IT201800007688A1 - SYSTEM FOR THE CONTROL OF A VEHICLE WHICH ENTERS A SECTION OF THE ROAD ON THE OPPOSITE - Google Patents

Description

SYSTEM FOR THE CONTROL OF A VEHICLE THAT TAKES A

ROAD SECTION IN THE OPPOSITE

DESCRIPTION

The present invention refers, in general, to the technical field of road safety and, in particular, to a system for the control and, in particular, the monitoring, detection and management of a vehicle traveling along a road section in the opposite direction.

All motorways and main extra-urban roads, characterized by separate carriageways, one for each direction of travel, as well as one-way provincial or state roads, suffer from a potential criticality, represented by the possibility that they are taken in the opposite direction by a driver of a vehicle which, by mistake or deliberately, enters the carriageway or road reserved for the reverse direction of travel. When the aforementioned situation occurs, the danger that is created is very serious and often leads to accidents with sometimes very serious results.

To prevent these potentially dangerous situations, special ALT road signs are typically installed at motorway exits, or at the exit of provincial or state roads, to alert a driver of a vehicle that has taken the road in the direction contrary.

The Applicant observes that these warning systems are not always sufficient to solve the problem, as they do not allow to immediately detect the condition of potential danger and to rapidly prepare the necessary intervention measures.

EP 2 897 116 A1 describes a system for detecting a vehicle traveling in the wrong direction comprising a Doppler radar configured to detect the speed of movement of the vehicle in a predetermined travel area along the road. The radar is configured to perform a plurality (n) of vehicle detection operations in the area traveled and to issue an alarm if the speed values detected during the plurality (n) of detection operations exceed a predefined speed (V) a predetermined number of times (m, with m ≤ n). EP 2 897 116 also proposes to use, downstream of the Doppler radar, in a zone of greater danger, a second radar in charge of detecting the danger in the wrong direction in a second predetermined area. Each radar is built into a frame that incorporates an audible or light alarm. Each radar preferably also comprises a camera for recording images in the respective areas and a communication device for communicating the alarms and images detected by the camera to a remote operating center.

The Applicant observes that the system described by EP 2 897 116 is not very reliable as it is subject to missed detections for vehicles which, while traveling in the wrong direction, do not satisfy, in terms of speed or number of detections, the speed profile configured for the plurality (n) of detection operations (for example in case of irregular vehicle gait, such as stop & go). Furthermore, this system can be subject to false detections and, therefore, to the generation of false alarms, for example due to interference between vehicles or the presence of animals along the monitored route. In addition, for the monitoring of two areas, EP 2 897 116 teaches how to duplicate the number of radar sensors, each of which individually applies its own operating logic, without interacting with the other radar sensor.

The technical problem of the present invention is that of realizing a reliable, flexible and efficient detection and control system which is not affected by the problems set out above.

The Applicant has found that this technical problem can be solved by means of a control system according to claim 1.

Preferred characteristics of the control system are reported in the dependent claims.

In the course of the present description, and in the attached claims, the expression "road section" refers to a one-way section of any road such as, for example, a motorway, a main suburban road, a road provincial, state or municipal which can include one or more lanes.

The control system according to claim 1 can have one or more of the following preferred characteristics, optionally combined together.

The local processing unit is conveniently located near the road section.

The first detection device is suitably arranged in proximity to the road section and, preferably, in the vicinity of said first detection area of the road section.

The second detection device is suitably arranged in proximity to the road section and, preferably, in the vicinity of said second detection area of the road section.

Preferably, the system also includes at least one video surveillance camera connected to the local processing unit, capable of being adjusted by the local processing unit to film the first detection area and the second detection area.

Preferably, the local processing unit is configured to process the signals received from the first detection device and from the second detection device and output control signals to regulate said at least one video surveillance camera, according to said received signals.

Preferably, said at least one video surveillance camera is suitably arranged near the road section and, in particular, near the first detection area and / or the second detection area.

Preferably, said at least one video surveillance camera is a single camera adapted to be adjusted to two positions adapted to film respectively the first detection area and the second detection area and the processing unit is configured to output command signals for adjust (for example in position and focal) said video surveillance camera on one or the other of said two positions, according to the data received from the first detection device and from the second detection device.

Preferably, the local processing unit is configured to send to the remote control unit data indicative of a current situation regarding the vehicle's transit in the wrong direction along the road section.

Preferably, according to said data indicative of the current situation received by the processing unit, the remote control unit is able to trigger (for example by generating an appropriate alarm signal for operators in charge) an intervention procedure suitable for managing the current state.

Preferably, once the intervention procedure has ended, the remote control unit is able to send an alarm closure signal to the processing unit which, in turn, is able to output command signals to automatically deactivate said at least an alarm signaling device and to adjust (for example, in position and focal) said at least one video surveillance camera according to a predetermined adjustment.

Preferably, the local processing unit comprises a time counter (for example software) adapted to generate a timeout signal at the expiration of a predetermined period of time counted starting from a predetermined event (for example starting from the moment in which the first detection device detects the presence of the vehicle passing in the wrong direction in the first detection area).

Preferably, the local processing unit is configured to output command signals for automatically deactivating said at least one alarm signaling device, upon generation of said timeout signal (and, for example, in the absence of detections by the second device for detecting vehicle in transit in the wrong direction in the second detection area). This advantageously allows the local processing unit to terminate, in predetermined circumstances, the alarm signal automatically and independently of the remote control unit.

In a preferred embodiment, the local processing unit is configured to implement a deterministic finite state automaton defined by a set of input signals, states, output signals, transition functions and output functions.

Preferably, for each current state, among the set of states of the automaton, the transition functions are configured to define the future state, between the set of states, assumed by the automaton when, being in the current state, it receives a certain input signal of the set of input signals; the functions of the outputs being configured to define the output signals, among the set of output signals, provided by the automaton in correspondence with a certain current state of the automaton and a certain input signal.

Preferably, the set of input signals comprises the signals received from the first detection device, the signals received from the second detection device, the alarm closure signal received from the remote control unit and, preferably, also a timeout signal generated by a special time counter of the local processing unit.

Preferably, the set of output signals comprises the command signals for automatically activating / deactivating said at least one alarm signaling device, the command signals for regulating said video surveillance camera and, preferably, signals for sending to the control unit remote data indicative of the current state assumed by the automaton.

Preferably, the set of states of the automaton includes at least a first initial state corresponding to the absence of relevant events about the vehicle's transit in the wrong direction along the road section; a second state corresponding to the presence of the vehicle in transit against the traffic along the first detection area of the road section; a third state corresponding to the presence of the vehicle in transit against the traffic along the second detection area of the road section; a fourth state corresponding to the end of the presence of the vehicle in transit against the traffic along the road section.

In a preferred embodiment, the first detection device and the second detection device each comprise a thermal imager.

Preferably, said at least one alarm signaling device is a visual and / or sound signaling device.

Preferably, said at least one alarm signaling device comprises a first alarm signaling device, a second alarm signaling device and, preferably, a third alarm signaling device.

Preferably, the local processing unit is configured to process the signals received from the first detection device and from the second detection device and to output command signals to automatically and selectively activate / deactivate said first alarm signaling device, said second alarm signaling device and, preferably, said third alarm signaling device, according to the received signals.

Preferably, the control system also comprises a third detection device adapted to detect the presence of the vehicle passing in the wrong direction in a third detection area of the road section and to transmit signals indicative of the presence of the vehicle in said third detection area to the local processing unit. The third detection area is downstream of the second detection area considering a direction of travel in the opposite direction of the road section.

Preferably, the local processing unit is configured to process the signals received from the third detection device and output command signals to automatically activate / deactivate said at least one alarm signaling device.

Preferably, the local processing unit is configured to process the signals received from the third detection device and output command signals to automatically and selectively activate / deactivate said first alarm signaling device, said second alarm signaling device and preferably said third alarm signaling device, according to the received signals.

Preferably, the first detection device and the second detection device (and possibly the third detection device) are not enabled to communicate with the remote control unit (they can only do so with the intermediation of the local processing unit) .

Preferably, said at least one video surveillance camera is a single camera adapted to be adjusted to three positions adapted to film respectively the first detection area, the second detection area and the third detection area and the processing unit is configured to provide command signals output to adjust (for example in position and focal) said video surveillance camera on one or the other of said three positions, according to the data received from the first detection device, from the second detection device and from the third device detection.

Preferably, the set of states of the automaton also includes a further state corresponding to the presence of the vehicle in transit against the traffic along the third detection area of the road section.

Further characteristics and advantages of the control system object of the present invention will become clearer from the following detailed description of its preferred embodiments, made with reference to the attached drawings and provided by way of non-limiting example. In such drawings:

Figure 1 is a schematic view of a control system according to a preferred embodiment of the present invention;

Figure 2 is a view, similar to that of Figure 1, showing the control system in the detection phase of a vehicle in the wrong direction in a first detection area;

Figure 3 is a view, similar to that of Figure 1, showing the control system in the detection phase of the vehicle in the wrong direction in a second detection area;

Figure 4 is a view, similar to that of Figure 1, showing the control system in the detection phase of the vehicle in the wrong direction in a third detection area;

- Figure 5 shows a diagram representing the state transitions of a deterministic finite state automaton implemented by the local processing unit of the control system of Figures 1-4, according to an embodiment of the invention.

With reference to Figure 1, a system is shown for controlling a vehicle entering a road section in the wrong direction, generally indicated by the reference number 10.

The system 10 includes a remote control unit 100 and a peripheral detection group 200.

Figure 1 shows a first road section 310 which can be traveled in a first single direction of travel, indicated by arrows F1, and a second road section 320 which can be traveled in a second single direction of travel, opposite to the first direction of travel, and indicated by arrows. F2.

The two road sections 310, 320 can, for example, be part of a motorway junction, a freeway or a ring road.

In particular, the first road section 310 can be, for example, an exit carriageway of a first one-way carriageway (not shown) with one or more lanes that can be traveled in the first one-way direction, indicated by the arrows F1, while the second road section 320 can be, for example, an entrance carriageway of a second one-way carriageway (not shown) with one or more lanes which can be traveled in the second one-way direction, indicated by the arrows F2.

In the remainder of this description, the terms "exit carriageway", "entrance carriageway", "final portion" and "initial portion" are used with reference to the correct direction of travel of the road section considered.

In the following of the present description, reference is made to a peripheral detection unit 200 installed in correspondence with the first road section 310, suitable for detecting a vehicle V1 entering the opposite direction in this first road section 310 and for managing this presence, alerting, for example, the driver of the vehicle V1 and the police in charge and acquiring and storing information relating to this transit. However, it is understood that what has been described with reference to the first road section 310 applies in a completely similar way to the second road section 320.

The terms "peripheral" and "local" are used to indicate elements of the system 10 located in proximity to the road section 310 while the term "remote" indicates elements of the system 10 located in a remote position with respect to the road section 310.

In particular, in correspondence with the first road section 310 three detection areas with increasing danger are defined, respectively a first detection area AR1, a second detection area AR2 and a third detection area AR3. These areas are sequential (one downstream of the other) considering a direction of travel against the hand of the first section of road 310.

The first detection area AR1, of low danger (or potential danger), is located in correspondence with a final portion 311 of the first road section 310 and is such that the driver of the vehicle V1 in the wrong direction, who is in this area of detection AR1, can correct the direction of the vehicle, returning autonomously to the road section of correct travel, in the example an initial portion of the 321 of the second road section 320.

The second detection area AR2, of medium danger (or concrete danger), is also located in correspondence with the final portion 311 of the first road section 310 and is such that the driver of the vehicle V1 in the opposite direction is in this area detection AR2, realizing the error made, can no longer correct the direction of the vehicle V1, returning to the road section of correct travel, aggravating the criticality of the incorrect maneuver, a condition that must be managed by the remote control unit 100, typically by an operator and / or law enforcement agencies.

In the example considered, it is assumed, in fact, that in correspondence with the first detection area AR1 the two road sections 310, 320 are not physically separated by obstacles for which a vehicle V1 has the possibility to pass from one section to another; however, this is no longer valid for the second detection area AR2 and the third detection area AR3 in which the two road sections 310, 320 are physically separated by obstacles so that a vehicle V1 no longer has the possibility to pass from one section to another. 'other.

The third detection area AR3, highly dangerous (or serious danger), is located at the initial part of the first road section 310 and is such that the driver of the vehicle V1 in the wrong direction, who is in this detection area AR3 , constitutes a serious danger, for example for another vehicle V2 traveling in the correct direction of travel along the first running carriageway (not shown) having the first road section 310 as the exit carriageway.

By way of example, Figures 2-4 illustrate different phases of increasing danger in which the vehicle V1 initially in transit along the initial portion 321 of the second road section 320 (condition shown in Figure 1) invades, in the opposite direction, the final portion 311 of the first road section 310 in correspondence with the first detection area AR1 (condition shown in Figure 2), then continues its movement in the wrong direction until it reaches the second detection area AR2 (condition shown in Figure 3) and, subsequently, reaches the third detection area AR3 (condition shown in Figure 4).

The remote control unit 100 preferably comprises an operator station, typically constituted by a computer 112 equipped with relative graphic interface 113, and a database 114. Preferably, information is stored in the database 114 of the remote control unit 100. received from the detection unit 200, as will be described in greater detail below by the present description. The graphic interface 113 is designed to allow the display of predetermined information received from the local processing unit 240 and / or the display of special alarm signals for the operator in charge.

The detection unit 200 comprises a first detection device 210, a second detection device 220, a third detection device 230 and a local processing unit 240.

The local processing unit 240 is in communication with the first detection device 210, the second detection device 220, the third detection device 230 and with the remote control unit 100.

The transmission of information between the various devices of the peripheral detection group 200 can be carried out via a local network, via cable and / or wireless, according to techniques well known in the art.

Similarly, the transmission of information between the local processing unit 240 and the remote control unit 100 can be carried out by means of a transmission network (for example, including the Internet), via cable and / or wireless, according to techniques well known in the 'art.

The various devices of the peripheral detection group 200 (with the exception of the local processing unit 240) are unable to communicate with the remote control unit 100 except through the intermediation of the local processing unit 240.

The first detection device 210 is configured to detect the presence of the vehicle V1 in transit in the wrong direction in the first detection area AR1 and transmit this information to the local processing unit 240, the second detection device 220 is configured to detect the presence of the vehicle V1 in transit in the wrong direction in the second detection area AR2 and transmitting this information to the local processing unit 240, the third detection device 230 is configured to detect the presence of the vehicle V1 in transit in the wrong direction in the third detection area AR3 and transmit this information to the local processing unit 240.

Although in the specific example three detection devices 210, 220, 230 associated with three respective detection areas AR1, AR2, AR3 are considered, the number of detection devices can be less than or greater than three. In particular, this number will be defined according to the extension of the total area (in the example consisting of the three detection areas AR1, AR2, AR3) that you want to monitor of the road section 310.

In a particularly preferred embodiment, each detection device 210, 220, 230 comprises a camera, which can be mounted on a pole (not shown) positioned in correspondence with the respective detection area AR1, AR2, AR3. The camera is mounted on the pole at a suitable height, suitable for detecting the vehicle V1 in transit in the wrong way in the respective detection area AR1, AR2, AR3. Preferably, this camera is a thermal imager; more preferably a thermal imager equipped with video analysis means. Alternatively, at least one of the detection devices 210, 220, 230 can be constituted by a laser sensor, a radar or any other similar device suitable for the purpose.

The thermal imaging camera is able to detect vehicles according to the thermal energy emitted by them. Advantageously, the thermal imager does not need light to operate and is capable of detecting even at long distances and in the most difficult atmospheric conditions. On the road, the thermal energy emitted by a vehicle cannot be confused with that of an animal or that of a pedestrian.

The analysis of thermal images in search of vehicles in the wrong direction is carried out by the camera itself, with known video analysis techniques, on one or more detection sub-areas that can be configured within the respective detection area AR1, AR2, AR3 framed by it. . The thermal imaging camera has the function of signaling to the local processing unit 240 the possible presence of a V1 vehicle in the wrong direction in the configured AR1, AR2, AR3 detection areas. This is preferably done with a digital signal (for example, 1 = presence; 0 = absence).

The detection unit 200 also comprises a video surveillance camera 214. The video surveillance camera 214 is preferably mounted on the pole positioned in correspondence with the first detection area AR1 and is of the pivoting type so as to be able to film the environmental context of the transit in the first, in the second and third detection areas AR1, AR2, AR3 and generate respective video streams to be sent to the local processing unit 240. The video surveillance camera 214 is preferably of the dome type. The video surveillance camera 214 preferably provides, with remote control, the movement horizontally (right / left), vertically (up / down) and the control of the focal length of the lens. Preferably, it is suitable for acquiring two-dimensional images in sequence, in the visible range of the electromagnetic spectrum.

In an alternative embodiment not shown, the detection group 200 can comprise more than one video surveillance camera. For example, it can comprise two video surveillance cameras suitable for being suitably adjusted (in position on the three areas AR1, AR2, AR3 and in focal length) so as to follow separately and independently two vehicles that both enter the road section 310 in the opposite direction.

The detection group 200 further comprises at least one alarm signaling device, for example for visual signaling.

In the illustrated embodiment, the detection unit 200 comprises a first visual signaling device 216, a second visual signaling device 226 and a third visual signaling device 236, each activated by the local processing unit 240.

The first visual signaling device 216 and the second visual signaling device 226 are positioned, respectively, in correspondence with the first detection area AR1 and the second detection area AR2 and are activated by the local processing unit 240 to signal the driver of the vehicle V1 which entered the first section of road in the wrong direction 310.

The third visual signaling device 236 is positioned in correspondence with the third detection area AR3 and is activated by the local processing unit 240 to signal the presence of the vehicle to the driver of the vehicle V2 in transit on the first road section 310 in the correct direction of travel. V1 in transit in the wrong direction.

The first, second and third visual signaling devices 216, 226 and 236 preferably consist of illuminated panels, preferably containing figures and pictograms of universal significance. Of course, you can use any other alarm signaling device suitable for the purpose, which is able to immediately capture the attention of the driver of the V1 vehicle and the driver of the V2 vehicle. For example, as an alternative or in addition to the visual signaling devices, it is possible to use one or more audible alarm signaling devices.

In a preferred embodiment, the local processing unit 240 is an industrial PC with special software that can be programmed through a macro configuration language that defines the behavior of the unit as a function of the received signals. In fact, the application software running on the processing unit 240 creates a deterministic finite state automaton which can be in various more or less complex configurations, which can assume a finite set of states, and which evolves according to the signals received at the input. . From a formal point of view, the automaton is defined as a quintuple:

• the set of inputs, ie the set I = (i1, i2, ..., in) of the inputs that the automaton receives from the outside and recognizes, represented in the context by digital inputs and timeouts;

• the set of outputs, that is the set U = (u1, u2, ..., un) of the outputs that the automaton communicates to the outside, represented in the context by actions that the automaton is able to perform such as: activation of a digital release, sending an email,…;

• the set of states, ie the set S = (s1, s2, ..., sn) of the configurations that the automaton can assume during its operation;

• the transition function, ie the FT relationship that indicates the state assumed by the automaton when, being in a certain state, it detects a certain input from the outside;

• the function of the outputs, that is the relationship FU which indicates the actions carried out by the automaton towards the outside, in correspondence with a certain state and a certain input.

The automaton is therefore defined with the fivefold of the five elements just described: A = {I, U, S, FT, FU}.

Having defined the set of inputs, outputs and possible states that the processing unit 240 can assume, it is possible to set the FT transition functions so that the behavior of the automaton is defined and thus develop the detection logic of the vehicles in the wrong direction. suitable for the circumstances.

The described solution advantageously allows the peripheral unit 200 to operate autonomously and automatically, without involving the operators by means of the remote control unit 100, at least for those situations in which the driver who drives the vehicle V1 in the wrong direction realizes in time the error made. (for example for the situation in figure 2).

The idea behind the solution described is in fact that of being able to detect the manifestation of the traffic error in all its phases of increasing danger and to arrange, for each one, signaling interventions to the drivers (through the signaling devices 216, 226, 236) and communication to the emergency operators (via remote control unit 100) and to activate an intervention procedure by the operators only in cases where there is a real need for intervention. In particular, it is based on the ability to detect the event in its evolutionary phases and to adapt the reports and intervention procedures, as the danger increases, involving, at the maximum level of danger, also the drivers of V2 vehicles who proceed regularly and who could be victims of the situation created.

At the peripheral level, the essential phases of the operational logic are carried out entirely by the application software running on the local processing unit 240, which creates the deterministic finite state automaton and is connected to the detection devices 210, 220, 230, to the detection devices. signaling 216, 226, 236 and to the video surveillance camera 214.

An example of setting up the area could be the one described with reference to Figures 1-4 which provides for three levels of increasing danger, from potential to actual and concrete and, therefore, to serious. Other set-ups are obviously possible, increasing or decreasing the complexity of detecting and managing transit in the wrong direction.

According to an embodiment of the invention, the deterministic finite automaton can be defined by the fivefold of the five elements that formally define it {I, U, S, FT, FU} in the following way.

● Set of inputs I represented by:

o Inputs I1 and I2: of the digital input type (0 deactivated, 1 active) corresponding to the presence of a vehicle in the opposite direction respectively in a first and second sub-area of the first detection area AR1, detected by the first detection device 210;

o Inputs I3 and I4: of the digital input type (0 inactive, 1 active) corresponding to the presence of a vehicle in the opposite direction respectively in a first and second sub-area of the second detection area AR2, detected by the second detection device 220;

o Inputs I5 and I6: of the digital input type (0 deactivated, 1 active) corresponding to the presence of a vehicle in the opposite direction respectively in a first and second sub-area of the third detection area AR3, detected by the third detection device 230;

o Input I7: of the timeout type, generated by a software time counter (not shown) made in the local processing unit 240; the timeout is generated by the counter at the end of a predetermined period of time counted from the instant in which the automaton assumes a certain state or detects a certain event. For example, the predetermined time period is counted starting from the moment in which the first detection device 210 detects the presence of the vehicle V1 passing in the wrong direction in the first detection area AR1, i.e. from the moment in which the input I1 becomes active.

o Input I8: of the type of closing event command received by remote control unit 100 on the basis of a communication protocol defined between central and peripheral level.

● Set of outputs U represented by:

o Outputs U1, U2 and U3: of the digital output type (0 inactive, 1 active) for the deactivation / activation of the first, second and third visual signaling devices 216, 226, 236 respectively;

o Outputs U4, U5 and U6: of the digital output type (0 inactive, 1 active) for the positioning control of the video surveillance camera 214 respectively in the positions of the three detection areas AR1, AR2, AR3;

o Output U7: of the type for sending status reports via FTP protocol (File Transfer Protocol) to remote control unit 100;

o U8 output: of the type, it sends emails and / or sms to a predefined recipient (for example to the police forces present in the area).

● Set of states S:

o State S1 WHITE: corresponding to the absence of events (represents the initial state, for example that of Figure 1);

o State S2 YELLOW: corresponding to the state of potential danger (for example that of figure 2);

o State S3 ORANGE: corresponding to the current and concrete state of danger (for example that of figure 3);

o Status S4 RED: corresponding to the state of serious danger (for example that of figure 4);

o Status S5 BLACK: corresponding to the state of end of danger (represents the final status of an event);

It is observed that when the local processing unit 240 detects a first event (presence of a first vehicle in the opposite direction in the first area AR1), it triggers the transition of states in a first automaton instance and at the same time generates a new instance of automaton in WHITE state. The evolution of the first event is followed by the first automaton instance, while the second automaton instance remains ready in case new events occur (for example detection of a second vehicle in the wrong direction in the first area AR1 when the first vehicle is still in one of the three detection areas AR1, AR2 or AR3).

As regards the operational logic, formalized with the transition functions FT and with the output functions FU, it provides that the first detection is carried out in the first detection area AR1 (yellow area), which would still allow the driver in error to become account and correct its direction, returning to the correct lane.

Already for this first detection, the local processing unit 240 is able to communicate the event (YELLOW state) to the remote control unit 100 and to implement a signaling procedure addressed to the driver of the vehicle V1 through automatic activation of the first device 216. This potentially dangerous situation will fall into place if the driver corrects his direction or will persist, becoming worse if, on the other hand, he persists in the error. These two possible evolutions, closure of the first survey or its evolution, are also detected by the local processing unit 240 and transmitted in real time to the remote control unit 100 providing all the information of interest.

The second detection of cars in the wrong direction is carried out in the second detection area AR2 (orange area), when the vehicle V1 will no longer be able to change direction to return to the road section with the correct direction of travel, aggravating the criticality of the maneuver. This condition (ORANGE state) is for example managed by the local processing unit 240 by:

● immediate notification addressed to the driver of the vehicle V1 which proceeds against the flow through automatic activation of the second signaling device 226;

● communication of the event to the remote control unit 100 for the activation of an intervention procedure by the operators and / or by the police to block the traffic arriving on the road section 310 entered by mistake, to avoid collision between the vehicles V2 traveling along the road section 310 in the correct direction of travel and the vehicle V1 which proceeds erroneously in the opposite direction.

The third detection of cars in the wrong direction made in the third detection area AR3 (red area) marks the worsening of the situation because the vehicle is entering the first carriageway in the wrong direction. The local processing unit 240 is able to implement an immediate signaling procedure addressed to the driver of the vehicle V2 who is proceeding in the correct direction of travel by automatically activating the third signaling device 236. Furthermore, it is able to send the event ( RED status) to the remote control unit 100 so that appropriate intervention procedures are activated by the operators and / or by the police; procedures that will be determined by the Management Company of the road section, according to validated models.

According to an embodiment, the following FT transition functions and FU outputs can be implemented:

Figure 5 illustrates a diagram that represents the state transitions described above of the deterministic finite state automaton implemented by the local processing unit 240.

It can be observed that in the diagram further FT transition functions are represented, represented with dashed lines, which make the system more reliable because it is able to perform its function even in the event of temporary unavailability of one of the detection devices 210, 220, 230. In fact, it is foreseen that in the event of temporary unavailability of the first detection device 210 (and therefore of the absence of active inputs I1, I2), the automaton is able to pass directly from the WHITE state to the ORANGE state in case of input I3 active. In addition, in the event of temporary unavailability of the second detection device 220 (and therefore the absence of active inputs I3, I4), the automaton is able to go directly from the WHITE to the RED state in the event of an active I5 input.

It is also observed that in the YELLOW state, when the potentially dangerous situation returns (because the vehicle V1, following the signals on the first signaling device 226, spontaneously returns along the correct road section), the local processing unit 240 it is advantageously adapted to close the event and to switch to the BLACK state automatically and independently with respect to the remote control unit 100, thanks to the timeout input I7. In the ORANGE or RED state, on the other hand, the local processing unit 240 is able to close the event and pass to the BLACK state only following a request for closing event I8 coming from the remote control unit 100. This is because the management of these events requires the implementation of intervention procedures by the operators in charge and / or by the police who are outside the control of the local processing unit 240.

As will be clear from the present description, the first, second and third detection devices 210, 220, 230 are used as sensors capable of signaling the presence of a vehicle in the wrong direction; however, these devices are not in themselves capable of activating any intervention / signaling action. These intervention / signaling actions are, in fact, established and implemented by the local processing unit 240 which receives the signals transmitted by the detection devices 210, 220, 230 through the reading of digital inputs (in the example, I1, I2, I3 , I4, I5, I6). In particular, according to the invention, the operating logic for managing vehicles in the opposite direction is not entrusted to the single detection device 210, 220, 230, as occurs for example in the system described by EP 2 897 116, but is implemented by the control unit local processing 240 in accordance with its programming and according to the digital signals coming from the various detection devices 210, 220, 230. In this way it is possible to implement cooperative and coordinated intervention actions (for example to control the signaling devices 216, 226, 236 and the video surveillance camera 214) on the basis of the different signals received over time by the various detection devices 210, 220, 230. For example, it is possible to activate several visual signaling devices 216, 226, 236 simultaneously, including those associated with detection areas not yet affected by the event.

Furthermore, it is possible to use a single video surveillance camera 214 adjustable by the local processing unit 214 on several predefined positions suitable for recording the multiple detection areas AR1, AR2, AR3, on the basis of the different signals received over time from the various control devices. detection 210, 220, 230.

The local processing unit 240 also makes it possible to make the control system easily expandable. In fact, in case of addition of additional detection, signaling and / or video surveillance devices, it is sufficient to connect these devices to the appropriate inputs / outputs of the local processing unit 240 and consequently adapt the FT transition functions and the output functions. FU of the automaton. In addition, the local processing unit 240 makes it possible to make the control system easily adaptable to any type of control system layout. The local processing unit 240 is in fact able to operate with any type of input / output device capable of supplying / receiving digital signals (for example, 1-0) to / from the digital input / output of the control unit. local processing 240.

Furthermore, as evident from what has been described above, even in the event of faults and lack of communication with the remote control unit 100, the local processing unit 240 is able to activate some alarm signals autonomously from the control unit. remote control 100. This advantageously allows to improve the reliability of the system.

In its various aspects, the invention therefore makes it possible to create a reliable, efficient and flexible control system.

In addition, in the case of using a thermal imager to make the detection devices 210, 220, 230, the invention advantageously allows detecting vehicles without the need for light to function and to perform detections even at long distances and in difficult atmospheric conditions. In addition, it improves the reliability of the measurements since, in the road environment, the thermal energy emitted by a vehicle cannot be confused with that of an animal or that of a pedestrian. The control system is therefore able to distinguish vehicles from other objects potentially in transit in the area of interest.

Claims (14)

CLAIMS 1. Control system (10) of a vehicle (V1) traveling in the opposite direction on a one-way stretch of road (311, 310), the system comprising: - a remote control unit (100); - a local processing unit (240) connected to the remote control unit (100) for sending / receiving data to / from the remote control unit (100); - a first detection device (210) connected to the local processing unit (240), able to detect the presence of the vehicle (V1) in transit in the wrong way in a first detection area (AR1) of the road section (311, 310 ) and to transmit signals indicative of the presence of the vehicle (V1) in said first detection area (AR1) to the local processing unit (240); - a second detection device (220) connected to the local processing unit (240), able to detect the presence of the vehicle (V1) in transit in the wrong way in a second detection area (AR2) of the road section (311, 310 ) and to transmit signals indicative of the presence of the vehicle (V1) in said second detection area (AR2) to the local processing unit (240), the second detection area (AR2) being downstream of the first detection area (AR1 ) considering a direction of travel in the opposite direction of the road section (311, 310); - at least one alarm signaling device (216; 226, 236) connected to the local processing unit (240) and suitably placed in the vicinity of said road section (311, 310); wherein the local processing unit (240) is configured to process the signals received from the first detection device (210) and from the second detection device (220) and output command signals for automatically activating / deactivating said at least one alarm signaling device (216; 226, 236), depending on said received signals. System (10) according to claim 1, also comprising at least one video surveillance camera (214) connected to the local processing unit (240), able to be adjusted by the local processing unit (240) to film the first area detection area (AR1) and the second detection area (AR2); the local processing unit (240) being configured to process the signals received from the first detection device (210) and from the second detection device (220) and to output control signals to regulate said at least one video surveillance camera (214 ), depending on said received signals. System (10) according to claim 2, wherein said at least one video surveillance camera (214) is a single camera able to be adjusted to two positions able to film respectively the first detection area (AR1) and the second detection area detection (AR2) and the processing unit is configured to output command signals for adjusting said video surveillance camera (214) to one or the other of said two positions, according to the data received from the first detection device ( 210) and the second detection device (220). System (10) according to any one of the preceding claims, in which the local processing unit (240) is configured to send to the remote control unit (100) data indicative of a current situation about the vehicle going in the wrong direction (V1) along the road section (311, 310). System (10) according to claim 4, wherein according to said data indicative of the current situation received by the processing unit (240), the remote control unit (100) is able to trigger an intervention procedure suitable to manage the current state. System (10) according to claim 5, wherein once the intervention procedure is finished, the remote control unit (100) is able to send an alarm closure signal to the processing unit (240) which, upon in turn, it is adapted to output command signals for automatically deactivating said at least one alarm signaling device (216; 226, 236) and to regulate said at least one video surveillance camera (214) according to a predetermined setting. System (10) according to any one of the preceding claims, wherein the local processing unit (240) comprises a time counter adapted to generate a timeout signal at the end of a predetermined period of time counted starting from a predetermined event. System (10) according to claim 7, wherein the local processing unit (240) is configured to output command signals for automatically deactivating said at least one alarm signaling device (216; 226, 236), to the generation of said timeout signal. System (10) according to any one of the preceding claims, wherein the local processing unit (240) is configured to implement a deterministic finite state automaton defined by a set of input signals (I1, ... I8), of states (S1,… .S5), of output signals (U1,… U8), of transition functions (FT) and of output functions (FU). System (10) according to claim 9, wherein for each current state, among the set of states (S1, ... .S5) of the automaton, the transition functions (FT) are configured to define the future state, between the set of states (S1,… .S5), assumed by the automaton when, being in the current state, it receives a certain input signal from the set of input signals (I1,… I8); the functions of the outputs (FU) being configured to define the output signals, among the set of output signals (U1, ... U8), provided by the automaton in correspondence with a certain current state and a certain input signal. System (10) according to claim 9 or 10, wherein the set of input signals (I1, ... I8) comprises the signals received by the first detection device (210), the signals received by the second detection device ( 220), preferably an alarm closure signal received by the remote control unit (100) and, preferably, a timeout signal generated by a suitable time counter of the local processing unit (240). System (10) according to any one of claims 9 to 11, wherein the set of output signals (U1, ... U8) comprises the control signals for automatically activating / deactivating said at least one alarm signaling device ( 216; 226, 236), preferably command signals for regulating at least one video surveillance camera (214) and, preferably, signals for sending data indicating the current state assumed by the automaton to the remote control unit (100). System (10) according to any one of claims 9 to 12, wherein the set of states (S1, ... .S5) of the automaton comprises at least a first initial state (S1) corresponding to the absence of relevant events about the transit of the vehicle in the opposite direction (V1) along the road section (311, 310); a second state (S2) corresponding to the presence of the vehicle (V1) in transit against the traffic along the first detection area (AR1) of the road section (311, 310); a third state (S3) corresponding to the presence of the vehicle (V1) in transit against the traffic along the second detection area (AR2) of the road section (311, 310); a fourth state (S5) corresponding to the end of the presence of the vehicle (V1) in transit against the traffic along the road section (311, 310). System (10) according to any one of the preceding claims, wherein the first detection device (210) and the second detection device (220) each comprise a thermal imager.