulic system, etc., and the effect of some elements retractable, springs or a hydraulic or pneumatic system, etc. placed between two of them.

The outermost structure is in the form of an open container (18) at its upper end in the middle of which, as can be seen in Fig. 21, it has a raised platform (21). On the platform (21) a lifting system (14) will be installed to be able to lift the following structure, which can be a motor, hydraulic, pneumatic system, etc. In the case of a motor (14), this could consist of a pair of eccentric connecting rods (15) that allow the rotation of its axis to raise the intermediate structure (19) that is supported on it. The raised platform (21) has the mission of keeping the lifting system in height, above the lowest level of the device, from a possible accumulation of liquid as a consequence of a poor evacuation of the device. On one of the sides of this structure, in the upper part, a horizontal plate (22) is installed whose mission is to act as a stop for the rise of some structures that slide inside the present one and also houses in its rear two sensors, one (23) to indicate the end of the rise of an innermost structure and the other (24) to indicate the end of the rise of an intermediate structure that we will describe below.

The following structure, which we have called intermediate (19), of which we can see its shape in Fig. 10, is supported on the previous structure and has rectangular holes that will receive rods of the following mobile structure that leans on it. As already mentioned previously, this structure is supported on the lifting system installed in the previous structure (14) (15) and perfectly aligned with the walls of the same to allow up and down movements.

On this structure and introduced in a large part within it we will place what we have called interior structure (20) previously and that we can see in Fig. 10. This interior structure (20), made like the others in material that provides the

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rigidity and resistance required for the use being described, such as stainless steel sheet, galvanized sheet, etc. It will be made up of a rectangular plate from which eight rods of equally rectangular shape will emerge perpendicularly. Four in each of the angles (27) and another four (26) placed two by two on the longest sides of the rectangle, centered and at similar distances between them. The length of each of the groups of four is different, the longest to guarantee the correct guide of the structure when entering the previous structure and act as a stop when the internal structure is stepped on while the device is raised. The aforementioned retractable elements, such as the springs (25), will be placed at the bottom of this platform to keep it separated by a fixed distance from the platform on which it rests. These retractable elements, springs, etc., will be placed longitudinally between the rods to distribute the force proportionally. These retractable elements, springs, etc., will be the only point of union of both structures in a resting situation. When the lifting system (14) (15) drives the intermediate platform (19) upwards, the inner platform (20) will also rise as a result of the force exerted by the retractable elements, springs, etc., which keeps both structures separated . Once the two platforms reach their final point of ascent, they will press the sensors (23) (24), thus indicating to the Control System that the highest point has been reached. On the sheet that forms the main frame of the inner platform (20), a rectangular trapezoid (9) made of sheet material with sufficient thickness and strength will be installed. In the upper part (small side of the trapezoid), a sheet of similar material will be installed with pressure sensors (13) that serve to detect the passage and presence of vehicles on the device. On the inclined side of the trapezoid, the luminous panel (11) will be installed that will house the luminous devices that will emit the lights (red and green in this example) and will have the shapes described to provide information to people with color blindness. These light fixtures can preferably be of the LED type or of any other type with similar lighting characteristics in terms of penetration in adverse climates.

When the device is in a resting position (Fig. 9), the central rods (26) of the inner structure (20) will completely pass through the holes of the intermediate structure and will rest on the base of the outer structure (18). In this way, it is being guaranteed that in the event that the interior structure (20) is stepped on by a vehicle, the set of structures does not give way downwards. While the device is in sleep, the illuminated panel (provided low visibility alert has been activated) will light green

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and with arrows in the direction of travel. As soon as the Control System, according to the established criteria, sends the order to raise the intermediate structure, it will rise jointly to the interior until its final point of travel (Fig. 11). At that moment the end-of-travel sensors (23) (24) will indicate to the Control System that the structure is up. The lights will be showing red, solid or flashing (arrows or blades), depending on the instructions of the Control System. As the inner (20) and intermediate (19) structures rise in solidarity, the rods no longer rest on the bottom of the outer structure. Now the support of the interior structure (20) is exerted by the lifting elements, springs (25), etc., already mentioned. In this situation, the moment any vehicle steps on the interior structure (20), raised above the level of the road, it will slide in the intermediate structure, until the longer rods (26) make contact with the base of the outer structure (18). At that time the interior structure will be at the level of the road Fig. 12. Once the vehicle passes the device, it will stop exerting pressure on the interior structure (20) and then, due to the effect of the lifting elements, springs (25), etc., the interior structure (20) will return to its elevated position. .eleven. While the interior structure (20) is displaced downwards, due to a pressure from a vehicle, the end-of-travel sensor (23) of the interior structure (18) will be sending that information to the Control System, at the same time as the pressure sensor (s) (13) of the same structure will send information to the Control System. When the interior structure (20) returns to its rest position, the sensor (23) will return to emit information about this fact.

It goes without saying that the design of the aforementioned structures must be consistent, in thickness and resistance to the level of weight, effort and maneuver that they are going to support and made with materials resistant to wear and corrosion.

Once the Control System indicates that the device returns to its rest position, the lifting system will move to its rest position and the interior (20) and intermediate (19) structures will return to said rest position. , by its own weight. In the event that the weight is not sufficient to lower the two structures by gravity, additional springs or retractable elements must be installed to push the structures into their resting position. The entire set of retractable elements, springs, etc., both in the latter case and in those that support the interior structure (20), must always be in a resting position, which is the way in which the life of the the same.

In Fig. 13 we can see how by the lifting effect of the device the lights they are seen earlier than when the device is in the home position. This helps the risk situation to be detected earlier by a driver.

It should be noted that between the horizontal plate (22) and the plate that houses the pressure sensors (13) there is a small space where the light fixtures panel (11) is housed. The dimensions of this space will be determined by the size and inclination of the panel of light fixtures (11). It is possible that noise generated in vehicles as a result of passing over the device when it is at rest is annoying. To alleviate this drawback, a transparent material plate totally resistant to circulation and weather conditions can be installed at the same level as the horizontal plate (22), which retracts when the Control System orders to raise the device. The plate must be as already indicated, obligatorily transparent to allow the passage of light when the device is at rest.

There may be many variations on the way in which the different elements that make up the device are arranged, but the visibility of the light fixtures and the guarantee of the operation of the sensors that detect the passage of the vehicle over the device always prevail.

In Fig. 14 we can see in perspective the exploded view of the device formed by the different elements and structures that form it. In Fig. 15 we can also see in perspective the device in rest situation, where you can see the green arrow-shaped lights in the direction of circulation. In the following figure, Fig. 16, we see the device in perspective when it is elevated, with the arrows in the opposite direction to the traffic flow, illuminated in red, which could be blades, also in red, but flashing intermittently. Finally, in Fig. 17 we can see the device raised but in line with the road because it is being stepped on. The lights are red and shaped like arrows, or they could be blades flashing red, depending on the situation defined by the Control System. To conclude, Figures 18, 19 and 20 are intended to represent in a graphic way the vision that a driver would have in the different cases that can be found in adverse visibility conditions due to fog (figures mentioned) or due to smoke, rain, etc.

Additionally and as a mere extension of the information on the structures named as interior (20) and intermediate (19) we can see in Fig. 21 a sectional view of the raised plan and profile as well as a perspective view of the intermediate structure and in Fig. 22 a sectional view of the raised plan and profile as well as a perspective view of the interior structure.

Claims (11)

1. System for guiding, information and collision prevention on roads / highways under adverse visibility conditions, such as fog, smoke, rain and others, (Fig. 8) characterized by indicating the actions to drivers by means of colored and shaped light signals to be carried out to prevent accidents with vehicles that circulate in the same direction, and formed by the following elements: • Rigid structures (Fig. 10) made of materials that guarantee rigidity, resistance, maneuverability and protection against weathering and corrosion, such as stainless steel, galvanized sheet, etc. • Pressure sensors (13) to detect the passage of a car on the structure. • End of travel sensors (23) (24) to detect the elevation of the interior and intermediate structures. • Colored luminous devices (11) type LED or similar luminous characteristics to inform the driver of the measures to be taken to circulate safely. • Motor (14) (15) or lifting system to lift structures. • Springs (25) or retractable elements, etc. used to support structures • Autonomous Control System (2) made up of electronic equipment capable of controlling the entire system using the appropriate software. • Sensors to detect the presence of adverse visibility conditions. (1) • Terrestrial or radio communication system (7) to send and receive information regarding the operating status of the entire system and necessary alarms. 2. Guidance, information and collision prevention system on roads / highways under adverse visibility conditions, such as fog, smoke, rain and others (Fig. 8), according to claim 1, characterized by turning on automatically when detecting conditions of adverse visibility as indicated by the sensors (1) installed on the section to be controlled. 3. System for guidance, information and collision prevention on roads / highways under adverse visibility conditions, such as fog, smoke, rain and others (Fig. 8) according to claim 1, characterized by indicating to the drivers of the vehicles by means of devices lights emitting green arrow shapes in the direction of traffic, which speed is adequate for the conditions of the section under adverse visibility conditions through which it is circulating 2 4. System for guidance, information and collision prevention on roads / highways under adverse visibility conditions, such as fog, smoke, rain and others (Fig. 8) according to claim 1, characterized by indicating the drivers of the vehicles by means of devices lights emitting fixed red shapes of arrows in the opposite direction to the traffic, which must reduce its speed until you can see green lights with the shape of arrows in the direction of traffic, to adapt it to the safety conditions of the lower section adverse visibility conditions through which you are circulating. 5. Guidance, information and collision prevention system on roads / highways under adverse visibility conditions, such as fog, smoke, rain and others (Fig. 8) according to claim 1, characterized by indicating to drivers by means of luminous devices emitting in intermittent red color with the shape of blades, which must be stopped immediately due to imminent danger of collision due to an accident or abnormal stoppage of preceding vehicles to guarantee the safety conditions of the section under adverse visibility conditions through which it is circulating. 6. Guidance, information and collision prevention system on roads / highways under adverse visibility conditions, such as fog, smoke, rain and others (Fig. 8) according to claim 1, characterized by lifting the device following the last step (Fig. . 4) on the level of the asphalt when its speed is higher than that recommended to circulate safely in order to reinforce to the driver the indication of speed reduction to adapt it to the safety conditions of the section under adverse visibility conditions due to the one that is circulating. 7. System for guidance, information and collision prevention on roads / highways under adverse visibility conditions, such as fog, smoke, rain and others (Fig. 8) according to claim 1, characterized by lifting all existing devices (4) up to the preceding vehicle (Fig. 6), when the driver steps on a raised device with his vehicle. 8. System for guidance, information and collision prevention on roads / highways under adverse visibility conditions, such as fog, smoke, rain and others (Fig. 8) according to claim 1, characterized by lifting all the devices that precede the vehicle and emit red flashing light in the shape of blades to indicate to the driver the existence of a collision and / or a vehicle stopped later, and to proceed to the immediate stop of his vehicle until the light turns green. 9. Guidance, information and collision prevention system on roads / highways under adverse visibility conditions, such as fog, smoke, rain and others (Fig. 8) according to claim 1, characterized in that by installing a blocking system, it prevents a raised device from retracting or hiding when a vehicle passes over it, thus generating a reinforcement of speed reduction or immediate stop to the driver to adapt the circulation from the vehicle to the safety conditions of the section under adverse visibility conditions through which it is circulating. 10. System for guidance, information and collision prevention on roads / highways under adverse visibility conditions, such as fog, smoke, rain and others (Fig. 8) according to claim 1, characterized in that to reduce the sensation of noise that may To produce the passage of a vehicle over a device in a resting situation, a plate of any transparent material can be installed to reduce the distance between the sensor panel (13) and the horizontal plate (22). 11. System for guidance, information and collision prevention on roads / highways under adverse visibility conditions, such as fog, smoke, rain and others (Fig. 8) according to claim 1, characterized in that depending on the adversity detected by the sensor (1) varies the parameter that calculates the braking distance, not the reaction, being able to automatically guarantee the correct calculation of the stopping distance. 2